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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2096/34806/SRAFIngham19410620v100001-Audio.1.mp3
df75c4e4cf72f2d427bab4d2e174deb9
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Title
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RAF Ingham Heritage Group. Zosia Kowalska
Description
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Three items. An oral history interview with Zosia Kowalska and two photographs.
Date
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2016-11-14
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IBCC Digital Archive
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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
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RAF Ingham
Transcribed document
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Transcription
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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
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01:09:16 audio recording
Identifier
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SRAFIngham19410620v100001
Publisher
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IBCC Digital Archive
Rights
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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
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Anne-Marie Watson
Carolyn Emery
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/omeka/files/original/1368/23069/PThomasAF20050009.1.jpg
c7e44339ceb0d0a4b0609fb8d51fa92d
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
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Thomas, Arthur Froude. Album 4
Publisher
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IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2020-02-11
Rights
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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
Thomas, AF
Description
An account of the resource
42 items. An album containing photographs of 149 Squadron aircraft and personnel as well as pictures taken in 1946 of some of the bomb damage to German cities.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[Photograph]
1945. 149 Squadron. R.A.F. Methwold.
Wireless Operators Section.
Leader. F/Lt Charles Wilkie.
L to R Rear. F/Sgt Brown. F/Sgt Ken Livermore. F/Sgt Jock Richards. F/Sgt Lorimer. F/Sgt Ron Gateby. F/Sgt Mortinson. F/Sgt Walker. F/Sgt McIlwain.
Front. F/Sgt Fisk. F/Sgt Cook. F/O Cockbill. F/Lt. C. Wilkie. F/O Bargate. W/O Farrar. F/S Nottingham.
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
Wireless Operators, Methwold
Description
An account of the resource
15 airmen arranged in two rows, captioned '1945. 149 Squadron. RAF Methwold. Wireless Operators Section. Leader. F/Lt Charles Wilkie'. Each individual is named in a second caption.
Date
A point or period of time associated with an event in the lifecycle of the resource
1945
Format
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One b/w photograph 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
PThomasAF20050009
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
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--Norfolk
Temporal Coverage
Temporal characteristics of the resource.
1945
Contributor
An entity responsible for making contributions to the resource
David Bloomfield
Anne-Marie Watson
Requires
A related resource that is required by the described resource to support its function, delivery, or coherence.
Workflow A completed
149 Squadron
aircrew
RAF Methwold
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/371/6133/SCavalierRG1264567v10017-0001.1.jpg
234d4d62c971ffbebf0818106bbc36fc
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/371/6133/SCavalierRG1264567v10017-0002.1.jpg
9ed9b96b2ee2e59b341036aecb3782bc
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
Cavalier, Reginald George. Album two
Description
An account of the resource
35 items. The album contains service material, Christmas cards, and propaganda leaflets in German, French and English.
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
2017-04-10
Identifier
An unambiguous reference to the resource within a given context
Cavalier, RG
Rights
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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
WHY DIE FOR STALIN?
WHY DIE FOR THE JEWS?
By John Amery
We started the war for Danzig. We have surrendered Poland to Russia.
We started the war to maintain the balance of power in Europe. We have handed over Europe to Stalin, lock, stock and barrel.
We started the war against Nazi Oppression. We have handed the whole of Europe over to Communist oppression.
We started the war to make the world safe for Democracy, and, to achieve that, we allied ourselves to a country where from Brest-Litovsk to Vladivostock nobody has ever heard of such a thing.
We signed an Atlantic Charter to guarantee the small nations of Europe. We have handed over Finland, Rumania [sic], Bulgaria, Esthonia [sic], Latvia, Lithuania and Poland to Stalin and to Communism.
We started a war invoking the blessing of the Almighty on the justice of our cause and we allied ourselves to the atheist Russians [sic] murderers of over a million priests, against Germany where the State subsidises religion, against Catholic Italy, Catholic Hungary, Catholic Rumania [sic], Orthodox Bulgaria, and Protestant Finland, to say nothing of little Slovakia whose president is a Catholic Bishop.
Is it the dream of a madman? Not one of the reasons for war invoked is true, or holds good, 5 years later.
No! It is for Stalin and for Jewry that our boys are dying on the Guarigliano, in the swamps of Burma, on the Seven Seas and here in our England.
It is for Stalin and the Jews that we, who had everything, have lost valuable parts of our Empire, our interests abroad, our gold reserves.
[Page break]
It is for Stalin and the Jews that you queue up to get something to eat, when there can be an abundance of everything.
It is for Stalin and the Jews that you no longer get a living salary when before you were relatively well paid, and articles of prime necessity could be found on the market.
It is thanks to Stalin and the Jews that your newspapers are censored, that Habeas Corpus does not exist any more, that you can’t write an uncensored letter to the press or get up on a soap box in Hyde Park and vent your feelings.
It is because of Stalin and the Jews that you cannot have a suit with more than so many pockets without going to the black market.
It is by order of Stalin and the Jews that the exchanged prisoners from Germany in November were never allowed to write or discuss their impressions of war-time Germany or say how they had been treated over there.
It is by order of Stalin and the Jews that whole populations have been forcibly evacuated from the South Coast…it is by order of Stalin and the Jews that the best blood of our country goes forward to the inevitable massacre of a second front…with an AMERICAN commander-in-chief.
It is thanks to Stalin and the Jews that we have betrayed Finland.
It is thanks to Stalin and the Jews that we have lost Hong-Kong [sic], Singapore, the Straits Settlements, Burma and the rest, to the Japanese who USED TO BE OUR ALLIES.
It is thanks to Stalin and the Jews that thousands of our fellow countrymen here have languished in the jails of the Isle of Man, and even if Mr Morrison does not admit it, the impartial Red Cross of Geneva has given the figure at 152,674.
Is that worth fighting for against Hitler?
Hitler has said in his book “Mein Kampf” that he had no quarrel with England.
Hitler ordered his troops on the Siegfried Line to put up banners “We won’t fire first”.
Hitler offered us Peace after the collapse of France on the basis of the status quo ante.
Hitler has declared a thousand times that National Socialism is not for export.
[Bold text] Why die for Stalin and the Jews – there are better things to [italicised] live [/italicised] for! [/Bold text]
[Signature inserted]
[underlined] John Amery [/underlined]
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
Why die for Stalin? Why die for the Jews?
Description
An account of the resource
Propaganda leaflet by British fascist John Amery aimed at the British population and arguing that the sacrifices of the Allies have served only the interests of 'Stalin and the Jews'.
Format
The file format, physical medium, or dimensions of the resource
Two sides of a printed sheet
Language
A language of the resource
eng
Identifier
An unambiguous reference to the resource within a given context
SCavalierRG1264567v10017-0001, SCavalierRG1264567v10017-0001
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
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
Anne-Marie Watson
Dianne Kinsella
Jan Morgan
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Creator
An entity primarily responsible for making the resource
John Amery
Type
The nature or genre of the resource
Text
anti-Semitism
Hitler, Adolf (1889-1945)
home front
propaganda
Stalin, Joseph (1878-1953)
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1380/23978/PFordTA17040007.2.jpg
f64282962015b67d5769d5c321794f6c
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
Ford, Terry. Album One
Description
An account of the resource
18 items. Photographs and documents of Terry Ford's service including target photographs, press cuttings and propaganda leaflets. It contains some images taken inside an aircraft during operations.
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
Ford, T
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[Photograph]
1831 MEP. 3.10.44// 8 5,000 [symbol] 158° 1355.
WEST CAPELLE DVK. N. 1x4000 6X1000. 1x500.C20SECS F/O FORD Y 75.
ABOVE :- The German Army were preventing us from using the port of Antwerp by commanding the approaches from strong positions on WALCHEREN ISLAND. As most of the island was below sea level it was decided to flood it by breaking the sea wall. The above photo shows our attack on the wall near West Capelle, from a height of 5,000 feet.
BELOW :- On the night of 6th October, 1944, we attacked Dortmund (in the Ruhr Valley). The target on our arrival was well-marked with green target indicators, as can be seen from the photograph. A large number of fires were beginning. The aircraft was banked to port when the photo was taken.
[Photograph]
1863 MEP 6/7.10.44// NT. 8” 21,000 [symbol] 310° 2030
DORTMUND N. 1 x 4000. 15 x 4. 31 SECS. F/O FORD. Y. 75
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
Westkapelle Dyke and Dortmund
Description
An account of the resource
Two target photographs from an album.
Photo 1 is Westkapelle dyke which was bombed to flood Walchern Island, which was below sea level.
Photo 2 is a night attack on Dortmund, most of the image obscured by anti-aircraft fire and target indicators.
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
PFordTA17040007
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Germany
Great Britain
Netherlands
England--Cambridgeshire
Germany--Dortmund
Netherlands--Walcheren
Germany--Ruhr (Region)
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.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-10-03
1944-10-06
1944-10-07
Temporal Coverage
Temporal characteristics of the resource.
1944-10-03
1944-10-06
1944-10-07
Contributor
An entity responsible for making contributions to the resource
David Bloomfield
Anne-Marie Watson
Requires
A related resource that is required by the described resource to support its function, delivery, or coherence.
Workflow A completed
75 Squadron
aerial photograph
anti-aircraft fire
bombing
Lancaster
RAF Mepal
target indicator
target photograph
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1367/23009/PThomasAF20040020.2.jpg
1836802a0b3bdc70d8eb76592357910c
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
Thomas, Arthur Froude. Album 3
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2020-02-11
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
Thomas, AF
Description
An account of the resource
49 Items. An album containing 35 and 149 Squadron target photographs and pictures taken on a sightseeing tour over German cities to see bomb damage.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[Photograph]
4 B.
A133 BOT. 19-2-45//8” 20000. 105.1034 WESEL P
1X4000. 10X500. 4X250. TD025 37Secs. W/C Chilton V149
19/2/1945. Wesel.
A further attack on this town which covers the approaches to the Rhine. The attack was carried out on G-H because of heavy cloud cover. The tracks in the photo are caused by an aircraft going down in flames & exploding on contact with the deck.
Time 16-34. Aircraft V-Victor of 149 Squadron flown by Wing Commander Peter Chilton [deleted word] D.F.C. A.F.C. Bomb load 1 by HC4000lb, 10 by 500lb & 4 by 250lb.
25/10/1944. Essen.
The photograph shows the enormous explosion which occured [sic] during the attack Probably caused by a filling shed at the Krupps works going up. The time is not shown. Height 20,000’. Aircraft V-Victor of 149 Squadron flown by F/O Goidie.
[Photograph]
693 MEW 25.10.44/8” [symbol] 010°
ESSEN.U.1x4000.21x4.C SECS F/O GOIDIE. V149
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
Wesel and Essen
Description
An account of the resource
Photo 1 is a vertical aerial photograph of Wesel during an attack. The town is obscured by cloud and the bombers used Gee-H. There are tracks of a bomber going down in flames and exploding on contact with the ground. Photo 2 is a vertical aerial photograph of an attack on Essen. There is an enormous explosion with no detail visible on the ground.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-10-25
1945-02-19
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
PThomasAF20040020
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Germany
Great Britain
England--Norfolk
Germany--Essen
Germany--Wesel (North Rhine-Westphalia)
Germany--Ruhr (Region)
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1944-10-25
1945-02-19
Contributor
An entity responsible for making contributions to the resource
David Bloomfield
Anne-Marie Watson
Requires
A related resource that is required by the described resource to support its function, delivery, or coherence.
Workflow A completed
149 Squadron
aerial photograph
bombing
crash
Distinguished Flying Cross
Gee
RAF Methwold
shot down
target photograph
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1367/23008/PThomasAF20040019.1.jpg
2d0084131dcae8ea56ae75e9e1e275d8
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
Thomas, Arthur Froude. Album 3
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2020-02-11
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
Thomas, AF
Description
An account of the resource
49 Items. An album containing 35 and 149 Squadron target photographs and pictures taken on a sightseeing tour over German cities to see bomb damage.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[Photograph]
1568 MEW 16.2.45/8” 19500’ 115° 1558. WESSEL D1
NC4000IN 8MC500DT 2GP500LD 4GP250DT IFRC 5 SECS D1.149
16/2/1945. Wesel.
Wesel was almost totally destroyed in three attacks to prevent the German Army from holding up the British advance on the Rhine. Heavy bombing made the roads virtually impassable. In the photograph the attack is just starting & the first bombs can be seen exploding in the Town. Time 15-58. Height 19500’. Bomb load- 1 by HC4000lb, 8 by MC500lb, 2 by GP500lb & 4 by GP250lb. Aircraft D-Dog of 149 Squadron flown by F/Sergeant Bolton.
16/2/1945. Wesel.
The photograph shows how the attack on the target developed within one minute. A large number of bombs can be seen exploding with two sticks plainly marked. Time 15-58. Height 20,000’. Aircraft D-Dog of 149 Squadron flown by Flight-Sergeant Bolton.
[Photograph]
[inserted] Possible stick [/inserted]
[inserted][underlined] SPARE PHOTO [/underlined][/inserted]
40. TFD. 16.2.45. //8”. 20.000’. 093°. 15-58.
WESEL. V. 1x4,000. 10x500. 4x250. F/S. BOLTON. D149
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
Wesel
Description
An account of the resource
Photo 1 and 2 are vertical aerial photographs of Wesel during the attack. The first image is at the start of the bombing and one explosion can be seen. In the second image, one minute later, there are many explosions.
Date
A point or period of time associated with an event in the lifecycle of the resource
1945-02-16
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
PThomasAF20040019
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
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Conforms To
An established standard to which the described resource conforms.
Pending geolocation
Spatial Coverage
Spatial characteristics of the resource.
Germany
Great Britain
England--Norfolk
Germany--Wesel (North Rhine-Westphalia)
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1945-02-16
Contributor
An entity responsible for making contributions to the resource
David Bloomfield
Anne-Marie Watson
Requires
A related resource that is required by the described resource to support its function, delivery, or coherence.
Workflow A completed
149 Squadron
aerial photograph
bombing
RAF Methwold
target photograph
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1368/23116/PThomasAF20050047.2.jpg
9ce0be9ebb4de9b7e7d276da76184427
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
Thomas, Arthur Froude. Album 4
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2020-02-11
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
Thomas, AF
Description
An account of the resource
42 items. An album containing photographs of 149 Squadron aircraft and personnel as well as pictures taken in 1946 of some of the bomb damage to German cities.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[Photograph]
[Photograph]
Vickers Wellington III. Z1572. Twin engine long range bomber powered by 1425hp Bristol Hercules engines. Carried a crew of 5 or 6. The only know survivor out of the 11,461 built is in the R.A.F. Museum Hendon. Bomb load 4500 lbs & armed with 8 .303 machine guns. The ‘Wimpey’ entered service in 1938 & remained in use until 1953. The aircraft in the top photo served with 75, 115, 419 & 427 squadrons. Struck off charge 1945.
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
Wellington III
Description
An account of the resource
Photo 1 is a Wellington, VR-Q Z1572, in flight.
Photo 2 is a view of the starboard nose of a Wellington. The hangar roof is also geodetic construction.
Format
The file format, physical medium, or dimensions of the resource
Two colour 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
PThomasAF20050047
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
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
David Bloomfield
Anne-Marie Watson
Requires
A related resource that is required by the described resource to support its function, delivery, or coherence.
Workflow A completed
115 Squadron
419 Squadron
427 Squadron
75 Squadron
RAF Hendon
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16384/MNealeETH1395951-150731-048.1.pdf
797498dcd38cfa16c36ae6f19671107e
Dublin Core
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Title
A name given to the resource
Neale, Ted
E T H Neale
Description
An account of the resource
123 items. The collection concerns Edward Thomas Henry Neale (b. 1922, 1395951 Royal Air Force) who served as a navigator with 37 Squadron in North Africa, the Middle East and Italy. The collection contains his training notebooks from South Africa as well as propaganda leaflets dropped by the allies in the Mediterranean theatre.
The collection also contains a photograph album, navigation logs and target photographs.
The collection has been loaned to the IBCC Digital Archive for digitisation by Alison Neale and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-31
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
Neale, ETH
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[Drawing of Service personnel]
“Khaki and Blue we welcome you”
Durban is glad to see you.
[Page break]
HELPFUL ORGANISATIONS
The following organisations will gladly assist in the entertainment of visiting soldiers and sailors, who are invited to get in touch with the following:-
Rotary Club. – Luncheon meeting every Tuesday at Marine Hotel, Esplanade, at 1 p.m. Secretary, C. Teeton (tel. 56124; res. tel. 85267). Sons of Rotarians in the Forces especially welcome.
Masonic Fellowship.- Information regarding Freemasonry may be obtained form the Masonic Hall, Smith Street (opposite Greenacre’s); tel. 24261.
Sons of England.- Provincial Secretary, A.K. Todd, 7-8 Royal Exchange Buildings, cor. Smith and Field Streets, tel. 21642; residence 335 St. Thomas’ Road, tel. 48328. Lodge meetings held frequently at S.O.E. Hall, 473 Smith Street.
Toc H.- Toc H members or friends are invited to ring up Mr. W.E. Steuart, c/o Messrs. Maythems Ltd., Maydon Road. tel. 57126; residence, Beach Hurst, Marine Parade, tel. 26595. Meetings Wednesday and Thursday, 8 p.m., Lucas House, Commercial Road, opposite Victoria League Club.
Toc H League of Women Helpers, Ellison Club, 79 Field Street, tel. 25802.
Overseas League.- Hon. Corresponding secretary, Mrs. W.A. Larmuth, Durban Women’s Club, Stuttaford’s Buildings, Field Street, tel. 21752.
Royal Empire Society.- Hon. corresponding secretary, J.R.T. Crampton, 19-20 Gersigny’s Buildings, Leslie Street, off Gardiner Street, tel. 21418.
Australian and New Zealand Association.- Secretary F. Jempson, c/o S.A. Slippers (Pty.) Ltd., 98 Gale Street, tel. 25188; residence, 63 Bartle Road, tel. 57967.
Association of Friends of Free France.- Secretary, M. Verdoncq, 26 Baker Street, off Smith Street, tel. 20421.
Durban Caledonian Society.- Chief, J.K. Samson, c/o Standard Bank of S.A. Ltd., West Street; residence, 150 Evans Road, tel. 56874. Secretary, W.B. Smith, 24 Toledo Avenue, tel. 49405.
Natal Cambrian Society.- Secretary H.I. Rowlands, c/o Messrs. Payne Bros, 398 West Street, residence tel. 49145. Musical evenings arranged at Seaforth Private Hotel, 10 Palmer Street (Mrs. E. Matthews, tel. 20027).
Lancashire, Yorkshire and Northern Counties Association.- Secretary, Mrs. E. Jackson, 6 Beach Hurst, Marine Parade, tel. 27446.
Society of Londoners.- Secretary, Miss F.M. Lloyd, tel. 49182. Social evenings at Merchant Navy Club, 17 Gardiner St., 7.30 p.m., second Tuesday in every month.
British Empire Service League.- Offices are situated in the basement of the Municipal Buildings., City Hall.
Memorable Order of Tin Hats (M.O.T.H.).- Hon, sec., Major C. Bass, G.H.Q. Warrior’s Gate, Od Fort Road., tel. 26046, who will afford information regarding meetings of Shellholes.
Durban Camera Club.- Secretary, L. Bevis, Municipal Museum , City Hall, tel. 26611 (ext. 102).
Durban Amateur Cine Club.- Secretary, W.B. Gray, 110 Sir Duncan Road, tel. 57338.
Durban Chess Club.- Secretary, H. Fairbridge, King’s Mansions, Esplanade, tel. 26250. Meets every Tuesday, 7.45 p.m. Club rooms, Stuttaford’s Chambers, Field Street (second floor).
Philatelic Society of Natal.- Meets first and third Wednesday of each month at 31 London Assurance House, 319 Smith St. (take lift to third floor), 7 p.m. Hon. secy., G. Milner Palmer, tel. res. 48790, office 23553.
Royal Antediluvian Order of Buffaloes.- S. Carson (R.O.H.), 39 Gardiner Street, tel. 21373; residence, 16 Madeira Road, tel. 38770.
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Ancient Order of Foresters.- Secretary, Miss N. Hughes, c/o Natal Mercury, Devonshire Place, off Smith St., tel. 24511. Meetings first Wednesday in each month at Foresters Hall, Alwyn House, 452 West Street, at 7.30 p.m.
Independent Order of Oddfellows (M.U.).- Secretary, W.J.H. Baker, 72 Madeline Road, tel. 36835. Meets first and third Mondays each month. Oddfellows Hall, Albany Grove, off Smith Street, near Playhouse, at 5.30 p.m.
Independent Order of Rechabites (S.U.).- Secretary, J.B. Matthews, c/o W. Sharp, 10 Stamford Hill Road, tel. 21234. Meetings second Monday in each month, Congregational Church Schoolroom, Aliwal Street, at 8 p.m.
Moral Rearmament (M.R.A.).- Office, 717 Payne’s Buildings, West Street, tel. 24248; after hours tel. 47958 or 49394.
Christian Science Reading Room.- No. 1 Rhodes House (ground floor), 368 Smith Street, tel. 22010. Open 9 a.m. to 5 p.m. daily; 9 a.m. to 1 p.m. Saturday.
Automobile Association of S.A., 30 Gardiner Street.
Royal Automobile Club of S.A., 5 Club Arcade, Smith St.
The Housing Section, S.A. Women’s Auxiliary Services, will gladly arrange for members of the Forces who are granted short periods of leave to be accepted as guests in private homes or on farms in various parts of Natal. Please contact Flat 5, Fire Station Buildings, Pine Street, tel. 26257.
The office of the Non-European Army Liaison Officer is at 141 Warwick Avenue, tel. 24543. It is suggested that non-European Officers and Nurses contact this official on arrival.
Information regarding other Associations or Organisations established in Durban is obtainable at the Publicity Bureau, corner of West and Church Streets.
CONSULAR REPRESENTATIVES.
Belgium: Mr. Henri Moumal, Reid & Acutt’s Buildings, 41 Esplanade, tel. 20132.
Denmark: Mr. O. Rasmussen, Whytock Building, 397 Smith Street, tel. 20731.
Free France: Capt. P. Lerequier, 42 Menteith House, Smith Street, tel. 20181.
Greece: Commander E. Lychnos, 24 Southern Life Building, Smith Street, tel. 25086.
Netherlands: Mr. F. Heckman, Netherlands Bank Building, 335 Smith Street, tel. 20387.
Norway: Mr. J.J. Egeland, 397 Smith Street, tel. 21694.
Poland: Mr. Stanislas B.M. de Rosset, 166 Goble Road, tel. 39461.
Portugal: Mr. V.M. Morgado, Netherlands Bank Building, Smith Street, tel. 22603.
Sweden: Mr. A. Lindholm, 99 Smith Street, tel. 25524.
U.S.A.: Mr. John Corrigan, Consul, Mr. Robt. C. Strong, Vice-Consul, Netherlands Bank Bldg., 335 Smith St., tel. 22461.
Yugoslavia: Mr. Alex. Blaikie, 130 Williams Road, tel. 21585.
New Zealand Govt.: Mr. H. Middlebrook (Hon. Representative). No. 3 First Floor, natal Bank Buildings, West Street, tel. 21483.
ZULU PHRASES.
[Phrase] Zulu. Pronounced.
Go straight ahead. Hamba pambili. Harmba pambeeley
Stop. Yima or Mana. Eeema or Marnar.
Turn around. Penduka. Pendugar.
Turn back. Buyel’ emuve. Buyella muvar.
How much? Imalini? Marleeney?
Go to the Point. Yana e Point. Yarnar Point.
Go to Maydon Wharf. Yana e Kangella. Yarnar Kangella.
Wait for me here. Ngilindela. Gilinderlar.
Good-bye. Hamba kahle. Harmber garshle.
A Zulu will probably express his thanks by the word “Mnumzana,” pronounced “Oomnnmzarnar”; or, if very pleased, will use the word “Inkosi,” pronounced “Inkorsi.”
Ricksha pullers and other Zulus use the following word to express money: 3d., Teekie (Itiki) or Upenn; 6d., Sispens or Zukwa; 1/-, Usheleni; 2/-, Scotchman; 2/6, Fakulin (Ufgargoleni).
Visitors will also note that Europeans use the word “Tickey” to express “Threepence”.
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“WELCOME TO DURBAN.”
This greeting is a very sincere one and, on behalf of Durban, is expressed to you by the compilers of this publication, the Durban Publicity Association, offices, corner West and Church Streets, opposite City Hall.
We trust your stay with us will result in your getting to know something of the delights of this “Sunlit City by the Sea,” that you will partake of the hospitality of its citizens and make many new friends, and that they will ripen into lasting friendships; and when the time arrives for you to leave us, we cannot do better than repeat the farewell expressed by our beloved Prime Minister, General Smuts, who said:-
“Good-bye, officer and man, visit us again; you will always be welcome; some of you might like to settle here when the war is over. You will be welcome.”
And so in some other languages we say:-
Afrikaans: Durban heet u welkom.
Belgian: Welkon in Durban.
Danish: Velkommen til Durban.
French: Bien venue à Durban.
Greek: Kalos orisete sto Durban.
Dutch: Welkom naar Durban.
Norwegian: Velkommen til Durban.
U.S.A.: Glad to know you, Cousin.
Yugoslavian: Dobro dosli vojnici u Durbanu.
Polish: Witajice! Pozdrawiamy was serdezcnie do Durbano.
Russian: Privetsvuyu vas v Durbane.
YOU WILL LIKE TO KNOW THAT
DURBAN is the premier seaport and the popular All-Year-Round holiday resort of the Union of South Africa.
Durban (lat. 29° 51’ S., long. 31° 0’ E.) is the third largest city in South Africa; Capetown and Johannesburg being larger.
The population of Durban is 280526, (Europeans 105,742 African Natives (mostly Zulus) 74,132; Asiatics 92,183; Coloured 8,469).
The area of the city is 43,050 acres, approximately 67 square miles.
The rateable value of Durban (1941-42) is £47,175,010.
The average maximum temperature throughout the year is 76.4° and minimum 63°. Average mean temperature 69.7°. Average maximum temperature (midsummer), December-February, 81.3°.
Durban enjoys 2,401 hours of sunshine during a year, equalling 54.8 per cent. of the total hours of daylight.
The mean annual rainfall is 45 inches, the greater part falling during the summer months (October-March).
Mean sea-water temperatures: November to March (summer) 76°, April to October 69°. Winter months, June-August, 67.3°.
The speed limit in Durban, except where indicated otherwise, is 30 miles per hour. The rule of the road and sidewalk is “Keep to the left.”
City Hall, Post Office, Railway Station and Publicity Bureau are two miles distant from the Point (Docks) bus terminus.
A FEW DON’TS
Don’t sunbathe to long on midsummer days. Take small doses until you’re tanned. Smearing your shoulders, arms and legs with Vaseline or other pomade before bathing will help.
Don’t drink on an empty “tummy.” Have a good square meal first. The canteens will provide all you require.
Don’t attempt to board moving buses. Wait for the next one.
Don’t cross streets against the robot. Use pedestrian crossings where provided. The traffic rule is “Keep left.”
Don’t hesitate to ask townspeople for information. They will gladly assist anyone of the United Nations.
If you wish to post this folder home, don’t hesitate to ask the Publicity Bureau for an envelope – Free.
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REFRESHEMENT CANTEENS and CLUBS
The organisations listed below are happy to provide refreshments and facilities to members of H.M. Forces and the Allied Merchant Navy.
IN CENTRAL AREA.
Victoria League Club, 209 Pine Street (near General Post Office, one minute from railway station). Open 8.30 a.m. to 10 p.m. Light meals served. Comfortable writing and smoking rooms, recreation hall with three billiard tables, tennis table sets, dart boards, etc. Concert hall. Dressing room with hot baths and cold showers.
Wesley Hall Canteen, central West Street, near Gardiner Street corner. Light refreshments FREE. Magazines, gramophone records and games. Free cigarettes and writing materials also supplied to those who need them. Open 9 a.m. to 10 p.m. Entertainments also arranged. Service testaments containing the King’s message can also be obtained, gratis.
Navy League Club, Metal Buildings, 25 Field Street (Esplanade end). Open 9 a.m. to 9.30 p.m. Refreshments provided. Rest and writing rooms. Hot and cold baths. Dances held Mondays and Thursdays. Sing-song every Sunday evening at 7.30 p.m.
South African Women’s Auxiliary Services Canteen, Old Court House, corner of West Street and Aliwal Street (next east end of City Hall). Open 8 a.m. to 10 p.m. Meals and light refreshments. Rest and writing rooms. Games, billiards.
Salvation Army Soldiers’ Red Shield Club, Albany Grove, next to Mayfair Hotel and opposite the side of the Playhouse. Open from 10 a.m. Light refreshments, reading and writing facilities.
Young Men’s Christian Association, Elizabeth Crookes Hall, Beach Walk. Two minutes from City Hall. Reached via Beach Walk at side of Royal Hotel, or from Esplanade. Open daily 8.30 a.m. to 10 p.m.; Sundays 10 a.m. to 10 p.m. Refreshments, indoor games, reading and writing room, two billiard tables. Dances on first and third Wednesday of each month. Partners provided.
A limited number of beds are available in the Y.M.C.A. building, adjoining the Hall.
South African Women’s Voluntary Air Force Canteen, Milton House (upstairs), Smith Street, opposite Mayfair Hotel and next to east end of City Hall. Open 8 a.m. to 10 p.m. Light refreshments.
Sons of England Rest Room and Canteen, Union Buildings, corner of Pine Street and Mark Lane (near Victoria League Club). Open 10 a.m. to 10 p.m. Light refreshments, games, reading and writing facilities.
Toc H Servicemen’s Club, 36a Gardiner Street (next to Wardkiss Hardware Co.). Open 10 a.m. to 10 p.m. Light Refreshments.
Foyer des Forces Francais Libres (Free French Club), 112a Commercial Road (above Lipworths}. Open 10 a.m. to 10 p.m. Refreshments (French cooking), reading and writing facilities.
American-Canadian Club, Security Buildings, 345-347 Smith St. (in passage). Coca-cola and cookies. Reading and writing material and games. Music. Open 1 p.m. to 10 p.m.
IN BEACH AREA.
Durban Jewish Club, Old Fort Road, near corner Marine Parade. Open 10 a.m. to 10 p.m. Hot and cold meals and light refreshments. Writing and reading rooms. Dressing rooms with hot and cold showers. Sporting facilities: billiards, squash court, tennis, bowls. Undenominational.
Stand Easy Club.- Pavilion Tea Room, corner of Marine Parade and Old Fort Road. Open daily from 2 p.m. Light refreshments, games galore, reading and writing facilities. Dancing on Tuesdays and Fridays from 7.30 p.m. Sing-song with popular artistes on Sundays at 7.30 p.m.
Christian Science Rest Room, Marine Parade South, corner of Smith Street (adjoining Rink Garage). Open 2 p.m. to sunset daily. No refreshments. Reading and writing room.
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IN POINT DISTRICT
St. Peter’s Canteen, Point Road, near corner of Hospital Road. Open 9 a.m. to 10 p.m. Refreshments, games. Dancing Wednesday and Sunday evenings.
Seamen’s Institute and Rest, 154 Point Road, opposite Vasco de Gama Clock and near corner of Southampton Street. Open always. Refreshments at all hours. Indoor games, billiards, reading and writing rooms. Cinema shows every night at 8 p.m. Concerts and dramatic performances in theatre frequently. Cricket and football fields available. Sleeping accommodation for Royal Navy and Merchant Navy. Sunday evening service 8.40 p.m.
Missions to Seamen (for Seamen only), Wellington Road (near end of Point Road). Open 9 a.m. to 10.30 p.m. Indoor games. Concert and cinema show nightly. Dancing twice weekly. Services on Sundays.
CONGELLA.
Seamen’s Institute Branch Canteen, Maydon Wharf. Open 7 a.m. to 8 p.m. Refreshments, indoor games. Cinema shows frequently.
Umbilo, S.A.W.A.S. Canteen (Stella Park branch), Bartle Rd., at Umbilo bus terminus, near Union Flour Mills. Open 2 p.m. to 9 p.m. Meals and light refreshments. Writing facilities.
IN SUBURBS.
Journey’s End Moth Shellhole Social Club, Kensington Drive, Broadway (off Northway), Durban North. Open each Friday from 7.30 p.m. and on other necessary occasions. Dancing, refreshments, free. Limited number of dancing shoes provided.
Greenwood Park Presbyterian Church Canteen, North Coast Rd. (bus stop 34). Opens Every Sunday 3 p.m. to 7 p.m. and when other occasions demand it. Free meals. Games, two Badminton courts (open-air).
CANTEENS OPEN OCCASIONALLY.
St. Andrew’s Presbyterian Church Canteen, corner Albert Street and Commercial Road, opposite Fire Station. Light refreshments, games, reading and writing facilities. Concerts and social evenings organised. ALL FREE. Open 2 p.m. to 10 p.m. when occasions require it.
St. Paul’s Hall Canteen, adjoining St. Paul’s Church, corner Church and Pine Streets. Open when occasions demand it. Refreshments, etc.
Congregational Church, Aliwal Street (near Esplanade). Free refreshments.
Wayside Canteen, Presbyterian Church, Berea Road, corner of Manning Road (alight at stop 16). Open 2 p.m. to 5.30 p.m. on rush occasions. Free refreshments.
NON-EUROPEAN CANTEENS.
For Indians: Indian Servicemen’s Club, 140 Field Street.
For Coloureds: St. Raphael’s Hall, Stratford Road.
For African Natives: Methodist Church Hall, 205 Grey Street.
SERVICES RESIDENTIAL CLUBS.
Officers.
Fleet House, Residential Club for Naval Officers (Branch of Navy League), 155 St. Thomas’ Road, Berea. Accommodation with board for 25 officers. Specially low charges. Tel. 49393.
Other Ranks.
S.A.W.A.S. Servicemen’s Residential Club, Queen’s House, 11 Queen St. (near railway station, off Soldiers’ Way), and Annexe on opposite side of street. Bed and early morning tea 9d. Over 900 beds. Lock-up kit rooms, hot and cold baths. Light refreshments (no meals served). Reading, writing and recreation rooms, billiard table. Open always.
Other Annexe, Ouma’s Victory House, Dougall’s Building, corner of Berea and Umbilo Roads. Open from 8 p.m. 100 beds. Same charge, etc. as at Queen’s House. Booking of beds to be made at Queen’s House during day.
All Night Inn, Soldier’s Way (opposite railway station). Sleeping accommodation for Naval personnel. 200 beds. 1/- night. Beds booked from 10 a.m.
Compiled and published by the Durban Publicity Association.
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[Three photographs of men enjoying the facilities in Durban]
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TRANSPORT AND MOTOR TOURS.
Travel on Municipal trolley buses, motor buses and trams is free to all members of H.M. Forces, in uniform, and also to those in hospital blue and grey, provided they wear their uniform cap and red tie. This privilege is suspended between the hours of 4.30 p.m. and 6 p.m. Monday to Friday inclusive.
Troops are asked to avoid unnecessary use of conveyances between 4.30 p.m. and 6 p.m., in order that the ordinary public requirements can be met.
Ordinary fares must be paid on “Race Course Special” and other special service trams and buses.
All routes are indicated on the map, thus: “Route…”
TROLLEY BUS SERVICES.
Route 2, Marine Parade, via West Street and Upper Marine Parade. Terminus Somtseu Road. En route: Hotels and flats, open-air swimming bath, central bathing beach, Aquarium, Snake Park, Beach Amusement Park, Amphitheatre gardens (special open-air dances arranged); Municipal bowling greens. Victoria Park, behind Parade (alight at Sea View Street); Beach tennis courts (alight at Hotel Empress).
Soldiers’ Clubs: Stand Easy Club, corner Old Fort Road; Jewish Club, Old Fort Road. Alight at Old Fort Road corner.
Route 3, South Beach, via West Street and South Marine Parade; terminus Addington Hospital (Government and Military hospitals). Popular bathing beach, change rooms, Beach concerts, Municipal bowling greens. Soldiers’ Club: Christian Science Rest Room (adjoining Rink Garage), corner Marine Parade South and Smith Street (near Hotel Seaside).
Route 4, Point Docks, via West St. and Point Rd. Terminus 2 miles. En route: Soldiers’ Club, St. Peter’s Canteen, Point Rd., corner of Hospital Rd.; Seamen’s Institute and Rest, 154 Point Rd., Missions to Seamen, Wellington Rd. Churches en route: Christ Church (C. of E.), Point Rd., corner Masonic Rd., and St. Peter’s Church (R.C.), Point Rd., corner Hospital Rd.
(All above services leave from Church Street.)
Route 5, Umbilo (4 1/2 miles). Industrial area on left, residential area beyond. Congella Park (corner Umbilo and Pioneer Roads), Stella Park, Stellawood Road (off Umbilo Road.)
Route 6, Queen Mary Avenue, Glenwood.
Route 7, Glenwood (Bulwer Park and Manor Gardens), to terminus, Chelmsford Road. Residential area, Bulwer Park en route (2 6-10 miles.)
(All above leave from West Street, opposite Post Office.)
Routes 8 and 9, Mayville Hill (via Toll Gate). Main Road (inland) to foot of Mayville Hill. Extensive inland views (3 3-10 miles)
Route 10. Springfield Road (via Overport), to terminus, Springfield Road. Traverses attractive residential districts, inland views from terminus (4 miles).
Route 21, Musgrave Road (via Berea Road), via Pine Street, Cathedral Road, West Street, Berea and Musgrave Roads to Marriott Road stage, returning to city via Musgrave and Florida Roads, First Avenue and Soldiers’ Way (3 miles).
Route 22, Marriott Road, to Marriott Road stage. Musgrave Road (3 miles), thence returning to City via Berea Road.
Note.- Routes 21 or 22 form a circular tour of the Berea (time 40 minutes). Wonderful panoramic views, stately homes, beautiful gardens and gorgeous flowering trees and shrubs. Musgrave and Florida Roads are lined with flamboyant trees, in bloom in December and January. Large hotels en route: Osborne, Caister and Ocean View.
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The Municipal Aviaries are situated in Mitchell Park (east end Musgrave Road), a beauty spot, restful and charming, with huge indigenous and other trees. Refreshments obtainable. Jameson Park, near by, is renowned for its glorious gardens, beautiful palms and flowering trees and shrubs.
Route 23, Botanic Gardens (via Berea Road), proceeds via Pine Street, Cathedral Road, West Street, Berea and Botanic Gardens Roads and Edith Benson Crescent to Botanic Gardens, returning to city via Cowey and Clarence Roads, First Avenue and Soldiers’ Way; and
Route 24, Botanic Gardens (via Greyville).
Note.- Routes 23 and 24 are the inner circular tour of the Berea (2 4-10 miles). The Botanic Gardens are well worth visiting. Open daily until 6.30 p.m. Summer, 5.30 p.m. Winter.
Route 29, Maydon Wharf, via Church, Smith and Russell Streets and Maydon Road to Francois Bridge. Traverses industrial area.
Route 30, Nicolson Road. Latter portion of route through pretty residential districts with extensive panoramas of city.
(All above services leave from Traffic Centre, Pine Street.)
TRAM CAR SERVICES No route numbers.
North Ridge Road and Morningside, from Gardiner St. (opposite Post Office), via Soldiers’ Way, First Avenue, Stamford Hill Rd., Sutton Cres., Windermere Rd. and Trematon Drive to junction with North Ridge Rd. (3 1/2 miles).
Umgeni.- From Gardiner St. via Soldiers’ Way, First Avenue, Stamford Hill and Umgeni Rds., passing Windsor Park municipal golf course, to terminus at Connaught Bridge (3 3/4 miles.) The Roadhouse (dancing nightly) is on the north bank of the river.
SUBURBAN OMNIBUS SERVICES.
(All buses depart from Traffic Centre, Pine Street.)
The suburban bus services (indicated on map) are as follows:-
Route 25-27.- Durban North and Greenwood Park.
Route 28.- Mount Vernon via Hillary (via Rossburgh, Seaview and Bellair).
Route 31.- Sydenham (King George V and Springfield Hospitals).
Route 32-33.- Westville.
Route 34-37.- Brighton Beach (Bluff Marine Drive).
Route 38.- Fynnland Beach (Bluff).
N.B.- Route No. 1, “CITY,” indicates returning to centre of City.
A special train service is provided between the Clairwood Transit Camp and the city. (Return fare, a “tanner.”)
Motorists passing the camp invariably offer lifts to men in uniform and bring them into town.
Departure times of last buses from the City to all termini are: Weekdays and public holidays 10.30 p.m. The last bus returning to the City from Greenwood Park via Durban North is as 11.15 p.m. weekdays, 10.15 p.m. Sundays.
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[Map showing Durban City transport routes]
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SPORT.
CRICKET, RUGBY AND SOCCER.
Visiting members of the Army, Navy and Air Force Services requiring grounds are asked to communicate with the Durban Football and Cricket Grounds Association. Chairman, Mr. W.K. Robertson, telephone 25141. Secretary-Manager, Mr. V.C. Robbins, Kingsmead Ground, telephone 21067.
The Durban District Football Association will gladly provide full playing kit for organised Soccer teams. Apply Mr. J. Rycroft, Secretary, tel. 22075.
Eleven Municipal Parks and Recreation Grounds in various parts of the city are available, free, for teams desiring to play Cricket, Football, Basketball and Hockey.
Arrangements for the use of the grounds should be made with the Director of Parks and Gardens, Botanical Gardens, tel. 46037.
TENNIS.
Players will be welcomed at various clubs. Please contact Mr. W.H. Hammond, tel. 36734, or Beach Tennis Courts, tel. 24141.
Queen’s Club, whose courts are situated at the Ocean Beach behind the Marine Parade (bus stops Nos. 11 or 12), offer honorary facilities to members of the Services. Tel. Mr. R.S. Ford, No. 61554.
GOLF.
All golf courses in Durban and the surrounding district extend an invitation to visiting troops and, where possible, will assist by providing clubs, etc. At the Royal Durban Golf Club no green fees are charged and, when possible, clubs are provided free, and at other clubs members’ green fees apply. Play at the Durban Country Club is, however, confined to Officers.
The Municipal Golf Course, Windsor Park, is open daily from 7 a.m. (Secretary, tel. 36880). Tariff: Green fees, 18 holes, Monday to Friday, 1/-; Saturday, Sunday and public holidays 1/6. Caddie fees (first class), 18 holes 1/9, 9 holes 1/-, (second class) 1/3 and 9d. Hire of set of clubs and bag, 2/-. Nine-hole Mashie Course, per round, 6d.; hire of clubs, 6d. per round. Refreshments, lockers and showers obtainable. Take Umgeni tram.
BASEBALL.
Mr. H. Gethin-Jones, c/o List Bros., 360 West Street, tel. 23441 (residence tel. 22244), will make arrangements.
BOWLS.
All of the many bowling clubs will be glad to see visitors as spectators. Those desiring games please ring Mr. Ivan Southwood, tel. 26611 (ext 139), residence tel. 57443.
The Municipal bowling greens, South Beach and Victoria Park (behind Marine Parade), are open for play daily. Moring session commences at 9.15 a.m., afternoon session 2 p.m.
HOCKEY.
Please contact Mr. D. Marais, c/o Natal Technical College, tel. 20064, residence tel. 47023.
BOXING.
Those interested in the fistic art are invited to attend the Fred Crookes Gymnasium, Natal Technical College, top end of West Street, every Saturday afternoon at 2.30 p.m. As opportunity occurs tournaments are staged for visiting servicemen. Contacts: Mr. J.C. Barnes, tel. 22531 and residence No. 36692, or Mr. Trevor M. Pay, residence tel. 49237.
HORSE RACING.
Frequent race meetings are held by the Durban Turf Club (course at Greyville at the foot of the Berea, indicated on map), “Race Course Special” trams leave from Gardiner Street, opposite Post Office, for Greyville (fare 6d.).
RIDING SCHOOLS.
Information obtainable at Publicity Bureau, West Street.
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PLACES OF INTEREST.
Art Gallery and Museum.- Municipal Art Gallery and Museum, City Hall, entrance Smith Street, opposite Playhouse. Open 9.30 a.m. to 5 p.m. daily (Wednesday 9.30 a.m. to 2 p.m.), Sundays 2.30 p.m. to 5 p.m. Open until 8.30 p.m. when large numbers of troops are in Durban. A Guide-Lecturer is in attendance and will gladly show visitors around.
Library.- Municipal Library and Reading Rooms, City Hall. Same entrance as to the Art Gallery. Library open 9 a.m. to 9 p.m. Mondays to Fridays, 9 a.m. to 2 p.m. Saturdays. Reading Rooms open 9 a.m. to 10 p.m. daily.
Botanic Gardens.- Situated on Berea (indicated on map), 50 acres. Fine specimens of trees, palms, etc., from various parts of the world. Open 7.30 a.m. to 7.30 p.m. October-March; 7.30 a.m. to 5.30 p.m. April-September.
Burman Drive is a Wild Life Sanctuary where monkeys abound. Take Morningside (North Ridge Road) tram to terminus. Wonderful inland and marine panoramas from the view site at the top of the drive. The monkeys are fed daily by the Warden from 4 p.m. to 6 p.m., but take some bananas and nuts and feed them yourself.
Mitchell Park, situated on Berea (take Marriott Road bus). Lofty trees and spacious lawns. Large collection of birds in aviaries. Waterfowl and small collection of antelopes. Tea garden.
The Robert Jameson Park is nearby. Always a riot of colour. Fine indigenous trees and plants.
Indian and Native Markets.- between Queen and Victoria Streets, near Roman Catholic Cathedral (see map). Oriental atmosphere in Indian market; basketwork, fruit, etc. In Native Market, Zulus make and display beadwork and other ornaments, curios, skins and walking-sticks, etc.
Old Fort and Warriors’ Gate.- In Old Fort Road (see map). A historic spot, now an old-world garden. The old magazine is now a beautiful memorial chapel.
Warriors’ Gate adjoining is G.H.Q office of the M.O.T.H. (Memorable Order of Tin Hats). The largest Ex-Service order of its kind in the world. Patron: Mademoiselle of Armentieres. In the upper room are over 120 shields, each representing a Moth unit, and other interesting exhibits. Open daily (except Thursday) 10 a.m. to noon and 2 p.m. to 5 p.m. The Custodian will show visitors every feature of this unique building.
Aquarium.- Lower Marine Parade, central Beach (adjoining Kenilworth Tea Rooms and next to open-air bath). Open 10 a.m. to 10 p.m. Admission 6d.
Snake Park.- Snell Parade, north end of central Beach. Take Marine Parade bus to terminus. Hundreds of African snakes handled by skilled assistants. Full information procurable on snake-bite treatment. Open 9 a.m. to 6 p.m. daily. Reduced admission charge 7d.
Beach Amusement Park.- North Beach. “All the Fun of the Fair.” Games and side shows, etc. Open from 2 p.m. weekdays.
Zulu Dances.- On Sunday afternoons at 4.30 p.m. at Municipal Native Sports Ground, Sometseu Road (see map). Reached from Marine Parade bus terminus. Admission free.
Amphitheatre Gardens.- Sunken gardens at north end of Marine Parade, occupying 5 acres. Delightfully laid out. Fascinating stonework, rockeries, etc. Open-air dance arena. Popular concerts.
GREETINGS AND EXPRESSIONS IN AFRIKAANS.
Goeiemore … Good morning.
Goeie nag … Good night.
Alles van die beste … Everything of the best.
Alles sal reg kom … Everything will come right.
Wag ‘n bietjie … Wait a bit.
Bly om u te ontmoet … Glad to meet you.
Hoe gaan dit? … How are you?
Ko mons soek vir die kantien … Let us look for the canteen.
Baie dankie … Thank you.
Wat drink jy? … What’s yours?
Tot siens … Au revoir, or Until I see you!
Hou die blink kant bo … Thumbs up!
[Page break]
Welcome to Durban
[Drawing of three service people]
[Page break]
WOMEN’S CLUBS.
Ellison Club (Toc H League of Women Helpers’ Club for Service Women), 79 Field Street, between West and Pine Streets. Open 8 a.m. to 10 p.m. Meals and light refreshments. Lounge-dining room, rest-writing room and all the comforts of a home. Sleeping accommodation (20 beds) for week-end and occasional leave.
S.A.W.A.S. Service Women’s Club, 3rd floor, Fire Station Buildings, Pine St. Open always. 40 beds. Same charges as at Queen’s House. Meals can be obtained at Ellison Club.
The Red Cross V.A.D. Sunshine Service Club, 80-81 Club Arcade (first floor), 305 Smith Street, opposite Mercury Lane (for members of the South African Military Nursing Services and Overseas Visiting Sisters and Nurses). Open 9 a.m. to 10 p.m. Writing and rest room. Hot and cold baths, etc.
Durban Women’s Club, 4th floor, Stuttaford’s Chambers, Field Street, welcome all members of Visiting Nursing Services. Open 9.30 a.m. to 5.30 p.m.
With a few exceptions, all the canteens welcome Service Women.
ENTERTAINMENTS
MUNICIPAL ENTERTAINMENTS.
Variety and light orchestral concerts, given by the Durban Municipal Orchestra, the Theatre Orchestra and Dance Band, are arranged daily in the City Hall, the City Gardens opposite, and the Amphitheatre Gardens, North Beach (Bus No. 2). Concerts and dances are advertised in the daily newspapers and at the City Hall. When large numbers of troops are in town special Garrison Variety Shows are presented under the direction of the Musical Director, Edward Dunn, late of Blackpool, Buxton, Bath.
All Municipal entertainments are free to H.M. Forces and Merchant Navy.
CINEMAS.
The principal cinema theatres are open daily, except Sundays, to visiting troops at specially reduced prices. Times 2.15 p.m. and 5 p.m., evening 8 p.m. Criterion Theatre and Prince’s continuous performances from 10.30 a.m. to 10.30 p.m. For Sunday openings see daily newspapers.
On Saturdays four showings are screened at the Playhouse and Metro Theatres. A Newsreel is shown daily, except Saturday, at the Playhouse at 1 p.m.; admission to troops 6d. and 1/-.
DANCING.
Open-air dancing on the Garden Terrace, Athlone Gardens Hotel, Durban North, every afternoon except Sundays, admission free. Every night except Sundays in semi-open air, couples only, couvert charge 2/- per head. Wed. and Sat. nights dancing in the ballroom; couvert charges Wed. 5/- per couple, Sat. 7/6 per couple; reservation of tables necessary (tel. 61661.)
Dancing nightly, except Sundays, at the Roadhouse, North Coast Rd., Umgeni, couvert charge 2/- per head; you must be accompanied by a partner.
“Tops” Palais-de-Danse, 161 West St., open weekdays 3 p.m. to 5.30 p.m. and 8 p.m. to 11.30 p.m.; dancing partners provided.
Top Hat Tea Room, Umhlanga Rocks Drive, Durban North, dancing nightly.
Dinner-dances are held at the Caister Hotel, Musgrave Rd. (charge 10/-), on Saturdays. Reservation of tables necessary; telephone 48591.
“Cinderella” dances are held every Saturday night, 8 p.m., at the Royal Durban Light Infantry Drill Hall, Epsom Rd., under the auspices of the R.D.L.I. Women’s Auxiliary Comrades’ Assn., 7/6 per couple; table reservations, tel. 61552.
COSMO CLUB and STARDUST CLUB.
Officers of H.M. Forces are accorded honorary membership of these “dance till dawn” clubs, the addresses being: Cosmo Club, 8a Umgeni Road, corner of Old Fort Road; Stardust Club, corner West Street and Cathedral Road (positions indicated on map). Dancing from 9.30 p.m. onwards. Taxi fare to either club from City Hall, 1/- or 1/6 for 1 to 4 people.
Information Bureau, West Street (next to Post Office).
[Page break]
SOCIAL CLUBS.
The privilege of honorary membership is accorded to all officers of His Majesty’s Forces by the following clubs:-
The Durban Country Club (golf, tennis, squash, bowls; meals).
The Royal Durban Golf Club, Greyville.
The Royal Naval Yacht Club, Esplanade.
The Mercantile Club, Whytock Building, 397 Smith St.
The Southern Club, 2nd floor, Poynton’s Bldgs, 339 Smith St.
The Merchant Navy Club, Alliance Buildings 17 Gardiner St. Open to all Captains and Officers of the Merchant Navy, the Royal Navy and other services, open 9 a.m. to 11 p.m. daily.
Netherlands Club, 483 West St., For all members of the Netherlands Mercantile Marine, the Netherlands Navy, Army and Air Force. Open 10 a.m. to 10 p.m.
The Durban Jewish Club, Old Fort Road.
The Union Club of South Africa, corner Smith and Field Streets, extends the privilege of their club to Chief and P.O.’s of the Royal Navy.
The Port Natal Marine Club, Rees’ Building, 146 Point Rd. (opposite clock). Open to W.O.’s and Sergeants of the Army, Chief and P.O.’s of Royal Navy and officers of the Merchant Navy.
Orient Club.- Officers of the Indian Army, Royal Indian Navy and Indian Air Force will be welcomed at the Orient Club, situated near Umbogintwini on the South Coast road (12 miles). Please contact Mr. A.I. Kajee, president, 37 Albert Street; tel. 22981, residence tel. 22750.
BANKS.
Barclays Bank (D.C.& O.): head office, 359 West Street; Natal Bank branch, corner West and Gardiner Streets.
Standard Bank of S.A. Ltd.: head office 329 West Street.
Netherlands Bank of S.A. Ltd.: 335 Smith Street.
Banking hours: 9 a.m. to 12.30 p.m. Monday to Friday; 9 a.m. to 11.30 a.m. Saturday.
MONEY EXCHANGE AND TRAVELLERS’ CHEQUES.
Facilities for the exchange into South African currency of moneys likely to be in the possession of members of H.M. Forces are available at the commercial banks (Barclays, Standard and Netherlands) between the hours of 9 a.m. to 12.30 p.m. Monday to Friday and 9 a.m. to 11.30 a.m. Saturday; and at the office of Thos. Cook & Son, Mercury Lane, between West and Smith Streets (see map), during the hours of 9 a.m. and 4.30 p.m. Monday to Friday, and from 9 a.m. to 12.30 p.m. Saturdays. Sterling and dollar travellers’ cheques can also be encashed at prevailing rates of exchange.
English notes, also dollar bills, are encashable, the former at par, and the latter at the fixed rate of 4s. 10 1/2d. per dollar.
POST OFFICE HOURS, Etc.
Cables and telegrams: 8 a.m. to 4.30 p.m. Monday to Saturday.
Note.- E.F.M. telegrams, via Overseas, of standard texts, covering greetings, health, money, congratulations, etc., etc., are accepted at a cost of 2/6. Three text numbers may be used in a telegram out of a selection of over 120 available. This service is available to members of H.M. Forces and Mercantile Marine who wish to send telegrams to relatives and friends in overseas Empire countries, except Eire and India.
Other cable rates to Great Britain: L.C. (deferred) rate, 7 1/2d. per word. N.L.T. (night letter telegram) rate, 25 words or less, 10/5, excess words 5d. per word. Full rate 1/3 per word.
Money Orders, Postal Orders, Savings Bank: Weekdays, except Saturday, 9 a.m. to 3 p.m.; Saturdays, 9 a.m. to 1 p.m.
Stamps, Post Restante, Registered Letters and Parcels: 8 a.m. to 4.30 p.m., weekdays.
SHOPPING HOURS.
Retail Stores (outfitters, drapers, grocers, booksellers, jewellers, etc.): Monday to Thursday, 8 a.m. to 5 p.m.; Friday 8 a.m. to 6 or 7 p.m.: Saturday, 8 a.m. to 1 p.m. The hours of business at stores may vary and are somewhat curtailed.
Chemists: Monday to Friday, 8 a.m. to 5 p.m.; Friday 8 a.m. to 7 p.m.; Saturday 8 a.m. to 1 p.m. Special group arrangements for urgent medicines at week-ends are posted on the doors of various pharmacies.
Hairdressing Saloons: Men’s – Monday to Thursday, 8.30 a.m. to 5.30 p.m.; Fridays, 8.30 a.m. to 6.30 p.m.; Saturdays, 8.30 a.m. to 1 p.m. Ladies’ – Monday to Friday, 8.30 a.m. to 5.30 p.m.; Saturdays, 8.30 a.m. to 1 p.m.
Newsagents and Tobacconists: 6 a.m. to 11 p.m., weekdays.
Restaurants and Fruiterers: 6 a.m. to 11 p.m. weekdays and Sundays. Some with late hour privileges to 2 a.m.
[Page break]
CHURCHES.
IN CENTRAL DURBAN.
Anglican Church (Church of the Province of S.A.); St. Paul’s Church, Church St.; Central Baptist Church, 155 West St.; Congregational Church, Aliwal St.; Dutch Reformed Church. 151 Smith St.; Methodist Church, West St. (near Gardiner St. corner); St. Andrew’s Presbyterian Church, Commercial Rd. (opposite Central Fire Station); Emmanuel Cathedral (Roman Catholic), Cathedral Rd.; St. Andrew’s Street Synagogue, St. Andrew’s St.; First Church of Christ, Scientist, corner Russell and St. George’s Streets.
Services on Sundays, generally 11 a.m. and 7 p.m. Holy Communion at Anglican Churches 7 and 8 a.m. Mass at Roman Catholic Cathedral 6, 7, 8, 9 and 11 a.m. Sundays. On request, later masses are arranged for troops at St. Peter’s Church, Point Rd. Requirements of Catholic Chaplains attended to. Hebrew Services 6 p.m. Fridays, 8.30 a.m. and 5.30 p.m. Saturdays.
A list of churches of various denominations in other parts of the city, and of sundry undenomonational churches, is obtainable at the Publicity Bureau.
REFRESHMENT CHARGES.
The charges for refreshments indicated below are those usually made in restaurants and tea rooms in Durban.
Tea or coffee … 4d. & 6d.
Tea, scone and butter … 9d.
Milk (hot or cold) … 4d.
Cocoa … 6d.
Ice cream … 3d. and 6d.
Milk shake … 4d. and 6d.
Coca-Cola … 3d.
Minerals … 3d.
Orange or Lemon Tomango, Lime Juice, Grenadilla, etc. with water … 4d. and 6d.
Orange or Lemon Tomango, Lime Juice, Grenadilla, etc. with soda water … 9d.
Cold fruit drinks … 4d., 6d. and 9d.
Ice cream sodas … 6d.
Milk cocktails … 6d.
Sundaes … 1/-
Fruit lunch (fruit salad and cream with bread and butter and tea or mineral … 1/6
Cold lunch, meats and salad with bread and butter and tea or mineral … 1/6
Fried fish and chips, with bread and butter, tea, coffee or milk … 1/6
Steak and eggs, bacon and eggs, sausages and eggs, with bread and butter, tea, coffee or milk … 2/-
Mixed grill with bread and butter, tea or coffee … 2/6
At hotels and grill rooms where liquor is obtainable, the charges are higher and vary according to the class of establishment. The prevailing charges for table d’hote meals at the best hotels are: Breakfast 3/- to 3/6, luncheon 3/6 to 4/-, dinner 4/- to 6/-. At many other hotels the charge made to servicemen for a full course meal is 2/- to 3/-, irrespective of the class of meal.
The prices of liquor are:-
Beer (lager or ale), per reputed pint bottle … 10d.
Beer (lager or ale), per 10oz. glass … 7d.
Beer, draught, per imperial pint … 1/1
Whisky or imported gin and water … ½
Whisky and soda or other mineral … 1/5
South African brandy and water … 9d.
S.A. brandy and minerals … 1/-
Bars and liquor licensed premises are closed on Sundays.
Cigarettes.- Well-known South African brands range from 1/4 to 1/11 for packs of 50; Du Maurier and Gold Flake filter tip, Peter Jackson and Viceroy Virginia., 50’s 2/9. Imported Players, 20’s 1/5, 50’s 3/6; Gold Flake, 20’s 1/3, 50’s 3/-
Chocolate Slabs.- 8 oz. 1/-, 4 oz. 6d., 2 oz. 3.d.
TAXI TARIFF.
The official municipal tariff is as follows: Minimum Fares. Maximum Fares.
For any passengers up to four-
For one mile or part thereof … 1/- 1/6
For each succeeding half-mile or part thereof … 6d. 9d.
Four people can therefore travel by taxi for one mile for a total sum of 1/- (minimum) or 1/6 (maximum).
Waiting time.- For every 5 minutes waiting time after the first 5 minutes, 6d. One hour waiting time is therefore 5/6.
Night Tariff.- Double tariff may be charged between midnight and 5.30 a.m.
Every driver of a taxi is required to be in possession of a tariff card, supplied by the City Council, which must be displayed in the taxi..
Always ask the driver beforehand for a definite quotation for the journey to be undertaken. To avoid disputes, please take particular notice of the number of the car.
N.B.- If fares in excess of the above are demanded, the hirer should require the driver to proceed to the nearest police station.
Charges usually made from City Hall or Post Office to:-
Addington Hospital … 2/6
Vasco de Gama Clock, Point Road … 3/-
Bus terminus, Point Docks … 3/9
Flats and hotels on South Beach and Marine Parade … 2/- to 3/-
Ditto on Snell Parade to bus terminus … 2/6 to 3/-
Caister Hotel, Musgrave Road … 3/9
Maydon Wharf … 2/- to 3/9
Greyville Race Course … 3/-
Clairwood Camp … 10/- to 12/-
Country Club … 4/6
Athlone Gardens … 6/9
Roadhouse … 6/9
Cosmo Club … 1/6
Stardust Club … 1/6
RICKSHA FARES.
The authorised tariff for rickshas for one passenger is 6d. per mile or portion thereof, and a higher fare, if demanded, should not be paid. Charges from Post Office to:-
Albert Park … 6d.
Marine Parade (corner West St.) … 6d.
Indian and Native Markets … 6d.
Kingsmead … 6d.
Flats and hotels on South Beach or Marine Parade … 1/-
Vasco de Gama Clock, Point Rd. … 1/-
Bus terminus, Point Docks … 1/-
Maydon Wharf … 1/- to 2/-
[Page break]
[Map of Durban]
[Street map of Durban]
[Three photographs of Durban]
[Page break]
THE ENVIRONS OF DURBAN.
Owing to the prevailing conditions it has been found necessary to cancel all Municipal motor coach de-luxe sight-seeing tours.
Along the Natal coast, south and north of Durban, are many delightful seaside resorts which will appeal and can be reached by rail and road. Southwards, the resorts are Isipingo Beach, Inyoni Rocks, Amanzimtoti, Doonside, Warner Beach, Winkle [words unreadable] (31 miles) and many others further south. [Words unreadable] surf bathing, fishing, golf, tennis, bowls, etc., Modern hotel accommodation. En route: waving canefields and Zulu reserves. Safety bathing pools at Isipingo Beach, Inyoni Rocks and Umkomaas. Troops at Clairwood Camp should entrain at Clairwood Racecourse station. Frequent train service both ways.
On the North Coast, Umhlanga Rocks (the beach is 5 miles distant from Mount Edgecombe station). Municipal bus service to Umhlanga Rocks from Pine Street, 9.15 a.m. and 3.30 p.m. Tues. and Thurs., and 10 a.m. and 3.45 p.m. Sundays. Fare 2s. 6d. return. En route: charming countryside, sugar canefields.
Inland: Through pretty suburbs climbing to Fairydene, Pinetown, Kloof and Hill Crest, and thence to Bothas Hill and Drummond (35 miles, 2,128 ft.) for views of the famous Valley of a Thousand Hills and Zulu kraals. En route: enchanting scenery, country residences, banana, pawpaw and pineapple plantations.
All the foregoing tours can be undertaken in a day or less. Reduced rail fares available to servicemen with leave passes.
Branches and canteens of the S.A. Women’s Auxiliary Services are established at many of the places mentioned and hospitality is always offered to the Services by them.
Motor excursions to beauty spots and places of interest are also arranged for parties of men by the S.A.W.A.S. Contact Entertainments Section, Flat 4, Fire Station, Pine Street, tel. 26258 or 27046; also the R.A.C. of S.A., 5 Club Arcade, Smith Street, tel. 23347.
SHORT LEAVE TOURS.
For those able to take a short period of leave the following tours are suggested:-
Drakensberg Mountains. Majestic scenery and mountaineering. 4 or 5 days. 150 miles, reached by rail and/or road (2 days travel). Hostels at Cathedral Peak, Cathkin Park. Drakensburg Garden Hotel and Natal National Park.
Hluhluwe Game Reserve, Zululand. 2 to 4 days (road, 1990 miles). Noted for white and black rhino, buffalo and other big game. Hostel accommodation. Road travel each way, 7 hours. En route: interesting native life.
[Words unreadable] Lake and False Bay can be [words missing] this tour if more time available. An anglers’ paradise. Flora and fauna, hippos and crocodiles. Bird Sanctuary.
Trout (Brown and Rainbow) and Black Bass Fishing, In several rivers in the midlands of Natal (80 to 150 miles). Seasons: Trout, September to May; Black Bass, January to June.
Farm Guest Houses in the Midland and Northern parts of Natal. Many such establishments offer a restful break. Riding, trout fishing, golf, tennis, swimming pools, etc. Altitudes vary from 2,000 to 6,000 feet.
[Page break]
Johannesburg (the Metropolis of South Africa) and the Reef, and Pretoria (the Administrative capital of South Africa). Rail 494 miles, road 417 miles. Rail time each way 17 hours; by road 10 hours. Pretoria is 36 miles by road and 43 miles by rail beyond Johannesburg.
Kruger National Park, Transvaal, 7 to 10 days. Big game. Several well equipped camps an rest houses in the Park.
Further particulars of these and other tours, and advice, will be gladly offered by the Director of Publicity, Publicity Bureau: Messrs. Thos. Cook & Son, Mercury Lane; and the S.A. Railways Tourist and Travel Dept., Church Street. Rail concession fares are frequently available.
BATHING AND SWIMMING.
Free admission to the City Bath (salt water), situated in West Street, opposite the City Hall and next to the Publicity Bureau) and to the Beach Open-air Bath, Lower Marine Parade, is granted to all uniformed members of H.M. Services on the following days and times:-
City Bath.- On weekdays, excluding Mondays and Thursdays, from 6.30 a.m. to 5 p.m., and on Sundays from 6.30 a.m. to 8 a.m. Hot sea water baths, charge 1/6, and hot fresh water baths, charge 1/-, may be obtained. Included in this charge is the issue of towels and soap.
Beach Swimming Bath.- On weekdays, excluding Saturdays, Sundays and public holidays, from 6 a.m. to 6.30 p.m. during the summer months, and from 7 a.m. to 5.30 p.m. during winter months. Bath closed on Fridays.
Men possessing costumes and towels are required to use them. Men not having these articles may obtain them by depositing 1/- for a costume and/or towel, which deposit is refunded on the articles being returned, together with the deposit slip. Care should be taken of the deposit slip, as no refund can be made without it.
On Saturdays, Sundays and public holidays admission may be obtained on payment of the ordinary charges, viz: reserved booth 6d., hire of costume 6d., hire of towel 3d.
South Beach Change Rooms.- For surf bathing. Free on weekdays, excluding Saturdays, Sundays and public holidays, from 7 a.m. to 6.30 p.m. during summer and 7 a.m. to 5.30 p.m. during winter months.
On Saturdays, Sundays and public holidays (hours 7 a.m. to 6.30 p.m. summer months, and 7 a.m. to 5.30 p.m. winter months) a charge of 3d. is made for the use of the dressing room and clothes hanger. Hire of costume 6d., hire of towel 3d.
Owing to the depletion of the Life-Saving Staff due to active service, no protection to bathers is provided on the bathing beaches on weekdays. Bathers are therefore warned to exercise great care and not to be venturesome.
Voluntary Life-Savers are on duty on Saturday afternoons, Sundays and public holidays only. Sound advice, therefore, is “Take no undue risk and always bathe with others.”
Where organised parties of men desire admission to the Beach swimming bath or the City baths, West St., please contact the Beach Manager’s office, Ocean Beach (tel. 24467), and the Superintendent, City Baths (tel. 23238) respectively.
Arrangements for the use of the Beach bath for water polo matches, etc., can be made through the Beach Manager’s officer.
Troops must observe the temporary restrictions imposed on the beaches.
[Page break]
[Three photographs of service personnel enjoying the environs of Durban].
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
Welcome to Durban
Khaki and Blue We Welcome You
Description
An account of the resource
Two leaflets produced by Durban to introduce service men to the city. They include details of organisations, greetings in Zulu and Afrikaans, canteens and clubs, transport, maps, sport, places of interest, entertainments, taxi fares, places to visit and bathing and swimming.
Creator
An entity primarily responsible for making the resource
Durban City
Format
The file format, physical medium, or dimensions of the resource
Two printed leaflets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
MNealeETH1395951-150731-048
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
British Army
Royal Navy
Civilian
Spatial Coverage
Spatial characteristics of the resource.
South Africa
South Africa--Durban
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
Anne-Marie Watson
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/408/7107/SChattertonJ159568v10023.1.jpg
ee51b34dc344d609c1ca805a944a089b
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
Chatterton, John. 44 Squadron operations order book
Description
An account of the resource
Collection consists of 521 items which are mostly Operations orders, aircraft load and weight tables and bomb aimers briefings for 44 Squadron operations between January 1944 and April 1945. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by M J Chatterton and catalogued by Nigel Huckins. <br /><br />This collection also contains items concerning Dewhurst Graaf and his crew, and Donald Neil McKechnie and his crew. Additional information on <a href="https://internationalbcc.co.uk/losses/109020/">Dewhurst Graaf</a> and <a href="https://internationalbcc.co.uk/losses/115642/">Donald Neil McKechnie</a> is available via the IBCC Losses Database.
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
2016-03-14
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
Chatterton, J
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
44 SQDN DATE:- 5/6/44
A/C ALL
TARE WT 41100
PETROL. 8640
BOMB WT. 13280
A.U.WT TAKE OFF 63,020
BOMB LOAD 11 x 1000 MC 4 x 500 GP
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
Weight table for all squadron aircraft 5 June 1944
Description
An account of the resource
Single column table with Tare, fuel, bomb and all up weights as well as bomb load.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-06-05
Format
The file format, physical medium, or dimensions of the resource
One page document
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
SChattertonJ159568v10023
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
England--Lincolnshire
Temporal Coverage
Temporal characteristics of the resource.
1944-06-05
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
Anne-Marie Watson
44 Squadron
bombing
bombing up
fuelling
RAF Dunholme Lodge
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/408/7110/SChattertonJ159568v10025.2.jpg
d17bf93728c42dfe5bf21fbcdded1f50
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
Chatterton, John. 44 Squadron operations order book
Description
An account of the resource
Collection consists of 521 items which are mostly Operations orders, aircraft load and weight tables and bomb aimers briefings for 44 Squadron operations between January 1944 and April 1945. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by M J Chatterton and catalogued by Nigel Huckins. <br /><br />This collection also contains items concerning Dewhurst Graaf and his crew, and Donald Neil McKechnie and his crew. Additional information on <a href="https://internationalbcc.co.uk/losses/109020/">Dewhurst Graaf</a> and <a href="https://internationalbcc.co.uk/losses/115642/">Donald Neil McKechnie</a> is available via the IBCC Losses Database.
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
2016-03-14
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
Chatterton, J
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
44 SQDN. DATE 4/6/44
A/C X.L.Y.C.A.O.G.V.F.R. S,J,K,T,Z,M,
TARE. 41,100 41,100
PETROL. 8,640 8,640
BOMB WT. 8,280 8,400
A.U.WT. 58020 58140
BOMB WEIGHT 18 x 500 GP 1 x 1000 ANM 59 16 x 500 GP
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
Weight table for all squadron aircraft 4 June 1944
Description
An account of the resource
Two columns indicating two different bomb loads with tare, petrol, bomb and all up weights
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-06-04
Format
The file format, physical medium, or dimensions of the resource
One page document
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
SChattertonJ159568v10025
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
Temporal Coverage
Temporal characteristics of the resource.
1944-06-04
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.
Contributor
An entity responsible for making contributions to the resource
Anne-Marie Watson
44 Squadron
bombing up
fuelling
RAF Dunholme Lodge
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/408/7160/SChattertonJ159568v10089.1.jpg
849d38649cfd0ebc1aacabbc517e7f68
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
Chatterton, John. 44 Squadron operations order book
Description
An account of the resource
Collection consists of 521 items which are mostly Operations orders, aircraft load and weight tables and bomb aimers briefings for 44 Squadron operations between January 1944 and April 1945. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by M J Chatterton and catalogued by Nigel Huckins. <br /><br />This collection also contains items concerning Dewhurst Graaf and his crew, and Donald Neil McKechnie and his crew. Additional information on <a href="https://internationalbcc.co.uk/losses/109020/">Dewhurst Graaf</a> and <a href="https://internationalbcc.co.uk/losses/115642/">Donald Neil McKechnie</a> is available via the IBCC Losses Database.
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
2016-03-14
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
Chatterton, J
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
1800 galls [Underlined] 44 Sqdn. [/underlined] 28/4/44
A/C. “B” LOAD K.E.Y. “A” LOAD M.P.O.A.L.J.G.S.T.Q. X
TARE WT. 41100 41100 41,100
PETROL. 12960 12960 12960
54060 54060 54060
BOMB WT 10232 11500 10500
A.U.WT. TAKE-OFF. [Circled] 64292 [/circled] 65560 64560
[Table of bomb loads]
KP [Underlined] Y.S.A. [/underlined]
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
Weight table for all squadron aircraft 28 April 1944
Description
An account of the resource
Three columns indicating three bomb loads. Includes tare, petrol, bomb and all up weights.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-04-28
Format
The file format, physical medium, or dimensions of the resource
One page document
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
SChattertonJ159568v10089
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
England--Lincolnshire
Temporal Coverage
Temporal characteristics of the resource.
1944-04-28
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
Anne-Marie Watson
44 Squadron
bombing
bombing up
fuelling
RAF Dunholme Lodge
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/408/7163/SChattertonJ159568v10093.2.jpg
dc7676ab70729bed1a7d56934f7c9d20
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
Chatterton, John. 44 Squadron operations order book
Description
An account of the resource
Collection consists of 521 items which are mostly Operations orders, aircraft load and weight tables and bomb aimers briefings for 44 Squadron operations between January 1944 and April 1945. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by M J Chatterton and catalogued by Nigel Huckins. <br /><br />This collection also contains items concerning Dewhurst Graaf and his crew, and Donald Neil McKechnie and his crew. Additional information on <a href="https://internationalbcc.co.uk/losses/109020/">Dewhurst Graaf</a> and <a href="https://internationalbcc.co.uk/losses/115642/">Donald Neil McKechnie</a> is available via the IBCC Losses Database.
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
2016-03-14
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
Chatterton, J
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
34 31 27
20,000 16,000 44 SQDN. DATE:- 26-4-44.
A/C. KUPJHG YLMXROTQVE
TARE WT. 41,100 41,100
PETROL. 15,500 15,500
31 secs
27 secs
56,600 56,600
BOMB WEIGHT 8, [deleted] 512 [/deleted] 778 8,788
A.U.WT. TAKE-OFF. 65, [deleted] 112 [/deleted] 378 65,388
[Table of bomb loads]
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
Weight table for all squadron aircraft 26 April 1944
Description
An account of the resource
Two columns showing two bomb loads. Includes tare, petrol, bomb and all up weights. Annotated '31 Secs, 27 Secs'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-04-26
Format
The file format, physical medium, or dimensions of the resource
One page document
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
SChattertonJ159568v10093
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
Temporal Coverage
Temporal characteristics of the resource.
1944-04-26
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
Anne-Marie Watson
44 Squadron
bombing
bombing up
fuelling
RAF Dunholme Lodge
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/408/7167/SChattertonJ159568v10098.2.jpg
728147e623a638621cbd934fc27aac68
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
Chatterton, John. 44 Squadron operations order book
Description
An account of the resource
Collection consists of 521 items which are mostly Operations orders, aircraft load and weight tables and bomb aimers briefings for 44 Squadron operations between January 1944 and April 1945. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by M J Chatterton and catalogued by Nigel Huckins. <br /><br />This collection also contains items concerning Dewhurst Graaf and his crew, and Donald Neil McKechnie and his crew. Additional information on <a href="https://internationalbcc.co.uk/losses/109020/">Dewhurst Graaf</a> and <a href="https://internationalbcc.co.uk/losses/115642/">Donald Neil McKechnie</a> is available via the IBCC Losses Database.
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
2016-03-14
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
Chatterton, J
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
2154 GALLS 44 SQDN. DATE:- 24-4-44.
A/C. “B” LOAD. T “C” LOAD P “B”LOAD UELJXGQD (49). “A” LOAD KYVRMH
TARE WT. 41,100 41,100 41,100 41,100
PETROL. 15,500 15,500 15,500 15,500
WINDOW 600 600 600 600
BOMB WT. [deleted] 7,436 [/deleted] 6,760 8,116 8,112 [deleted] 8,112 118 [/deleted] 7,707
A.U.WT. TAKE-OFF. 63,960 65,316 65,312 [deleted] 65,388 [/deleted] 64,907
[Table of bomb loads]
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
Weight table for all squadron aircraft 24 April 1944
Description
An account of the resource
4 Columns indicating four bomb loads. First two for one aircraft each. Next two B load for eight aircraft and A load for six aircraft. Includes Window weight.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-04-24
Format
The file format, physical medium, or dimensions of the resource
One page document
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
SChattertonJ159568v10098
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
Temporal Coverage
Temporal characteristics of the resource.
1944-04-24
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
Anne-Marie Watson
44 Squadron
bombing
bombing up
fuelling
RAF Dunholme Lodge
Window
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/408/7199/SChattertonJ159568v10120.2.jpg
c037e930ef8253c35fee8a01118dd3da
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
Chatterton, John. 44 Squadron operations order book
Description
An account of the resource
Collection consists of 521 items which are mostly Operations orders, aircraft load and weight tables and bomb aimers briefings for 44 Squadron operations between January 1944 and April 1945. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by M J Chatterton and catalogued by Nigel Huckins. <br /><br />This collection also contains items concerning Dewhurst Graaf and his crew, and Donald Neil McKechnie and his crew. Additional information on <a href="https://internationalbcc.co.uk/losses/109020/">Dewhurst Graaf</a> and <a href="https://internationalbcc.co.uk/losses/115642/">Donald Neil McKechnie</a> is available via the IBCC Losses Database.
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
2016-03-14
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
Chatterton, J
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
DATE:- 14/4/44
[2nd column has lines through]
A/C JYXHKRLTQE PUSO P.U.S.O.
TARE WT. 41650 [deleted] 41650 [deleted] 41650
PETROL. 10080 [deleted] 10080 [/deleted] 10080
51730 [deleted] 51730 [/deleted] 51730
BOMB WEIGHT. 14000 [deleted] 13782 [/deleted] 10748
A.U.W. TAKE-OFF. 65730 [deleted] 65512 [/deleted] 62478
[Table of bomb loads]
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
Weight table for all squadron aircraft 14 April 1944
Description
An account of the resource
Three columns indicating three bomb loads but with the middle one crossed out. Shows tare, petrol, bomb and all up weights.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-04-14
Format
The file format, physical medium, or dimensions of the resource
One page documet
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
SChattertonJ159568v10120
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
Temporal Coverage
Temporal characteristics of the resource.
1944-04-14
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.
Contributor
An entity responsible for making contributions to the resource
Anne-Marie Watson
bombing
bombing up
fuelling
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/408/7202/SChattertonJ159568v10123.1.jpg
76243ee43684e856a526286ac207cc9d
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
Chatterton, John. 44 Squadron operations order book
Description
An account of the resource
Collection consists of 521 items which are mostly Operations orders, aircraft load and weight tables and bomb aimers briefings for 44 Squadron operations between January 1944 and April 1945. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by M J Chatterton and catalogued by Nigel Huckins. <br /><br />This collection also contains items concerning Dewhurst Graaf and his crew, and Donald Neil McKechnie and his crew. Additional information on <a href="https://internationalbcc.co.uk/losses/109020/">Dewhurst Graaf</a> and <a href="https://internationalbcc.co.uk/losses/115642/">Donald Neil McKechnie</a> is available via the IBCC Losses Database.
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
2016-03-14
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
Chatterton, J
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
1330 gals 11-12/4/44
[Column A has lines through]
A/C A MAIN B KJYSOXTPR Res E
TARE WT. 41650 41650
PETROL. 9360 9576
BOMB WEIGHT. 51010 51226 14028
A.U.W. TAKE-OFF. 65254
BOMB LOAD. 12 x 1000 3 x 150 x 4
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
Weight table for all squadron aircraft 11/12 April 1944
Description
An account of the resource
Two columns with the first crossed 'A' out indicating 'B' as the single bomb load. Shows tare, petrol, bomb and all up weights.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-04-11
Format
The file format, physical medium, or dimensions of the resource
One page document
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
SChattertonJ159568v10123
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
Temporal Coverage
Temporal characteristics of the resource.
1944-04-11
1944-04-12
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Anne-Marie Watson
bombing
bombing up
fuelling
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/408/7147/SChattertonJ159568v10070.2.jpg
703ba37bf3309ed5a31c6a9ec6ef7c81
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
Chatterton, John. 44 Squadron operations order book
Description
An account of the resource
Collection consists of 521 items which are mostly Operations orders, aircraft load and weight tables and bomb aimers briefings for 44 Squadron operations between January 1944 and April 1945. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by M J Chatterton and catalogued by Nigel Huckins. <br /><br />This collection also contains items concerning Dewhurst Graaf and his crew, and Donald Neil McKechnie and his crew. Additional information on <a href="https://internationalbcc.co.uk/losses/109020/">Dewhurst Graaf</a> and <a href="https://internationalbcc.co.uk/losses/115642/">Donald Neil McKechnie</a> is available via the IBCC Losses Database.
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
2016-03-14
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
Chatterton, J
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
PETROL 1250 GALLS. 44 SQDN. DATE:- 11-5-44
[Second & third columns crossed through]
A/C. AEYOXPRFC S QLJMT.G. JMQL TGS
TARE WT. 41,100 41,100 41,100 41,100 41,100
PETROL. 9000 9000 9,000 9,000 9,000
BOMB WT 12,000 11,500 13,080 13,120 11,500
A.U.WT 62,100 [deleted] 11,500 [/deleted] 61,600 63,180 63,220 61,600
[Table of bomb loads]
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
Weight table for all squadron aircraft 11 May 1944
Description
An account of the resource
Five columns with second and third crossed out indicating three eventual bomb loads. Shows tare, petrol, bomb and all up weights.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-05-11
Format
The file format, physical medium, or dimensions of the resource
One page document
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
SChattertonJ159568v10070
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
England--Lincolnshire
Temporal Coverage
Temporal characteristics of the resource.
1944-05-11
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
Anne-Marie Watson
44 Squadron
bombing
bombing up
fuelling
RAF Dunholme Lodge
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/408/7084/SChattertonJ159568v10008.2.jpg
c1a3c513b6ffc8693edede6e7c0b6243
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
Chatterton, John. 44 Squadron operations order book
Description
An account of the resource
Collection consists of 521 items which are mostly Operations orders, aircraft load and weight tables and bomb aimers briefings for 44 Squadron operations between January 1944 and April 1945. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by M J Chatterton and catalogued by Nigel Huckins. <br /><br />This collection also contains items concerning Dewhurst Graaf and his crew, and Donald Neil McKechnie and his crew. Additional information on <a href="https://internationalbcc.co.uk/losses/109020/">Dewhurst Graaf</a> and <a href="https://internationalbcc.co.uk/losses/115642/">Donald Neil McKechnie</a> is available via the IBCC Losses Database.
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
2016-03-14
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
Chatterton, J
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
DATE:- 30.3.44
1900 1900 1900 1950
ZKU [deleted] T [/deleted] RSOHPC TJL QEX B
TARE WT. 41,650 41,650 41,650 41,650
PETROL. 13,680 13,680 13,680 14,040
55,330,55,330 55,330 55,690
BOMB WT 10,136 8,708 10,000 10,000
A.U.WT. 65,466 64,038 65,330 65,690
[Table of bomb loads]
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
Weight table for all squadron aircraft 30 March 1944
Description
An account of the resource
Table with weights for bombs, fuel and all up weight.Includes bomb load types for all aircraft. Sheet is laid on top of crew operation order.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-03-30
Format
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One page handwritten document
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Service material
Identifier
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SChattertonJ159568v10008
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
England--Lincolnshire
Temporal Coverage
Temporal characteristics of the resource.
1944-03-30
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
Anne-Marie Watson
44 Squadron
bombing
bombing up
fuelling
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2009/31530/PDentJ20040016.1.jpg
06d182548dd8af3e60a20eeddea58d75
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
Dent, John. Wedding, family and friends album
Description
An account of the resource
Seventeen items. Contains photographs of wedding as well as of other people and RAF personnel.
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
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Dent, J
Transcribed document
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Transcription
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[Photograph]
[Photograph]
FLIER WEDS
DENT – WELLINGTON.
A member of the Royal Air Force Bomber Command came down from the clouds a week last Monday to be married to a pretty [circled] Welsh girl, [/circled] at Flixton Parish Church.
The camaraderie of the Air Force was evident when Sergt. Flight Engineer John Dent, only son of Mr. and Mrs. John Dent of 40, Barnfield, Urmston; took as his bride Miss Doris May Wellington, only daughter of Mrs. George Wellington, of 3, Ash Grove, Bridgend, South Wales.
The officiating clergyman was the Rev. J. C. Wansey, Rector of Flixton.
The bride was given away by her brother, Sgt. Flight Engineer William Wellington, while the groom’s three sisters, Kathleen, Joan and Mary were
[Photograph]
the bridesmaids.
The team was made complete by the groom’s pilot, Flying Officer K. A. Smith, who ably undertook the duties of best man.
The bride was delicately dressed in ivory satin, with a headdress of orange blossom, an ambridered [sic] veil, and carrying a bouquet of deep red carnations.
Olive green dresses with old gold satin crepe was the attire chosen by the bridesmaids, with head-dresses plumes and net, carrying bouquets of pink carnations.
The bride’s mother was wearing a chocolate brown and mustard costume with brown hat to match, the mother of the groom chose a wine coloured two-piece suit and hat.
After the ceremony a reception was held at “Hughenden” in Flixton Road, the happy couple then leaving to spend their honeymoon in Buxton.
The bridegroom is a well known local figure. For three years he has been in the R.A.F. Bomber Command after leaving his previous occupation as a draughtsman.
He is an old scholar of Urmston Grammar School and during the early years of the war was a member of the First Aid Party and of the Stretford Division British Red Cross Society.
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
Wedding photographs and announcements
Description
An account of the resource
Top left - a woman wearing skirt and blouse reclining on grass in a park. Top right - a half length image of a woman with houses in the background. Bottom left - a newspaper cutting headlined 'flyer weds' with b/w image of airman in uniform and woman in wedding dress with bouquet. Gives account of wedding. Story continues on another piece of cutting at bottom right.
Format
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Two b/w photographs and two newspaper cuttings mounted on an album page
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Text
Identifier
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PDentJ20040016
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Greater Manchester
England--Urmston
England--Flixton (Trafford : East)
Wales--Bridgend
England--Lancashire
Contributor
An entity responsible for making contributions to the resource
David Bloomfield
Anne-Marie Watson
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
flight engineer
love and romance
pilot
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1467/26611/MSangerEW125630-151104-01.2.pdf
6890eaae4de6f63cebbd438fa968c10d
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
Sanger, Eric William
E W Sanger
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
2015-11-04
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
Sanger, EW
Description
An account of the resource
10 items. The collection concerns Pilot Officer Eric William Sanger (b. 1915, 125630 Royal Air Force) and contains his prisoner of war log, documents and a photograph. He flew operations as an observer with 9 Squadron before being shot down and becoming a prisoner of war.
The collection has been donated to the IBCC Digital Archive by Trevor Denis Simms and catalogued by Nigel Huckins.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
A WARTIME
LOG
[Page break]
[Blank page]
A WARTIME LOG
FOR
BRITISH PRISONERS
“The Moving Finger writes: and having writ
Moved on: nor all thy Piety or Wit
Shall lure it back to cancel half a Line
Nor all thy Tears wash out a Word of it”
Rubiyat of Omar Khayham.
Gift from
THE WAR PRISONERS’ AID OF THE Y.M.C.A.
37 Quai Wilson
GENEVA SWITZERLAND
[Page break]
[Blank page]
Stalag Luft 3.
[Cartoon of a Duck in flying helmet behind bars] POW 202
“I Wanted Wings”
[Page break]
H. Williamson (“Willie”)
Chesterville,
Ont.
“Spit” (Swoop over France Feb. ’43)
A Mackay (“Wimpy”)
6 Apex St Naremburn
North Sydney
Australia
Or C/O C S R Coy Ltd
Fiji Islands
[Underlined] Swordfish [/underlined]
Glan Evans
DOLYCOED
GORSEWON
SWANSEA
GLAM
Sea off Le Havre. Dec ‘42
Grant McRae [Underlined] “Lanc” [/underlined]
231 Kensington Ave.
Westmont Que.
Canada
Suttgart July ‘44
F Burnett
55 Lamorna Grove
Stanmore, Middlesex
Lanc 7 Sqdn
Russelheim Aug ‘44
RF Chalk
630 Lauder Ave
Toronto Ont
Canada
[Underlined] (Halifax) [/underlined]
Brunswick Aug ‘44
D C Hetherton, [Underlined] 55 Sqdn [/underlined]
Paul Winn & Co Ld
32, Bishopsgate
London, EC2
Tern (Italy) April 44
(Baltimore)
Jack J. Walker (Halifax)
11, Zetland Terrace
Saltburn-by-Sea
Yorkshire
A J McInnes (Lanc 83 Sq)
11 Watt St,
Box Hill
Victoria
Australia
Magdeburg Jan 44
[Page break]
[Boxed] 65/11 [/boxed]
[Deleted] T J Austin. [/deleted]
7 Sqdn [Underlined] Stirling [/underlined]
J N Harris
12 Hewitt Ave.
Toronto
LL.1064
HAMBURG July 42
[Underlined] 10 Sqdn Halifax [/underlined] ESSEN June ‘42
Richard M Speer,
515 King Edward Ave.,
Ottawa,
CANADA.
F W McKay P.R.V.
28 Burnett St
Dunedin
New Zealand
[underlined] (Mosquito) [/underlined]
Engine troub
Belgium Oct 42
AB. Anderson Carrick Rd.
Ayr.
P.R.U.
[Underlined] “Spitfire” [/underlined]
Kristiansand Norway Jan 43
[Underined] 408 Sqdn [/underlined] “Gus” Walker
Mortimer
Woodstock N.B.
Canada
(Lanc) Schweinfurt Feb ‘44
F J AUSTIN:
58, High St.,
North Berwick
East Lothian
[Underlined] AND [/underlined]
128, Rosefield Rd,
Smethwick,
Staffs.
149 [underlined] “Stirling” [/underlined]
LUBECK July ‘42
Ron Lunney
19 Hillside Gdns
London E 17
7 Sqdn [Underlined] Stirling [/underlined]
Stuttgart April 43
MR Laloge
Pauce Coupé
B.C.
Canada
Halifax 408 Sqdn
Dan Tomms
51, Harrogate St.,
Barrow-in-Furness
Lancs.
(SWORDFISH)
In sea off Le Havre Dec ‘42
[Page break]
JOURNEYING ON THE CONTINENT IN WAR
25th FEBRUARY 1943. 2230 HRS. B.S.T. Shot down over Nuremburg. Port wing afire.
26th Feb. 0830 hrs B.S.T. Captured in village and locked up. Later interviewed by local policeman
1400hrs. Taken by car to Police Station in Nuremberg Rest of crew arrive later.
800 hs. Taken under armed escort in lorry to Luftwaffe aerodrome. Put in cells
27th Feb Entrained for DULAG Arrived mid-day. Put in cells
4th March. Enter compound
9th March Arrive SCHUBIN XXIB
7th April Arrive SAGAN LUFT II
28th January 1945 Leave SAGAN
4th Feb. 1945 Arrive LUCKENWALDE 3A
[Page break]
[Diagram of a Lancaster showing crew positions]
[Underlined] CREW OF LANCASTER “W” – WILLY SHOT DOWN NUREMBURG 2230 HRS – 25th FEB, 1943 [/underlined]
[UNDERLINED] BOMB AIMER F/O E.W. SANGER. RAF. [/underlined]
[Underlined] SKIPPER F/O J.A. MITCHELL. RAF [/underlined] (KILLED)
[Underlined] FLIGHT-ENGINEER SGT. DOBSON. RAF. [/underlined]
[Underlined] NAVIGATOR SGT. G. QUINEY. RAF. [/underlined]
[Underlined] WIRELESS/OPERATOR SGT. W. CUTLER. RAF. [/underlined]
[Underlined] MID-UPPER GUNNER SGT. LAWSON. RAF. [/underlined]
[Underlined] REAR-GUNNER P/O. V.C. SHERRING. RAF [/underlined] (KILLED)
[Page break]
[Underlined] LYING IN THE DARK [/underlined] (N COWARD)
(1) Lie in the dark and listen –
It’s clear tonight so they’re flying high –
Hundreds of them – thousands perhaps
Riding the icy, moonlit sky.
Men, machinery, bombs & maps,
Altimeters and guns and charts –
Coffee, sandwiches and fleece-lined boots,
Bones and muscles and minds and hearts.
English saplings with English roots
Deep in the earth they’ve left behind,
Lie in the dark and listen!
(2) Lie in the dark and listen –
They’re going over in waves & waves
High above villages, hills and streams
Country Churches and little graves
And little citizens’ worried dreams.
Very soon they’ll be over the sea
And far below them will be the bays
And cliffs and sands where they used to be
Taken for summer holidays –
Lie in the dark and let them go
Theirs is a world we will never know –
Lie in the dark and listen.
(3) Lie in the dark and listen –
City magnates and steel contractors,
Factory workers and politicians,
Soft, hysterical little actors.
Ballet dancers – reserved musicians,
Safe in your warm civilian beds,
Count your profits – count your sheep
Lie in the dark and let them go.
There’s one debt you’ll forever owe
Lie in the dark and listen!
[Page break]
[Underlined] MISCELLANEOUS, Pages 2-52. GERMAN PRESS CUTTINGS [/underlined]
[Underlined] P. 54 [/underlined] Journeying on the Continent.
[Underlined] APPENDIX TO P. 54 – [/underlined] SNAPS. CREW LIST. “STOOGE DAY” CAMP FERRET – LANCASTER – “GOON BOX” “MY PIT” –
CONTENTS
P.1 “LYING IN THE DARK” N. COWARD
55 “RACKETS” by F.J. AUSTIN [circled] 55 [/circled] RAFVR
60 “SPORTING BLUES” S. D. TIMMS 60 RNVR
65 DESIGNS FOR MODERN KITCHEN. Self 65
67 VIEW OF EAST CAMP. S.L.3. Self 67
68-9 }
+83 } ROOM MATES + CAMP ACQUAINTANCES. 68-9 + 83
70 SUGGESTIONS FOR A TOUR OF ENGLAND. 70
71 THE GREAT TREK FROM SAGAN 71 + 75
72 THE KRIEGIE BLUES – Self!!! 72
77 COPY OF GERMAN POSTER – ESCAPE 77
79 SONG OF STALAG 79
80 “THE PRISONERS” A POEM – S/LDR E. SIDNEY-SMITH 80
81 BARTER PRICES AT STALAG 3A 81
[Page break]
[Blank page]
[Page break]
OST-LAGER S.L.3.
[Diagram of huts in a compound]
[Page break]
BLOCK 65. ROOM 11
F J AUSTIN (C/O MISS W.A. AUSTIN. KING’S NORTON IN B’HAM PHONE BOOK)
58, HIGH. STREET
N. BERWICK
SCOTLAND
+
128, ROSEFIELD RD
BIRMINGHAM
(OBSERVER)
STIRLING. [underlined] 149. Sq [/underlined]
LUBECK
July 1942 (Flak)
A B ANDERSON (PILOT)
41, CARRICK RD.
AYR
SPITFIRE, P.R.U
KRISTIANSAND
January 43(F.)
F.H. BURNETT (FLIGHT ENGINEER)
55, LAMORNA GROVE
STANMORE, MDSX
EDGWARE 3939
LANCASTER. [underlined] 7 Sq [/underlined]
RUSSELHEIM
AUGUST 1944 (F.)
R G CHALK (W/OP)
630, LAUDER AV
TORONTO
CANADA
HALIFAX. 434 Sq
BRUNSWICK
AUGUST 1944 (F)
J.N. HARRIS (HANK) (PILOT)
12, HEWITT AV.
TORONTO
CANADA
STIRLING (7 Sq)
HAMBURG
JULY 1942 (Flak)
R.H. LUNNEY (OBS.)
19, HILLSIDE GDS
LONDON. E 17
STIRLING 7 Sq.
STUTTGART
April 1943 (F.)
D C HETHERTON (OBS)
C/O PAUL WINN-CO LTD
32, BISHOPSGATE
LONDON. E.C.2
BALTIMORE 55 Sq
TERNI (ITALY)
April 1944
(Blew up)
[Page break]
G.S. McRAE (B/AIMER)
231, KENSINGTON AVE.
WESTMOUNT, QUEBEC
CANADA
LANCASTER 619 Sqd
STUTTGART
July 1944 (F)
R N SPEER (A/G)
515, KING EDWARD AV.
OTTAWA,
CANADA
HALIFAX 10 Sqdn
ESSEN (Flak)
June 1942
GUS WALKER (MORTIMER) (W/OP)
MEDUCTIC
WOODSTOCK. NB
CANADA
LANCASTER. 408
SCHWEINFURT
February 44
(Fighter)
JACK WALKER (PILOT)
1, ZETLAND TERR,
SALTBURN-BY-SEA
YORKS
HALIFAX. 10 SqN
LEIPZIG
Feb. ’44 (F)
ALAN. F. McIINES (OBS.)
1, WATT STREET
BOX HILL, VICTORIA
AUSTRALIA.
LANCASTER. 83 Sqd
MAGDEBURG
JAN. 1944 9Fight)
ERIC H BODMAN
LA TRAPPE VINERIES Village de Putron
ST MARTIN’S GUERNSEY
Or C/O Henry Fraser Esq., Lochton, Arbroath, Angus, Scotland
HALIFAX 78 Sqdn
MAINZ (Flak)
August 1942
EDWARD RANCE (Flip)
C/O LADY THOMAS
57 PLYMOUTH RD
PENARTH, GLAM
OR LONDON PHONE BOOK
BEAUFORT (217)
BAY OF BISCAY
August 41
[Page break]
Suggestions for a “Tour” of England
I)
The Angel Grantham
The George – Glastonbury
Shakespeare – Stratford-on-Avon
New Inn – Gloucester
Feathers – Ludlow
Lygon Arms- Broadway
Beaufort Arms – Chepstow
White Hart – Salisbury
Royal – Falmouth
Bedford – Brighton
Savoy or Ritz – London
Kings Head – Rochester (Ted Chapman)
II)
The Ship – Mere
The Talbot – Mere
The Bull – Watton-at-Stone
The Blackbirds – Hertford
The Plough? – Hertford
The Saracens Head – Ashford
The Maid of Kent – Ashford
[Page break]
THE “GREAT TREK” FROM STALAG LUFT 3
1945
28th January. Left [underlined] SAGAN [/underlined] 0900 hrs with sledges loaded with all transportable belongings + food. Rough day – being the first.
Arrived [underlined] HALBAU [/underlined] 1800 hrs
Billetted in R.C. Church No heat, no water 17 Kms
29th. January Moved to school in Halbau
30th January Left [underlined] HALBAU [/underlined] 0600 Hrs
Destination [underlined] PRIEBUS. [/underlined]
Arrived [underlined] LIPPA [/underlined] 1600 hrs. 20 Kms
Billetted in Church
Very cold night
31st January Left [underlined] LIPPA [/underlined] 0600 hrs
Via [underlined] PRIEBUS [/underlined]
Arrived [underlined] MUSKAU [/underlined] 1800 hrs 30 Kms
Billetted in Glass Factory
Warm. Had first decent wash in HOT water, and shave. Dried our clothes
1st February Spent whole day + night resting up Collected 1 1/2 R.C. parcels between 6 “bods”. Hank Harris rackets some Beer.
(Continued P.75) 67 Kms
[Page break]
Stalag 3A Luckenwalde
He lay on his bed, hungry and miserable and as he lay there, into his mind came and passed with monotonous regularity, visions of succulent repasts – till his mouth watered, his belly rumbled and his soul writhed
Before his vision appeared and disappeared roast chicken, brussels sprouts, floury baked potatoes, roast beef and Yorkshire pudding, steak and onions, bacon and eggs – an endless panorama of rich appetising food.
His mind rebelled at such exquisite torture, and he endeavoured to change the subject. Across the way on an opposite bed another “Kriegie” was munching away at a slice of bread. The resulting track of though led his mind to ruminate upon the inadequate and
[Page break]
deplorable German rations on which he had to exist. Five slices of sour bread and margarine per day, a small quantity of watery unflavoured soup and - five potatoes boiled in their jackets. A really excellent feast!!
At once he was back again to another old thread of the confused maze of thought at the back of his mind. Red Cross Parcels!! Would they ever arrive? He doubted the fact very much He thought of all the parcels left behind at Sagan, the food tins strewn in the snow – the food he was forced to leave behind on the road when his sled failed him on the first day of the march. Once again, the torture
[Page break]
became too great. No use thinking back – it is bad for morale and makes things worse. Now his mind jumps forward to the limit of his reserves. Home. With all its comforts and its food. Huge rock cakes, heavy with fruit, made by his mother’s skilful hands, rolls and fresh butter, strawberry jam, stacks of small cakes, tarts and scones. Poached eggs on toast, strong, sweet, steaming hot tea!! Oh God, how long before I’m there?
Overcome with the thoughts which his empty belly forces to his mind, he groans, takes up a pencil and writes down this rigmarole, while he waits
[Page break]
for his supper of - five potatoes.
13/2/45
[Underlined] 26-2-45 – Potato Ration reduced from 400 – 360 gms!! [/underlined]
[Underlined] “THE GREAT TREK” continued [/underlined] 67 Kms
2nd February Left [underlined] MUSKAU [/underlined] 1200 hrs
Arrived [underlined] GRAUDIN [/underlined] 1800
Slept in Barn. Plenty of
Straw. Sleds no good. 18 Kms
3rd February Left GRAUDIN 0900 hrs
Arrived SPREMBURG 1400 10 Kms
Soup at Army barracks
March to station and entrained in goods wagon – 40 men per wagon. 1730 hrs.
Left SPREMBURG 2130.
4th February Arrived Falkenberg at dawn. Train stops & shunts for hours
Eventually arrive at LUCKENWALDE 1615 hrs. 100 Kms
Reach STALAG 3A at 1800 hr
SHOWER, SEARCH & BED 0200 hrs. [underlined] 195 Kms [/underlined]
[Page break]
[Blank page]
[Page break]
[Underlined] WARNING POSTER EXHIBITED IN ALL P.O.W. CAMPS AFTER THE SHOOTING OF 50 BRITISH AND ALLIED OFFICERS IN APRIL 1944 [/underlined]
[Underlined] TO ALL PRISONERS OF WAR [/underlined]
[Underlined] THE ESCAPE FROM PRISON CAMPS IS NO LONGER A SPORT. [/underlined]
Germany has always kept to the Hague Convention and only punished recaptured P.O.Ws with minor disciplinary punishment. Germany will maintain these principles of international law. But England has, besides fighting at the front in an honest manner, instituted an illegal warfare in non-combat zones in the form of gangster commandos, terror bandits and sabotage troops even up to the frontiers of Germany. They say in a captured, secret and confidential English Military Pamphlet
[Underlined] THE HAND-BOOK OF MODERN IRREGULAR WARFARE. [/underlined]
“The days when we should practice the rules of sportsmanship are over. For the time being every soldier must be a potential gangster and must be prepared to adopt these methods whenever necessary.
“The sphere of operations should always include the enemy’s own country, any occupied territory, and in certain circumstances such neutral countries as he is using as a source of supply”
(cont)
[Page break]
ENGLAND HAS WITH THESE INSTRUCTIONS OPENED UP A NON-MILITARY FORM OF GANGSTER WARFARE
Germany is determined to safeguard her homeland and especially her war industry and provincial centres for fighting fronts. Therefore it has become necessary to create strictly forbidden zones, called death zones, in which all unauthorised trespassers will be immediately shot on sight.
Escaping P.O.W’s entering such death zones, will certainly lose their lives. They are therefore in constant danger of being mistaken for enemy agents or sabotage troops.
[underlined] Urgent warning is given against making future escapes [/underlined]
In plain English. Stay in the camp where you will be safe!! Breaking out of it is now a damned dangerous act.
[Underlined] The chances of preserving your life are almost nil! [/underlined]
All police and military guards are given the most strict orders to shoot on sight suspected persons.
[Underlined] ESCAPING FROM PRISON CAMPS CEASES TO BE A SPORT!! [/underlined]
[Page break]
[Drawings]
SING A SONG OF STALAG
DAYS WITHOUT END
BAGS & BAGS OF KRIEGIES
ALL “AROUND THE BEND”
WHEN THE GATES ARE OPENED
THE GOVERNMENT WILL SING
IF THAT’S THE CREAM OF BRITAIN’S YOUTH
OH DEATH! WHERE IS THY STING?
[Drawings]
[Page break]
[Underlined] “The Prisoners” [/underlined] E Sydney-Smith
“We are the ones who flew – “failed to return,”
And deathwards, half the long dark journey made,
For us no everlasting lamp shall burn
Nor hero’s wreath on any tomb be laid.
Yet, short of death, we fell not back to life,
But down the still dark abyss in between
To idly sit and hear the nations’ strife
And sometimes woo the sleep that might have been.
We are not always sad, for each one clings
To memory, and the dreams of what he thinks
He left and still shall find, the far, dear things,
The shades that come in dreams and burst our links.
But if the years’ slow stream shall flow too wide,
We may return, to find that we have died.”
[Page break]
22/2/45
BARTER PRICES FIXED AT LUCKENWALDE
FOOD CIGS.
GERMAN BREAD PER LOAF [deleted] 20 [/deleted] 40
GERMAN FLOUR PER KILO 20
BRATLING POWDER (SOUP) 10
SACHARINE (100 TABLETS) 5
PEAS DRIED PER KILO 10
PORRIDGE OATS PER KILO 20
BARLEY PER KILO 20
MARGARINE PER 1/2 KILO 35
SUGAR PER 2lb. 15
MEAT (IN TINS) PER KILO 60
FRESH MEAT PER KILO 40
RED CROSS AMERICAN CHEESE 1/2 lb 20
AMERICAN COFFEE 2 oz 30
CANADIAN COFFEE 8 oz 40
KLIM 40
SPAM, CORNED BEEF 40
MEAT & VEG 30
SALMON 20
SARDINES 10
CANADIAN TEA 4 oz 30
(continued)
[Page break]
CIGS
RED CROSS AMERICAN JAM 6 oz 10
RED CROSS CANADIAN JAM 1lb 30
MARGARINE 1lb 40
“D” BARS 4oz 20
MILK CHOC 4oz 25
COCOA 1/4 lb 20
PRUNES 1lb 20
RAISINS 1lb 20
PÂTÉ 15
[Page break]
NAME & ADDRESS
Edward Chapman
Hope Lodge
Macclesfield Road
Buxton, Derbyshire
OR GEO G. SANDEMAN SONS & CO LTD.
20 ST SWITHIN’S LANE, E.C.4.
A/SR Launch 143
Cap’d 12 1/2 miles S of Dover
8th May 1941
TIMMY TITHER
411, WATEERY LANE
SUTTON OAK
ST HELENS
LANCS
WELLINGTON III
ENGINE TROUBLE DITCHED 40 mls W. BORKUM
27-7-42
John Orpe Pakeman Jnr.
County Surveyor’s Dept
County Hall
CHICHESTER
Sussex
Halifax
Night Fighter
Dachsundhausen
Δ Frankfurt
20.12.43
Stephen Douglas Read
16 Compton Park Rd,
Mannamead,
Plymouth,
Devon.
Wellington III
Night Fighter 110
Arnhem.
Δ Osnabrück
10 Aug 42
[Page break]
EVENTS PRIOR TO RELEASE
21st APRIL 1945 – Germans leave Stalag 3A and General RUGE (Norway) assumes command, and Camp Defence Scheme comes into operation. Citizens of LUCKENWALDE evacuated by police order. German general threatens to fire on the camp where 8 rifles taken from his men were returned. Rifles returned. Russian artillery shell the town. Only 1000 Volksturm & Hitler Youth reported defending town.
22nd April At 0300 hrs Mayor of Luckenwalde offered to surrender the town to the camp authorities. 0600 hrs Russian tanks arrive in camp & infantry seen in the woods. 1000hrs tanks & armoured cars arrive in camp. Luckenwalde occupied by Russian troops by 1100 hrs Little resistance. Germans loot shops in the town. Russian P.O.W’s leave Camp fired on by German civilians. 4 killed
[Page break]
23rd APRIL. German soldiers surrender to the camp. A little air activity FW 190 fires at the kitchen. No casualties. Russians send 12 [indecipherable word] into camp.
24 APIRIL Reported 4 German divisions in the area. Being mopped up by 1 Russian division.
General Ruge returns from visit to Marshal Konief’s HQ. Reported that we shall go home westwards and not via Odessa.
Luckenwalde quiet.
26/27th April Uneventful day Russian operational troops move out and are replaced by occupational types.
27th April SEE TYPEWRITTEN SHEETS IN BACK COVER
28th April Russian Repatriates board arrived with 50 lorries of Food and Clothing.
29th April First unescorted walk outside camp Visited German village saw Russian squad searching for
[Page break]
Germans
30th April Quite a battle going on near the camp. 3 German soldiers shot near West gate. War seems to be getting nearer.
1st May Battle still going on. Shell landed in Sports Field!! Intended move to Adolf Hitler Lager – 6 miles away, to improve our living conditions.
2nd May Adolf Hitler Lager (now renamed Josef Stalin Lager or “Joe’s Place”) swamped by crowds of refugees. Place looted and spoilt.
3rd May Skeleton staff who went to Lager return owing to being unable to cope with loads of refugees – some of them armed. Move now definitely off
4th May American Press Correspondent arrives says that Allies are unaware of our being liberated Capt. Beatty flies to see Gen. Gesenover to get us out of here
More tanks arrive and
[Page break]
we are informed that we are to be evacuated to-morrow. – the Russians permitting
5th May. The great day arrives. About noon ambulances arrive and, Russian permission having been finally obtained, the sick are evacuated. Rumours of large convoys to take the rest of us home and bring food.
The officer I/C Ambulances inform us that a huge convoy is expected to-morrow (Sunday) and it is hoped to evacuate Americans, British & Norwegians by to-morrow evening
Three lorries arrive with Bread and Army Rations. Russians also bring in five loads of food. Hopes of moving to-morrow are high, but after so many disappointments, Kriegies won’t be convinced till the lorries arrive and we embark
[Page break]
Intended route is Schoenberg – 240 miles to Haldesheim and then flying to England. I hope it is true this time!! 90 trucks of food from Russia arrive to-night. A little late
6th May. Still waiting for the lorries. 22 arrive, but Russians refuse to allow evacuation to proceed Say they have no orders.
7th May W/C Collard resigns as Senior Allied Officer, and sends written protest to Russian Commandant
[Underlined] W/C COLLARD’S LETTER [/underlined]
FROM Senior British Officer
TO Russian Commandant for Repatriation
May 7th 1945
In order to avoid misunderstanding I am putting into writing the principle statement which I made at our conference last night
[Page break]
The situation of the British at this camp is now as follows
From 22nd April, I, at the request of the Russian authorities have been responsible for the administration and security of the whole camp of 16 000 mixed nationalities. The work of this camp during this time has been carried out mainly by British and American officers and men. It should, however, be appreciated that, owing to Russian orders [deleted] req [/deleted] re confinement to camp etc we have had to continue to all intents and purposes as prisoners. That these orders were a military necessity is of course clear but nevertheless the result has been the lowering of the spirit of all ranks. It is important to understand and make allowances for the mental attitude of prisoners of war who have been liberated but are still denied their freedom.
The food situation up to yesterday
[Page break]
was precarious, and the daily ration even though assisted by American supplies, is still grossly inadequate. It is realised that the Russian authorities overcame great difficulties in providing food at all under harassing circumstances: but it will also be agreed that the supply organisation of this camp performed most of the work. Furthermore, the camp has become even more overcrowded owing to the influx of Italian refugees. The problems of sanitation are considerable and the general health is threatened.
In spite of all this, the Russian orders were obeyed and control maintained up to 5th May On that day an American officer, representing Supreme Allied H.Q. arrived with instructions to evacuate Americans and British in that order. His credentials were not accepted by the Russian authorities here, who stated that they could
[Page break]
not allow such an evacuation to proceed since they had no orders on the subject An ambulance convoy which also arrived on this day was permitted to evacuate all American and a few British sick.
Yesterday the American representative from Supreme Allied HQ returned with a convoy to carry out his orders. Captain Tchekerov, acting as deputy for Capt Medvedev who was sick, refused to allow him to proceed with his duties. Later, [inserted] when [/inserted] an attempt was made to proceed with the evacuation, armed force was used against American troops to prevent their leaving the camp.
No doubt this whole affair is due to a misunderstanding but the situation created is extremely serious In spite of continual assurances that we were to be repatriated with the least possible delay, we now see the Russians actively
[Page break]
preventing such repatriation. It is impossible for me to explain or justify, such action in the eyes of my officers and men. I warned Capt. Medvedev on May 4th. that such a situation was likely to arise, and that, if it did, I could not be responsible for the consequences.
Last night I was informed, for the first time that the chief obstacle to our repatriation was that the registration was not complete. I have repeatedly offered to undertake the whole task of registration, I could have completed it by now if my offer had been accepted. In any case, I cannot believe that the Russians intend that vital interests should be threatened for the sake of a mere formality
As the Senior British [inserted] officer [/inserted] here, I am responsible, above all else, for the welfare of my officers and men
[Page break]
This welfare is seriously endangered by the present situation I therefore demand that the position may be clarified without delay, and that our repatriation may be proceeded with immediately
Failing this, I must ask to be enabled to communicate with my Government
Finally I must point out that the present situation as Senior Allied Officer untenable. I therefore resign that position, and from now must be regarded as responsible only for the British.
“Unconditional surrender on all fronts.”
Rumours of 200 lorries have arrived to evacuate the Americans & British and refuse to leave until it is performed. Russian General expected every minute Arrived late – no details.
[Page break]
8th May [underlined] “V” Day [/underlined]
American lorries are sent away empty.
2 Russian Colonels arrive and start repatriation talks.
NB Unofficial evacuation has been taking place ever since Yanks first arrived owing to chaps walking off on their own to Allied lines & getting aboard the lorries without official permission. Estimated 500 officers & 1,000 O R’s have left.
[Underlined] 9th May [/underlined] 100 lorries arrive from Russia and late at night the Norwegians leave.
[Underlined] 10th May. [/underlined] Repatriation now lies in the hands of Allied Commission, so camps resigns itself to a long wait!
[Underlined] 11-19th May [/underlined] Uneventful Boredom!! Only high spots were move to better Quarters,
[Page break]
and the marriage of 3 officers to women refugees!!
[Underlined] 19th May [/underlined] – Evening announcement of impending move next day received with hope blended with scepticism.
[Underlined] 20th May [/underlined] We leave Buchenwald in Russian lorries Cross the Elbe at Coswick & enter American lorries.
Arrive at HALLE late evening.
[Underlined] 25th May [/underlined] Leave HALLE + fly in American D.C.3 to BRUSSELS Reception centre and given marvellous welcome by Canadian Staff.
[Underlined] 26th May [/underlined] Fly in LANCASTER to Oakley. Spend night at BICESTER
[Underlined] 27th May [/underlined] – By train to COSFORD
[Page break]
[Drawing of a prison guard] [Underlined] A CAMP FERRET [/underlined]
[Page break]
[Underlined] Lancaster I [/underlined]
[Drawing of a Lancaster flying]
[Page break]
[Drawing of a guard post]
THE POSTEN IS A LONELY MAN
HE HAS A LITTLE BOX..
[Page break]
[Drawing of bunks and furniture in a hut]
MY “PIT” (SAGAN)
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/.
Description
An account of the resource
Contains drawings, names and addresses of other prisoners, dairy of events on being shot down, his crew and diagram of Lancaster, poems, stories of life in camp, Lists of prisoners in his hut, aircraft they flew and when and where shot down. Diagram of Stalag Luft 3, daily diaries of long walk and liberation/repatriation, German warning notice, barter prices for food and other items.
Creator
An entity primarily responsible for making the resource
E W Sanger
Format
The file format, physical medium, or dimensions of the resource
Forty page handwritten notebook with cover
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Text. Diary
Artwork
Identifier
An unambiguous reference to the resource within a given context
MSangerEW125630-151104-01
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.
Poland
Poland--Żagań
Germany
Germany--Luckenwalde
Temporal Coverage
Temporal characteristics of the resource.
1943-02-23
1943-02-27
1945-01-28
1945-02-04
1945-02
1945-04
1945-05
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Title
A name given to the resource
Wartime log
Eric Sanger's prisoner of war log book
Contributor
An entity responsible for making contributions to the resource
Anne-Marie Watson
aircrew
arts and crafts
Dulag Luft
Lancaster
prisoner of war
shot down
Stalag 3A
Stalag Luft 3
the long march
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1368/23121/PThomasAF20050052.2.jpg
7829f000de470070a1df7f72c69e7bb5
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
Thomas, Arthur Froude. Album 4
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2020-02-11
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
Thomas, AF
Description
An account of the resource
42 items. An album containing photographs of 149 Squadron aircraft and personnel as well as pictures taken in 1946 of some of the bomb damage to German cities.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[Photograph]
Warrant Officer George Bailey ex 90 & 617 Squadrons, Bomber Command, Royal Air Force. Mid-Upper Gunner. Died November 1993, Croydon. Photograph taken at the memorial to 90 Squadron situated at Tuddenham Village Green, Suffolk, during the annual Squadron Re-Union.
[Page break]
[Photograph]
An Airspeed Horsa Glider being towed by a Handley Page Halifax in preparation for D-Day.
[Photograph]
An Airspeed Horsa Glider in D-Day markings.
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
Warrant Officer George Bailey and Horsa Gliders
Description
An account of the resource
Photo 1 is Warrant Officer George Bailey at the 90 Squadron memorial.
Photo 2 is a Horsa being towed by a Halifax.
Photo 3 is a Horsa in D-day markings.
Format
The file format, physical medium, or dimensions of the resource
One colour and two b/w photographs on two album pages
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
PThomasAF20050052
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
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.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Suffolk
Temporal Coverage
Temporal characteristics of the resource.
1944
Contributor
An entity responsible for making contributions to the resource
David Bloomfield
Anne-Marie Watson
Requires
A related resource that is required by the described resource to support its function, delivery, or coherence.
Workflow A completed
617 Squadron
90 Squadron
air gunner
aircrew
Halifax
Horsa
memorial
Normandy campaign (6 June – 21 August 1944)
RAF Tuddenham
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2095/34805/SRAFIngham19410620v090001-Audio.2.mp3
a98ef5763fe7837d104bc05c6d9020b2
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. Wanda Szuwalska
Description
An account of the resource
Three items. An oral history interview with Wanda Szuwalska and two photographs. She served as a WAAF at RAF Ingham.
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 audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
GB: Right, we’re on record, good. [Background conversation]
Int: That’s right, yes.
GB: Good, lovely.
WS: I’m having a good look, Halifax, Lancaster.
GB: The only problem, is I’m going to have to come over here cause otherwise you’ll be looking, you won’t be looking straight at the camera.
Int: Right.
WS: Yes. I’m all right, like that?
GB: Lovely, thank you. Yes’ you’re okay.
Int: Smashing, that’s good.
GB: Oh, superb. Right, good morning Wanda, could you first of all tell us please what your name is, where you were born and your date of birth please?
WS: My name is Wanda Szuwalska, I am been born in Poland, in a part of Poland that is Ukraine now, near Lvov, and my date of birth is 18th of January 1923.
GB: Lovely. And could you tell us a little bit about what happened before you came to Great Britain, could you tell us how you got from Poland to Great Britain.
WS: War started on the 1st of September, 1st of September 1939. Britain joined the war 3rd of September, 1939. Hitler advance on Poland, but we had a pact, with England, Poland had a pact with England and with Russia, that they will not invade us and when Hitler advanced, of course our forces were not so strong, Polish forces was not so strong, and they been backing towards the east border of Poland. Unfortunately, we didn’t know anything about it. On the 5th, 17th of September 1939, Stalin Soviet Army advanced to Poland and all our forces were at that border and it took everybody, just, it took hundred to, hundred and twenty thousand Polish soldier would been killed in 1940 at the Katyn Woods in Russia and that’s why we have got plaque in [indecipherable] about this, Polish Army. Now all the other Polish people, just ordinary Polish people - I was born on a farm, we had a farm, big farm and so on - been taken to Russian prison camp. On the 10th of February 1940, that was the first, they took first part of Poland and then in April the same year, 1940, they took the rest of Polish people, about probably about over a million Polish people went to the Russian prison camp, to Siberia, and we been working there on the river doing the hard work in the woods, and on the river. It was terrible when they took us from home, they gave us, they, soldiers came, Soviet soldiers came to our house and say half an hour, get ready, we are taking to the station and you are going somewhere that your life will be better. We didn’t know anything. We had to pack in half an hour. There was five of us, my mother and father: seven people. My youngest brother was eight years old. Well, it’s very difficult to describe how the panic, half an hour to get ready, and it was three o’clock at night, in the morning. We went to this train, it was the goods train, and we been packed for about thirty people in one wagon and we, on those train we went to Russia. We travel about six weeks. We been get, we had some food because we took some food from home, on the way there we been given some hot water. And in that train we had to sleep one next to other, it wasn’t any beds or anything like that, or some blankets, and there was iron stove in the middle of the train and there was a hole in the floor, and the was the hole in the floor in that train was the toilet. And the iron stove, that’s what we could cook something on. Then I arrive to the town Kotlas, and from, the train didn’t go any further and we been put on the sledges, because it was winter, and along river Dvina we went track, pull with the horses, we went to the north like to Arkhangelsk. On the way there was a barrack built on this riverside, banks, and so many people were dropped at one place and then few miles later was another place, and we all disperse in there and we work there. We had nothing. When our food finished, what we took with home, we been only getting a slice of bread, those who don’t work, and we been paid very little to work. My father went to work, my mother couldn’t because, and I was already six, seventeen, sixteen, seventeen and I went to work just to have this one kilogram of bread, not a slice, one kilogram. And we didn’t know what happen, we had no contact with anybody. And suddenly, in 1940, the end of 1940, Hitler advance on Russia and Russia were not prepared to do it so ask England, Mr Churchill, to help. And our diplomats here in London, Mr Sikorsky, and our President was here, Raczkiewicz, they said to Mr Churchill tell Stalin to release all those people who he’s got in Russia’s prison camp and they will be the best [emphasis] people to fight Hitler. And Stalin went to it and we been released. From the prison camps in Siberia, all of them, all of us, and there was General Anders who also was in the prison was also released and he started to make the Army so we can fight Hitler. And we been left on our own then. Going there to Siberia we had these soldiers to take us there and tell us what to do, but when we were released, released, we were left on our own, we had to find a way to go down the south of Russia, near the river Amu Darya, Tashkent, there was Uzbekistan this way right from north to there. We travel on our own, on the trains. We couldn’t buy the ticket because we had no money. But the Russian people, people from the street, they were very helpful; they were not our enemy because a lot of things happen during the Russia different part of thing, they been move people and thing, so they help us and very often there was a good train and the train driver said yes, when you find room just jump in and took us. It was absolutely, people was lost on the way. I know my friend mother, she fell off the train and took arm off and she didn’t have one arm. Eventually we arrive there, where the Polish Army was formed. Now the Army had to have a uniform and the army had to have food; British government supply it all. We were all put into the uniform, British uniforms, and we had food there. Now there was our families who join us, whoever could join, was seventeen years old could join. What about the families? Older people? So naturally British Government also took charge of it, and being a dominion like India, Africa and things like that, all British government, took all the civilian people to make the camps in those parts of India or Africa, which is Rhodesia and other, Uganda and things like that and then we had the training and I was going to fight. So from Russia, to Caspian Sea we all travel to Persia - which is Iran now - and the camps were set in Tehran, which is the capital of Persia, and from then been taken all over the place, and military people move to Egypt, Syria, to Palestine. I was in Palestine for about six months training, in a uniform, Army uniform, British Army uniform, and then we were going to be ready, train, to go to Italy, travel because the war start to advance. And at that time it was beginning of 1943 when the Royal Air Force lost so many people and there was appeal to join, and I was advised by my relative to join WAAFs, to go to England, and I, and I did. After we travel, we travel through Suez Canal to Alexandria and to Mediterranean Sea, Gibraltar Strait, that was our first transport and was a big ship which wounded British soldier were coming to England, and we joined that ship [indecipherable] and this is the very funny thing to say, while we were getting a bit of money in the Army, and living in Palestine, all the girls bought probably silk stockings, and silk underwear and probably perfume because that what we didn’t have for years and when we were going through Gibraltar Strait there was a first transport there was still U-boat would be there and we been advised to put a swimming things. Oh girls, what we are going to do with all the lovely things we bought? So we decided to put everything on and what about perfume? We put about shark would not like it and they take us from the water we won’t lose those lovely things that we crave! You know, once we got that, that is the funny part, because when you are eighteen, war or not war, you just think positive, you, you not frightened at all, you laugh, you haven’t got, you take the best part of it. So we travel, and we also advised, I have to tell you this, this is bit probably funny. We’d been advised, in Army, that going to England, very, the best country in the world, everybody educated, everybody so sophisticated and English ladies are very attractive, very slim – not fat - and after the Russian prison camp when we got the food in the Army we got a little bit of fat on. You have to lose your fat and we all got a lipstick, to put the lipstick so we don’t look different than English ladies. We all had a picture you know, even in, before the war in Poland, we come to very highly intelligent country and all the ladies are lovely dress and gentlemen with hat, and walking stick and so on. Okay. We arrive about five o’clock in the morning to Liverpool.
GB: Can I just stop you, just for one moment? I’ve just realised – we’ll leave the thing running – is it, is that still in focus?
Int: Yes.
GB: I’ve realised that I should have had.
WS: Do you mind if I say all funny things in between? [Cough]
Int: That’s lovely, yes, yes.
WS: [Cough] Because that kept us going, those little things.
GB: The funny things are the best because it’s, you’re just, it’s not like a documentary where you’re just giving information, you’re actually putting your personal side of things on to it. I forgot to put this; this is a separate recorder just for your voice, and I’ve got to remember how it works.
Int: Yes, that was, the adventure, when you are that age, when you’re a teenager, it’s an adventure in a way.
WS: Yes, it was little things very important to us! [Rustling] You know, I have to tell you about this arriving to England. We had to put all the lipstick.
GB: I think that’s incredible, cause we -
WS: And put the hair so we look the same as the English sophisticated ladies!
Int They’re the interesting things because the history has been so well documented that people know a lot of it, but it’s the little things like that are so [emphasis] interesting.
GB: Can you?
WS: Yes, you can take that.
GB: If I put that there? Can you actually see that on the camera cause ideally we don’t want to see that. Is that visible or not?
Int: You can’t see that, no.
GB: You can’t see it.
Int: No.
GB: Right. All this is the latest technology is very, very good.
WS: Yes, okay.
GB: So just move those out the way. So this will record as well, right, let’s see. If I press that.
WS: Okay?
GB: Mmm. Okay. [Pause] Don’t you just love it when it doesn’t happen. Why is it not happening? C’mon. [Pause]
WS: Yes, like technology.
GB: It is technology! Right, that’s probably it now, I think. Right, if I press. Right, we’re now up and running.
Int: We’ve got record have you?
GB: Lovely, great stuff. Right, sorry about that Wanda, could you just tell us when you arrived and where you arrived in England?
WS: And when we arrive about five o’clock in the morning to Liverpool, Liverpool, and then we were coming to get off the ship, and then the first English ladies we saw, [chuckle] it was the ladies who were coming to clean the ship, with the mop, bucket, curlers on the hair, [laughing] and the scarf curled round there and we couldn’t stop laughing because that what we been waiting to see, first English lady! Which of course we seen them later on, they were like we been told. But that was, the people are everywhere the same, they were working class people, they dress what they want to work, when they go to somewhere else to see, so that was very funny. And then from there, from Liverpool station, er, from Liverpool dock, we were taken by the train, to Scotland, near North Berwick, near Edinburgh. And we been put not in the camps, only in big houses. You’re probably too young and you don’t know, but all the big houses, England was so well organised during the war, that I couldn’t think of any other country, all the people [beep] in big houses been asked to give their houses for military people and they live, go and live with their relatives or something small. And that house was very, very big, probably six bedrooms or something like that and we live this, till everything was organised, and from there we went to Wilmslow near Manchester. It was a special training camp to train us to be, and to change us into new uniform, Air Force uniform, and train, everything. We had to learn English and drills and things like that. And from there we been posted to different station and I was posted to Faldingworth where was Polish, 300 Polish Squadron station. My job was there, just the general, Clerk General Duties and I had to do whenever there was something, I landed on the Flying Control, but not being on TR, to talk to the plane, my job on Flying Control at Faldingworth was, when the plane already landed, then my things was to say which dispersal I have to go, and things like that, which was a little job an ordinary, just glad to be on this one so it was very happy with this. But then I was posted from there, for some reason, on to Fighter Command near London, Stanmore, they wanted somebody there and I went there and my job was very good there because I was, every pilot had to, every month, to give their log book to the main office and their every hour of flight, whatever he do, had to be put in to the ledgers, that are still probably somewhere in the offices held back. So this was my job and I knew almost every pilot of the Fighter Command because they personally came to the office, some sent by post but most came personally. So I got the name and then I put them there and that was my duty till the war finished.
Int: Was that just the Polish fighters, or was that all the RAF?
WS: Only Polish, that was the Polish yes, because Polish had their own command, and the commander of the Polish Fighter Command was, I think he was General yes, Jerszy Byam, Jerszy Byam. He was very famous because he took a challenge in 1933, in Poland [indecipherable], it was you know, ’32, ‘33 that was still the years that the plane came round and I even have got hanging there this challenge wrote in this thing: you know this is my whole life I think that! So, then I work there all time, although my husband, which I met him at, we were not married yet, at Faldingworth, we still kept in contact. So at the end of the war I was, I travelled to, mostly I travelled to Faldingworth from London because we lived there in Stanmore, in a civil, in a billet, in houses, but when I came to Faldingworth they were barracks for all my friends and we decided to get married, and I’ve got some pictures. That’s my, there was a second marriage at the station, Faldingworth, in uniform. There is not very many probably marriages in uniform I dare say. Then the war finished and I had to go to civil life. Now, this is my er, you know, forces career, then the civil life comes to different completely story. But I must return to something else: I told you that when we been moving from Russia through Caspian Sea, I, we been on this big boat and then we are approaching a free country because Russia, we were approaching Persia - free country [indecipherable] – and everybody went on the top and everybody was singing and praying and something like that and we couldn’t, even if I tell you now I’ve got the goosebumps; I never forget that moment. And suddenly somebody screams look, this is the first of April, April Fool, I mean all [indecipherable] is that true? Because you know what is April Fool, and that’s why is so important as I say, at the moment, because we are so happy thinking we are going, being free and then suddenly somebody says 1st of April, that was 1st of April 1942, and everybody was so quiet. Is it a joke that we are moving from Russia? No of course, it wasn’t a joke, we just arrive there, but I thought I mention that little thing because they are little points that are so important in all this, to me.
GB: It’s part of your memory and your thoughts, yes, certainly.
WS: Exactly, exactly.
Int: Could you tell us Wanda, a normal typical day for you [emphasis], working at Faldingworth. Can you tell us from getting up in the morning what you had to do, whether it was cold water or hot water you those kind of, the small details. From the minute you woke up in the morning, could you tell us a normal, typical day for you working at Faldingworth.
WS: Yes. We live in a barracks. Those barracks were made from iron and they look like, I don’t know how we call it in English, but we had a saying in Polish: [Polish phrase], it means [Polish word], it means barrel, barrel cut in half and put this, and we say [Polish word] is laugh, laugh, we laugh about it because there was, we all were young and we always laugh and joke, and say little joke and getting up in the morning, I had to get up, now we had to go outside the barrack to a washhouse, and then dress. We had to put our bed, we didn’t have to have beds made up, we had to put, the mattress was in the four squares and we had to put those squares up, and pillow, everything was in a square, and the bed, iron bed was that free, and one little cupboard, everything on to the cupboard, so everything had to be absolutely perfect. We also had on the barracks, I hope you are going to do it in Ingham like it used to be, and I hope to see it, I don’t know when is going to be.
GB: Well we’ve just put the shell on now, the outside curve on, when it’s complete then we would like you to come along because you can tell us exactly where things should be!
WS: I would love that! I can remember everything.
GB: Yes.
WS: So we went there. Now, the thing is, we went to job, different job, well office job, erm, folding the parachutes in this way, laundry because we didn’t wash, of course we didn’t have [indecipherable] so we had to give every week where all our things were marked and we give it to the laundry and we got another thing every week. So people worked there in the canteens, in a mess, you know, those um, there was officers’ mess and there was sergeants mess and just ordinary a, so we had a lot of that. And there was little, not hospital but I even don’t know how to say it in English.
Int: Sick Quarters?
WS: Sick Quarters there and there was some nurses. Any job you can think of, oh, even we had a film shown about twice a week in one of the barrack, and of course after that we had a duty to go and clean this barrack if somebody drop something like that, anything you mention was there. The only thing this: our quarters were a little bit further away from the gentlemen, from the airmen quarters. They had probably the same life. And we had a 300 Squadron, all the girls, you know, that was because once Lancaster goes there’s six or seven people in a Lancaster, so when it didn’t come back, what happened and we knew all [emphasis] the aircrew you see, so we decided that is probably something nothing to do with us, we just, so the girls decided that we have to mark those aircrew that they are different when they go out. I don’t know how that we managed to get navy blue fabric, it was sort of a silk with a white spot, and we made the scarf to all the aircrew so when they went out to somewhere else they put the scarf on and everybody knew that is, you know, 300 Squadron. I don’t know if some people still remember. Mr Szuwalski, he never served anywhere, he was only in Headquarters because he came after the war and erm, so that was, that was I remember was very nice. The only thing is, even with a boyfriend, oh that’s something very funny, I have to tell you [chuckle], I have to tell you! You know there was somebody came to, about twenty years ago somebody came from Embassy from Poland to our Polish Centre and one of our friend, who was here, he was telling that Ambassador from Poland or whatever, that a lot of Polish airmen married English girl. There’s a lot of English girls being married to Polish airmen, because for English girl are more sophisticate, more prettier and something like [indecipherable], when he finish this talk, I couldn’t, I couldn’t, I just, sorry, but I have to say something and of course they couldn’t stop me, I was nobody, I was one of the people, and I say well I’m sorry Mr [indecipherable] but it wasn’t true! Polish airmen married those English girl not [emphasis] because they are prettier, because they are more sophisticated, because they’re better education, only for simple reason WAAFs couldn’t go out in uniform to dance hall, to Palais de Dance and men could go. So when they went there, and start dancing, meet this young lady who was there, civilian, and after the dance they took them back home and the mother was there, sitting on the settee, easy chair, giving a cup of tea in the nice cup, not the one that you have got in the camp, and probably a biscuit, and from one to another it went to the marriage. And what we could give those young men? We could only meet and go to the bushes for a walk if you want to be there [laughing]. I got so much! Because that was true. We could meet only in the canteen. That was all. We could not bring any young men to our barracks, and we couldn’t go to the barracks, and that how it was. When we wanted to meet we could just walk round the camp or, as I say, go a little bit away from the camp, which we could. There was villages and so on. So that is the funny part, I have to tell how it used to be and er, you know when, that’s what all we do in the camp, everything, you mention everything.
GB: What, what did you think of the food that you had at the camp? Could you describe breakfast and lunch and the evening meal?
WS: Yes. I can’t describe very much but one thing I must tell you: if you have been year and a half in Russian prison camp, have nothing to eat, there is nothing that you can say what this is better. Or if you haven’t got a choice probably you will say this, I would like this or this, but everything even today [emphasis], at my age, I eat everything, whatever is being served. And I would have to eat probably two three times not to waste anything. I do not waste food [emphasis]. If it comes to have to throw away, no I have to work so hard, think so hard, this has to be eaten first. Even my grandchildren now, say, Alexander said to me – he knows me so well - said to me babcia, now there’s a lot of things on the table, I can’t eat it all, but tell me which one have to be eaten first so it doesn’t go bad! Honestly, truly, they know me so well, and my stomach. The food was very good. There was a lot of sausages because there was not very much meat as you know, this country was, even after the war there was everything rationed.
GB: Was the food Polish because I know there were Polish cooks at Faldingworth and Ingham, so did they cook?
WS: Yes. They tried, they tried to but there is for instance we never knew English sausages, that for us was completely what we had, meat was the sausages prepared different way. Yes, but as I say, none of, none of us ever [emphasis] thought about the food that is no good. The one thing only – tea! We never had in Poland tea with milk, and here was this, this tea with milk. At first when we start it, we couldn’t drink it, but I tell you something, if I go somewhere for a holiday, and I don’t have tea, first thing when I come back from the holiday to this country I want a cup of tea with milk! You wouldn’t believe it how I love a cup of tea with milk, thinking that we couldn’t even think of it to drink it like that. And now the food. I must tell you something what happened last year in Northolt. We had this reunion and the meal was at the Northolt. Have you been there, at Northolt?
Int: Yes, yes.
WS: So you know those quite expensive: twenty five pounds, and so some of us, I wasn’t, they served sausages, this. I never, what for this money, sausages, but they didn’t know, we should have been told, they was specially was like that to serve us the wartime meal!
Int: Yes, yes, three kinds of sausages wasn’t there, yes, yes.
WS: Yes! You been there so you know that story.
Int: Yes, yes.
WS: Of course we been always having this Northolt and then the reunion at the POSK, Polish Centre in London, and of course the meal was Polish there and then we have it on the station, and this is going to be on the station next, 5th of September, going to be on station, and they didn’t tell us that that was the meal. And my daughter was with me and she really, you know, she was surprised that what we eat, yes, but as I say, it was lovely, I liked it, no, but nobody, but somebody was little bit surprised that was sausage for the money we pay. This year is also twenty five pounds [beep] and we have to do it very quickly, we have to be there, we have to say that we are coming the end of this month. This is a little bit, because it's three months later, how do I know, at my age.
GB: What you’ll be doing.
WS: What happen to me in three months it doesn’t matter, whatever happen I will just, how I get there. So no, the food was very good, but you cannot ask, if you ask this question of any of the Polish people who been to Russian prison camp they will never, never [emphasis] will anybody tell you that the food was bad. There is no such a thing as bad food.
GB: What did you normally have for breakfast? Can you remember?
WS: I think [pause] did we have some porridge, I think there was porridge there: the porridge was very popular, which was good. There was porridge, probably bread, maybe the toast. I cannot remember exactly, but as I say, food was never important to me, as long as I wasn’t hungry and it’s still [emphasis] is not important for me.
GB: And did you, you obviously worked to bring the planes in and the planes quite often flew at night, didn’t they. So were your duties?
WS: Oh yes, the duty has to be twenty four hours, wherever there was a duty, twenty four hours.
GB: Right, okay, so when you were doing your, perhaps you can explain a little bit to us about how your duty, how a normal twenty four hour duty would be for you. What, how you would kind of work, and where you would work, to bring the aircraft in to their, to their um, their dispersals, if you can remember.
WS: Yes. We knew, we knew exactly when, when they were flying because there was some tannoy at the station, you know, special person, everybody, all the crew been in the barracks staying and then when this, when this man came to the barrack all the crew knew that they have to go to the briefing room and from there they been taken by car, which all of the girls were drivers and they be taking some, each little car had six men, in the car. It wasn’t car, it was bigger like, it was not even like your car here, it was sort of like an open -
GB: Like a van type of thing, or a small lorry.
WS: And they would taken to their plane, they knew which plane they go, and they mostly go in the evening, some light, so we all had a duty, so many hours in the office, sitting in the office waiting or doing whatever they want to be doing, the same on the little, on the next door in the hospital, they would be twenty four, they always have to be somebody, maybe not so many people, but there was always somebody on duty there. When anybody wanted to be, you know, alarms something happen that they have to wake up in the morning so the tan –
GB: Tannoy.
WS: Tannoy came, loudspeaker, all over the station and everybody would wake up and knew what’s going on and be doing their duty. But I would say that was, you know, can’t remember even, but that just how it was, you to do. I didn’t, when I was at Flying Control, I never, I don’t believe I ever had this night duty there. Somehow the plane used to come in the morning, light, because they flew.
GB: They flew through the night.
WS: Through the night.
GB: And then they arrived back in the morning.
WS: Come in the morning. Nobody hardly ever I can’t remember now exactly because always something was going on on the station, and we always sort of walk to the mess for a meal. We never sat in the barracks, we have to have something – go there, go there, something we always been very, very busy, if we didn’t have anything then we learn English, we had to read, we had so many hours to go to library. Everybody sort of had to know what to do at any time.
GB: In the, in the mess hall that you went to, for the food, did the WAAFs have to sit separate from the men or could you sit wherever you wanted?
WS: No separate.
GB: All separate.
WS: All separate. Yes, we had to sort of separate and I tell you very, very funny. Officers have their lunch a bit early than other people, and the officers mess, we had to pass officers mess, and when they come out we had to salute, [whisper] we didn’t want to salute, so we were so annoyed because it just happened that all the officers came from the mess and we had to pass and we kept saluting to them [slapping sound], and we didn’t like very much [laugh] because we had to do it. But it wasn’t so bad because we had to salute from, from the squadron leaders up, not to the squadron leader, so that was, that was thing like that. And again, I can’t answer about the food as I say, food is least important to me.
GB: And did you have Polish WAAF officers as well? There were some?
WS: Yes, yes, we had Polish WAAF officers; everything [emphasis] on the station was run by Polish people, but we had a liaison officer, English lady who was English WAAF, liaison officer, so probably this, our commander Polish WAAF, she was always with this English, not you know, everything, whatever, she was tall, she was there. We had all Polish, that’s right. And there was this, we, well we didn’t meet many, I met only in Stanmore, when I was in Stanmore I met English WAAFs, you know. Mostly we been in Polish station and things like that.
GB: And you mentioned earlier on that in the evenings you tended to go to the canteen, the club.
WS: Yes.
GB: Can you tell us a little bit about what that was like and any funny stories you might have as well, from the canteen?
WS: Um, yes, we went there and we met, there was all man and woman, we talk. I even don’t remember that we ever had anything, any dancing there. No, there was no music, that wasn’t, no. So we just talk and have a cup of tea, or something like that and just talk and go to the barrack. And we had, because it was well, eight or ten in the barracks sometimes, two or three times, and what a lovely time there, telling the joke, reading the book and whatever you know, laughing and so on. The barracks were, well there was no separate just all the beds one way and another, and then, it was lovely: we were young and we didn’t care. Mostly girls, lot of jokes and funny things and somebody said Poland, remember what it was, which, talking about Poland, about home, what happened and everybody want to know how it happened. Somebody very funny. So that’s how we spent the time.
GB: And did you as young ladies, young girls, when you were back in the barrack blocks did you do things like sewing and knitting and things like that? Things that perhaps in those days ladies would do more so than these days?
WS: No.
GB: No. Nobody was.
WS: We didn’t make, I never no, no, we never made anything. No, not sewing. Oh there was sewing people, there was, I think Mrs Kaminska was in a group, there was a machine, sewing machine if there was something to repair, to sew, sometimes maybe parachute, it depends who it was. I was um, I wasn’t in this group because something cooking, cook and Mrs Kaminska was I think in the sewing, I don’t know if Mrs [indecipherable] was doing, but I was Clerk, GD, Clerk, General Duty, and that was my job: Clerk General Duty, and I always doing something for the officers here and there, and yes I never been either, something also, as I say, giving the parachute out and taking them in and something, because parachute has to be folded special way and things like that.
GB: So did you get some training in how to do the parachutes then?
WS: Yes, everybody got the training, even me when I was doing General Duty, I had office training, what to do, and I was typing: I have to learn to type. And maybe, I don’t know why I was chosen, but you see, you didn’t choose what you want to do, you been told you go on this course, you go on this course and that’s it’s. You are probably good at that job probably there was some changes but usually you had nothing to say. Wherever you been told to go, you go, that is the uniform.
GB: Can you tell us a little bit now about, if that’s possible, about how you met your husband and leading through to the day you got married, and to talk about that, if you don’t mind talking?
WS: I knew my husband from Poland; we went to the same church. And then we’d been in Siberia in different camp about five miles away, so we usually kept in touch with all the people that we knew. Sat, Sunday if we don’t work, or if there was one day that you didn’t work, you probably could walk from one camp to another – we could not escape from there because the camps were on the river banks and one big and very, very wide and very fierce river, Dvina, you couldn’t swim across that river, was impossible, you know, you would drown. And another thing on the other side was woods, a very big woods we used to go to, nobody could escape there because those woods probably would go up to the sea, I have no idea, but we used to go to the woods to collect the mushrooms, the wild mushroom, and probably some um, how you call fruit, not fruit.
GB: Nuts and things like that?
WS: Like nuts and nut and blackberries, something like that.
GB: Wild fruit, yes.
WS: That’s right, and we went to these woods and I, this what I said, we had to be very careful, keep together because there was wolves and things like that but you just go, not very far. And one of my relatives even my, my grand, my grandfather’s sister, that’s right, my younger sister of my grandfather, she was there – because they took whole villages in to Russia [cough], and she was lost and we never found her. She probably was just attacked by wolves, there was wolves we had to be very careful and she probably just wander on her own. So of that I sure, er, you know, it is, you know you have to live, if you’re like that you have to live for the day to day, and you don’t bother what happen to you the next day, you go wherever you have to go, you just most of the time like the automat, you have to push there, go there, not very much safe.
GB: So you met back up with your husband again at Faldingworth did you then?
WS: [Cough] Sorry. I met my husband, and as I say, I don’t know where he is, I knew he came to England, but I didn’t know what station they were on, but no, he wasn’t just anybody, I just like more, this girl came for the holiday and tell me who your relatives and his name is Jan Kavell, and he’s very handsome and he’s enquired about you! Oh so I just, and then we met, he used to come to Faldingworth to see me, came when he had a, because we had a two weeks’ holiday or sometimes we can have a out pass for the weekend. So, he came to meet me, nothing, nothing very much happened, and then I used, that’s how I went to Cranwell, or I wouldn’t know the Cranwell station, so I went to Cranwell station there for the day and then when I went to London, I don’t think he ever came to London, but I came to Faldingworth because I had lot of friends there, and we just become a very, very good friends, and that was all. He was quite handsome. And we never planned, there was nothing like you think now: you go, you get engaged, you meet parents, there was no parents no, there was just nobody. Then when the war was ending we all [emphasis] knew the war is finishing, the things like that, it was relaxing on the station, and we would be discharged, and what do we do? We were already told that if the war were finished we would be discharged, would have to find a job, we have to live, to find somewhere to live. Now I wouldn’t even know where to start. We just, we were just, and he was in the same position and he said what do you think about this? And I said, so he said we both, wouldn’t it be better to get married and together we would [indecipherable] and I like him very much and he’s quite handsome, so you see the thing is, you want, you have to think what is best for you. And then we got married. And, went honeymoon, where did we go to honeymoon? I think to Blackpool, yes to Blackpool, and I was still in the service and then I was pregnant, and then what I’m going to do? Still in uniform and still on the camp and knowing we were already married, and he was in the camp, somewhere else, no, just there. And then he have to be discharged and where are you going to live? Now, how [sigh], you know and I think now, and where we going to live. So we simply had to go, knock at the door, like you knocked this morning, and say have you got a room to spare to let? That’s what we used to do. And I must say that English people were very, very good. You know I, when I think now, somebody knocks on my door have you got a room to spare to live, I have, but why I should I let this room, I don’t need it, you see. And when I think back, and then he ride on the bicycle to the farmhouse, and there was this farmhouse, and he just said my wife will be soon discharged, she’s expecting a baby, and those Mr and Mrs Smith, Dorothy and Charles Smith, they say yes, they will take me. You know they is so good at taking me friend, and no farming, [beep] and my husband is still was at Faldingworth about two miles and he had to go by bicycle, he was living out pass, was so much money for it, but he stay all day at the camp and he was still flying and they were flying to Italy to bring the service people back to England so it wasn’t bombing or anything like that, but that was flying to bring the people back and then he was in Italy in January when my daughter was born. And I was at this farm: no mother, no father, my husband three days I don’t know about when he flew to Italy, there was a fog so they couldn’t fly back and this farmer, took me in the car and he took me in the car from, to Scunthorpe I think that was, nearest hospital was Scunthorpe, and there was such a fog that Dorothy drive this car and he was going to go with a hurricane lamp in front of the car so she know whichever she is going, ha, right, so she doesn’t go into the ditch! And they arrived there, we arrived, she was drive all night, probably four hours, from midnight, arrive there and probably I was there about two hours, my daughter was born. Those people took me there, and left me there and went back home. And I’m there on my own, the baby was born, and we never talked, my husband, how in case there is a girl, because my husband didn’t want a girl, he wanted a boy. And we know all the names of the boy but not of the girl. And this is three days and nurse say you have, we have to register your baby, and the name. And I didn’t know what the name, I had to choose my name and I wanted her to say I think something like Christina, okay, Christina, and just as the nurse started my birth he came to the ward, he just arrive. And I say oh my husband! Because I said Christina and he said no it’s going to be Jadwiga, okay, Jadwiga, and that was on the register, I didn’t, I was on my own, all the time. Now it’s impossible to think about this, nobody, only just English people was so nice. My husband was discharged, every airman got, my husband wasn’t officer, he was a Flight Sergeant, and those people got fifty pounds, a lot of, that was a lot of money, fifty pounds at ’47. That was ’47. Yes ’47 now. And fifty pounds we had live somewhere, and find a job. So Nottingham was the place with such a lot of jobs there was such a big industry and now there is nothing. So how you get, you must live somewhere, you must get a house. So his three friends and him; two hundred pound together, we have got two hundred pound together, so he go and buy the house, put two hundred pounds deposit, the house was six hundred pounds on the Blue Bell Hill Estate, very bad part Nottingham and with this house there was one big bedroom, an attic bedroom and a small bedroom. No bathroom. So they all going to live with us, and at that time there was two pounds a week from the board and the bed, two pounds a week. So, they gave this, they say we not going to live with you and instead of paying you two pounds for the board and thing, we are going to give you one pound and after a year we will be back what we put with the deposit the house was hold in my husband’s name. Women didn’t count at that time and it was so easy to get the mortgage because he’d started to work in a, there was iron works somewhere near Nottingham, it’s not there any more, and he got the mortgage, but he had to earn a week the same what your mortgage is by month and that was four pound, and he used to earn four pound a week, got the mortgage and we lived with those lodgers, and they gave me one pound, every week, to buy the food; everything was on the ration. Are you interested what was then?
GB: Yes, yes. Please carry on. Are you okay still to carry on talking?
WS: Yes.
GB: Do you need a break?
WS: No, no. I just tell you now what you do, you got, I’ve got, another baby was born, Alicia, and I’ve got one small bedroom, so we stay with the small bedroom on the single bed with my husband and the two cots for the children. I think there was one cot and one was just a pram that lifted the top and that was all. Now there was no, no bathroom, so the men had to shave in the kitchen, get up in the morning early, shave in the kitchen. The bathroom was not very far [indecipherable] just probably five minutes to walk, that we can go to the bathroom once or twice a week, that was good. And then everything was on ration, but there was something like you could buy sheep head without the ration, because you got only one pound of meat on those, so we bought this. Then there was the Sleighthome market which still exist, wasn’t very far, so you go to the Sleightholme market, at the end of, if they close about one o’clock, or two o’clock on Saturday, and you go at that time, and then the vegetables and things wouldn’t last because Sunday, everything was closed on Sunday, so the tradesman he used to throw away some in the basket or sell it very, very cheap. And that’s how you try to get the vegetables and things. And then you could get allotment. They were very popular allotments, I got good allotment and I had my own you know, another allotment, I had onions, carrots something like that and because I was born and lived on farm I knew exactly, I even had here, I had two years ago everything [emphasis] in my garden what I need for myself, but not any more, I can’t do it any more. So that’s how we carried on, and you could buy tripe, you know what’s tripe?
GB: Yes, yes.
WS: And that what was, but know what cook, tripe, you could buy a brain, you don’t buy them now, I don’t know that they sell brain now, and you buy brain, which was very cheap, and sometimes you could get a kidney cheap, I don’t know there’s the offal, you could get them without ration, so that’s how you manage, and I don’t know if you ever had the brain and you know how to prepare it? No. Okay, so I’m not going to go into it [chuckling] because I know, because when we killed a pig or something on the farm where I live, every bit [emphasis] had been used one way or another so I know. And I can remember going with my daughters to the butcher and we stand there, and there was a kidney, and I wanted to buy this kidney and my daughter said don’t buy the kidney! I think they learn already about it! But what goes through the kidney, I don’t want to eat kidney! Okay, fair enough, but they love brain and this gentleman, this butcher, said do you want the brain, yes I love brain. I make it like a brain fried and I add to it, like a scrambled egg, it was very good, I l love brain, and this butcher said well, if you think what’s going through the kidney and you don’t want to eat it, you know what’s going through your brain all your life and you still like it! I shall never forget how he say that – you know a lot of things happen in life! So that’s how we lived through this. One egg a week and I think four ounces of bacon a week, and of course men are working so most of the thing was, but er, I know how to cook. I made my own pasta, everything. I could buy flour and make own pasta, there is lot of Polish food that you can cook without meat because now you haven’t concentrate on meat. It was very, very hard that winter but I must say, when we moved to this Bluebell Hill house we had no furniture, nothing, we had just blankets with us, and the lady across the road, two days later knocks to the door and she said, well you moved to this house but I never see the van with the furniture. I ask her in and we had the orange boxes which, and the two boxes were put there and two boxes here and we sat on there covered with something and she looked at this. She brought us two chairs and a coffee table too. You know I just, I just can not [emphasis] praise enough how this English people in this country, act during the war. Even go on two weeks’ holiday. Men can go anywhere, Blackpool, anywhere, but where the young lady goes on holiday - in uniform. But there was appeal for the British people take WAAFs, and I have in Wool, Wool Hampton, Mr and Mrs Grainger, who had daughter probably same age, and we went for, two of us and another friend, we went there for two years for a holiday, living in their house, they fed us, they took us wherever they could to show us the park or something, maybe to cinema and that how English people were good, you know.
GB: That’s a lovely story.
WS: You know, I just, I don’t know if it, people nowadays would do anything. No, I feel now, I’m living, I’m the foreigner here. I’ve got lovely people, but nothing to talk and to say cup of tea and we talk about it. Maybe because I talk about the war all the time, and the politics. To me politics, politics hah, I mean I’ve got Polish there, television, and I sat here, there and watch everything now. I mean Cameron came, very good, but I don’t believe that, I believe there should be opposition I don’t [emphasis] believe that one party should rule because it’s kind of dictatorship, you know, but I think Cameron was good last five years, but there is Polish elections and they electing, they electing a President in Poland and none of them goes to war wanted to be President, and none of them won, so it’s going to be in another fortnight another election.
GB: Can you, sorry, can I take you back for a moment to 1945 and obviously we’ve just celebrated VE Day seventieth anniversary. Can you remember what you did on VE Day in 1945? Was there a big party on the station?
WS: No, I don’t think there was any big party or anything like that. Not in, not on a Polish station.
GB: No, no.
WS: Because at that time, being Polish, we already knew that we haven’t got a free Poland. Already in 1943 and then Yalta, that was agreement, Yalta Agreement, I think in 1945, that Stalin, that Churchill, Roosevelt and Stalin together, they ruled the world. They sold Poland to Stalin and half of the Germany, as in all the Germany was divided and this, Russia took this part of Poland and then we got the territory from Germany; we knew already. On the Polish station there was no celebration and we nowhere to go, now this is, that that’s politic again I don’t know if I should say it.
GB: You say what you like!
WS: You see politics again. Mr Churchill was a very, very good for English people, very good. He care for British people, but he would have sent us back to Poland which was not free Poland. But Mr Churchill like Stalin, they used to like to drink together, and he believed, I won’t say anything rude, he believed because Stalin said yes, Poland’s going to be free and Churchill believed in this and Mr Churchill would definitely send us back, like he sent one Ukrainian Division. But just for us, fortunately, Atlee came, Churchill did not win just after the war. And Atlee, he was Labour, and he, he knew what’s going on, he probably was, I don’t know, should he be more clever, more politically minded or whatever, but Atlee decide that we can stay in this country; we have no free country to go – we can stay. And he also allowed all our civil people who live in Africa, in India, or wherever they were, come and join the forces people here in England, and my family came in ’47 and I think my mother, father, my sister, younger brother and the cousin who’s mother died in Russia and my parents. My grandparents died in Russia and so, I, you know, so they came and lived in Nottingham. Of course they didn’t have any money whatsoever, but children who served in, during the war here, like they came to us and we had to keep them, yes we had to keep them. We had to give them the shelter, they lived first in American camps, you know the American gone back after the war, so they lived there but we had to give them a little bit of money and the camp they got some food I believe, for such a [indecipherable]. So, but there was one thing: there was a lot of work in that camp [beep] I mean lace things and sewing, and I started, I had to go to work, and again, I had a little girl, Jadwiga started school, five, but the other was three and I had to go to work and nobody can look after the baby. So the next door people had a child the same age, and for no reason the next door lady said yes, you have to go to work, wok. I stay at home, your little girl can stay all day with me, now just like that. Now, can you imagine anybody now, doing anything like that?
GB: I think they would want to be paid wouldn’t they, I think yes, yes.
WS: Yes. Why should they put, they offer, you know, I have no words to describe it, I even starting not understanding how it used [emphasis] to be, helping everywhere wherever you went. Now even, my daughters went to school and they had to cross [indecipherable] road, was busy road, I had to go to work to different place so they took, six years old and five years old, or something like that, had to hold the hand and go across the road and there was this one lady who always waited for them and took them across the road, and I didn’t know anything about it, and how it was, that something there that this lady was standing on the corner, I just can’t, I only can remember and she said did you know those two little girls in brown uniform going to school? I haven’t seen them for two or three days, and I said who are you? And she said well I was always taking them across the road. And then when I came home and the girls were there I said why didn’t you tell me? They didn’t think anything about it. This lady was standing there and taking those two little girls across the road. Day after day. Now this something, I don’t know, I can’t, I just don’t know, it sort of, those people are saints or something like that; that’s how it was, that’s how. And I had to go to work. You see, again, going to church and one older lady, Polish lady, said are you look, maybe you be looking for some work, I say yes, I [indecipherable] she said look, I am a schoolteacher from Poland but I went to work for this factory [indecipherable] and I’m there as a machinist, I didn’t know anything about machining but I learned and I like it very much, and she advise me, from nowhere she advised me, go there, you’ve got two little girls and you sew. You know how to machine, you be able to and that and progress. And I took that advice and I went there and of course the manageress say we are not teach you, we cannot afford to teach, you have to know how to machine. Naturally I said yes, I know how to machine. I didn’t, but I lie to get the job. Again, I have to say, I came, the first time I see the electric machine, you put the foot down and then, if I put this foot down and that machine was moving I don’t know when will turn up with it! But the girls in the factory they were straight away round and teach me: no you put the foot down and just that. And then when I got a job to do it I didn’t know anything about it, they told the girls to one side and another side – help! Have you got to do this and this, and this, for nothing, just like that, and I learned very quickly, because I think if you have to learn quick you do learn quick, if you don’t have to you don’t bother. I believe in that. And I learned very quick and believe me, I work in this factory for thirty three years and after twenty years I landed as the factory manager and the head of production. I went up and up and up: I knew how to do it, the girls like me. I finished working about twelve years ago and I still keep in touch with my girls [indecipherable] and we meet once or twice a year here come, and have a good chat.
GB: That’s very nice.
WS: Which is very, very good. And I can remember we had a manager there and he used to talk to a dictograph, he used to be well educated, his English was very good and those girls, I remember he said hello girls, if you got more surplus shuttle, you have to give it to Wanda, our supervisor, there. Wanda, what does he mean surplus? What is that? I say if you got more than six, something like that, you know. And when I came the manageress, they love it because I spoke their language, I learned from those girls from the factory. I didn’t learn in any colleges or anything like that, and anything I said they understood me because we spoke the same language, it was lovely, and I work there all this time and then when the factory, intentionally, had to finish, he had two son and he’s got enough money and [indecipherable]. I couldn’t get any job because everybody in this trade in Nottingham knew me as manageress and they wouldn’t let, wouldn’t give me a job as the machinist and I wanted the machinist job. But those were young men who used to work for us, used to learn from us, came to work, and I like them, he was George [indecipherable], and he opened his little factory and he gave me a job, first to go round, to ask how to arrange this and then he gave me a job five hours a day, um, as a supervisor, examiner thing and I am very grateful that he gave me this job. I worked till I was seventy three years old going every day to the factory because I loved the work, not because I probably need the money, but I love the work. But what did happen, I managed to buy this house, in West Bridgford, so on my own, because my husband died when he was six, fifty nine okay, so I managed to buy this house, so this house is because I love work, and my grandson Richard who is here, although he is well educated at Nottingham University but he can’t get a job you see! My daughter, older daughter, she was quite a businesswoman, he was brought up spoilt, one son. Richard left one job, left another, I said Richard, you go, get up in the morning and say, oh I hate this one, no! You should say I love the work, I meet my friends there, we should talk about this and the other, [cough] and he learn, he learned now, after about four years. He’s forty two and he never loved his any work, but he learned eventually to say that he loved his work. He won’t get work anywhere if he left three, four works and he's forty two and how can he get the work! So I’ve been drilling and drilling and drilling, tell him how he have to say I love my work and after a year or two, you believe you love it! And I believe in it, yes. [Cough]
GB: So, that’s fascinating to hear what you did after the war, and when you left the Polish Air Force. We’ll probably kind of come to a close with what we’re chatting about now in a couple of minutes.
WS: [Cough] Yes.
GB: Because you’ve been fantastic, we’ve been talking for almost two hours, well you’ve been talking, we’ve been listening!
WS: I’ll bring you a drink shall I?
GB: Oh right. Yes please!
WS: Just the water, [cough].
GB: We still on?
Int: Yeah.
GB: Good.
WS: Can I get you [indecipherable] [Cough] [Bang] Okay.
Int: Which is off?
GB: The record is still on – oh, it’s on the other side.
Int: Oh is it.
GB: We’ll just leave it running and then we can, because it can all be edited.
WS: Now I just give you both a drink. That is a very nice drink. That keeps me going. Here.
GB: Oh right, thank you very much!
WS: That keeps me going.
Int: Very kind. Thank you very much.
WS: Because to make the tea takes a long time. [Cough]
GB: Oh yes, yes.
WS: [Cough] Okay. Now, you ask me some questions.
GB: It was just some more questions we were just going to just ask you to describe about obviously your time here with the erm, as a Polish WAAF, you know, especially at Faldingworth, and it’s always the everyday things, the things that ordinary, that happen that you don’t think about, like if you imagine your day to day, what you start with and how you go through your day cause they’re the things that are often not written down anywhere in books and things. They will often talk about the flying that happens from an RAF station, but not the small everyday things. You mentioned the fact there was um, there was a laundrette or people that did the laundry for you, you talked about the barracks where you had all the beds and the little locker. Obviously during the winter it must have been very cold in the barracks was it – or not?
WS: It was cold but we had in the barracks I think two iron, round iron stoves.
GB: The stoves.
WS: Those iron stoves I think. But we had er, warm clothes, you know, we had the warm underwear, we had warm stockings, I don’t think, I don’t think there was very much at all because every day was the same thing, there was nothing different, every day was the same and when I had a weekend we had a pass out we went to Market Rasen or Lincoln, and just for the day. I think we had to pay for the bus – no we didn’t have to pay, no. In London also we, in uniform we didn’t pay for the underground train, or a penny or something like that, but it was routine, every day the same; nothing really much happened. The only thing happened was you had a boyfriend, if you wanted to meet somebody you just went for a walk and that was all. You went to cinema, nothing very much exciting ever [emphasis] happened in the camp.
GB: You said there was a cinema on camp, they showed some films on camp?
WS: Yes, there was a film I think twice a week you could have got to cinema, and it was very, wait a minute, how did cinema work? I wouldn’t be surprised if somebody turned that at the back.
GB: But you must, I presume, especially being Polish, and obviously with your Catholic, the Catholic religion, there was a church on camp was there?
WS: Yes, there was.
GB: And a priest?
WS: A priest, every camp, yes, and I was married at that, the camp with the same priest who was our priest at the camp, yes that was. Again you see I didn’t mention it because that was routine. There is, because every Sunday you have to go to church, and that is full stop and nothing to say about it, nothing, you go to church, finish! Like you get up in the morning and go to breakfast and go to church, now all May, May is the month especially dedicated to Our Lady, and in the evening everybody who were not in the duty go to this church. There was a chapel rather, you know, a barrack also or something, chapel, we go there but as I say, this is in our, that’s what we do. Here I haven’t got a car but I take a taxi every Sunday to church and back because I can’t, the car, the buses are not so good, frequent sometimes, and at my age sometimes it’s too difficult to go, take two buses to get to the Polish church. I have got the church here, also it was Bridgford, but there is this church you have to walk to that church, about fifteen minutes, and I cannot walk any more fifteen minutes, but taking a taxi here, so I get my taxi and go to my Polish church – not that I don’t understand, the only thing is I still meet the people that I knew for years days in and days out, and I like to meet these people, to be with the people, but this church is wonderful also. I met new people and they are willing to take me to this church here, but I prefer to go there because meeting the people that I knew, but the lady who are on the committee and they undertook the part to take me to church, I say tell the lady tell the committee on your report that I like you to come here for an hour, you know, and talk, because nobody talk to me, somehow I can manage go here and there as much as I go, I do my own shopping.
GB: Could you tell us a little bit, if you’d like to, about the day you got married? It would be really interesting to hear, at Faldingworth, the day you got married, you know, tell us about how the whole day went if you could please.
WS: Now, yes, we decided to get married. We went to the priest, and priest set the date when we going to marry. Actually I, I tell you something, I didn’t even think, there was, yes I was going to get married because I liked my husband very much, he was very handsome, it was not only love, but I think he was very handsome and so many girls said this, how handsome he is, and that made me think. I knew him from Poland, I know his family very well, so it all sort of fit together, but then I knew that I cannot be dressed in anything else because all I had was this uniform, okay but I even forgot that I had to have flowers and then one my girl: Wanda you never told about the flowers! I say no, I don’t know, do you have to have the flowers, they say yes, yes and they run out and got some wild flowers and they say you can make photograph or something if you want to see, so wild flowers and they brought me, gave me this bouquet! That’s right, and that was, oh and my husband was more sort of, oh you want to, men always know what to do and I think we went, no, we went to Lincoln for our, after the wedding for the honeymoon but not, just for three days and people in a hotel in Lincoln I think it was his job, and um, and then a girls talk, help, sort of told, I didn’t think, I just didn’t think what’s going on, I didn’t know where my parents are, I hadn’t been in contact with my parents, they were in Africa, in Rhodesia, but the girls were good again, I’ve got a lot of nice people I think I’m very lucky in a nice way [beep]. Yes, they made me a reception, they went to the canteen and the officers in the canteen said yes, and the little office near, there was a chapel and there was another part, a big room where they meet, I don’t know, the priest meet and somebody, and they make little reception for me, brought everything, I didn’t have to do anything [emphasis]. The girls brought me those flowers, gave me, and then there was tea and there was even a bottle of wine. Aha, how the wine was, I can remember now. Those people, they, the people who flew to Italy, to bring the service people back to England, at that time they could buy wine in Italy, I think, I don’t know if they was officially or they did something, so they brought the wine for the reception and again, friends of my husband, and probably he had a bottle of wine and there was wine and there was sort of all together we didn’t have a family, so been family, we just spoke to anybody as it was family. We didn’t know these things family or something, there was, everybody was the same.
GB: And who gave you away that day? Because obviously your father couldn’t be there.
WS: No, nobody gave me away!
GB: You didn’t have an officer to perhaps give you away, no?
WS: No! Nobody gave us away at all.
GB: No.
WS: We just came into the chapel, on our own, and a lot of people came to get the wedding because there was announcement on the tannoy that there is a wedding on and they came and I was not given away. I didn’t even know about giving, I didn’t even think about it. When I think about it, everything had to be so, we you have to do it because otherwise what’s going to happen? You have to.
GB: Were the people at the station, on the RAF station at Faldingworth, were they excited when they heard there was a tannoy that somebody was getting married?
WS: Yes, yes, they were excited about it: they came!
GB: Because you must have had a lot of friends, and your husband must have had a lot of colleagues and friends.
WS: Yes, yes, everybody came and just, just took it as a normal part, there was nothing you know, special, there was nothing could be any special.
GB: But you remember back now, and you think with a smile that it was a very nice day.
WS: It was beautiful day, yes, everything was done for me, and that was, but then my, my other, friend of my husband, he got married, but a bit later, about a year later, and she managed to get a, she was WAAF, my friend, but she managed to get a costume suit somewhere, in Lincoln. How did they manage there I don’t know but there was some way if you want. As I say, we made those scarves and how we did manage I don’t know. Somebody always got a way.
GB: That’s lovely. It’s nice to know that even in the war time that you could have, with very little kind of um, money and things, but you and your friends and your husband could make a lovely day for you both to remember.
WS: Yes, we had a little, because we had this little pay, I can’t even remember now, it was very little money because there was nowhere to spend the money! You didn’t have it. You went to cinema in the camp, you know, and you didn’t go anywhere out. How can I go out, to Lincoln or somewhere, unless I went to museum, or somewhere to the special play, but then you didn’t because you stay in the camp – you like how it was.
GB: Yes, it was like little Poland then, was it?
WS: Yes. Like little Poland. We had plenty books to read, as I say even now I like lot of [indecipherable]. I’ve got a few books, even little things about jokes, telling jokes, telling how it was, I mean there’s a lot of things that we could do.
GB: Just one more thing before we can perhaps finish it, you said your main, one of your main jobs as an admin clerk was to do, tell the aircraft when they came back which dispersal to go on.
WS: Yes, yes.
GB: Did you know which one they had to be on, or?
WS: Yes, yes, I knew, I had to know.
GB: Because the ground crew were specific to one aircraft were they?
WS: Yes, and often I used, I wonder if I was doing, there was a girl on the R/T who used to speak to the plane on the, when they flew, where they were she used to speak, and then I have to ring the caravan. There was a caravan standing at the end and there was a weather forecast and that, all this thing, and I used to ring them and ask for the weather, which is the wind and I had to pass it to that girl on the paper where she was standing there, and when the plane approach she used to say the wind is so and so and you take this and this runway from this, because plane have to come down not with the wind, only against the wind.
GB: Yes, against the wind, yes.
WS: Against the wind, yes. And then she told them and as soon as they touched the thing, so I said G for George you, you taxi to this dispersal and they did it, yes.
GB: Did you have, did you have numbers or letters for each dispersal? How did you know which one they were?
WS: We had a number to each dispersal and we knew the number of the plane. Every plane had a number like G for George, A for Anna or something, so every plane we knew.
GB: And this was like on a, was this like a board or a map in your office or something?
WS: Yes, it was like a board on a map yes, and also how they knew because when the plane was approaching, the plane approach and say the name of the plane, we are here or there and approaching, something like that, and there was one thing, one of the plane or this was, I even never got a disc for this one, from the, because we have got a cemetery, Polish War Cemetery at Newark, I don’t, you know about that? Right. And there was one plane who came and actually, not on the station but very close to the station, fell; everybody was killed, six. And then I had this interview, this Polish man, here, and then he took me to Newark, and he wanted me, to show this grave of those six men who was killed, but I didn’t know where they, because, where they been buried, I probably been at the funeral there but I didn’t know, so it took me two hours work all together when he, and I’ve got it all together on the film, I don’t know, he gave me a disc and I’m looking, I’m going each grave to find out. And I didn’t know exactly what the name were. So, by looking at every grave I saw those six grave together with the same date.
GB: Yes.
WS: And all other had different date, different things, and I found them eventually, and I look at that disc because this new thing you been saying, I’ve got all the apparatus for everything as you know, here, there and another upstairs and I’ve got all the discs, I can’t use it. I’ve got about forty tapes here and there is machine; can’t use anything, just can’t use anything. I can not get any young people who would help me, you see this is the trouble.
GB: There are companies now that will change video tapes.
WS: I know.
GB: They have a big machine with the videos on one side and DVDs on the other.
WS: Yes, but what good is it if I can not get into this, I can’t understand, but as I say, none of the young now, see the next door, seventeen and fifteen, young man, next door. Now in the, been the same as the people were during the war here and things like that, they would say yes, we pop you in camera an hour and when it finish, or when it finish press this button.
GB: Yes.
WS: No, no, not even my nephew, but he lives a little bit, probably twenty minutes to get here. My nephew. I ask him to be here today, this morning.
GB: Yes.
WS: I said who is coming and so on. Say work. No, I don’t know because they’ve got a big car, thirty six thousand pound, they have the caravan, they’ve got [indecipherable], they’ve got, they haven’t got time for me! They’ve got such a lot of money, well off, so why should they bother. He goes out, you know, meets a friend, they out for lunches, but I’m still very poor, I haven’t got very much money, I’ve got enough money, but on your own where can you go?
GB: But you’ve got your house happiness and your memories – and your health, which is quite obvious, I mean for a lady, dare I ask your age, how old are you?
WS: Yes, yes! I’ll be ninety two in January, ninety two in January.
GB: If I am as, if I am as well and as healthy as you when I am ninety two I will be extremely pleased, especially with the full life that you have had, and for good or for bad, and the happy and the sad times, for you still to be here talking to us: it’s wonderful!
WS: Yes, and I do my cooking, I do not buy any ready meal because I know that probably one day I will have to have the ready meal, so while I don’t have to I do my cooking. I love cooking, it’s very difficult to cook for one, but I organise myself so well that I cook. I love soup, I love this, so I cook for about four portion so I can freeze one, two and have one and two and then something else, so probably even if I go to freezer today I can have full completely different lunch today and full completely lunch tomorrow! So, and I, things I buy usually I’ve got everything for, at the house for two weeks’ worth of food, freezer, I got the freezer, you see I organise myself. I realise that one day I probably will not [emphasis] be able and what I do then? I’ve no relatives that can help me, so I organise myself so I’ve got everything there. Bread is also freezed instead, in case I run out and can’t go to shop and as I say, those people round here, only Peter, the one that you met, you see here, he is seventy eight, he is the only one who is a very, very good friend and he sort of, shall I use the word care, but in a manner?
Int: Yes, yes.
WS: But his partner, she is sixty three, she is not a, and Catherine be across the road on her own, she probably is about sixty but they don’t, I said hello, but say hello and go, you see, but Peter would talk to me, Peter would say how are you and what’s that and we talk about this, can I use your green bin because it is empty and I’ve got the waste, all little things like that and he gets all my keys and everything and the telephone of my nearest, my grandson and my nephew, he’s got it all there and the key to the house and even when I have got this alarm, talking alarm, you know, what you press.
GB: Yes, yes.
WS: I have to have somebody telephone number, that is the rule of this, they gave me this apparatus. So Peter said yes, I have your key because if I press it to get into the house they ring there, and they come here so I’ve got everything organised and even further than that, I’ve, you know that, a living will. Did you hear about living will ever?
GB: Living will, I’ve heard about them but I haven’t kind of, I don’t know the details of it. I tell you what I’ll just switch off the recorder now because that’s, especially when you’re talking about other personal things we don’t need to, hand me that, let me just see, there we are, switch that one off, lovely and switch this one off.
Dublin Core
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Wanda Szuwalska Interview
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Wanda Szuwalska was born on a farm in Poland and was deported to Russia by train at the start of the Second World War. She talks of the journey to Russia, the time she and her family spent there, then coming to England and becoming a WAAF. Wanda worked at RAF Faldingworth and then Stanmore and she describes the normal life she felt she had. After the war Wanda married and had a family, working as a machinist eventually becoming the manager. She also tells of how kind people were to her, the food she prepared, her family and her life on her own.
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Royal Air Force
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eng
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Sound
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01:36:23
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SRAFIngham19410620v090001-Audio
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Great Britain
Middle East--Palestine
Poland
Russia (Federation)
England--Lincolnshire
England--Liverpool
Russia (Federation)--Arkhangelʹskai︠a︡ oblastʹ
Russia (Federation)--Katynʹ
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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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Geoff Burton
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Anne-Marie Watson
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1939-09-17
1940-02-10
1942-04-01
1943
1945
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Pending revision of OH transcription
300 Squadron
Churchill, Winston (1874-1965)
faith
ground personnel
home front
love and romance
RAF Faldingworth
RAF Ingham
RAF Northolt
Stalin, Joseph (1878-1953)
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1371/23288/PThomasAF20080023.1.jpg
cc4242ccef67473c4681650753b2ce17
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Thomas, Arthur Froude. Album 7
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2020-02-11
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Thomas, AF
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47 items. An album containing photographs of British and German aircraft, news cuttings and Arthur Thomas' decorations.
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[Photograph]
The V-2 Rocket.
During the early 1930’s Germany commenced work on rocket motors, under the direction of Captain Walter Dornberger & [deleted] Werher [/deleted] Wernher Von Braun. The first rocket was used for static tests only. In December 1934, from the island of Borkum in the North Sea, two A-2 rockets fuelled by liquid oxygen & alcohol climbed to altitudes of of [sic] 7900 feet. With this success money was poured into further research, with the result that in 1935 work began on a large experimental station at Peenemunde on the Baltic coast. The major project was to be a large artillery rocket, & to achieve this features of the design were to be tested on smaller scale rockets. Thus was born the concept of the A-4 rocket, designed to carry a 2205lb warhead over a distance of 270 miles. The rocket did not however, achieve immediate success & much modification and strengthening proved necessary. The tird [sic] experimental rocket made a perfect ballistic flight, reaching a height of 53 miles over a distance of 118 miles, the date – 3rd October 1942. World War II had already been in progress for three years, & in the eyes of the German High Command, the rocket had now become something far more important than an artillery weapon. Before adequate trials could be carried out, Hitler ordered the A-4 into large scale production as a means of bombarding London & the Home Counties. Mobile A-4 batteries were organised & rockets were deployed at coastal sites. The attack on London began on the 8th September 1944, from a site near the Hague. At last Goebbels was able to reveal the existence of the V-2 Retaliation Weapon, against which there no available defence. Some 4320 V-2’s were launched. Had it not been for the attacks on Peenemunde carried out by Bomber Command the V-2 programme would have come to fruition months earlier, & caused far more casualties.
The principals at Peenemunde, in the face of the Russian advance, fled west, preferring to place themselves in the hands of the Western Allies. Werner Von Braun & Captain (now General) Dornberger surrendered to the American 7th Army on the 2nd May 1945.
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V-2
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A view of a V-2 mounted on a launching trolley. A caption describes the development of the rocket.
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One b/w photograph on an album page
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eng
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Photograph
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PThomasAF20080023
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Wehrmacht. Luftwaffe
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IBCC Digital Archive
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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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David Bloomfield
Anne-Marie Watson
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Workflow A completed
V-2
V-weapon
-
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Title
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Stephenson, Stuart
Stuart Stephenson MBE
S Stephenson
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Stephenson, S
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An account of the resource
20 items. An oral history interview with Stuart Stephenson MBE, Chairman of the Lincs-Lancaster Association, and issues of 5 Group News.
The collection was catalogued by Barry Hunter.
In accordance with the conditions stipulated by the donor, some items are available only at the International Bomber Command Centre / University of Lincoln.
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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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Transcription
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[Picture]
V
GROUP
NEWS
No 26 SEPTEMBER 1944
Copies sent to Stns.
[Stamp] Base Copy.
[Page break]
[Blank Page]
[Page break]
FOREWORD BY A.O.C.
September was a most successful month and a reward for the hard work which all ranks have put in throughout the Summer. The Group secured two prizes for which many have striven since the early days of the War, the Tirpitz and the Dortmund-Ems Canal. The attack on the Tirpitz was splendidly undertaken by Nos. 9 and 617 Squadrons and appears to have been highly successful in spite of a most efficient smoke screen. The attack on the Dortmund-Ems Canal has earned the following message from the Secretary of State for Air.
“The War Cabinet have instructed me to convey to you and to all concerned their congratulations on the outstanding success achieved in the recent attack on the Dortmund-Ems Canal. Pressed home with great determination against strong opposition and in difficult weather it constituted yet another major blow against German War economy.”
These two attacks have once more shown the remarkable efficiency of the 12,000 lb. “Tallboy” bomb when it hits the target.
The Group has achieved an equally high measure of success in attacks against German cities. During September alone, an area of nearly 3,000 acres has been burnt out. Such results can only be achieved if the marking is accurately placed and if the incendiaries are spread evenly over the whole area to be burnt. With a small force of Group strength there are no loads to be spared and if incendiaries go wide or are over-concentrated on certain sectors, it must be at the expense of the total area destroyed. Examples are Stuttgart where too high a percentage of loads fell wide of their sectors and Kaiserslautern where crews allowed themselves to be deflected inwards by the fires raging in the central sector, thus allowing the equally important areas on either side to escape.
I want to impress on crews that area bombing calls for every bit as much accuracy as attacks on the smallest factory or railway targets. In attacks on these targets during the Summer crews achieved remarkably small errors, and similar accuracy is needed on these large targets if they are to be burnt out from end to end leaving no gaps calling for an uneconomical return visit. Each crew in fact is given a small area of his own to burn and if his load falls on his neighbour’s patch, his own area may well escape destruction, and this has happened on some of our recent attacks.
The problems of lining up the aircraft on the correct heading after allowing for drift and of carrying out the overshoot procedure, are not easy to solve but instructions have recently been issued which should help crews in this matter. If an even spread of incendiaries can be achieved we should be able, with our normal effort, to burn out nearly 1,000 acres on each attack. This will represent a tremendous achievement, and one which will bring nearer the end of the War.
No.51 Base has also put out a great effort in training 161 crews during the month. This has enabled all squadrons to be kept up to establishment and had provided a margin from which new squadrons are already starting to be formed. I congratulate all concerned.
[Page break]
[Drawing] OPERATIONS
[Underlined] BREST – 2ND SEPTEMBER. [/underlined]
Master Bomber – Wing Commander Humphreys.
Operations in September opened with an attack on the dry docks and shipping in Brest Harbour by 67 Lancasters of Nos. 52 and 55 Bases, in daylight on September 2nd. There was no marking for this attack, which was carried out visually and according to plan. Officers who have since visited Brest say that the concentration of bomb craters around the two docks in such that it is almost impossible to get across this area on foot. Both ships are shattered by many bombs.
[Underlined] DEELEN AIRFIELD – 3RD SEPTEMBER. [/underlined]
103 Lancasters from Nos. 52 and 55 Bases, plus No. 106 Squadron, took off to attack Deelen airfield in daylight. Two Mosquitoes from No.54 Base went ahead of the main force to mark the target with smoke. One Mosquito fitted with an A.P.I. was detailed to find a bombing wind and pass it to the Master Bomber Two smoke bombs were assessed as being on the aiming point but no trace of markers was seen on strike photographs. No. 106 Squadron bombs were fused T.D. 0.025 while both 52 and 55 Bases carried a load of 1,000 lb. and 500 ln bombs all fused half an hour delay, with the object of avoiding smoke and thereby allowing each crew to have a clear run up to the target. This was the first occasion on which we have used the half hour delay fuse against an airfield target. Unfortunately there was much cloud so that the experiment was not conclusive.
RESULTS Only partial cover was obtained, but concentrations of bombs were seen to have fallen on the S.W. and Eastern intersections of the runways, and at least 60 craters are seen in the partial cover of the runways.
[Underlined] BREST – 5TH SEPTEMBER. [/underlined]
Master Bomber:– Wing Commander Simpson.
The United Stated Forces investing Brest were meeting stiff opposition from the defences around Brest. These enemy batteries were the target for 60 aircraft of No. 53 Base in daylight on September 5th. There were four aiming points, A.B.C. and D, to be marked by 7 Mosquitoes of No.627 Squadron. Crews were to bomb visually.
RESULTS All aiming points were attacked, a fair concentration being achieved, with the exception of some loose bombing on A. and B., several bombs falling as much as 400 – 500 yards to the West. A full interpretation from photographic cover was unobtainable owing to the difficulty of distinguishing between the Lancaster and previous attacks.
[Underlined] MUNCHEN GLADBACH – 9/10TH SEPTEMBER. [/underlined]
Master Bomber:- Squadron Leader Owen.
Nos. 52 and 55 Bases provided 113 Lancasters to attack this target on the Western fringe of the Ruhr; in conditions of cloudless weather and good visibility.
PLAN For this attack, as area of the town was selected and a suitable marking point chosen, upwind from it. The marking point was to be marked with T.I’s dropped by Mosquitoes in the light of flares, after which the
[Page break]
main force, tracking over the T.I’s on pre-determined headings through a sector of 90° were to aim their bombs at the T.I., but delay release for a certain number of seconds. The aircraft were divided throughout the sector and each division given its own band. In this way the incendiary load would be spread evenly over the selected target area.
Should the 54 Base Mosquitoes find it impossible to locate their marking point then they were to back up yellow Oboe T.I’s dropped in the centre of the target area by P.F.F. Mosquitoes, and the main force were to bomb the yellow and red direct, without delaying release. The Oboe T.I’s were dropped on time, but visual marking was delayed owing to the first and second flare waves dropping their flares too far to the South and South East over open country. The Master Bomber, therefore, ordered the third flare wave to drop their flares on the Oboe T.I’s, and by their aid, Marker II was able to identify and mark the marking point. The main force were then called in to attack.
RESULTS Photographs show enormous volumes of smoke coming from a very large number of fires scattered throughout the centre of the built up area of the town. Large new areas of complete devastation, mostly by fires, are seen all around the main railway station. This was a successful attack, but the Mosquito markers would have been aided had a more conspicuous marker point been chosen.
[Underlined] LE HAVRE – 10TH SEPTEMBER. [/underlined]
Master Bomber:- Provided by P.F.F.
Defences at Le Havre which were holding up the besieging Allied Forces were attacked by 108 Lancasters from Nos. 52 and 55 Bases in cloudless weather in daylight on September 10th. Aiming points were marked by Oboe aircraft of the P.F.F. and the attack went according to plan.
RESULTS P.R.U. cover shows that all areas have been heavily cratered in a widespread fashion. It was noticeable that there were no craters North of the Northern limits of the target area.
[Underlined] LE HAVRE – 11TH SEPTEMBER. [/underlined]
Master Bomber:- Provided by P.F.F.
A force of 101 aircraft from Nos. 53 and 55 Bases, plus 106 Squadron, again attacked the defences at Le Havre in good weather in daylight on 11th September. Here again the marking was carried out by Oboe aircraft of the P.F.F. and P.R.U. cover confirms the success of the attack, showing that all aiming points were well covered. Once again no bombs were seen outside the Northern limits of the target area.
[Underlined] DARMSTADT – 11/12TH SEPTEMBER. [/underlined]
Master Bomber:- Wing Commander Simpson.
The weather in the target area was clear with some ground haze.
PLAN The “fanning out” method employed against Munchen Gladbach was again planned for this attack, each Base being allotted a separate sector. On this occasion, leading aircraft of the flare force assumed the additional role of blind markers and, in addition to illuminating the target for the Mosquitoes, were to drop T.I. green in the centre of the target area. Mosquitoes were then to mark the marking point with T.I. Red, and the main force in their allotted height bands were again to aim their bombs at the Red, delaying release. To ensure the distribution of the incendiary load over the whole of the required area the first wave was to delay 20 seconds, the second wave 10 seconds, and the third wave 8 seconds. As on a previous occasion the green T.I’s from the Lancaster markers were to be backed up by the Mosquitoes, if the latter were unable to locate their own marking point, and the centre of
[Page break]
these two sets of T.I’s was to be bombed direct by the main force. Flares were dropped accurately and on time, and the markers successfully dropped their red T.I’s on the marking point. The attack then proceeded according to the primary plan.
RESULTS Photographs show the main area of the city to be completely gutted. On the whole a highly successful attack but something went wrong with the Northern edge which has escaped devastation. Investigation into the reason is not yet complete.
[Underlined] STUTTGART – 12/13TH SEPTEMBER. [/underlined]
Master Bomber:- Squadron Leader Owen.
The target was heavily attacked by a force of 195 Lancasters from all Bases, in good weather on 12/13th September.
PLAN The target had suffered severe and wide spread damage from previous R.A.F. and U.S.A.A.F. attacks, and so a plan of attack was required to cover the remaining comparatively undamaged areas.
A marking point was therefore chosen, and sectors allotted to each Base in which bombing headings were to be evenly distributed, in order to cover the whole of the undamaged area.
No.54 Base Mosquitoes were to mark the big railway yards with T.I. Red and Red Spot fires, with the help of illumination from the flare force.
Appropriate delays were ordered, and blind markers were again dropped by 54 Base Lancasters as an initial guide to the Mosquitoes, and as an insurance if the latter failed to locate their marking point.
Flares were dropped accurately and punctually. Marking was completed successfully and the attack was carried out in accordance with the primary plan.
RESULTS Photographic cover shows new areas of damage round the aiming point, in the Bad Constadt district, and at Fueurbach to the North of Stuttgart, in addition to several important industrial works.
Plots show that, although a fair concentration of incendiaries was obtained within the sectors planned, the main weight in the later part of the attack tended to spread to the East and North. The reasons for this are being investigated.
[Underlined] BOULOGNE – 17TH SEPTEMBER. [/underlined]
Master Bomber:– Provided by P.F.F.
The garrison at Boulogne was putting up a heavy resistance against the Canadians attacking the town and harbour, and two forces comprising 199 aircraft from all Bases were detailed to attack the specific aiming points.
PLAN All aiming points were marked by full P.F.F. Oboe marking. The first two forces were timed to attack in two separate waves, the first at 0830 hours and the second at 0940 hours. In view of the proximity of our own troops, crews were carefully briefed to make their run up from a well defined pin-point on the coast and use was made of the Navigator’s Master Bomber switch.
RESULTS P.R.U. cover shows well bombing concentrated around the aiming points.
[Page break]
[Underlined] BREMERHAVEN – 18/19TH SEPTEMBER. [/underlined]
Master Bomber:- Wing Commander Woodroffe.
207 Lancasters from all Bases and 7 Mosquitoes took part in a heavy and devastating attack on the town and harbour installations at Bremerhaven, in cloudless weather conditions, with good visibility.
PLAN There were five aiming points, lying in a rough direction from N.N.W. to S.E.E. on the Eastern bank of the river. Marking procedure for this target was to be similar to that for the preceding targets, but its shape restricted the use of sectors and it was therefore planned that part of the force would attack on defined tracks over the Mosquitoes’ T.I’s, with the appropriate delay in the release of the bombs, whilst others would aim direct at these T.I’s with a false wind vector applied to the bombsight. Illumination and marking was carried out without any hitches, and the attack was completed according to plan.
RESULTS The two most closely built up areas North and South of the harbour entrances have been completely devastated. Most of the warehouses and dockside buildings have been gutted. This was a model for an incendiary attack.
[Underlined] MUNCHEN GLADBACH AND RHEYDT – 19/20TH SEPTEMBER. [/underlined]
Master Bomber:- Wing Commander Gibson.
A further heavy attack was carried out on this target by 227 aircraft from all Bases in the Group, the intention being to complete the destruction of this enemy industrial centre.
PLAN There were three forces – Red (53 Base plus 106 Squadron), Green (52 Base), and Yellow (55 Base), each force being allotted separate height bands and its own Marking Point, each of which was to be illuminated by flares and marked with Red, Green and Yellow T.I’s respectively. The aiming point of the Red force was the primary target and was to be fully controlled. If the green or yellow targets could not be successfully attacked aircraft were to be ordered to attack the red target.
There was a hitch with the marking for the Red Force. In the light of accurately placed flares, the Master Bomber went in to drop his T.I’s on the Red Marking Point, but his markers hung up. He then called the markers to come in. Number one marker had trouble with exhaust studs and Markers 2 and 3 could not identify. As no Red markers were down, the Master Bomber ordered the Red Force to bomb the green T.I’s which were dropped on time. Later, however, Marker number one identified and marked his target. The order to bomb the green T.I’s was cancelled and the force were then ordered to bomb the red T.I’s. The yellow marking point was punctually and accurately marked, and the Yellow force completed their attack as planned.
RESULTS Considerable additional damage over the whole N.W. perimeter of the town is revealed adding to the already severe and widespread damage. This almost completes the destruction of the town. There is little additional damage in Rheydt.
Plots of night photographs and the incendiary plot show that although the incendiary sticks dropped early in the attack fell near the aiming point, a spread rapidly developed both to the South and W.S.W. and at the end of the attack, an area from S.E. to West was covered. No markers were plotted in these areas. No explanation for this wide spread beyond and outside the planned sectors has yet been arrived at.
[Page break]
[Underlined] DORTMUND-EMS CANAL, HANDORF AIRFIELD AND MUNSTER – 23/24TH SEPTEMBER. [/underlined]
Master Bomber:- Red Target: Wing Commander Woodroffe.
Green Target: Squadron Leader Owen.
A large force comprising 254 aircraft from all Bases in the Group was detailed to attack these targets, the first two being the primaries and the last, Munster, an alternative, should the weather present difficulties for marking and attack. Unfortunately 10/10ths cloud was encountered in the target area with base 8,000 ft.
PLAN No.53 Base plus 106 Squadron and 617 Squadron were ordered to attack the red target (Dortmund-Ems Canal) and Nos. 52 and 55 Bases the green target (Handorf Airfield). If the red target were not marked, the red force, excluding the Tallboy aircraft, were to attack the green target, or if the green target was not marked, the yellow target. Similarly, the green force were to attack the yellow target as an alternative.
RESULTS [Underlined] Dortmund-Ems Canal [/underlined] – Although the portion of the canal marked and attacked was some 7 miles North of the planned aiming point, a very successful attack ensued, and both branches of the embanked portion of the canal were breached. A stretch of 18 miles of the canal is now dry, and over 100 barges are stranded. A splendid result. Of the red force, 82 Lancasters attacked the primary, and 12 the alternative.
[Underlined] Handorf Airfield [/underlined] – The marker force experienced difficulty in identifying the target area, and after an unsuccessful attempt, the main force was ordered to bomb the alternative. 20 Lancasters and 2 Mosquitoes claim to have attacked the primary, and 61 Lancasters attacked the alternative. There was no new damage to the alternative.
[Underlined] CALAIS – 24TH SEPTEMBER. [/underlined]
Master Bomber:- Provided by P.F.F.
30 Lancasters of 53 Base were ordered to attack defence positions at Calais in daylight on 24th September. Marking was to be carried out throughout the attack by Oboe Mosquitoes of P.F.F.
RESULTS Weather conditions were unfavourable, there being 10/10ths cloud, base between 2/3,000 feet. In view of this the Master Bomber cancelled the attack. This order was not received by 8 aircraft of the force, who carried out the attack visually having identified their respective aiming points.
[Underlined] KARLSRUHE – 26/27TH SEPTEMBER. [/underlined]
Master Bomber:- Wing Commander Simpson.
Force employed – 216 Lancasters, 11 Mosquitoes. Weather conditions experienced over the target were 8 – 10/10ths cloud 6 – 8,000 feet.
PLAN In order that the whole weight of the attack should fall on previously undamaged areas of the town, a marking point was selected, to be marked with red T.I’s and each Base was allotted a sector or track, radiating from the marking point. Main force crews were to aim their bombs at the red T.I’s and delay for the detailed number of seconds. The usual blind marking technique was ordered to ensure against the failure of the Mosquitoes to locate and mark the aiming point visually.
Cloud conditions and poor visibility prevented the visual markers from identifying the marking point and consequently the secondary plan was resorted to.
[Page break]
RESULTS P.R.U. photographs reveal a large area of gutted buildings extending over many blocks. This devastation spreads on both sides of the main East to West road through the city around the closely built up area, for a distance of 1,500 yards by 500 yards to 1,000 yards. There are many scattered incidents of destruction beyond this central area, and a large number of commercial and administrative buildings have been destroyed. This is a great triumph for the blind markers.
[Underlined] KAISERLAUTERN – 27/28TH SEPTEMBER. [/underlined]
Master Bomber:- Squadron Leader Owen.
207 Lancasters and 10 Mosquitoes from all Bases in the Group were to attack the industrial centre and railway workshops. The attack was carried out in weather conditions of 2 – 8/10ths thin stratus at 3,000 feet and 10/10ths cloud at 7,000 feet.
PLAN The railway workshops were to be attacked with ‘J’ bombs using a false wind vector on the bombsight, and the town by the normal method of overshooting.
RESULTS The illumination and marking on both areas were accurate and punctual.
The damage inflicted on the town, confined chiefly to a narrow belt across the centre of the area id disappointing in relation to the number of aircraft used. Investigation shows that over 70% of the aircraft bombed on headings within a small sector, and were not evenly spread over the whole sector as planned, thus little damage was sustained by the Northern and Southern outskirts. Greater attention should be paid at briefing to explaining the details of the plan of attack, and the importance of aircraft adhering to their briefed bombing headings must be strongly emphasised. The attack on the railway workshops achieved a greater measure of success.
[Underlined] SPECIAL ATTACK BY NO. 617 AND NO. 9 SQUADRONS. [/underlined]
[Underlined] ATTACK ON THE GERMAN BATTLESHIP TIRPITZ – SEPTEMBER 15TH. [/underlined]
Previous attempts made by aircraft of the Fleet Air Arm and midget submarines to sink the Tirpitz had proved unsuccessful. It was considered that a force of Lancasters carrying Tallboy bombs and other special bombs would have a good chance of inflicting severe damage to the battleship, if not sinking her, provided the element of surprise could be achieved, so that aircraft could carry out their bombing run before the smoke screen, which was known to be capable of covering the ship and fiord in which she lay within 10 minutes, could be brought into operation.
On September 11th, 38 Lancasters and 2 Liberators took off and with the exception of one aircraft of No. 9 Squadron, which had to return to base, all arrived at Archangel or in that area. Weather conditions were appalling, with rain and low cloud, and some crews were unable to locate the advanced base and had to land on other airfields and even in open country. But for a very high standard of airmanship many more aircraft might have been damaged or lost.
It was hoped that by approaching the target from the South, the necessary element of surprise would be achieved. Tallboy aircraft were to attack first, as it was essential that they should see and aim at the Tirpitz visually. The aircraft carrying the special bombs did not depend on visual sighting of the target. A separate plan and aiming data were provided for them. The plan consisted of the selection of two clearly identifiable landmarks close to the target, at which the bomb aimers could aim, using false settings on their bombsights. Two lakes, one on either side of the fiord were chosen for this purpose. Each aircraft was given a separate track, with the intention of covering an area of 750 yards X 750 yards with the target at its centre.
The flight plan proceeded as detailed until the approach to the target area, when the Tallboy force had to make a last minute alteration of course, as they were west of track.
[Page break]
The leading Tallboy aircraft saw the Tirpitz clearly when 8 minutes flying time away from it, but by the time the first bombing run was made, the smoke screen was already in operation, and later aircraft found the target area completely obscured. Some aircraft were able to aim their bombs before the last traces of the Tirpitz disappeared under the smoke screen, but others had to aim at the gun flashes and light flak seen through the smoke screen. Others, unable to identify the target, took their bombs back to the advanced base.
The six aircraft carrying the special load aimed their bombs at the planned aiming points, but were unable to observe any results.
The majority of bombing frame photographs are unplottable due to smoke but the release point frames of thirteen of the Tallboy aircraft have been plotted, and the calculated strike position of the bombs indicate that at least one direct hit, and three near misses are probable. Neither the bombing nor release point frames of the aircraft carrying the special load are plottable, as they are obscured by smoke.
Subsequent P.R.U. photographs show a large rent in the starboard side of the ship forward, covering much of the forecastle. Apart from this hit the explosion of some 6,000 lbs of Torpex at a depth of 60 feet within a few yards of the ship’s side cannot fail to have given her a severe shaking, and at least one of the near misses was very close.
This was a highly successful operation carried through in spite of considerable difficulties.
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[Drawing] GARDENING
The Group Gardening effort this month has been on a small scale, and has only called for two operations in which a total of 77 vegetables were successfully planted, although crews stood by for other operations which were cancelled owing to adverse weather conditions.
It is interesting to note that in our first operation this month, the Gardeners from 44 Squadron were co-ordinated into the main force attack on an important German Port, and planted visually by the light of the Flare Force, close to the docks in a channel 800 yards wide, from 12,000 feet.
The second operation, performed by 57 and 630 Squadrons, was a normal H 2 S high lay off the entrance to important German shipping channels where 53 selected vegetables were successfully planted. Unfortunately H/57 had trouble with H 2 S equipment after trying local repairs to within 20 minutes of the target, and then correctly returned with a complete load.
The Command effort totalled 748 vegetables, mostly planted in the Baltic and Kattegat area, with the object of continuing the present dislocation of enemy shipping routes, and preventing troop movements from Scandinavia to the mainlands of the European offensive.
It can be estimated that at present the figures for vegetables planted per ships sunk, stand at 47 to 1. This is an encouraging figure when taking into account the number of Gardening sortied made, and bearing in mind that this does not include the loss to war effort while sweeping measures are put in hand and completed in each area, or the number of ships that are severely damaged and can only be repaired under difficult conditions, or the all-important morale effect on those who “go down to the sea in ships”.
The following extract from the “News Digest” of 28th September reveals the present state of our enemy’s imagination:
“Norway – German fear of Paratroops. British bombers have recently flown over Oslofjord dropping mines.”
“…The Germans are nervous because they think that paratroops were dropped at the same time as the mines. After the first attack some weeks ago, Oslo harbour was closed to all traffic for two days. Since then many attacks have been made, and the harbour has been closed every time. Even the Bygde ferries have, at times, had to stop their traffic. Large-scale raids have been carried out in Cjelleras, and even as far away as Lillestrom there have been raids for paratroops”.
It is also reported that all ships entering narrow channels in the Kiel area have to place two strong cables round their bottoms, and so sail until they are out of the area. This is done in order to facilitate the salvaging of a ship by cranes or other salvage devices in case she is bombed or mined.
In other words, our enemy has developed the minephobic complaint to a very high degree, and with our present increase in stocks he will receive further innoculations [sic] as, and where, we may decide in the future.
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WAR EFFORT
[Table of Sorties, Tonnage and Hours by Squadron]
Squadrons are placed in the above table in order of “Successful sorties per average aircraft on charge”. In view of their special duties Nos. 9, 49, 83, 97, 617 and 627 Squadrons are shown separately. In cases where a crew has flown in an aircraft of another Squadron the sortie is divided between the two Squadrons.
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[Drawing] TACTICS
The main tactical development of this month has been the withdrawal of early warning devices, i.e. MONICA and BOOZER, and the limitation in the use of H.2.S. It is now known that Hun night fighters can home upon these devices. In the circumstances, therefore, there was no alternative but to withdraw them. MONICA is in the process of modification and may be reissued eventually, but in its absence, crews must exert the utmost vigilance in their search.
It must be appreciated that, although German C.G.I. is getting very much shorter warning of an approaching raid, the number of targets to which a bomber force may be going is also decreasing, making the night fighter controller’s job easier. He also has his night fighter squadrons concentrated into a smaller area and their transfer from one area to another is consequently easier. Bearing these factors in mind, there can be no doubt that the German night fighter will constitute our main problem during the coming months. The following steps should be taken to ensure utmost efficiency in combatting the enemy’s defensive measures.
(i) [Underlined] Night Vision Training. [/underlined]
No opportunity should be lost of training crews in night vision. Night vision efficiency is something which can be improved with practice. Remember, with the withdrawal of the early warning devices, it is now your eyes and night vision versus the night vision aided by A.I. of the enemy night fighter. On the other hand, you have seven pairs of eyes where he has one. This advantage must be exploited to the utmost.
(ii) [Underlined] Increased Banking Search. [/underlined]
Surprise remains the night fighter’s most important weapon. The only effective counter to surprise from behind and below is a constant banking search, and captains must increase the frequency with which they carry out this banking search.
(iii) [Underlined] Corkscrew. [/underlined]
The 5 Group Corkscrew continues to be a very effective fighting manoeuvre. A scrutiny of recent combat reports, however, reveals that there is little doubt that the Hun night fighters now expect the corkscrew and anticipate it. Out of 94 combats reported the enemy fighter opened fire only 37 times, and in many cases was seen to make a feint attack, sufficient to persuade the Lancaster’s captain to corkscrew, and then to hold off and wait until the manoeuvre was completed. The existence of a combat report proves that the corkscrew was successful, but it is considered that where no combat report exists, i.e. where the bomber has been shot down, the fighter’s tactics have been successful. In other words, he waited until the corkscrew has been completed and the aircraft has resumed course, and has then closed in and opened fire.
You are no longer safe in assuming, therefore, that one cycle of a corkscrew will throw off the fighter. Should the gunners lose the fighter in a corkscrew, a banking search should be carried out as soon as course is resumed, to ensure that he is not directly under the
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aircraft.
A new German night fighter, the H.E.219, is now known to carry two fixed astral guns, oblique upwards firing. It is believed that these fire at an angle of 65° upwards and forwards and are fired by the pilot. This adds further weight to the necessity for constant banking search.
To summarise:-
1. Learn how to use your eyes at night!
2. Carry out the correct search to find the enemy.
3. When you have found him – don’t lose him!
[Cartoon]
THE MAN WHO EMNTIONED THE TARGET AT FLIGHT PLANNING!
[Underlined] WITH APOLOGIES TO H.M. BATEMAN [/underlined]
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[Drawing] SIGNALS
[Underlined] W/T DISCIPLINE. [/underlined]
On the night 27/28th. September, 217 aircraft of this Group attacked Kaiserslautern. In accordance with recent practice, very strict W/T, R/T and Radar silence was ordered en route to and from the target. Wireless Operators should have been well aware of the vital need for strict W/T silence on this occasion, in view of the unusual measures taken. In spite of this, however, five Wireless Operators of this Group broke W/T silence during the period 0114 to 0325. Their transmissions took the form of such senseless remarks as “INT WOP – HOW ARE YOU – BANG ON – IMI – GOOD SHOW – INT CUP OF TEA.”
What satisfaction these inane natterbugs got out of their efforts it is hard to see. The enemy, deprived of his usual means of detecting the stream, might easily have obtained bearings on these continuous transmissions, with the result that five brainless Operators would have been the direct cause of the loss of several Group aircraft and many of their comrades.
Despite energetic enquiry and investigation, it has not been possible – so far – to track down the culprits; they are obviously not the type who would own up. If they are found, however, they may rest assured that never again will they have the opportunity to jeopardise their comrades. That such incidents must never occur again has been made perfectly plain.
The Wireless Operators of 5 Group have had the privilege, since the attack on the Dams, of a fair amount of interesting W/T operating. This makes it all the more incomprehensible, therefore, that a few of them should adopt this culpable form of keybashing. It is known, however, that the vast majority of Wireless Operators are responsible men, who feel just as strongly about this “black” as does the C.S.O. It is hard that their good name should have been sullied by the action of so few, and all must now combine to ensure that such flagrant breaches of W/T discipline never occur again.
[Underlined] CONTROLLERS’ OPERATORS. [/underlined]
The hope expressed in last month’s summary that a healthy competition between Bases would develop, has now materialised. In fact, it is almost a full time job for one man at Group Headquarters to book and supervise these exercises. Signals Leader should note that many a good exercise is spoilt by failure of the Operators to pay attention to detail. Before an operator takes part in any of these exercises, he should know 5 G.S.I. No. 12 backwards. In this connection, the main points to watch are:-
(1) The number of times call signs should be sent.
(2) How often the text of a message should be repeated.
In next month’s issue, it is intended to publish a table showing the number of exercises completed by Bases.
[Underlined] REGRADING. [/underlined]
The Group Signals Leader examined a large number of wireless Operators during the month, and claimed he was more or less up to date on regrading before proceeding on leave. Perhaps it is not generally known that the main purpose of this leave was to see for the first time Gilmour Junior – of the ‘transmitter’ variety we believe. It is known, however, that during the past fortnight quite a formidable queue of W/Ops Grade II has been forming, and every endeavour will be made to deal with these as soon as possible.
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[Underlined] GROUP EXERCISES. [/underlined]
These have taken place regularly throughout the month, and the high standard of operating maintained. They still reveal, however, that morse practice and more morse practice is essential. It is hoped that the recent quiet spell has been taken advantage of in this connection.
[Underlined] SIGNALS FAILURES. [/underlined]
The Signals failure percentage continues to increase, the figure for September being 2.459. Over the past 3 months the percentage has risen steadily. On reading through the defects summary however, it can be seen that over 90% of the trouble is still attributable to component failures. The long spell of no maintenance faults has broken, one Squadron having no less than three such failures. There are still quite a number under the heading miscellaneous – the “remarks” column being “No fault found”. This type of alleged failure must stop. There were two manipulation failures which could easily have been avoided, in one case an incorrect VHF channel was selected, in the other, the type 51 Junction box switch was in the wrong position.
It is most gratifying to see that not one failure of VR.101, i.e. output valve V8, was reported throughout the month. It appears that the recent glut of V8 failures can be attributed either to faulty manufacture or wartime materials.
[Underlined] V.H.F. [/underlined]
There have been many essential changes in the V.H.F. policy during the past month, the reason being, an operation on HANDORF airfield, night 23/24th September, when very heavy FREYA interference was experienced on the TR.1143 equipment. This setback made it quite clear that the series noise limiting diode modification had to be carried out on all the new SCR.522 equipments prior to their debut into 5 Group Lancasters and Mosquitoes. The modification is quite simple, the only difficulty being the realigning of the four I.F. stages and all Squadrons not possessing a suitable 12 m/c oscillator. It was decided, therefore, that the Americans be asked to incorporate the modifications for us, and this they most willingly agreed to. The result is, at the time of going to press, only 35 of the 435 SCR.522’s held, now require to be modified.
For 100% suppression of all noise, it has also been found necessary to filter the 150 volt Dynamotor output with a 5 uf electrolytic 200 volts D.C.W. Capacitor. If this equipment is readily available through R.A.F. sources, in such a large quantity the modification will be carried out locally. Failing this the U.S. Air Force has again expressed willingness to assist.
[Underlined] NOISE SUPPRESSION MODIFICATION. SCR.522. [/underlined]
Briefly the Noise Limiting modification functions as follows:- A double diode is inserted in series with the output from the 2nd Detector, one section of the valve is biassed by a portion of the average D.C. voltage developed by this detector. When normal speech is being received, the bias is such as to allow the diode to conduct, i.e. the diode becomes a low impedance. When any pulse waveform is impressed on the incoming required signal the diode anode is biassed more negative and cuts off; hence it offers a high impedance to the interfering pulse. The other half of the valve holds the A.V.C. to zero until the average D.C. voltage developed by the A.V.C. diode exceeds the delay voltage. The A.V.C. voltage, after the modification, is derived from the primary of the last I.F. transformer. Changes are also made in the I.F. Grid circuits, to reduce cross modulation effects caused by the grid current as the result of high noise voltage pulses.
[Underlined] BLIND MARKING – CONINGSBY’S SPECIAL RADAR EFFORT. [/underlined]
The story may now be told of the work done at Coningsby to improve the performance of MK.III H2S. During the latter half of July, it was decided that efforts should be made to improve the efficiency of our offensive Radar devices. Hs” MK.III was selected for particular attention, the main requirement was for an accurate Blind Bombing Instrument, and immediate steps were taken to improve MK.III H2S to enable it to perform this function. T.R.E. aided us in every way possible, to enable this commitment to be undertaken without impairing operational serviceability.
The greatest difficulty which had to be overcome was the tendency of the presentation on the screen to disintegrate or disappear at the shorter ranges. It was felt by T.R.E. that this was due to the inefficiency of the scanners, and therefore, scanners received the first attention. Those which had previously
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given the best results were carefully selected, and thorough checks made against specifications, at the same time the best Units of the equipment were subjected to a detailed and exacting overhaul for power output, tuning, and accurate calibration of height and range markers. When one complete installation had been fully tested in this manner, it was placed in an aircraft, and one of the most experienced crews commenced bombing trials on Wainfleet, and on several inland towns. The results obtained on these trials are compared here with results which were obtained previous to these experiments. The average error obtained at Wainfleet for 5 bombs was 316 yards as compared to a previous error of 1,193 yards. A second crew dropped 6 bombs with an average error of 1.6 miles with the ordinary Mk. III H 2 S equipment, and on using the improved equipment reduced this error to 800 yards. On inland towns the bombing results were similar to those on Wainfleet, an average error of 700 and 500 yards being obtained with the special equipment, whilst errors of 1,600 and 2,000 yards were obtained with the standard equipment.
It was decided from these figures that the experiments and improvements were making more accurate bombing possible, and a further 6 aircraft were similarly equipped, and the best Operators assigned to these aircraft. Further training and trials were carried out, and the results gave additional proof that the experiments were on the right road. The final assurance that all this concentration on improvements and selection of all Units and Operators was improving the bombing was soon forthcoming. The operations were conducted against Konigsberg, Darmstadt, Stuttgart, and Karlsruhe were most successful, the average error of the proximity markers being 550 yards.
These results do not by any means mark the successful conclusion of the experiments, but rather indicate that we are just beginning, and the coming few months will see an ever increasing improvement in both equipment and crews.
It is desired at this point to express our appreciation for the assistance which has been rendered by T.R.E. and H.Q.B.C. and for the close co-operation by all concerned at Coningsby without whose help none of this work would have been possible.
[Underlined] GEE. [/underlined]
Gee maintained its usual high standard of serviceability through September. Of the 2386 sorties reported for the month, 62 difficulties were experienced for a percentage serviceable of 97.4 as compared with 97.26 for August.
The supply of Gee remains a very critical problem, although the position has eased up slightly. The new aerial loading unit is apparently becoming available shortly, and a few have already been received in new aircraft. The supply of R.F. Units Type 27 has also improved and an effort is being made to fit all Squadrons completely in the near future.
A modification which enables the simultaneous presentation of signals and calibration pips on the screen has been submitted by 617 Squadron, and forwarded to Headquarters Bomber Command for approval.
[Underlined] H 2 S. [/underlined]
Although for obvious reasons the use of H 2 S Mark II was restricted this month, a total of 819 sorties was completed and out of these 90.7 per cent were free of technical difficulty. A switch unit which allows the equipment to be switched on and off at altitude has been developed by T.R.E. This should soon be in production.
H.2.S. Mark III is not so badly affected by this restriction, and during September, a total of 135 sorties was reported. Twelve difficulties were experienced, which brings serviceability back to 91.2 per cent, an increase of 2.3 above last month. The work which has been undertaken on the H.2.S. Mark III at Coningsby has served to familiarise the Radar Mechanics even more with the equipment, and the benefits thus derived should bring the serviceability to a much higher standard from day to day.
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[Underlined] MONICA. [/underlined]
Unfortunately Monica has had to be removed from all aircraft, but it is hoped only temporarily, pending the introduction of a modification developed by 53 Base and T.R.E. This modification is being pursued at T.R.E. with the assistance of a Radar Officer from this Group.
Before it was restricted, Monica IIIA reached its highest serviceability. Of the 139 sorties completed, only one defect was experienced, giving a percentage serviceable of 99.3. This provides a record which will require a great deal of effort if it is to be bettered on the re-installation of the equipment.
Monica V was, however, not far behind, for out of 99 sorties only one difficulty occurred, giving a serviceability of 99 per cent – another record which we will endeavour to equal.
[Underlined] FISHPOND. [/underlined]
Fishpond, due to the restriction on H 2 S, was also used to a lesser extent during September. Despite this, it rendered a very satisfactory service for 722 sorties out of 796 reported, a percentage of 90.7. Training of operators has increased the usefulness of the equipment, and every effort should be made to aid those operators in quickly interpreting the picture on the screen.
[Underlined] A. G. L. (T) [/underlined]
During the second week of September, A.G.L. (T) became operational and up to the end of the month 70 sorties had been completed. Of these, 20 developed difficulty which gives a percentage serviceable of 71.5. Nine of these defects were due to components in the A.G.L. (T) installation itself, whilst H 2 S, Fishpond and the power supply were responsible for the remaining eleven.
Although this standard of serviceability leaves a great deal to be desired, October should bring about an encouraging improvement, in view of the experience which has now been gained by servicing personnel. It is very gratifying to note the enthusiasm with which this new device has been received, on the part of both the air and ground crews. As it becomes increasingly familiar and serviceability steadily climbs, this enthusiasm will grow and the full benefit will be derived from it.
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[Drawing] AIR BOMBING
The month of September has provided some excellent results from the attacks on German towns, and despite adverse weather conditions on one or two occasions the determination of crews provided better results than were, at first anticipated.
Incendiaries formed the greater part of the bomb loads, and the previous difficulties experienced in aiming the 4 lb I.B. have been largely overcome by the use of the new wind conversion factors for bombs of low T.V. However, it is still very necessary for Air Bombers to adhere strictly to the “delay release” times supplied at briefing, and Bombing Leaders must ensure that the importance of this is stressed.
Another point which cannot be stressed too often is the necessity for not dropping any bombs until either the Controller has given the order to bomb, or ‘H’ hour has arrived and no instructions have been received from the Controller. You will be briefed to adopt the latter alternative is it has been decided that there will be no orbiting in the target area. The reasons for these instructions should be apparent; the difficulties of the Mosquito markers are greatly increased if a few stray ‘cookies’ are dropping while they are searching for the marking point, and a load of 4 lb. I.B’s can be very dazzling to the low-flying markers.
The destruction of towns and cities behind the actual battle-front will have a direct effect upon the results of the hard battles which the ground forces will have to undertake soon. The enemy will be denied the use of his most essential means of transport, shelter for his reserves, and what remains of his armament production in the previously attacked areas. To achieve this, all Air Bomber must make sure that their bombs hit the areas they are intended for, and that means constant practice, a thorough knowledge of all equipment, and the ability to conform strictly to the plan of attack.
[Underlined] PRACTICE BOMBING. [/underlined]
Although the amount of practice bombing has increased considerably during the past six months, there is still a large number of details being cancelled because of snags which could have been avoided.
Now that the winter months are approaching, and opportunities for bombing will decrease, it is essential that the best advantage be taken of every chance to complete an exercise.
Quite a large number of faults which cause an abandonment of an exercise could have been prevented if the air bomber had thoroughly checked his equipment before take-off.
First of all make certain that the auto-selector box on the Light series carrier has been reset to No.1. The ground crew will usually attend to that, but there are occasions when it has been missed.
Examine the bombs and change any that have damaged tail fins. At the same time see that the safety pins have been withdrawn.
Test your bombsight on the ground and make sure that you have an emergency computor [sic]. In the event of a bombsight failure you can still derive some benefit from the exercise.
[Underlined] BOMBING ANALYSIS. [/underlined]
The provision of Bombing Analysis Officers on Squadrons and Conversion Units has proved of great value during the past few months, ensuring speedy
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assessment of exercises and the abolition of inevitable errors which occurred when Bombing Leaders were unable to devote sufficient time to this very important duty.
However, there are still one or two points not receiving the attention required:-
(i) Crews must be given a detailed analysis of their exercises. It is not always possible to have the Pilot, Navigator and Air Bomber present during the actual analysis, but they should see the plot as soon as possible.
(ii) Form 3073 must be completed, and the details supplied must be accurate. It will then afford the Analysis Officer, and the Bombsight Maintenance Staff, the maximum amount of assistance. It should be possible for the Squadron Commander to pick up a Form 3073 relating to an analysed exercise and thereby obtain a complete account of the bombing and any relevant comments from the Bombing Leader.
(iii) Do not forget that new crews have had very little experience in bombing from a Lancaster, and an accurate analysis will be of the greatest assistance to them.
(iv) When a bombsight fault has been discovered, inform the Instrument Section [underlined] immediately, [/underlined] and give them all the information you can. If necessary, produce the bomb plot and explain the errors. The Bombsight maintenance staff will appreciate all the assistance you can give them.
[Underlined] AIR BOMBERS’ QUIZ [/underlined]
1. What action would you take if you obtained maximum starboard drift on the sighting head with zero wind set on the computor [sic]?
2. What is the procedure on landing at a strange airfield with 500 lb bombs (37 pistol) still on the aircraft?
3. Why is it essential to conform to the briefed air speed when making a “Wanganui” attack?
4. How does the Flight Engineer check the suction and what readings would you require to ensure that the bombsight was serviceable?
[Underlined] BOMBING LEADERS’ CORNER [/underlined]
[Underlined] S/Ldr Mansbridge [/underlined] has left Group Headquarters and is now on a Staff Officers’ Course.
[Underlined] F/Lt Abbott [/underlined] (49 Squadron) is carrying out Group Bombing Leader’s duties.
[Underlined] S/Ldr Murtough [/underlined] (53 Base) has gone to Manby to take charge of the Bombing Leaders’ Courses.
[Underlined] F/Lt McCarthy [/underlined] (1654 C.U.) has gone to 53 Base and has been replaced by [underlined] F/Lt Kennedy [/underlined] (463 Squadron)
[Underlined] F/O Grime [/underlined] is doing Bombing Leader’s duties at 463 Squadron.
[Underlined] F/Lt Harris [/underlined] (5 L.F.S.) has met with an unfortunate accident, and [underlined] F/O Wilkie [/underlined] (1661 C.U.) has taken over the Bombing Section at Syerston.
[Underlined] COURSES [/underlined]
The Group had three Air Bombers on No.91 Bombing Leaders’ Course, F/O Moreton (106 Squadron) was 6th, P/O Muhl (207 Squadron) 8th, and F/O Pyle (1661 C.U.) 10th, all obtaining “B” categories.
The bombing analysis courses are proceeding satisfactorily, and our
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candidates have all received excellent assessments. If any Squadron or Conversion Unit has not appointed a Bombing Analysis Officer who has completed the course, please apply for an early vacancy.
[Underlined] SQUADRON BOMBING COMPETITION [/underlined]
[Underlined] Squadron Average Error [/underlined]
1st 97 61 yards
2nd 630 64 yards
3rd 619 71 yards
4th 83 74 yards
5th 467 77 yards
6th 207 81 yards
7th 9 89 yards
8th 49 90 yards
9th 463 93 yards
10th 61 113 yards
11th 44 114 yards
12th 50 117 yards
13th 57 118 yards
14th 122 yards
September has produced a 100% entry in the Squadron Bombing Competition and 97 Squadron are at the top with an average error, for 8 exercises, of 61 yards.
This is an excellent result and 97 are to be congratulated, more especially as quite a lot of their bombing was carried out by Flight Engineers.
With the exception of 619 Squadron, 52 Base have slipped down the ladder, but assurances have been received from 44 and 49 Squadrons that this is only a temporary lapse, and every effort will be made to return to their former positions.
106 Squadron are handicapped by having many unexperienced crews on their strength and consequently are at the bottom of the list. However, the keenness which is apparent on the station is sure to produce better results.
Competition should be very keen during October; 97 Squadron will be ‘all out’ to keep on top, and it will need a very special effort from the “Main Force” to depose them. Given suitable weather, all records should be broken.
[Underlined] CONVERSION UNIT BOMBING COMPETITION [/underlined]
[Underlined] Con. Unit Average Error [/underlined]
1st 1654 56 yards
2nd 1660 65 yards
3rd 1661 72 yards
4th 5 L.F.S. 85 yards
1661 Conversion Unit, after leading for two successive months, have gone down to third place, and 1654 Conversion Unit have taken over the top position with an average error of 56 yards.
[Underlined] “BIGCHIEF” COMPETITION [/underlined]
The only entry this month comes from 51 Base:-
G/Capt Coats (Swinderby) – 103 yards
[Underlined] “LEADER” COMPETITION [/underlined]
This competition has only produced one entrant also:-
F/Lt Foulkes (630 Squadron) – 158 yards
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[Underlined] HIGH LEVEL BOMBING PRACTICE [/underlined]
[Table of High Level Bombing Practice Errors by Squadron and Conversion Unit]
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[Underlined] “GEN” FROM THE RANGES [/underlined]
Wainfleet plotted 4945 bombs and 111 T.I’s dropped from 921 aircraft.
It is obvious that the Range staff have had a busy time, and to ensure accurate plotting, crews must conform to range procedure.
[Underlined] “GEN” FROM THE SQUADRONS [/underlined]
[Underlined] S/Ldr Wonham [/underlined] (55 Base) extends a hearty welcome to 44 and 619 Squadrons. The rivalry between the Squadrons, on Practice Bombing matters, is very keen and errors have shown a steady decrease during the past few months.
[Underlined] F/Lt Foulkes [/underlined] (630 Squadron) has equipped an excellent Bombing Analysis room. Points concerning Bombing, which need stressing, are emphasised by humorous cartoons, and the room itself is kept very clean and tidy.
[Underlined] CREW CATEGORIES [/underlined]
[Table of Crew Categories by Base]
* Excluding 617 and 627 Squadrons.
A+ 85 yards or less.
A 140 yards or less.
B 210 yards or less.
C 280 yards or less.
D Over 280 yards.
The number of “D” category crews has decreased from 41 in August, to 15 for this month. This is a considerable improvement, but it is not good enough – there should be no “D” crews on an Operational Squadron, and Bombing Leaders must give careful attention to these errors.
[Underlined] SEPTEMBER’S OUTSTANDING CREW ERRORS [/underlined]
SQDN OR CON UNIT PILOT AIR BOMBER NAVIGATOR ERROR AT 20,000’ IN YARDS
9 F/O Marsh F/O Carr - 78
44 P/O Evans Sgt Harper F/S Hunter 73
49 F/O Furber F/S Gentleman F/O Hassell 75
50 F/S Wonders F/S Earle F/S Minchin 79
97 F/O Woolnough W/O Shearwood F/O Haggerston 57
F/L Shorter F/S Betts P/O Aveline 57 – 79
467 F/O Jones F/S Burns F/S Michelmore 74
617 F/L Knights F/O Rogers F/O Playford 74
F/O Levy F/S Peck F/O Fox 78
F/O Stout F/O Rupert F/O Graham 59
F/O Joplin F/S Hebbard F/S Fish 70
F/L Hamilton F/O Rogers P/O Jackson 72
F/O Leavitt Sgt Oldham F/O Withams 73
619 F/O Cottman F/S Coster F/S Murray 71
1654 F/O Gray F/O Aitken Sgt Adams 62
F/O Denton F/O Goebel Sgt Kneebone 77
F/O Brammer Sgt White W/O Davies 69
P/O Dockworth F/S Quealy F/S Kenward 43
F/O Langridge F/O Cavanagh F/S Diggins 65
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OUTSTANDING CREW ERRORS (continued)
SQDN OR CON UNIT PILOT AIR BOMBER NAVIGATOR ERROR AT 20,000’ IN YARDS
1660 P/O Le Marquand Sgt Bowen Sgt Ransom 56
Sgt Sargent Sgt Walters F/S Symes 67
Sgt Keen Sgt Hurst Sgt Fidler 62
Lt Evenson Sgt BJorcy P/O Carling 61
P/O Penman F/S Dash P/O Pointon 78
F/S Cox F/S Smitherwaite Sgt Taylor 68
F/O Downing F/O Harrison P/O Semark 64
Lt Howes Sgt Johnston F/O Butterfield 78
1661 F/S Wonders F/S Earle F/S Minchin 78
F/O James Sgt Longhurst P/O Jeffreys 70
F/O Gillegin Sgt Jenden Sgt Elliott 58
P/O Smith F/S Scott F/O Sweeney 77
F/O Caryer F/O Arnett P/O Grassie 71
5 L.F.S. P/O Aryton Sgt Herkes F/S Bardsley 65
P/O Le Marquand Sgt Bowers Sgt Ransom 78
Owing to the large number of crew errors below 100 yards, it is only possible to publish those below 80 yards. Congratulations are due to F/L Shorter and crew (97 Squadron), F/S Wonders and crew (50 Squadron) and P/O Le Marquand and crew (now of 49 Squadron) for their consistently good bombing during the month.
[Underlined] THE “LORD CAMROSE” BOMBING TROPHY [/underlined]
The “Lord Camrose” trophy remains at Skellingthorpe for another three months.
50 Squadron’s average crew error for the months of July, August and September is 148 yards at 20,000 feet. Well done 50 Squadron!
463 Squadron are the runners up with an average error of 153 yards at 20,000 feet.
[Underlined] PRACTICE BOMBING. [/underlined]
The complete summary of practice bombing results for the month of September provides some very interesting facts and comparisons.
The number of bombs dropped is the best ever, and 9 Squadron are to be congratulated on their magnificent effort in dropping 789. However, it will be noted that 61 Squadron dropped only 96 and assuming the Squadron strength to be 25 crews, that gives an average of 4 bombs per crew for one month. This compares unfavourably with the other Squadrons in the same Base, and it is essential that crews have the maximum amount of bombing training permitted by operational commitments and weather conditions.
Crew errors have declined slightly this month, the average being 9 yards less than that of August. This is a step in the right direction and it is hoped that there will be a steady reduction in errors until we can get our average error down to less than 150 yards. It can be done, 50 Squadron have proved it by obtaining an average crew error of 148 yards for the last three months.
The number of bombsight errors has increased from 42 in August to 90 in September, but the proportion of bombsight errors to exercises completed remains the same. Close co-operation between the Bombing Analysis Officer and the Instrument Section will help to bring bombsight serviceability up to a satisfactory level.
Our practice bombing has improved considerably during the past six months, from 275 to 183 yards at 20,000 feet and this improvement is apparent in the results of the attacks on German targets. However, it is possible to reach an even higher standard of accuracy but it means constant practice on the part of every member of the bombing team.
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[Drawing] NAVIGATION
Almost all attacks this month have been on German objectives and navigators have done a good job on these longer range targets. Radar restrictions have necessitated flying considerable distances outside Gee range, and with winter approaching we must be prepared to fly even greater distances on D.R. alone. To achieve the high standard of navigation necessary for correct timing at the target, your D.R. navigation must be as sound and as complete as possible.
Mathematical accuracy, constant checking of D.R. positions and constant w/v checks, are the keynote of efficient D.R. navigation. Unfortunately very few navigators comply with all these points, and cases still occur of navigators not obtaining one D.R. position between their last Gee fix and the target.
Timing has been stressed frequently but on the coming long range operations it will be of paramount importance. By comparing forecast winds with winds found it is nearly always possible after the first hour’s flying to tell whether the aircraft will arrive at the target on time or not. If no moveable zero hour is being employed, then the earlier you can adjust your air speed, the easier it will be for you to arrive at the target at your scheduled time. During the winter months of last year it was not unusual to experience a spread of 15 – 20 minutes in the time over the target or along the route. With the concentration of enemy defences YOU CANNOT afford to fly in a bomber stream some 60 miles in length.
[Underlined] WIND FINDING. [/underlined]
The broadcast wind velocity scheme has not been used this month. Crews detailed to find correct bombing winds have put in some very good work, however, particular mention being due to 49 Squadron on the night 26/27th (Karlsruhe).
[Underlined] EXAMPLE OF GOOD “PILOT” NAVIGATION. [/underlined]
On the night of 27/28th September, 1944 (Kaiserlauten) F/O Nunns, Pilot of 630 Squadron gave an excellent example of “Pilot” Navigation. His aircraft was hit by flak on the return journey when some 150 miles inside France. He ordered the crew to abandon aircraft and was about to bale out himself when he managed to regain control. He decided to bring the aircraft back to base himself. Levelling out the aircraft and putting in “George” he went back to the navigator’s compartment and studied the log and chart carefully. From the information on the chart he was able to ascertain the aircraft’s present approximate position, and from the flight plan the courses to steer to reach base and the times on each leg. He flew the courses stated for the requisite amount of time and (strangely enough!) reached the base area. He was able to identify the beacons en route from the navigator’s flimsy and was thus able to “map read” the last few miles to base by this method.
This was a great effort and praise is due to both the pilot and also to his navigator who must have kept a complete and tidy chart to enable F/O Nunns to reach base the way he did.
[Underlined] CATEGORISATION OF NAVIGATORS. [/underlined]
During the month of August it was decided to categorise navigators. Navigation does not lend itself easily to categorisation, mainly because it is impossible to lay down a procedure which will cater for every eventuality. It therefore will depend upon common sense and judgement of navigation officers.
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[Underlined] NAVIGATION ANALYSIS OFFICERS. [/underlined]
It is essential that all navigator’s operational logs and charts are thoroughly analysed immediately after each raid, and the results of that analysis made known to the navigation team as soon as possible, so that mistakes made will not be repeated. The analysis of logs and charts has always been the responsibility of Station and Squadron Navigation Officers; the present frequency of operations makes this an impossible task. It has therefore been decided to appoint one Navigation Analysis Officer to each Squadron, whose whole time duty it will be to analyse very thoroughly each log and chart.
By these appointments it is hoped to bring to light the errors and omissions of each navigator within 24 hours of completing a sortie. The Station Navigation Officer will thus be able to point out to each Navigator the “error of his ways” immediately, and will thus ensure that the mistake is not repeated.
Navigation Officers have a very big job in front of them and much hard work will be required.
[Underlined] APPROACH OF WINTER – WHAT IT MEANS! [/underlined]
Apart from all the well-known discomforts, the approach of winter means that OLD MAN WIND – the Navigator’s greatest enemy – will start hitting out again in force and will do all he can to land you in mischief. Low pressure systems are more prevalent in winter time, and therefore stronger winds have to be combated. Longer range targets means passing over territory which cannot at the moment, be too well explored by the Met. man, therefore you may pass over a front with a consequent wind change or run into a low pressure system which has not been forecast by the Met. Section. All this means that every individual Navigator must have a very thorough understanding of wind system. He must be able to interpolate for wind changes and must anticipate any sudden change of wind velocity. In last month’s summary attention was drawn to the Berlin raid of last Winter. We do not want this to happen again.
Get to know the wind system; visit the Met. man regularly and discuss the subject with him. Station and Squadron Navigation Officers should arrange constant lectures on this subject for the benefit of their Navigators. Wind is your biggest enemy.
[Underlined] O.R.S. INFORMATION. [/underlined]
A word about the O.R.S. information which is taken from you at interrogation. Numerous instances are occurring of incorrect information being forwarded to Group Headquarters. For example, an aircraft’s position is given as 4720N when it should be 4920N. These inaccuracies are obvious but other smaller inaccuracies are not so obvious. The concentration diagrams prepared from this information do not present a true picture of the situation, also many statistics prepared by O.R.S. are equally inaccurate and are therefore of no value.
All this O.R.S. information is collected and collated for your benefit and ultimate safety so do make sure that you give the CORRECT information and SEE that the Interrogator logs it correctly.
[Underlined] ATTACK ON TIRPITZ. [/underlined]
Navigators of 9 and 617 Squadrons had an opportunity during the month of showing their skill as “real” Navigators. The occasion was the attack on Tirpitz in Northern Waters and the landing at advanced bases in Russia. This operation, undertaken under difficult weather conditions and in total darkness, called for a very high standard of Navigation. It was anticipated that Gee would be received as far as 63° or 64°N; this was in fact correct. The remaining 1,000 miles over enemy occupied territory and enemy waters had to be tackled without the aid of Radar fixing facilities. Map reading was of course the most accurate method of fixing available, but this was very difficult over mountainous country studded with lakes and rivers. Nevertheless Air Bombers did some excellent work. Good use was also made of drifts
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and astro shots. Unfortunately the low pressure system which could not be accurately positioned by Met., was encountered over the most difficult part of the route. This meant that winds became much stronger than forecast and also a considerable lowering of cloud base. Nevertheless, practically all the Navigators noted this sudden strengthening and varying of the wind velocity and were able to combat it successfully.
It was anticipated that a little trouble might be experienced with the P4 Compasses in these Northern latitudes. Every precaution was therefore taken before the aircraft left this country, compasses were swung and as much deviation was removed before take-off for this operation. It was gratifying to note, however, that not one single instance of compass failure or excessive deviation occurred.
The Air Bombers and Navigators of 9 and 617 Squadrons did an excellent job on this operation, under the most difficult conditions. They brought back with them much valuable information on the performance of compasses, Northern chain Gee range at varying heights etc. – information which will be of considerable importance in the planning of future operations.
[Underlined] PRACTICE BOMBING W/VS [/underlined]
The average vector error obtained by all Squadrons and Conversion Units this month is shown below.
Average Error of Squadrons – 4.7
Average Error of C. Units – 5.0
These figures show an improvement for the Squadrons of 1.8 m.p.h. and for the Conversion Units of 1.6 m.p.h. This is excellent and the ideal overall average of 5 m.p.h. has been reached. Let us now try and reduce this ideal over-all to 4 m.p.h.
[Table of Vector Error by Squadron and Conversion Unit]
It will be noted that 9 and 50 Squadrons are holding two of the first three places for the fourth month is succession. A very creditable performance. There still appears to be little improvement in the errors obtained by the three Squadrons from 54 Base. Come along now, let us see them at the top of the list next month.
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[Underlined] UNION NEWS [/underlined]
S/Ldr. Mould, DFC – Base Nav. Officer, Scampton to be Base Nav. Officer, Syerston.
S/Ldr. Bray, DFC – Station Nav. Officer, Dunholme to be Station Nav. Officer, Strubby.
S/Ldr. Warwick, DFC – Base Navigation Officer, Coningsby missing on operations.
[Cartoon] “HERE IS THE BOMBING WIND – AND THIS IS P/O VECTOR READING IT!”
N.M.
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[Drawing] RADAR NAV.
[Underlined] H 2 S [/underlined]
The most outstanding feature regarding 2 S this month has been the severe restrictions placed upon its use for operations.
It is realised that with these restrictions of H 2 S, navigation is bound to suffer slightly, particularly during the autumn months as no one can be too certain of the ranges on Gee. Operators must therefore make the best of the limited use of H 2 S on each operation. This Headquarters will welcome any ideas on how to obtain maximum efficiency from H 2 S during the limited periods it is available.
There are one or two points regarding the restrictions which must be stressed at the present time. Firstly, operators, if they are allowed to use H 2 S on any part of the flight, must make sure that it is switched on below 6,000 feet or else circuit breakdowns may occur. Secondly, close watch must be maintained on the scanner position when turned off, as wander is likely particularly during tactical manoeuvres.
It must be pointed out that despite restrictions on H 2 S on operations, no relaxation in training can be allowed and every effort must be made to see that operators remain proficient in its use. Experiments are being carried out to develop some kind of sector scan and if successful, operators may be able to make use of H 2 S throughout the whole flight. Sector scan requires a high standard of proficiency in H 2 S particularly in the interpretation of the P.P.I., and although training in sector can cannot be given at the moment, operators may do well to bear the problem in mind.
Experiments are also going ahead with the Mark II H 2 S scanner to try and improve the bombing picture on the P.P.I. This is being done by altering the pitch of the scanner to concentrate the beam and alter the polar diagram. If successful it may be possible to modify other Mark II equipment gradually. This will only be done if the range is not seriously restricted and its navigational use is not affected.
Blind bombing technique in the Group has developed further in the past few weeks and considerable success has been obtained by 83 and 97 Squadrons on the last few operations. To indicate the high standard which these two Squadrons have attained, a resume’ of their flare and blind marking errors on operations is given.
[Underlined] KOENIGSBERG. 26/27 AUGUST, 1944. [/underlined]
This was the first operation on which the specially selected H 2 S Mark III equipment was used and F/Lt. Baker, Blind Marker crew of 97 Squadron dropped his marker 400 yds. south of the Aiming Point. Had the whole attack been based on this marker it might have been slightly more successful.
[Underlined] KOENIGSBERG. 29/30th AUGUST, 1944. [/underlined]
An extremely successful operation with the centre of the blind illuminating flares being plotted extremely close to the centre of the town. The blind proximity marker released by a crew of 97 Squadron was reported 600 yds. south of the aiming point although no photograph was obtained.
[Underlined] DARMSTADT. 11/12th SEPTEMBER, 1944. [/underlined]
An excellent operation with highly successful blind illumination
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provided by 83 and 97 Squadrons. The direct release method of marking and blind bombing was used and photographs gave the following results:-
F/O TAYLOR 97 SQUADRON AIMING POINT.
F/LT. HIGGS 97 SQUADRON 1,300 yds.
F/O EATON 97 SQUADRON 1,300 yds.
F/O SIMPSON 97 SQUADRON 1,300 yds.
F/LT. BAKER 97 SQUADRON 1.75 n.m.
[Underlined] STUTTGART. 12/13th SEPTEMBER, 1944. [/underlined]
Blind marking was carried out by the direct release method with a G.P.I. check from PFORZHEIM. The following successful results were obtained:-
F/LT. AMES 97 SQUADRON 600 yds. From Town Centre.
F/LT. HIGGS 97 SQUADRON 1,000yds. From Town Centre.
F/LT. SHORTER 97 SQUADRON 2,500 yds From Town Centre.
F/O. SIMPSON 97 SQUADRON 2,500 yds. From Town Centre.
F/LT. LAING 97 SQUADRON 2,500 yds. From Town Centre.
[Underlined] BREMERHAVEN 18/19th SEPTEMBER, 1944. [/underlined]
A most successful sortie. Of the Primary Blind Markers F/Lt. Kelly of 83 Squadron dropped his T.Is. 500 yds. from the Aiming Point whilst F/Lt. Laing and F/Lt. Lines of 97 Squadron both had errors of less than 1 nautical mile. The Flare Force too was remarkably accurate, illuminating the target area to such effect that the Mosquito aircraft had no difficulty in marking the Aiming Point. The Flare Force photographs showed that F/O Gamble, 83 Squadron, F/O Price, 83 Squadron and F/O Canever of 97 Squadron had Aiming Points, whilst S/Ldr. Hatcher had an error of 1,400 yds.
[Underlined] MUNCHEN GLADBACH 19/20th SEPTEMBER, 1944. [/underlined]
Technical failures prevented the plotting of many flare force photographs, but P.R.U. cover shows considerable damage in the target area, proving that the flare force illumination was of its usual high order.
[Underlined] KARLSRUHE. [/underlined]
Cloud prevented the plotting of photographs, but P.R.U. cover shows very extensive damage in the most closely built up area of the town. P.P.I. photographs indicate that the accuracy of the blind markers was to the order of 1,000 yds. and 400 yds. respectively.
[Underlined] KAIDERSLAUTERN. [/underlined]
Using the direct release method with a G.P.I. check on SAABRUCKEN, W/C. Ingham of 83 Squadron dropped his flares 1,500 yards, F/Lt. Edwards, 83 Squadron 1.3 miles and F/O Simpson 1.25 miles respectively from the flare aiming point. By this illumination, the low level Mosquitos were able to mark the target accurately.
Great credit is due to the two marking Squadrons for the success obtained on these operations. The majority of the results were obtained on the specially selected and tuned up sets thus proving that not only have crews to be selected, but also the equipment. In addition, the results have been obtained only through particularly extensive training, and the enthusiasm of the crews carrying it out.
If we are to maintain these excellent results, the two squadrons must be provided with crews of a suitable type; Crews selected are carrying on high tradition and are directly responsible for the success of all future operations.
[Underlined] P.P.I. PHOTOGRAPHY. [/underlined]
The standard of P.P.I. photography has been raised slightly during the month and several good photographs have been received at this Headquarters. F/Lt. Dobbie of 97 Squadron obtained an excellent photograph
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of KAISERLAUTERN when on the operation to KARLSRUHE. This was of considerable assistance to set operators in their identification of this target on a later raid.
Very little gardening has been carried out this month. But so far the results received are up to the usual 5 Group standard. A paper on the plotting od H 2 S mining photographs has been received and copies are being sent to the gardening squadrons for their attention. This report supplements the report S.121 on the plotting of “Y” photographs and is based on data from No. 4 and 6 Groups who have carried out the majority of H 2 S gardening sorties.
[Underlined] GEE. [/underlined]
Increased importance has been placed on the use of Gee this month due to the restrictions placed on the use of H 2 S. Thus the necessity for that very last fix is again well to the forefront. Operators must make every effort to read through the jamming and make maximum use of position lines where fixes cannot be obtained.
On the majority of operations during the month a considerable increase in ranges have been noticed due to the swift advance of the allied armies, capturing large areas of country in which Gee jamming equipment was sited. This at once extended the ranges obtainable over France and Belgium to the limits of the territory held, but no marked improvement was shown further north where enemy interference in Holland and N. West Germany, though varying in intensity from day to day, was nearly always at maximum intensity when heavy bombers were operating.
On the Eastern Chain it has been noted that the enemy has transferred a considerable amount of his jamming to the 27 unit and that greater range is being obtained on the Unit 25. Weakness of pulses only restricts range on the Unit 25.
The average range on the North Eastern Chain has been stabilised at about 6°E with the limiting factor being the weakness of the “A” pulse.
The Southern Chain appears to be giving the best results now that German jamming has ceased with fixes as far as 7°E. These ranges may drop during the Autumn due to meteorological conditions. The limiting factor on this chain appears to be the weakness of the “C” pulse.
There have been few reports on the Channel chain, but it would appear that the limits of its coverage are between 5 and 6° with little jamming. The general complaint on the use of this chain are that the topographical lattice maps suppled are unsuited for heavy bomber navigation.
Two Squadrons had the opportunity of using the Northern Chain at its extreme limits this month. The flight was carried out at low level and signals were received as far as 64 °N, but the small cut of the lattice lines did not enable fixes to be plotted accurately at that range. These results were as much as expected, and confirm the reports of Costal [sic] Command who do the most flying in that area.
The low level at which we are now flying over France may restrict Gee range somewhat but it is thought that the short ranges obtained by navigators on the operation on KAISERLAUTERN was due to the poor propagation properties of the atmosphere. These properties are most noticeable during the months of October and November, and it may well be that our Gee range on the present chains may be restricted to 5°E throughout these months.
However, to counteract this we have news of further chains which are being provided on the Continent and as soon as information is received at this Headquarters it will be passed to Squadrons.
[Underlined] LORAN. [/underlined]
Tests are still being carried out by Bomber Command as to the suitability of the use of the Homing and S.S. Chains for Bomber Command Navigation.
Until the results of these tests are known no action is being taken regarding the training of navigators.
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[Drawing] ENGINEERING
Large number of movements have taken place or about to take place which are liable to upset calculations, but it is apparent that the operational effort has not suffered as a result. 52 Base is about to leave the Group complete with R.A.F. Stations, Scampton, Fiskerton and Dunholme. The good work which we associate with such stations will now be associate with other stations within the Group. 55 Base now comprises as many squadrons as 53 Base, i.e. five full squadrons each, and No. 5 L.F.S., Syerston, comes within a Base Organisation.
[Underlined] OPERATIONAL DEFECTS. [/underlined]
The operational effort was not quite so high as the previous month, but the aircraft were available had the weather given us a fair chance. The percentage of operational failures due to Engineer faults was 0.94 which is an improvement on the previous months. Out of this total, 0.24% were abortive sorties and 0.7% were early returns. Special mention must be made to No. 54 Base as a whole and they are given the ‘Big Hand’ for producing the record of having no operational failures due to matters concerning the Engineers during September. 49 Squadron also are to be congratulated for similar reasons.
[Underlined] MAINTENANCE – 5 GROUP SERVICING SECTION [/underlined]
Appreciation of the efforts of No. 5 Group Servicing Section is recorded and the good work which is carried out by them under very often difficult conditions. C.T.O’s should realise the personal problems and difficulties of these mobile parties which are moved about at a moment’s notice to wherever the ‘shoe pinches’ within the Group. The sum total of the work carried out by these few men during the last four months comprises eight Major Inspections, thirty initial checks and 120 rebuilt power plants. During September two gangs were in operation as Major Inspection gangs solely for the first time, and their activities within the Group are apparent. Apart from the above work, four base hydraulic bays have been completed, two during the last four months. The instrument personnel have built and installed 110 second pilot’s instrument panels in Stirling aircraft of Conversion Units during the last three months.
[Underlined] FORMS 765C. [/underlined]
The remarks by the Specialist Officer concerned at para. 11 of the 765C are still far too brief and in many cases incomplete, and invariably give no indication whether relevant modifications are embodied or not. It is pointed out once more that care and thought in rendering Forms 765C will prove of assistance in attempting to establish the cause of failures and recommending action for preventing recurrences of such failures.
[Underlined] INSTRUMENTS AND ELECTRICAL. [/underlined]
Bombsight maintenance continues at a high standard throughout the Group, and accuracy of a high order is being achieved, mainly due to the effective liaison existing between Electrical Officers and Bombing Leaders. Bombing Analysis courses are now open to Base Electrical Officers, and two have, up to the time of writing, completed the course. The course has proved very valuable in assisting Electrical Officers in diagnosing the causes of bombing errors, particularly instrument errors, and we can now look forward to an even higher standard of accuracy. As it will be a long time before all Electrical Officers will be able to attend the course Base Electrical Officers should instruct their junior officers in the art of analysing a bombing plot.
Mk.XIVA bombsights are now arriving in large numbers and the Group Instrument Servicing Van is having a busy time in instructing personnel in
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the differences between the XIV and the XIVA. The new computor [sic] is not all that could be desired, the great majority of them (about 95%) needing retuning or the replacing of defective parts, and are generally requiring about twice the number of man hours to rectify. The matter has been taken up with higher authority and it is hoped that results of our ‘moans’ will soon be evident. In the meantime a thorough check must be given to every computor [sic] and 1022 action taken in every case of faulty design, or workmanship.
A word or two regarding defect action would not come amiss. Far too many defective items of equipment are being returned to stores without 1022 or 1023 action being taken. It must be impressed again on all officers that it is only by taking the correct official procedure that rectification action can be taken. It is of no earthly use just to tell the Group Specialist Officer that such and such is giving trouble if there is no 1022 backing. The Group Specialist Officer of course wants to know what is giving trouble but any report that he may make will be shot down if it is not supported by a 1022. A case in point concerns the low insulation of gun heaters. Only two cases have been reported to Command out of the hundred or so which have occurred. So let us have some more 1022’s.
After putting in a considerable amount of work in their respective sections the Electrical and Instrument personnel of 52 Base have had to evacuate their quarters and move to Syerston and start again from scratch. No doubt their experience will serve them well in producing even better sections.
Command Modification No. 74 is now completed throughout the Group and a word of praise must be given to those men who formed the Group pool to produce the modified bomb aimer’s panels. They worked long hours and did an excellent job of work. All Bases were represented so they will each have a good man to start their own modification gang cracking.
[Underlined] TRAINING UNIT SERVICEABILITY [/underlined]
[Table of Training Unit Serviceability]
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Many applications have been made in the past by Flight Engineers to change over to Transport Command; This Command is now prepared to accept Flight Engineers for flying duties provided they have completed two operational tours and one tour of instructional duties. Flight Engineers who are eligible should make application through the usual channels at their unit.
Log keeping has improved throughout this Group, but it is noticed that many engineers do not record atmospheric temperatures and airframe serial letter and numbers; this has been pointed out before. Flight Engineer Leaders must insist that this omission is remedied.
Defect reports still come through showing the cause as manipulation trouble on the part of the Flight Engineer, in many cases these result in a cancellation or early return. Points for the Flight Engineer Leader to instruct on are as follows:-
[Underlined] Starter Motor burnt out: [/underlined] if correct drill had been used this would have been avoided.
[Underlined] Overheating of Engines: [/underlined] early returns are made because of supposed overheating; on examination, these temperatures prove to be within the engine limitations.
[Underlined] Misbehaviour of Engines: [/underlined] black smoke from exhaust; on this trip other crews reported same conditions but attributed this to atmospheric conditions on flying through cloud. Had this Flight Engineer checked all his gauges he would have been able to inform his Captain that engines were quite normal and this early return would have been avoided.
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[Drawing] AIR SEA RESCUE
With the liberation of countries in Western Europe, the flow back to England of aircrew who have been shot down is increasing – not only in numbers, but in speed. It is strongly rumoured that one, who was shot down on the outward trip, managed, with the assistance of a jeep and a flip from Paris, to arrive back before the Main Force!
These evaders tell amazing stories – some are good and reveal level-headedness, fine crew discipline and a sound knowledge of Safety Drills. Others are the reverse, and the following extracts from reports by 5 Group aircrew tell their own story.
[Underlined] Crew shot down on 6th June, 1944. [/underlined]
“The executive order was “We’ve been hit kids, get out”.
“My parachute was only fixed by the right buckle”.
“Informant had known for some time that the left clip was loose, but had neglected to have it repaired”.
[Underlined] Crew shot down on 24/25th July, 1944. [/underlined]
“The executive order was “Get to Hell out of this as quickly as possible”.
“The informant did not leave his turret (Mid-Upper) very speedily as he experienced some difficulty in locating the footbar”.
[Underlined] Crew shot down on 3/4th May, 1944. [/underlined]
“The W/Op noticed as he passed, that the Navigator’s altimeter was reading 1,000 feet. He therefore pulled his rip cord while still in the aircraft. He gathered the canopy in his arms and went out head first, receiving a kick on the behind from the pilot”.
[Cartoon] DO YOU KNOW YOUR DRILLS? – OR DO [underlined] YOU [/underlined] HAVE TO BE KICKED OUT?? N.M.
[Underlined] Crew shot down on 7/8th August, 1944. [/underlined]
“The Mid Upper Gunner was moving so quickly that he overshot the exit and fell against the rear turret. He returned with some difficulty to the exit, which he opened. He then took his parachute from his stowage and fastened it on”.
“The pilot had to go back from his seat for his parachute which the Navigator had failed to give him”.
[Underlined] CHECK YOUR ESCAPE HATCH! [/underlined]
There have been too many incidents where the front hatch has
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jammed or taken a long time to open. The Air Bomber’s pre-flight drill calls for a check on this hatch. A check does not mean that the Air Bomber looks to see that the hatch is there, but means that he is to check its ease of release and that it is correctly fastened afterwards.
The parachute drill (5 Group Aircraft Drills) states that the hatch is to be JETTISONED, not pulled up inside the aircraft where it is liable to obstruct the exit.
[Underlined] CHECK YOUR PARACHUTE! [/UNDERLINED]
An unfortunate incident occurred during the month when a Hurricane Pilot, not wearing his own parachute, collided with a Martinet and was forced to abandon his aircraft.
The pilot did not get clear until he was at about 3,000 ft. and, although he pulled the rip cord immediately, he was killed on impact with the ground.
An examination of the parachute harness also showed that it was far too loose for the wearer.
Each member of air-crew flying fighters or bombers, must check his parachute for serviceability and fitting before every flight.
[Underlined] EVASION [/underlined]
No less than 25 aircrew of No. 50 Squadron, missing since the beginning of May, are reported to have evaded capture and returned safely to this country.
Successful evasion depends upon:
(i) Your will to evade.
(ii) Your physical fitness.
(iii) An up to date knowledge of the military situation.
(iv) the latest advice which your Intelligence Officer will give you.
Consider these things beforehand and avoid Dulag Luft.
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[Drawing] PHOTOGRAPHY
The total number of failures on Night Photography has decreased to 5.93%. Failures on Day Photography amount to 4.07%. The decrease over the previous month in respect of Night Photography has occurred chiefly on the Armament side. The prevailing target conditions, when smoke from incendiary loads obscured the target, has made it impossible in many cases to determine whether a flash has or has not exploded correctly. This is a recurrence of conditions which existed during last winter. Manipulation failures have shown an increase in the last two months, in 83 and 97 Squadrons. In the past this type of failure has been very low in this Group, and it is to be hoped that the steps now being taken by the Bombing Leaders will eliminate them in these two Squadrons.
The supply of High Speed Night Film has now materially increased and Squadrons are to use this film on all operations. In view of the fact that we are now entering a period of the year when light conditions will often be poor, the use of this film will help to ensure sufficient exposure. It will, of course, save a lot of magazine reloading.
The supply of H 2 S cameras has grown considerably during the past month and promises to continue doing so. These cameras are not constructed for service work or to be handled by service personnel; great care will therefore have to be exercised in the handling and operating of them. A number of H 2 S photographs received have been unsharp and sometimes of poor quality. This poor workmanship will have to be remedied and a special effort by Photographic N.C.O’s in this direction is required.
No. 5 Group Headquarters now hold a K.20 camera for use on hand held obliques. Any station requiring the use of this camera is to inform the Group Photographic Officer who will make arrangements for the camera to be forwarded. Two days’ notice will be required.
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[Underlined] ANALYSIS OF PHOTOGRAPHY [/underlined]
[Table of Photographic Analysis by Squadron]
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[Drawing] ARMAMENT
[Underlined] WINTER [/underlined]
Once more the annual reminder which you are no doubt tired of hearing, but a warning which must be even more carefully heeded this year than ever before.
Listed below are a few points which will require your personal attention during the coming months if an increase in failures is to be avoided.
[Underlined] Gun Heaters. [/underlined] Are all your aircraft fitted with gun heaters? The Electrical Officers are giving this matter their personal attention and the fitting of heaters is going ahead. Take a personal interest in this matter yourself, see that the Electrical Branch are given every assistance.
[Underlined] Duct Heaters. [/underlined] New aircraft are now arriving with ducted heating to both rear and mid-upper turrets. Have you any of these aircraft? If so, go and have a look at one and get the “gen” on how it works.
[Underlined] Browning Guns. [/underlined] Has your gun maintenance been allowed to slip during the summer months? If so, now is the time to tighten up. All new guns must be very carefully checked; all grease must be removed, particularly from the breach block, firing pin and spring, etc. and guns must be lubricated in accordance with B.C.A.S.I. Pt.2, Section 14, Leaflet No.6, Issue No. 1.
[Underlined] Gun Covers. [/underlined] Have you an adequate supply of gun and turret covers? All Units should now have manufactured the cover for the Direct Vision Aperture in the F.N. 120. This Headquarters’ letter 634/4/Armt. dated 12th May, 1944 refers.
[Underlined] Cluster Projectiles. [/underlined] Wet Cluster Projectiles may cause functioning failures due to ice accretion on the mechanism or from rust. See that full use is made of all available tarpaulins. Recommendations have been made to Headquarters, Bomber Command for an increase in establishment of Covers, Water proof, Large and Small.
[Underlined] Bomb Trollies. [/underlined] Are all your trollies fitted with mud guards to prevent S.B.C. release slips from becoming splashed with mud and water during transportation?
[Underlined] Welfare. [/underlined] During Winter months Armourers will be working long hours in bad weather conditions. See that they are properly equipped with warm clothing, gloves, oil skins, and gum boots etc. A warm and contented man will work better than one half frozen.
[Underlined] SMALL BOMB CONTAINERS. [/underlined]
The month of September saw the return, after a long absence, of the Small Bomb Container. With the introduction of the Cluster Projectile, relief was felt by all Armament Officers as it was thought we had seen the last of the “very difficult to handle” Small Bomb Container. Unfortunately the shortage of Cluster Projectiles has necessitated our return to this item of equipment, consequently a large number of headaches have resulted.
With the introduction of the new Twin Adaptors the Incendiary load has been considerable [sic] increased and it is now possible to carry 20 S.B.C’s on the Lancaster. This increase in bomb load means that far more work is entailed in the preparation of the required number of S.B.C’s for an
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operation and it has been found necessary to seek outside labour to assist in the filling. Unfortunately it is still necessary to fill the Mk. VA. S.B.C. by hand, but small numbers of 50 pack Incendiaries are now being received and it is hoped that in the near future the boxes of 30 x 4lb. Incendiaries will entirely disappear. This step will be welcomed by all.
[Cartoon] THIS – OR THIS?? N.M.
[Underlined]
[Underlined] CLUSTER PROJECTILES – HANDLING. [/underlined]
The organisation for the handling of Cluster Projectiles still requires a lot of attention on some Stations. Quantities of Roller Conveyors are now held on all Stations and this equipment, suitably raised from the ground on tail unit boxes or cluster projectile cases, provides an excellent method for the handling and fusing of cluster projectiles.
This equipment, suitably laid out, can provide multi unloading, fusing and loading points, and can cut down the man handling required to the barest minimum, and the saving in time will be considerable.
[Underlined] SALVAGE. [/underlined]
The problem of returning salvage has now become a major one, and when one considers that approximately, 4,000 boxes of 4lb. Incendiaries are thrown up from one operation on a 2 Squadron Station, it is obvious that careful attention must be given to the organisation for the return of this salvage. All 2 Squadron Station have now been supplied with additional labour kindly loaned to us by the Army. This additional labour, if correctly employed, should prevent the accumulation of any large quantity of salvage. When lorries deliver explosives to you let your motto be “They shall not return empty.”
All smaller salvage, i.e. nose plugs, transit caps from tail pistols etc., should be placed in bins and not left lying around to form a permanent menace to bomb trolley tyres. Bins are easily obtainable and sufficient should be placed in the bomb store to enable an ample supply to be available at all fusing and handling points.
[Underlined] HEAVY TYPE TRANSPORTERS. [/underlined]
There is at present a deficiency of approximately 2,500 transporters in this Group, including those sent away under Bomber Command’s instructions, for modification. Bomber Command have promised that every effort is being made to expedite the manufacture of new type heavy transporters and early issues are expected. In the meantime, continual care must be exercised in the loading of cluster projectiles on to bomb trolleys to ensure that no tail units are damaged.
[Underlined] THIS MONTH’S BOOBS – BOMBING LEADERS PLEASE NOTE. [/underlined]
Two boobs by Air Bombers this month were responsible for complete bomb loads being returned to Base.
1. Bomb Aimer failed to fully rotate the Distributor Drum Switch with the result that no contact was made – FULL
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BOMB LOAD RETURNED.
2. Bomb Aimer set drum switch half way between “Distributor” and “Single and Salvo” – FULL BOMB LOAD RETURNED.
Eight other manipulation failures resulted in 8 photoflashes being returned due to the Isolation switch not being made.
[Underlined] QUIZ. [/underlined]
Is your A.P. 2264A fully amended? If so where would you find the information on the Bomb, Smoke, Aircraft, 100 lb. Mk.1?
[Drawing] WAR SAVINGS
(a) Approximate savings in pence per head.
(b) Approximate percentage of personnel saving.
(c) Total savings for the month.
[Table of War Savings by Base and Station]
TOTAL: £5,722.14s. 3d.
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[Underlined] ARMAMENT FAILURES TABLE [/underlined]
[Table of Armament Failures by Squadron]
A – Manipulation. B – Maintenance. C – Icing. D. – Technical. E – Electrical. F. – Obscure.
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[Drawing] GUNNERY
[Underlined] THIS MONTH’S BAG [/underlined]
[Underlined] DESTROYED [/underlined]
[Underlined] A/C Letter Sqdn Date Type of E/A [/underlined]
“E” 630 11/12 Sept. T/E
“B” 57 11/12 Sept. JU. 88
“T” 57 11/12 Sept. JU. 88
“O” 83 23rd Sept. S/E
“R” 630 23rd Sept. T/E
“U” 207 26/27 Sept. ME410
[Underlined] PROBABLY DESTROYED [/underlined]
[Underlined] A/C Letter Sqdn Date Type of E/A [/underlined]
“H” 50 11/12 Sept. ME110
“D” 207 11/12 Sept. JU. 88
“X” 467 11/12 Sept. JU. 88
[Underlined] DAMAGED [/underlined]
[Underlined] A/C Letter Sqdn Date Type of E/A [/underlined]
“J” 106 11/12 Sept. JU. 88
“J” 61 11/12 Sept. ME.109
“Y” 9 26/27 Sept. ME.410
Confirmation of these claims, by Headquarters Bomber Command, is awaited.
There was a total of 119 combats during the month’s operations which shows a slight increase on last month’s figure. Of these 8 are claimed as destroyed 3 as probably destroyed and 4 as damaged. The largest number of combats occurred on the night 11/12th September, when Darmstadt was the target. Out of 39 combats the Group claimed 3 destroyed, 3 probably destroyed and 2 damaged – an excellent return. During the month, tracer was removed from the first 300 rounds, with a view to assisting the gunner in his sighting. Reports have since been submitted by Bases, and these are now under consideration. If the test has convinced gunners that accurate shooting can only be applied through the sight, it has certainly been worth while.
Early Warning Devices, with the exception of Fishpond, have been temporarily suspended, so once again the gunner has got to rely on his ability to see under night conditions and on his mental alertness. Even with the E.W.D. several instances occurred of enemy aircraft approaching and attacking unobserved, and without the E.W.D’s we must expect more instances of this. To arm ourselves against this, we must make use of every opportunity of training under night conditions, either at night with night affiliation, or simple exercises on the ground, or by day in the Night Vision rooms. Whilst on the subject of night vision, it is painful to have to record that two instances of Lancaster firing on Lancaster were reported during the month. In each instance the aggressor was identified as a Lancaster by the gunners. It was fortunate that no serious casualties resulted from these attacks, but it does stress the fact that more aircraft recognition under night conditions is called for.
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[Underlined] ODD JOTTINGS [/underlined]
Instances have occurred of guns being fired in dispersals and seriously damaging other aircraft. Gunners must make certain that all guns are on “SAFE” before unloading or testing.
Instructions are to be issued shortly regarding the wearing of Pilot type parachutes by rear gunners. This will come into force when sufficient quantities of this type of parachute are available.
Fighter affiliation exercises with Gyro Camera have shown a big increase on last month’s figures, and Squadrons are to be congratulated. It is hoped that it will be possible in the near future, to issue an extra Gyro Camera assembly to each Squadron.
[Underlined] SQUADRON GUNNERY LEADERS [/underlined]
9 Squadron F/Lt Gabriel
50 Squadron F/Lt Mills
61 Squadron F/Lt Glover
463 Squadron F/Lt Winston
467 Squadron F/O Ellis
44 Squadron F/Lt Clarke
619 Squadron F/Lt Waterhouse
83 Squadron S/Ldr Poole
97 Squadron S/Ldr Sherring
106 Squadron F/Lt Sullivan
617 Squadron F/Lt Armstrong
57 Squadron F/Lt Taylor
630 Squadron F/Lt Cass
207 Squadron F/Lt Wardle
49 Squadron F/Lt Wynyard
[Underlined] AIR TRAINING [/underlined]
[Table of Air Training by Squadron]
GRAND TOTAL OF FIGHTER AFFILIATION EXERCISES FOR SEPTEMBER:- [underlined] 2535 [/underlined]
* 49 Squadron employed on special training.
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[Drawing] TRAINING
[Underlined] RECORD OUTPUT [/underlined]
This was the last month of the full Summer Training Programme, and the number of crews produced was the highest on record. A total of 162 pilots (161 full crews) was posted to Squadrons and provided ample surplus for the forthcoming expansion.
Weather was patchy towards the end of the month, but despite this and some difficulties with power plants and tyres, the Stirling Conversion Units flew an average of 2,000 hours each. No. 5 L.F.S. did a total of just over 2,000 hours. The accident rate improved for the third successive month.
No.1668 Lancaster Conversion Unit is getting into its stride and flew 700 hours. The first course is due to pass out early next month. No. 1669 Halifax Conversion Unit which also formed under the control of 5 Group, made rapid progress once the Staff had the airfield to themselves. The first course enters on 7th October.
[Underlined] FIGHTER AFFILIATION [/underlined]
Fighter Affiliation continued to increase and 1690 B.D.T. Flight gave day and night affiliation on over 1,000 details, exercising 2450 gunners compared with 2100 for August.
Night affiliation with Hurricanes is growing from infancy into a robust child. 1690 B.D.T. Flight affiliated with 60 Squadron crews at night, exercising 120 gunners, double the total last month. The Hurricanes averaged 41 hours per aircraft.
The monthly target for night affiliation from now on is 600 details. If 300 crews do two night details each, and 9 of the 12 Hurricanes average 3 details each on approximately 21 fit nights in a month, the results will be 600 details, 1200 gunners exercised, and a figure ten-fold greater than this month!
Incidentally, 1690 B.D.T. Flight packed its bags once again, and is now located at R.A.F. Station, Metheringham.
[Underlined] SQUADRON TRAINING [/underlined]
The provision of an instructor for each Squadron, instead of instructors allocated to Bases, will give Squadrons a greater opportunity of supervising closely all new crews, and picking up any deficiencies which arise because of the shortness of the course at the L.F.S.
It is essential that Squadron Training Pilots forward their reports on new crews through the usual channels to Base Headquarters so that the Base Air Staff Officer can submit to this Headquarters at the end of each month a summary of opinion on the standard of training and points requiring attention. 10 and 20 sortie checks are essential for all crews in Squadrons throughout the Group, and Squadron Training Pilots are to give them special attention.
No.106 Squadron now has a new function as the “Nursery” for the two P.F.F. Squadrons in 54 Base. Outstanding crews under training in 51 Base and L.F.S. are being selected for P.F.F. duties in 5 Group, and are posted to 106 Squadron for experience and training, after which they proceed to either 83 or 97 Squadron to provide the necessary experience and for supervising the new crews.
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[Underlined] LINK TRAINER TIMES [/underlined]
[Table of Link Trainer Times by Base, Squadron and Conversion Unit]
GRAND TOTAL:- Pilots: 1463 hours
F/Engineers: 965 hours
There was again an increase in Link Trainer Times for the month by both Pilots and Flight Engineers. The Pilots went up by about 100 hours and the Flight Engineers by about 40 hours.
Every little helps, but 140 hours among 21 Units represents an average increase of about 7 hours per Unit.
It should be possible to increase this four-fold now that the more doubtful weather is approaching. Each Squadron in particular should get its Pilots’ Link times up to the 50/60 hour mark.
[Underlined] SPECIAL NOTE [/underlined]
Pilots and Link Trainer Instructors should take special note of the modification to topple the Artificial Horizon and spin the Directional Gyro, and make sure it is used on every exercise.
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[Drawing] ACCIDENTS
The 26 aircraft damaged during August gave us a rate of 7.3 per 10,000 flying hours, one of the best rates the Group has ever attained, and good enough to put us in second place in the Command Accident ladder.
September’s total is 23, made up as follows:- 6 Cat. AC; 5 Cat. B; 12 Cat. E. Quite a number of aircraft were damaged to a lesser extent and repaired more or less “on the spot”. They, happily, do not count against us, and the “rate” should be close to August’s good figures. Flying hours will decide.
11 of the month’s accidents were avoidable.
[Underlined] SQUADRONS: [/underlined] Overshoots landing – 2; Heavy Landings – 1; Miscellaneous – 2.
[Underlined] 51 BASE: [/underlined] Swings Landing – 2; overshoots landing – 2; Taxying – 1.
[Underlined] 1690 Flight: [/underlined] Miscellaneous – 1.
None of these accidents have any special features except perhaps the collision between a Hurricane engaged on affiliation with a Lancaster, and a Master of another Group. From details at present available the Hurricane pilot appears to have been “shooting away” the Master who was taking close an interest in the exercise. Both single aircraft engined aircraft crashed, but the Master pilot escaped by parachute. 1690 pilots take note. Extreme care is required when dealing with these other aircraft which very often have pupil pilots aboard, and do not always do what you would expect.
In addition to the accidents above, there have been 7 minor taxying accidents in the Group this month. In each instance the damage was soon repaired, but that is not the point. Each one was completely avoidable, and required a certain amount of valuable time and labour to put right. With the coming of the darker nights and poorer weather it is most important, yes, essential, that this tendency to careless taxying is stamped out. Last winter’s taxying story was a sorry tale. It must not be duplicated this year.
The period for the second award of the Silver Lancaster has just ended. As soon as all accident reports are forward the result will be published. It looks like another close race.
[Table of Avoidable Accidents and Star Awards by Squadron]
The above table includes minor avoidable accidents which are not listed in the review above. The damage was Cat. A in each instance. 51 Base Units are not given STAR awards.
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SECOND THOUGHTS for PILOTS
[Underlined] INSTRUMENT FLYING. [/underlined]
(i) Take your place in the drive on instrument flying. Nights grow longer and you’ll be getting both dark take-offs and dark returns.
(ii) Give yourself 5 – 10 minutes on your primary instruments – Turn and Bank, A.S.I. and Altimeter – on every N.F.T. Cover up the artificial horizon and cage the gyro.
(iii) Practice the corkscrew on instruments. Its [sic] easy to “mock up” a hood for instrument flying in day-light. Fold a map, fit it on your helmet and draw goggles on to your forehead. The goggles and strap will hold the map in place. Don’t forget to have a member of the crew keeping a look out for other aircraft.
(iv) Get your quota of Link hours in. The new device to topple the artificial horizon and spin the gyro will put you on your mettle.
[Underlined] TAXYING. [/underlined]
(i) Take things steadily on the ground. The autumn and winter in the past have always produced a sorry tale of bogged aircraft and taxying accidents.
(ii) Look up Air Staff Instruction F.C. 24 for the duties and responsibilities of all aircrew when taxying.
(iii) Use the landing light on the Lancaster and man the Aldis light. Modifications to the landing light are under consideration in an attempt to further increase its usefulness as an aid to taxying.
(iv) Remember you get the illusion at night that you are taxying slowly when you are in fact going fast. CO-OPERATION – CAUTION – CONTROL are the three principles to apply to taxying.
[Underlined] THE LAST 100 FEET. [/underlined]
(i) Wind velocity decreases proportionately from 1,500 feet to ground level because of the friction of the ground. This is most pronounced at night.
(ii) Its [sic] possible to have a wind of gale force at 1,500 feet and dead calm at ground level at night. Its [sic] also possible for the wind direction to be 50° different between 1,500 feet and the ground.
(iii) So watch your approaches. In a very strong wind, increase your air speed by 5/10 m.p.h. and check for drift. The last 100 feet can be difficult if you don’t appreciate the circumstances.
(iv) A word on landings. Your Check Landing Card is a valuable record for [underlined] YOU. [/underlined] Don’t wait until your crew complains your landings are not too good. Inspect your Check Landing Card once a fortnight and see that it is up to date.
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[Drawing] FLYING CONTROL
This month has seen the introduction of a Bomber Command Standard Landing Procedure which aims to provide a simple and standard landing drill, and which will give reasonably good landing times. It is hoped that this procedure will be adopted by other Commands, and that it will eventually be used at every airfield in the British Isles. This Group, however, has been permitted to retain its two R/T channels of communication, and the landing procedure, previously employed by 5 Group, has been substantially modified to bring it in to line with the new Standard Procedure.
In the near future, it is hoped that a directif will be issued to all Flying Control Officers laying down a standard technique of handling aircraft. At present there are two schools of thought. One in which one officer in the Watch Office controls aircraft on both Studs ‘A’ and ‘B’. Secondly where one officer in the Watch office feeds aircraft into the circuit on Stud ‘A’ and a second officer controls aircraft on Stud ‘B’, and gives instructions where necessary should aircraft be too closely or too loosely spaced. Trials are at present being carried out on both these schemes and the details will be issued on which scheme proves itself to be the safest and most efficient.
One word here about flying discipline. At some stations in the Group, breaches of flying discipline in the circuit are reports to Squadron Commanders, who take immediate action with the aircrew concerned. No matter how good or how safe a landing procedure might be, if crews don’t play fair and obey instructions to the letter then one might just as well give up the idea of trying to speed up the rate of landing, and at the same time maintain an adequate safety margin. If every crew takes its turn, plays fair and used its common-sense it will be landed within the minimum time and with perfect safety.
[Underlined] Marking Circuit Points. [/underlined]
It is appreciated that in the past there has been some difficulty in determining when an aircraft exactly reaches the various points of call around the circuit. The problem of marking these points to suit all runways is not an easy one, and several experiments have been carried out as yet with little success. It is hoped, however, that the end is now in sight and that very soon “call-up” and “check” points for use with every runway will be marked around the circuit.
[Underlined] SEPTEMBER LANDING TIMES [/underlined]
[Table of Landing Times by Station]
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[Drawing] EQUIPMENT
[Underlined] UNIT RETURNS. [/underlined]
Cases have occurred where serviceable equipment returned to the U.E.D. has arrived in an unserviceable state. In most cases the cause has been careless packing. Equipment Officers should realise that this almost amounts to sabotage as not only is time and labour wasted at the receiving end, but equipment, which has taken the manufacturers valuable man-hours to make, is useless to the service until more man-hours are spent in repair.
Therefore watch this and thus save labour.
[Underlined] Q. FORM. [/underlined]
The Q Form has been amended and the old “U” has been broken down into “U.1” (awaiting spares, work held up) and “U.2” (awaiting spares but work proceeding). Up to now this Group has had a good record, so Equipment Officers should continue to keep both “U.1” and “U.2” out of the Q Form.
[Underlined] MECHANICAL SWEEPERS. [/underlined]
Instances are still occurring where Mechanical Sweepers are unserviceable for some considerable time owing to the delay in obtaining spares. Owing to the very acute rubber shortage it is essential that runways be swept regularly. All Bases should ensure that at least one set of brushes and other frequently required spares are held, and Equipment Officers should give the subject their personal attention.
[Underlined] SURPLUS FIRE CRASH TENDER. [/underlined]
Several Bases are holding one surplus Crash Tender for use within the Group in an emergency. When this is required it is frequently found that the vehicle is unserviceable and in consequence a Station is left with only one Crash Tender standing by, which is totally inadequate. It is essential that these vehicles are kept serviceable, and all demands for spares required to render vehicles serviceable are to be sent by I.O.R. signal and hastened where any undue delay occurs.
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[Drawing] DECORATIONS
The following IMMEDIATE awards were approved during the month:-
[Underlined] 9 SQUADRON. [/underlined]
F/S. R. HARTLEY CGM
[Underlined] 44 SQUADRON. [/underlined]
F/O. J.E.P. OXBORROW DFC
F/O. B.J. DOBSON DFC
F/O. J.E. WHITE DFC
F/O. W.C. FREESTONE DFC
[Underlined] 50 SQUADRON [/underlined]
S/L. D.R. STUBBS DFC
[Underlined] 57 SQUADRON. [/underlined]
P/O. P. AINLEY DFC
P/O. A.C. MCKELLAR DFC
SGT. L.J. CHAMPION DFM
[Underlined] 83 SQUADRON. [/underlined]
P/O. M. MCNEILL DFC
[Underlined] 97 SQUADRON. [/underlined]
S/L. H.B. LOCKE, DFC DSO
S/L. S.M.P. PARKES DSO
[Underlined] 106 SQUADRON. [/underlined]
F/O. C.W. KIPFER DFC
F/O. H.E. SAYEAU DFC
F/O. W.N. REDMAN DFC
F/L. M.H. PARRY AFC DFC
[Underlined] 207 SQUADRON [/underlined]
F/O. R.C. DAVIE DFC
[Underlined] 463 SQUADRON [/underlined]
F/O. P.N. HERBERT DFC
F/O. F.N. CHANDLER DFC
[Underlined] 619 SQUADRON [/underlined]
F/S. C.H. STEWART DFM
[Underlined] 627 SQUADRON [/underlined]
A/W/C G.W. CURRY, DFC DSO
The following NON_IMMEDIATE awards were approved during the month:-
[Underlined] 9 SQUADRON. [/underlined]
F/O. J.R. HANCOCK DFC
SGT. T.W. POWELL DFM
SGT. J.H. MCCREERY DFM
F/O. R.W. MATTHEWS DFC
P/O. P.E. PLOWRIGHT DFC
W/O. R. LAWSON DFC
F/O. S.C. MATTHEWS DFC
F/O. S.J. MANCEKIVELL, DFM DFC
F/O. J.S. MIDDLETON DFC
[Underlined] 44 SQUADRON. [/underlined]
F/L. N.H. STEPHENSON DFC
P/O. E.P. BURDEN DFC
P/O. J. HALL DFC
P/O. J.S. DEAN DFC
P/O. W. FARADAY DFC
P/O. R.B. FARREN DFC
[Underlined] 49 SQUADRON. [/underlined]
1st Lt. J.F. STEVENS DFC
F/O. A.V. PATCHETT DFC
[Underlined] 50 SQUADRON. [/underlined]
P/O. E. BERRY
F/O. J.C.D. GUTHRIE DFC
F/S. L. HOWARTH DFM
F/O. D.T. WATKINS DFC
P/O. G. EARNSHAW DFC
P/O. J.L. BENDIX DFC
W/O. G.W. MORREY DFC
P/O. J.H. COLE DFC
F/S. R. VICKERSTAFFE DFM
F/S. N.F. BACON DFM
[Underlined] 57 SQUADRON. [/Underlined]
P/O. A.E. NICKLIN DFC
[Underlined] 61 SQUADRON. [/underlined]
F/O. J.R. ANDERSON, DFM DFC
F/L. J. BREAKLEY DFC
W/O. J.A. LEWIS DFC
W/O. T. DOWYER DFC
P/O. A.G. WILLIAMS DFC
F/S. E.A. DAVIDSON DFM
SGT. A. KANE DFM
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[Underlined] 83 SQUADRON. [/underlined]
F/S. J. HARRISON DFM
P/O. J.H. WILKINSON DFC
F/S. H.D.K. LEWIS DFM
P/O. J.W. SCOTT DFC
S/L. W.A.G. GALLIENNE, DFC BAR TO DFC
F/L. C.A.S. DREW, DFC BAR TO DFC
F/S. B.A. MANNING DFM
F/S. F. COOPER DFM
S/L. J.F. MITCHELL D.F.C. BAR TO DFC
F/L. D.H. PIDDING, D.F.C. BAR TO DFC
W/O. C.A. RUSSELL DFC
F/L. R.W. WESTON DFC
F/S. N. MACHIN DFM
F/O. O. HALLIKAS DFC
F/O. A. DRINKALL DFC
F/L. J.N.C. WRIGHT, DRF. BAR TO DFC
P/O. G.K. CHAPMAN DFC
F/S. R.C.T. LODGE DFM
P/O. M. MACDONALD DFC
P/O. W WARBURTON DFC
F/O. G.J. LINDSAY DFC
[Underlined] 97 SQUADRON [/underlined]
F/O. W.M. REID DFC
F/S. R.C. WOOLLFORD DFM
F/S. D. BOLLAND DFM
F/S. H. TOWNSLEY DFM
P/O. G.D. HOOTON DFC
F/S. K.S. RANDLE DFM
P/O. C.W. LACY DFC
F/O. J.J. ROGERSON DFC
F/L. C.W. SHIRES DFC
W/O. J.T. STANTON, DFM DFC
F/O. R.L.C. LASHAM DFC
F/S. D.P. GANNINGS DFM
F/L. T.H. MACKEPEACE DFC
F/S. R.J. BOWEN DFM
F/O. B.J. LINDSAY DFC
[Underlined] 106 SQUADRON. [/underlined]
W/O. E.K. PIERCY DFC
P/O. B.F. DURRANT DFC
[Underlined] 207 SQUADRON. [/underlined]
F/O. J.T.H. GIDDENS DFC
F/O. R.Y. KENYON DFC
F/S. D.A. DEAR DFM
F/S. W. CHARLESWORTH DFM
F/S. K.E. BOONE DFM
P/O. F.W. BLAKE DFC
P/O. C.A. SKINNER DFC
P/O. A.W. HALLAM DFC
P/O. S. JOHNSON DFC
F/O. R.K. ESSERY DFC
P/O. S.W. CARTER DFC
P/O. J.M. DENTON DFC
F/O. R.W. JEW
[Underlined] 207 SQUADRON. [/underlined] (Contd.)
P/O. G.V. MALON DFC
P/O. D.G.J. GRIFFITHS DFC
[Underlined] 463 SQUADRON. [/underlined]
F/O. J.W. MUDDLE DFC
F/O. K. SCHULTZ DFC
F/O. E.T. PICKERD DFC
SGT. A.V. WING DFM
P/O. G.F. FLANAGAN DFC
F/O. J.D.H. BILLAM DFC
[Underlined] 467 SQUADRON. [/underlined]
F/O. H.C.J. BENTLEY DFC
F/O. B. HAWES DFC
F/O. A.T. YOUDAN DFC
P/O. J. WESLEY DFC
P/O. L.S. AINSWORTH DFC
F/O. D.L. HARRIS DFC
F/O. J.S.A. MARSHALL DFC
[Underlined] 617 SQUADRON. [/underlined]
F/L. D. RODGER DFC
W/O. A. RUSHTON DFC
W/O. R. SMITH DFC
W/O. J.W. HUTTON DFC
F/O. S.R. CLARKE DFC
F/S. W. HUME DFM
[Underlined] 619 SQUADRON. [/underlined]
F/O. N.D. KENNEDY DFC
F/O. K.R. MAKIN DFC
F/L. S.E.J. JONES, DFM DFC
F/S. T. FLEETWOOD DFM
F/S. P.V.J. LOWEN DFM
P/O. J.G. NOBLE DFC
F/S. T. AITKEN DFM
F/O. R.W. WOOD DFC
SGT. H. WATERSON DFM
SGT. A. MCINULTY DFM
[Underlined] 627 SQUADRON. [/underlined]
F/L. L.C.E. De VIGNE DFC
F/O. A.E. RICHARDS DFC
S/L. R.F. ELLIOTT, DSO, DFC BAR TO DFC
P/O. S.F. PARLATO DFC
[Underlined] 630 SQUADRON. [/underlined]
F/L. R.O. CULVERT, DFC & BAR BAR TO DFC
F/L. E.R. BUTLER, DFC & BAR BAR TO DFC
F/O, A. KUZMA DFC
P/O. D.W. ALLEN DFC
P/O. A.J. PAYNE DFC
P/O. A.J. LUCAS DFC
[Page break]
A TRIP TO RUSSIA
On the 11th September, 1944, Lancasters of 9 and 617 Squadrons together with two Liberators attached from Transport Command, took off for YAGODNIK, an airfield near Archangel. The Liberators re-fuelled at Lossiemouth before leaving, and the hospitality extended by this Station was very much appreciated by the ground staff who were passengers in these aircraft.
The weather at first was good, but when about 150 miles from Archangel considerable low cloud and rain were encountered. Aircraft flew just above tree tops over the most desolate country imaginable – lakes, forests and swamps. Map reading was impossible; weather conditions alone made this too difficult, and in addition it was found that maps of the area were inaccurate – many villages and even railway lines being omitted.
The Archangel area was reached after about 10 hours flying, and with endurance becoming low and with no radio aids available, it was necessary for aircraft to land quickly. Some were fortunate enough to locate airfields quickly, whilst others searched through cloud and heavy rain.
Several aircraft landed at a small airfield named KEG ISLAND. Some of the crews of these aircraft originally thought they had landed at YAGODNIK and were unable to find out the whereabouts of the other aircraft. For some time they thought they were the sole survivors of the force. Later, however, all aircraft were located, though in all six had crash landed. In spite of this nobody was hurt and in the weather conditions it must be considered miraculous that no lives were lost. It was a great tribute to the skill of the pilots and navigators that so many masterly landings were made.
The Russians had originally expected some 250 guests but last minute alterations had increased this to 325. In addition, the crews of the crashed aircraft had to be located and collected from outlying districts.
In the circumstances the Russians performed wonders in giving all available help. A major diversion in this country often causes somewhat of an upheaval, but the Russians placed transport aircraft at the disposal of the Commanding Officer and even dropped a parachutist to direct the crew of one aircraft which had crash landed in a morass. In this particular case the “blind led the blind” for a while as the guide lost his way!
Eventually all crews and serviceable aircraft collected at Yagodnik where accommodation and re-fuelling facilities existed. Yagodnik is an island and is in the middle of the river Dvina, about 20 miles from Archangel It can only be reached from that city by air or river. The accommodation consisted of a paddle steamer which was moored to the river bank, and several underground huts. These huts provide warmth in winter but the absence of any kind of ventilation and the fact that a large brick fireplace forms a major part of the accommodation leads to a degree of stuffiness difficult to bear, and appears to form a breeding ground for various forms of life. The first few nights produced a large number of bug eaten victims until a form of insert [sic] killer, generously given by some American friends in the this country, was used.
Entertainment was provided by the Russians in the form of cinema shows, dances, etc., and on one occasion a lecture on a Russian composer which started 55 minutes late, lasted for 75 minutes, and was a complete mystery from start to finish to the British members of the audience.
The mush publicised football match also took place and proved a huge success. A football match in Russia produces much ceremony including the exchange of bouquets by the opposing captains before the start of game, and a tune somewhat similar to “See the conquering hero comes” has to be played each time the home team scores a goal. Apparently it is also possible for
[Page break]
the weary player to be replaced by a reserve – or was it the fear of possible repercussions that caused two members to retire from the game and be replaced by the Commanding Officer and the local Station Commander? The latter was so fed with passes by his triumphant tam that a glancing blow off his knee which scored a goal must have caused him considerable relief as it enabled the game to be continued under normal conditions! In spite of all this our Allies showed that they thoroughly understood the game and were indeed very capable players.
The major job of servicing and re-fuelling the aircraft for the operation was tackled by the maintenance crews in a whole hearted manner – they worked for 48 hours almost without a break and their keeness and cheerfulness was what one would expect of such a grand team. It was refreshing to see all trades helping where help was most needed. The following instances will give some idea of what difficulties were overcome. With bowsers available it took exactly 18 hours to re-fuel the aircraft alone. A spare engine was carried in the Liberators and as no crane was available to remove this from the aircraft, a ramp of trees with blankets on top had to be built so that the engine could be slid down.
Meantime a Mosquito had arrived in Yagodnik for P.R.U. duties and after a favourable report from the pilot the operation took place on the 15th September.
Both take off and landing were in accordance with the usual 5 Group high traditions, 28 aircraft taking off in 23 minutes and 27 landing in 30 minutes – one aircraft having flown direct to U.K.
The details of the operation are given elsewhere. As aircraft became re-fuelled and serviceable they returned to the U.K., until finally the two Liberators remained and they were held up for about a week.
While waiting for their aircraft to be re-fuelled some of the crews went into Archangel by minesweeper and were entertained by the R.A.F. Mission there. This measure of hospitality extended to them can be gained by the fact that one member on his return decided to jump in the river fully clothed, in an endeavour to return to the city. The sobering influence of the Dvina soon dissuaded him.
The final return to the U.K. was made under variable but much better conditions than the outward journey.
Finally a few impressions of this Northern outpost of the U.S.S.R. as seen in a fleeting visit may be interesting. It is of course, quite impossible to form balanced judgements, or to provide a real comparison between social and economic conditions seen in Archangel and those to which we are accustomed in Great Britain. After all, Archangel is far to the North of the vast land mass which constitutes the U.S.S.R., and was for some period cut off from the rest of Russia by the Finnish-German advances. Bearing all this in mind, it can hardly be described as a health resort. There was not a great deal of food, the clothing of the civilians was poor, and the roads, houses, sanitation and drainage, the latter where they existed, were far below anything generally to be seen in this country. However, we found that the organisation to provide the essentials of war was good, and all the technical teams we encountered were capable and willing workers. The system of privilege is apparent; extra food and clothing are the reward of rank in the armed forces and of position in civil works. But even in the inferior living conditions at Archangel we found among the Russians an intense patriotism, and a belief in the future of Russia after the war. All Russians’ energies seem directed towards the future.
Our hosts, with the limited facilities at their disposal, did all they could for our comfort, and for this we were all very grateful.
[Page break]
[Boxed] [Underlined] “V” GROUP NEWS” [/underlined]
The cover of this month’s News was designed by S/Ldr. N Floyd Wilson of Headquarters No. 5 Group. Each month the cover will be changed, and all artists in the Group are invited to submit specimen designs. The best design will be selected each month and will be adopted for the cover of the current issue. [/boxed]
[Page break]
[Blank page]
Dublin Core
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V Group News, September 1944
5 Group News, September 1944
Description
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Five Group Newsletter, number 26, September 1944. Includes a foreword by the Air Officer Commanding, and features about operations, gardening, war effort, tactics, signals, air bombing, navigation, radar navigation, engineering, air sea rescue, photography, armament, war savings, gunnery, training, accidents, second thoughts for pilots, flying control, equipment, decorations and a trip to Russia.
In accordance with the conditions stipulated by the donor, this item is available only at the University of Lincoln.
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IBCC Digital Archive
Date
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1944-09
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Anne-Marie Watson
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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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56 printed sheets
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eng
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Text
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MStephensonS1833673-160205-17
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Royal Air Force
Royal Air Force. Bomber Command
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France
Germany
Great Britain
Netherlands
Norway
Russia (Federation)
Atlantic Ocean--Bay of Biscay
France--Boulogne-sur-Mer
France--Brest
France--Calais
France--Le Havre
Germany--Bremerhaven
Germany--Darmstadt
Germany--Dortmund-Ems Canal
Germany--Kaiserslautern
Germany--Karlsruhe
Germany--Mönchengladbach
Germany--Münster in Westfalen
Germany--Rheydt
Germany--Stuttgart
Netherlands--Arnhem
Norway--Kåfjord (Troms fylke)
Russia (Federation)--Arkhangelʹskai︠a︡ oblastʹ
Temporal Coverage
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1944-09
5 Group
617 Squadron
9 Squadron
air gunner
air sea rescue
aircrew
bomb aimer
bombing
Conspicuous Gallantry Medal
Distinguished Flying Cross
Distinguished Flying Medal
Distinguished Service Order
flight engineer
fuelling
Gee
Gibson, Guy Penrose (1918-1944)
H2S
Lancaster
Master Bomber
mine laying
Mosquito
navigator
Oboe
Pathfinders
petrol bowser
pilot
radar
RAF Wainfleet
rivalry
service vehicle
Tallboy
Tirpitz
training
wireless operator
-
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Stephenson, Stuart
Stuart Stephenson MBE
S Stephenson
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Stephenson, S
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20 items. An oral history interview with Stuart Stephenson MBE, Chairman of the Lincs-Lancaster Association, and issues of 5 Group News.
The collection was catalogued by Barry Hunter.
In accordance with the conditions stipulated by the donor, some items are available only at the International Bomber Command Centre / University of Lincoln.
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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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To be inserted in folder when returned by S/L Lynch. [Underlined] Intelligence [/underlined]
V GROUP NEWS V
[Waddington Central Registry Stamp]
SEPTEMBER 1943. [deleted] CONFIDENTIAL [/deleted] NUMBER 14.
FOREWORD by A.O.C.
This Group now carries a weight of incendiaries which, if concentrated on any target, could not fail to burn it out. Unfortunately analysis of night photographs continues to reveal a spread of incendiaries which, if it continues, can only result in a needless prolongation of the War. It is common for incendiaries to cover an area measuring five to ten miles in length and this is true even on some of the most successful attacks. Large areas of Hamburg have been burnt out and I have no doubt that crews who took part in the main attacks are satisfied with what was achieved, yet it is unfortunately true that of the bombs which left this country only 30% fell in the built-up area of Hamburg, the remainder in open fields outside. That is equivalent to only one crew out of three achieving the object of bombing Hamburg. Luck, was, however, on our side and the city caught fire, but luck has not been on our side in many recent attacks, and results have been disappointing because the density of the incendiary attack has not been sufficient to start a conflagration.
I believe that one cause of this spread is that crews have difficulty in appreciating the area which is covered by incendiaries. Invariably they uber-estimate distances and report a concentrated attack when subsequent photographs show it to have been spread over seven or more miles of country. The belief that the attack is concentrated and, therefore, that it does not matter a great deal where the bombs fall provided they are within the area in which incendiaries and T.I’s are lying is at the root of much of the trouble. As a guide to distance the ordinary target indicator, by the time it hits the ground, covers an area of quarter of a mile, while a single incendiary load has a spread of about half a mile. From operational heights it is hard to appreciate these distances.
The solution to greater concentration lies in a determination by the bombing team, Pilot/Navigator/Air Bomber and Instrument Repair Staff, that the bombs will fall on the precise spot aimed at. This calls for constant practice and training, and the full analysis of results obtained on the bombing ranges.
It is sometimes said that practice bombing bears little relation to the requirements of operations, but this is not so. Turn to the table showing bombing results achieved by Squadrons last month. You will see that one Squadron with 22 details had an average error of 475 yards. Another Squadron with 32 details an error of 152 yards. Which of these two Squadrons is likely to achieve the better results on operations? An error of 475 yards under practice conditions, can only be a result of failure to maintain the sights in proper condition, coupled with failure on the part of crews to give the necessary time, thought and energy to the problem of accurate bombing. The moment carelessness creeps in there is no limit to bombing errors. An error of 475 yards on the practice range may be ten times that amount on operations, whereas an error on the practice range of under 100 yards demonstrates
(Continued on Back Page Col. 3)
[Boxed] ROLLS ROYCE AND THE MERLIN [/boxed]
PART II.
[Rolls Royce Logo]
Some idea of the complexity of the modern aero engine can be obtained from the fact that in the Merlin engine there are approximately 11,000 separate pieces, and of these, 4,500 are different. As would be expected, owing to the fundamental necessity for keeping weight down to the minimum, the maximum possible use is made of light alloy metals, and of the total engine weight almost one half is aluminium. All the metals used have been especially produced for the particular purpose for which they are used, and give the maximum strength in combination with minimum weight. Some parts are called upon to operate under exceptional conditions of heat, other parts to rotate at enormous speeds continuously; the valves, for instance, must work at 850 degrees Centigrade, the temperature of the wire in an ordinary electric radiator, and the impellor in the supercharger must revolve over 30,000 times every minute.
The aero engine of today is a highly complex piece of mechanism which must be capable of functioning under widely different conditions of temperature, and it must not falter when the machine in which it is installed is climbed, dived, rolled or flown upside down. During fighting manoeuvres the pilot’s life depends upon the response of the engine to its controls, it must not fade or cut out when he changes direction or altitude suddenly to avoid enemy attack, it must be immediately responsive to his will when he himself is attacking. Apart from the fact that it must function equally satisfactorily in climates as far opposed as Russia and the Middle East, it is subject to very quick temperature changes every time it climbs to altitudes. On a summer day in England, the pilot can leave the ground in the sweltering 90’s and climb straight up to, say, 7 miles high, where the temperature will be down to 100 degrees of frost.
Apart from the quick temperature variation encountered when climbing to altitude, there is one other natural effect which is all important, and this is rarification of the atmosphere; the higher the distance from the earth the less dense the air becomes. Air, in combination with petrol in the correct proportion, is the main factor, which determines how much power the engine is capable of giving, the more air and petrol that can be consumed by the engine in a given time the greater is the power developed. The higher the machine flies, the more difficult it is for the engine to obtain sufficient air due, of course, to the rarified atmosphere. Arrangements have to be made therefore to compensate for this effect, and in order to do so a supercharger is employed. A supercharger is in effect a pump which supplies air to the engine under pressure; this device is usually associated in the minds of most people with racing cars on which it is used to force as much air as possible into the engine, and so obtain the maximum power from a small sized engine. On the aero engine, this is a secondary consideration, and its main object is to compensate automatically for the gradually decreasing air density as the aeroplane climbs to altitude. The power output of an engine without a supercharger rapidly decreases as it climbs and at a height of 4 miles the power is less than half of what it was on the ground. By using a suitable supercharger it is possible to maintain the ground level power up to 40,000 feet or more. This has to be done automatically so that the pilot does not have to worry about working any controls.
The aero engine must also be as small and compact as possible, so that it offers the minimum wind resistance when installed in the aircraft, it must also be as light as it is possible to make it – power also is of course all important.
The Merlin engine produces more power than a modern express train engine, yet its weight including the propeller is only 1/84th. of the locomotive. All this colossal energy is packed into a space no bigger than that occupied by a single bed.
At the outbreak of war the fighter aircraft of the R.A.F. were exclusively powered by Merlin engines, it was the only engine used in all the fighter machines which so successfully defended our country in the Battle of Britain. In Spitfires and Hurricanes it is still the mainstay of our fighter attack and defence. It is employed in Defiant and Beaufighter night fighters, and the Fleet Air Arm use it to good effect in the Fulmar. In bomber aircraft also the Merlin is extensively used; the Battle medium single engined bomber which gave such good service in France prior to Dunkirk is now relegated to training use; the twin engined Whitley bomber famous for leaflet and bomb raids far into enemy territory in the early days of the was still does yeoman service defending our Atlantic convoys. It is used in Wellington bombers, and was more recently chosen as the motive power for the four engined Halifax heavy bomber, and also for the Lancaster, acknowledged the most effective bomber in the World, and which made its glorious debut in the daring Augsberg raid by 97 and 44 Squadrons
(Continued on Back Page Column 2 )
[Page break]
[Boxed] SIGNALS [/boxed] EFFORTS FOR IMPROVED TR.1196 PERFORMANCE BEARING FRUIT.
Our efforts towards improved performance from the TR. 1196 have advanced during the month. RAE are trying out two mods., one on a Conversion Unit aircraft – aimed at permitting good intercom. undisturbed by “blot out” from neighbouring R/T. An extra R – RA switch is fitted for the convenience of the instructor. Initial reports from the staff auger well. At Waddington the ground TR. 1196 has been modified to give better modulation and also provision of a manual volume control for use by the R/T operator. Tests are in progress.
A thorough vetting of Local Flying Control TR. 1196 frequencies has just been completed at all airfields. The present practice of accepting a maximum R/T range of only a few miles has rather fogged the issue. Range tests are now being carried out and all pilots are thanked in advance for the co-operation we are sure they will give. Remember our aim is to help you safely down immediately you arrive in the circuit and the greater the R/T range the nearer we shall be to attaining our object.
[Boxed] SIGNALS FAILURES [/boxed]
Helmets icing up and oil on the slip rings of the mid-upper turret are adding their toll of failures. Here are a couple of tips to help overcome them:-
Fit the oxygen mask snugly to the face and blow hard at regular intervals both before and during flight. This action prevents the valve adhering to the composition holder and so moisture cannot collect in the mask and freeze at high altitudes.
W/OP. A.G’s always carry a piece of material (4x2 is good stuff if the Gunnery Leader isn’t looking!) to clean the oil from the top of the mid-upper turret slip ring cover.
[Boxed] FAILURE SUMMARY [/boxed]
The percentage of failures against sorties detailed for operations is as follows:-
49 SQDN NIL 106 SQDN. NIL. 207 SQDN NIL
467 SQDN NIL. 57 SQDN. NIL. 61 SQDN .95
50 SQDN 2.13 44 SQDN. 2.74 9 SQDN 2.99
619 SQDN 4.25 617 SQDN 4.54
It will be noted that the figures for 617 and 619 Squadron appear unduly high: in the case of 617 it will be appreciated that due to the comparatively small number of sortied, the multiplicity of equipment carried and the nature of their tasks, the percentage represents only a small number of failures. In the case of 619, it is felt that this is due to very consciencious [sic] reporting of component failures particularly. It will be realised that the reporting of failures involving the breakdown of an individual component which, whilst not affecting the operational success of a sortie, does provide details which help considerably towards preventing their recurrence.
[Boxed] FLIGHT PLANNING TELEPHONE NETWORK CONFERENCE FACILITY [/boxed]
The conference facility has proved a great boon for flight planning purposes since its inception. To improve its efficiency and smooth workability, steps are being taken to have Base and Station installations standardised as soon as possible. This will mean that at a Base where the flight planning equipment is in the Intelligence room, this equipment will be transferred to the Operations room. Stations and Satellites provide a slight headache in this respect, because they by no means conform to a standard layout themselves.
A second aspect of the conference facility is its use as an intruder warning channel, which is not working satisfactorily. Local re-arrangements have just been completed at Group and it is hoped that a really efficient scheme has been evolved. The Teller and the Controller are now able to sit side by side, in full view of the plotting table, and each with a separate flight planning telephone. Flying Control “hook-up” will be set up whenever weather conditions or intruder activity make it necessary. Both Teller and Controller can then speak to Stations, the one to pass the intruder activity the other to order any necessary diversions.
[Boxed] MONICA [/boxed]
Our girlfriend Monica is still giving us all grey hair. The experts have now been at work for several weeks and are finding the problem far more difficult than at first expected.
In spits [sic] of this the serviceability has increased, and the faults in the sets are being cleared, slowly but surely.
A method of accurately testing the sensitivity of the Rx has been found preventing a fighter from getting into range without warning.
Some sets may give a fighter warning, but not respond to test. Crews are inclined to think these sets serviceable, but they must remember that such sets are on the borderline, and may not warn in every case. It is this drifting of the Rx gain that we are trying so hard to correct.
The aerials are a further source of trouble, partly caused by personnel using them as step ladders. A bent aerial will often make the set unserviceable.
In spite of all these difficulties, Monica has proved its usefulness over and over again, as many satisfied customers will testify. It is the only warning system we have, it can be made to work, so all concerned must keep at it until the answer is found.
[Boxed] GEE [/boxed]
As usual the GEE ranges vary from sortie to sortie. The serviceability, however, is very good from a maintenance and component viewpoint. Manipulation failures are too frequent, and every opportunity should be made to prevent these RF unit and aerial lead manipulation failures.
W/Op. A.G’s are now applying their GEE knowledge and are getting fixed on the return journeys.
[Boxed] SIGNALS SECURITY
Not many of us liked the new phonetic alphabet and the changeover was allowed to be gradual. However the time has now arrived when our Berties and Freddies should be discarded for ever. Squadrons which persist in the use of the old alphabet are labelling themselves to the Hun. [/boxed]
[Boxed] TRAINING [/boxed] WEATHER RETARDS OUTPUT.
A NEW TRAINING VENTURE.
[Illustration] MY LANDING ARE WIZARD
FAMOUS LAST WORDS Due to bad weather and shortage of Lancaster aircraft, the high output of over 100 crews per month could not be maintained by Conversion Units, and the figure dropped to 82 crews trained during the month. To overcome the temporary shortage of aircraft, it was necessary for Squadrons to loan aircraft during the stand down period to the Conversion Units and it is hoped that, given good weather, next month the deficit in crews will be more than made up.
[Boxed] THE NEW TRAINING VENTURE [/boxed]
The Conversion Base started on a new venture with a short course for Flight Commanders. All the Officers attending benefited by the course, and it is thought that at least three of the instructional staff have learned a great deal as well. Courses will continue during the coming months with, it is hoped, beneficial results.
[Boxed] TOTAL FLYING HOURS FOR THE MONTH WERE – 5481 FOR TRAINING UNITS [/boxed]
[Boxed] CREW SAFETY [/boxed]
The number of ditchings by Lancasters continues to go up. Most crews pay sufficient attention to this vital crew drill to ensure that they can leave the aircraft safely. However, constant practice is necessary to keep yourself up to the mark. In one unfortunate ditching it is known that complete panic ensued and all the crew simply leapt out of the nearest escape hatch straight into the water with fatal results excepting one man.
[Table of Link Trainer times per squadron]
[Table of Squadron Flying Times – Day and Night]
SEPTEMBER, 1943. PAGE 2.
[Page break]
[Boxed] GUNNERY. [/boxed] FEWER SORTIES – MORE COMBATS: THE VITAL NEED FOR PERFECT RECOGNITION.
Although the number of sorties during the month was considerably less than August, the number of combats for September was 133. 14 Enemy aircraft are claimed as destroyed and 27 damaged. Enemy aircraft marked “C” in “This Month’s Bag” are those confirmed by Headquarters, Bomber Command at the time of going to press.
Unfortunately instances are still occurring of Lancasters being engaged by other Lancasters and it would appear that sufficient care is not taken to identify the other aircraft before pressing the trigger. This problem of identifying aircraft is extremely difficult under certain conditions and this statement is supported by night fighter pilots with considerable experience, but the only solution is Aircraft Recognition of a 101 per cent quality and Squadron Gunnery Leaders should keep this problem in mind always and Air Gunners should be classified on their ability and a scheme instituted whereby the Gunners who are weak in this respect are given exercises daily until the required standard of 100% is reached.
Instances are still occurring of early return due to turret doors not locking, no excuse can be accepted for this, as turret doors should be checked on N.F.T. and again when the crew go out to the aircraft for take-off. It is again stressed that Gunners should check as far as possible guns and turrets immediately on arriving at the aircraft prior to take-off; this practice has frequently enabled the ground staff to put right minor troubles. Any Gunner who is not 100 per cent satisfied with the operation of his turret and guns is to request the Pilot to run the engine and a test then carried out on the turret which is suspect.
[Boxed] MODIFICATIONS AND NEW EQUIPMENT [/boxed]
Experiments with an F.N. 50 Turret are being carried out by 1660 C.U. in an attempt to improve the visibility, metal is being replaced by perspex in the Cupola and much of the metal in front of the Gunner is being removed. A new bulb for the reflector sight is also being tested by this unit. 50 Squadron are carrying out tests on a reflector sight with most of the material from the hood removed, this precludes the sight being used in bright sunlight, but it is hoped to produce an attachment to overcome this difficulty.
[Underlined] RESULTS OF C.G.S. COURSES. [/underlined]
NO. 64 COURSE
P/O HUGHES – 61 SQDN – 13TH, PLACE CAT “B”
NO. 65 COURSE
F/O ARMSTRONG – 9 SQDN – 10TH. PLACE CAT “B”
F/O BUCKLEY – 617 SQDN – 17TH. PLACE CAT. “A”
NO. 66 COURSE
P/O BLACK – 1661 C.U. – 2ND. PLACE CAT “B”
F/SGT. VAUGHAN – 49 SQDN – FAILED CAT “D”
[Boxed] WAR EFFORT [/boxed]
[Table of Group aircraft statistics by Squadron]
[Boxed] This Months Bag [/boxed]
[Cartoon]
DESTROYED
ENEMY A/C AIRCRAFT LETTER SQUADRON DATE
ME109 F “C” 207 3/.4.9.43.
S.E. B “C” 44 3/4.9.43.
S.E. Z “C” 9 5/6.9.43.
ME110 C “C” 106 3/4.9.43.
S.E. R “C” 9 5/6.9/43.
S.E. U 467 23/24.9.43.
ME109 V 467 23/24.9.43.
JU88 K 61 23/24.9.43.
ME109 Z 207 27/28.9.43.
ME109 T 57 27/28.9.43.
JU88 N 57 27/28.9.43.
JU88 P 50 27/28.9.43.
ME109 X 44 29/30.9.43.
FW190 P 207 29/30.9.43.
DAMAGED
ME210 A 207 31/1.9.43.
ME100 J 49 3/4.9.43.
JU88 O 207 3/4.9.43.
T.E. X 44 3/4.9.43.
T.E. K 44 3/4.9.43.
FW190 K 49 6/7.9.43.
JU88 A 50 5/6.9.43.
FW190 C 619 6/7.9.43.
JU88 H 57 22/23.9.43.
JU88 X 57 22/23.9.43.
ME210 P 50 22/23.9.43.
JU88 ED944 57 23/24.9.43.
ME109 Z 207 23/24.9.43.
ME109 J 207 23/24.9.43.
ME210 D 106 23/24.9.43.
JU88 H 44 27/28.9.43.
ME109 Q 61 22/23.9.43.
ME109 F 61 22/23.9.43.
JU88 A 61 22/23.9.43.
ME210 C 207 23/24.9.43.
JU88 J 207 27/28.9.43.
ME109 K 61 23/24.9.43.
ME109 A 61 27/28.9.43.
DO217 L 44 29/30.9.43
T.E. X 44 29/30.9.43.
FW190 J 61 29/30.9.43.
JU88 R 61 5/6.9.43.
[Boxed] The Gunnery Leaders’ Conference was held at Waddington on the 27th. September. The minutes of the Conference have been circulated together with information on several points raised at the Conference which have now been clarified. [/boxed]
[Boxed] ACCIDENTS. [/boxed] INCREASED FLYING HOURS BRINGS SLIGHT RISE IN ACCIDENT RATE.
There were 17 accidents listed as avoidable for September, an increase of three on last month’s total, for an increase of 378 flying hours.
Flying hours for September – 13,520
Flying hours for August – 13,142
The summary of avoidable accidents for September is as follows:-
TAXYING – 2: HEAVY LANDINGS – 5: SWINGS – 2 (One on landing the other on take-off): OVERSHOOTING – 2: ERRORS OF JUDGEMENT – 5. The errors of judgement consist of:-
1. The pilot started the three engined overshoot at 20 ft., but was caught out by the swing resulting from three engines being opened to full power. The aircraft swung completely round from 180° and came to rest in the River Trent, luckily without fatal results. As a contributory factor the Navigator was not calling Air Speeds on the approach. As a result of this accident the Captain’s log book was endorsed in red for not ensuring that his own and his crew drill was correct. MORAL – TAKE CARE OF YOUR CREW DRILL.
2. Another instance of carelessness occurred at the end of last month when an aircraft crashed through taking off with four engines switched to No. 2 tanks which were empty, and were known to be empty by the Captain and Flight Engineer. Luckily the crew were not fatally injured.
3. At 23,000 ft. the pilot passed out for lack of oxygen and it was later found that he had inadvertently nipped his oxygen tube in his harness, cutting off the supply. The aircraft went into a steep dive and was only pulled out by the Navigator and Flight Engineer in unison, after losing 15,000 feet. The terrific stresses set up rendered the aircraft Cat. AC. MORAL – TAKE CARE OF YOUR OXYGEN TUBE.
4. On return from a long sortie the crew of a Lancaster decided they had enough fuel left to reach Base, but on approaching to land three engines cut out for lack of petrol and the aircraft crashed. Attention of all aircrew especially Pilots and Flight Engineers, must be drawn to the fact that a rigorous check of fuel consumption must be kept with the untrustworthiness of fuel gauges always kept in mind. Fuel consumption calculators have been issued to all Units MORAL – KEEP YOUR FUEL CONSUMPTION CALCULATOR HANDY ON ALL FLIGHTS.
5. On return from operations a Lancaster hit the sea with the altimeter reading 160 feet. MORAL WHY COME SO LOW AS THIS?
6. On a low flying exercise a pilot took his hands off the controls to adjust his goggles, and the aircraft hit a tree. MORAL – IF LOW FLYING, DON’T LET YOUR ATTENTION WANDER.
All these accidents are entirely due to carelessness on the part of aircrew and the cost to the country is appalling. Remember, every Lancaster lostthrough [sic] your “clottishness” is one less Lancaster to drop bombs on the Hun.
[Boxed] NEARLY A GOOD RECORD [/boxed]
1660 Con. Unit’s excellent record was marred this month by a swing on Landing but there is a gratifying decrease in all Con. Units this month. In all training Units there were five avoidable accidents for a total of 5481 flying hours.
[Table of Avoidable Accidents by Unit]
5 GROUP NEWS. No. 14. SEPTEMBER, 1943. PAGE 3.
[Page break]
[Boxed] AIR BOMBING. [V Group drawings] [/boxed]
[Boxed] PRACTICE BOMBING ON THE SQUADRONS [/BOXED]
[Boxed] [Table of Practice Bombing exercises carried out by each Squadron] [/boxed]
[Boxed] Weekly returns have not yet been received from 49 Squadron and 1654 Conversion Unit, consequently leaving the monthly table incomplete.
617’s results were obtained using the S.A.B.S. Mark IIA.
5258 Practice bombs were dropped (excluding 49 Squadron and 1654 Conversion Unit)
The high level bombing average on Squadrons (from date available) was 218 yards at 10,000 feet and 308 yards at 20,000 feet. In general, results were a slight improvement on August, but the Group error was adversely affected by the high average error of 44 Squadron.
Great credit id due to 1660 Conversion Unit who achieved a Mark XIV Grouping Error better than that of any Squadron. [/boxed]
[Boxed] [Underlined] WAINFLEET BOMBING RANGE [/underlined]
During September, exactly 5,000 bombs were plotted at Wainfleet Sands, although all targets were unserviceable for part of the month.
GOOD BOMBING
The number of details with average error less than 100 yards was greatly increased
SQUADRON PILOT AIR BOMBER ERROR
617 (Using SABS)
F/O. CLAYTON P/O. WATSON 43, 59, 71.
P/O. BROWN SGT. DANCIA 72, 86, 75 (Twice)
F/LT. WILSON SGT. BARROW 94, 70, 61, 78.
F/LT MUNRO F/SGT. CALY 88, 41, 60, 94, 87, 65.
S/LDR. MARTIN F/LT. HAY 51, 82, 71, 64, 82.
F/Lt. MCCARTHY F/O. DAVIDSON 80, 49, 76.
619
P/O. JOSS F/O. ANDERSON 91.
F/O. MORRISON SGT. ALLEY 85.
F/LT. SANDISON F/O. WILKIE 81.
F/LT. SANDISON F/LT. SALMSLEY 95.
F/LT. SANDISON W/CDR. ABERCROMBIE 64.
SGT. THOMAS SGT. FONTAINE 70.
F/O. O’SHAUGNESSY F/O. KENDRICK 26.
S/LDR. CHURCHER F/O. MACDONALD 84.
F/O. FOX F/O. BRAID 77.
106
P/O. CALLAN SGT. GOMERSALL. 94.
P/O. COOPER F/SGT. CHRISTMAS 88.
P/O. STORER SGT. HACKETT 97.
P/O. YACKMAN P/O. MOREY 94.
467
F/LT. FORBES P/O. GRIME 79.
P/O. RILEY SGT. VALASTIN 90.
57
SGT. YATES P/O. WANGLER (PILOT) 86.
50
SGT. DURHAM SGT. BROCK 76.
61
F/O. PITCH P/O. LYONS 92.
1654 C.U. SGT. HOMEWOOD SSGT. WALKER 93. [/boxed]
[Boxed] [Underlined] BOMBING LEADERS’ CORNER. [/underlined]
F/O. Murtough and P/O. Wonham, both of 1661 Conversion Unit assume command of the Bombing Section of 44 Squadron and 1668 Conversion Unit respectively.
The following have passed the Bombing Leader’s Course :-
GRADE “A” F/O. HAZELL (44) F/O. STANISLAUS (9) F/SGT. RUMGAY (207)
P/O. PRICE (1654) P/O. WONHAM (1668)
GRADE “B” F/SGT. LOWANS (49) F/O. TOOGOOD (106) F/O. BOSWELL (619)
SGT. TELFORD (467) F/O. McROBBIE (57) F/O. HARDEN (1660)
F/O. ASTBURG (1661)
P/ . Wonham was 2nd. on No. 63 Course and F/Sgt. Rumgay 3rd. on No. 66 Course.
WELL DONE BOTH! [/boxed]
[Boxed] [Underlined] SQUADRON BOMBING COMPETITION. [/underlined]
Despite a record number of details only 3 Squadrons qualified for this competition.
619 Squadron are to be congratulated on winning the competition for the third successive month, and in so doing obtained by far the best average yet returned although the errors include vector error and are application errors.
[Table of Squadrons and bombing results]
[Underlined] LEADER COMPETITION [/underlined]
Only two entries were received, F/Lt. Walmsley improving on his winning score of the previous month.
LEADER PILOT HEIGHT ERROR
F/LT. WALMSLEY F/LT. SANDISON 10000FT 95 YDS
S/LDR. BEACH S/LDR. PARKES 10000FT 280 YDS [/boxed]
[Boxed] [Diagram]
From 20,000 feet the Mark XIV graticule covers a width of 540 yards and a length of 3,100 yards on the ground at the moment of release.
If the centre of your graticule is only two graticule lengths from the aiming point, you stand a grave chance of missing even quite a large city. Remember, one T.I. has a diameter of 300 yards ! [/boxed]
[Boxed] [Underlined] ‘BIGCHIEF’ COMPETITION [/underlined]
BIGCHIEF PILOT ERROR AT 10000 FT.
W/CDR. ABERCROMBIE S/LDR. SANDISON 64 YDS
G/CPT. CHRISTIE S/LDR PULLEN 94 YDS
W/CDR. PENMAN P/O. EAGER 123 YDS
G/CAPT. CHRISTIE S/LDR. PULLEN 142 YDS
W/CDR. BURNETT S/LDR. BUNKER 238 YDS
It will be noted that representatives of 619 Squadron won all three competitions. Is this the result of bombing analysis ?!
A hot pace has already been set for October, several details have already been carried out, among them two by the A.O.C. who achieved average errors of 42 yards and 48 yards respectively – the latter was actually at 18,000 feet. [/boxed]
5 GROUP NEWS. NO. 14. SEPTEMBER, 1943. PAGE 4.
[Page break]
[Underlined] V GROUP NEWS NO. 14. SEPTEMBER, 1943.
SUPPLEMENT.
AIR BOMBING. [/underlined]
The month of September was notable for a complete revision of bombing training policy.
In the days of the A.B.S. only application bombing was possible and analysis of results was haphazard and involved considerable guesswork. Now that we are rapidly becoming equipped with Mark XIV bombsights, it is possible to carry out a full analysis by means of bombing grouping which reveals clearly where bombing faults lie.
These faults may be classified in three categories (a) bombing errors due to bombsight inaccuracies or unserviceability (b) vector errors (c) errors of pure bombing attributed to the pilot/air bomber team and caused by inaccurate flying, faulty bombsight settings and bombsight levelling, imperfect co-operation on the bombing run and various other personal factors.
The errors under (a) can be discovered by careful analysis of grouping exercises and must be eliminated completely. Those under (b) are now the joint responsibility of pilot and navigator. Flying for windfinding must be completely accurate and every care is to be taken by navigators to ensure the calculated wind is as accurate as conditions permit. Analysis has proved that in almost every exercise faulty windfinding is largely responsible for the bombing errors obtained.
After (a) and (b) have been removed we come to the Grouping error (c) which can be steadily reduced by a thorough understanding of bombing problems and true co-operation on the bombing run between pilot and air-bomber.
With the present percentage of Mark XIV bombsights in Squadron aircraft, it should now be possible for all competition details to be carried out with that sight, and the results of all such details in October are to be submitted as Grouping errors, in either of the following categories:-
(i) CLOSE GROUP
(ii) As open group if bombsight error is directly attributable to mechanical fault in the Bomb Sight which could not be detected by the Bomb Aimer in his pre-bombing check.
N.B. Bombs forming an OPEN GROUP pattern around an M.P.I. where the error from M.P.I. to the inner radius of the open group is attributable to Bomb Aimer’s negligence in N.F.T. check.
e.g. Drift de-synchronisation
Wring T.V. setting
Incorrect Level Readings etc.
MUST be returned as CLOSE GROUP error being from M.P.I. to inner radius of CLOSE GROUP pattern.
Now that all Mark XIV exercises in which four or more bombs are dropped are to be carried out as Grouping exercises, the following points are to be borne in mind:-
(i) All crews must carry bombing pro formae for bombing details
(ii) The position where bombs fall is to be estimated by the air bomber and plotted in pencil on the plotting rose.
(iii) On landing, the bombing leader is to plot the position of the bombs from the quadrant readings, and transfer the plots
/to the plotting rose…
[Page break]
to the plotting rose of the bombing pro-forma in coloured pencil.
(iv) Pilot, Navigator, Air Bomber and Flight Engineer are to take the form and make an analysis of the exercise.
(v) This analysis is to be checked and amended as necessary by the Bombing Leader and Bombing Officer.
(vi) The captain of the crew is to keep all pro-formae used for future reference.
The results submitted in weekly returns are to be the Grouping errors (c) on all MKXIV exercises, but when a wind velocity is found by the Navigator his vector error is to be noted in a book and kept for future reference. Similarly, bombsight errors are to be noted and rectified where necessary by the instrument section.
The results given in the bombing training table are not a true representation of bombing in the past month, as grouping and application errors are inextricably intermingled and in many cases incorrectly compiled returns failed to differentiate between the bombsights used.
Next month’s ‘News’ should give a true picture of the training carried out. Already we are discovering where our bombing failures lie, and it is only by rigid adherence to the new system that we can hope for a tangible improvement in the operational success of our bombing sorties.
[Boxed] [Underlined] STOP PRESS GUNNERY. [/underlined]
All aircraft claimed by the Group for September have now been confirmed by Headquarters,Bomber Command. [/boxed]
[Page break]
[Boxed] DECORATIONS. [/boxed]
[Underlined] THE FOLLOWING IMMEDIATE AWARDS WERE APPROVED DURING THE MONTH OF SEPTEMBER, 1943. [/underlined]
9 SQUADRON
P/O. J. McGUBBIN. DFC
44 SQUADRON
F/O. A.E.H. PARSONS. DFC
F/O. G.G. PASCOE. DFC
F/O. L.W. PILGRIM. DFC
F/O. H.J. BARLEY. DFC
P/O. H. ROGERS. DFC
106 SQUADRON
SGT. N.L.E. GALE. DFM
SGT. A.J. SARGEANT. DFM
[Underlined] THE FOLLOWINF NON-IMMEDIATE AWARDS WERE APPROVED DURING THE MONTH OF SEPTEMBER, 1943. [/underlined]
9 SQUADRON
W/CDR. P. BURNETT. DFC
F/LT. C.A. PATTERN, MBE. DFC
F/O. C.A. HALE. DFC
P/O. J. BOCZAR. DFC
P/O. J.P.H. CARRERE. DFC
SGT. R.V. PIPER. DFM
SGT. J.W. VINALL. DFM
44 SQUADRON
F/LT. R.D. ROBINSON. DFC
F/O. A.A. ST.CLAIR-MILLER. DFC
F/O. D.F.H. WALKER. DFC
F/O. W.J. HILTON. DFC
P/O. H. DUTTON. DFC
P/O. J.O. PENNINGTON. DFC
P/O. HEWITT. DFC
SGT. D. MORRISON. DFM
SGT. L.B. HAYWARD. DFM
SGT. G. HOMEWOOD. DFM
49 SQUADRON
W/CDR. P.W. JOHNSON, AFC. DFC
F/O. S.H. MANSBRIDGE. DFC
F/O. R.C. MUNRO. DFC
F/O. T.D. TAYLOR. DFC
F/O. L.R. HASTINGS. DFC
F/O. L.H. TOLCHARD. DFC
P/O. J.T. TAYLOR. DFC
P/O. B.C. DREAVER. DFC
50 SQUADRON
F/O. G.B. MURTOUGH. DFC
F/O. R.M. METHIESON. DFC
F/O. C.F. BONEFIELD. DFC
F/O. T.E. TANDLE. DFC
P/O. J.O. CHRISTIE. DFC
P/O. H.C. BERNARD. DFC
F/SGT. A.C. PARSONS. DFM
F/SGT. A.J. CORK. DFM
SGT. A. BRANSON. DFM
SGT. G. CABLE. DFM
SGT. W. MOONEY. DFM
57 SQUADRON
F/LT. J.C. ANDERSON. DFC
F/O. F. CARTER, DFM. DFC
F/O. E.W. PATTERSON. DFC
F/O. E.W. ADAMS. DFC
F/O. C. SHAW. DFC
2ND. LT. J.E. RUSSELL (USAAF). DFC
2ND. LT. R. WRIGHT (USAAF). DFC
P/O. C.A. MACDONALD. DFC
W/O. J. TOUGH. DFC
W/O. E.T. ENGLISH. DFC
F/SGT. R.W. LORELL. DFM
F/SGT. A.B. WELFORD. DFM
F/SGT. R. ROBERTS, DFM. BAR
SGT. S.J. MONDEL. DFM
61 SQUADRON
W/CDR. W.M. PENMAN. DFC
S/LDR. S.A. BENJAMIN. DFC
F/O. R.H. WILLIAMS. DFC
F/O. J. CRAVEN DFC
[Missing] FROST. DFC
[Remainder of page corner missing]
61 SQUADRON (Continued)
SGT. C.D. TOWSE. DFM
SGT. A.C. MULLINS. DFM
106 SQUADRON
F/LT. R LODGE. DFC
F/LT. W.D. BROWNE. DFC
F/O. G.T. HARDEN. DFC
P/O. J.A.C. MUNRO. DFC
P/O. J.E. CAMPBELL. DFC
W/O. T.R. KWILL. DFC
F/SGT. G.N. FELTHAM. DFM
F/SGT. G.W. CHRISTIE. DFM
207 SQUADRON
F/O. K.H.F. LETFORD. DFC
F/O. K.T. KNIGHT. DFC
F/O. F.G. SPANNER. DFC
P/O. F.M.H. FISHER. DFC
P/O. C. SUTTOR. DFC
SGT. E.D. LUCAN. DFM
207 SQUADRON (Continued)
SGT. G.T.C. BASSFORD. DFM
SGT. R. NUTTON. DFM
467 SQUADRON
S/LDR. E.K. SINCLAIR. DFC
F/O. R. McCURDY. DFC
F/O. G.D. CURRIE. DFC
F/O. T.W. HOPPETT. DFC
F/SGT. W.H. WHITE. DFM
SGT. S.R. ANDERSON. DFM
617 SQUADRON
W/CDR. G.P. GIBSON, VC, DSO, DFC. LEGION OF MERIT. (DEGREE OF COMMANDER)
619 SQUADRON
F/SGT. W.L. VADER-DASSON. DFM
SGT. D.J. COOMBES. DFM
[Boxed] PHOTOGRAPHY [/boxed] TECHNICAL EXPERT
DECLARE WAR ON “SMOKE OBLITERATION.”
Successful ground photographs, which were of immediate operational value, total 204 this month. Whilst there is a slight reduction in the percentage of success it is still good when it is considered that the presence of cloud and smoke over targets provide conditions which are anything but conductive to good night photography.
It is ironical that the very subject which has done so much towards the improvement of bombing should now be the one which is suffering from its effects.
Obtaining good night pictures of ground detail over targets is now almost impossible when large numbers of incendiaries are used, but the camera remains the one and only proof of bombing concentration. Fire track pictures, coupled with a few ground detail photographs, provide a very true picture of a bombing attack and from these fire track pictures, those responsible for assessing operations are able to gain a very good idea as to the degree of success of a particular raid.
In the meantime research is being made to combat the factor of smoke obliteration. Every effort is being made to improve the technical equipment so that ground detail is recorded despite the adverse conditions over the targets. We have already done much in the past few months towards this aim. For instance, the introduction of the American clockwork fuse which has proved so accurate and has permitted the reduction of “open frame time” in the camera from a second to within the region of three seconds, has solved the problem of fire track obliteration
From the analysis of results this month it will be observed that there were comparatively few actual technical faults. Other than the small percentage of flash failures and camera maintenance faults, the chief cause of failures spears to be unsatisfactory bomb firing button. This button has now been modified, but it is still necessary for the Air Bomber to press the button as far as possible to ensure positive contact for camera operation.
Manipulation faults on the part of Aircrews have again decreased in number, but there are still far too many failures due to camera leads being out at the time of bombing. As mentioned in last months’ NEWS it would greatly assist if Air Bombers would check all Cameraleads [sic] and any which are out of sockets should be replaced and upon return from operations the fact should be reported. In this connection a modification is now being produced which will prevent camera leads from the control being removed accidentally.
[Table of Analysis of Results by Squadron]
[Boxed] [Cartoon] QUINTUS QUINCE THE V GROUP ACE SAYS:- “MY GUNNER IS A [underlined] HUMAN [/underlined] ‘MONICA’” [/boxed]
PAGE 5.
[Page break]
[Boxed] ENGINEERING. [/boxed] INSPECTION DIFFICULTIES OVERCOME BY HARD WORK.
All Squadrons being well below establishment in aircraft find it difficult to stagger inspection, as in many cases 100 per cent aircraft are used for each operation. This obviously brings the inspection round rapidly, and three or four more inspections become due at one time. This has made planning very difficult and Squadrons are to be congratulated on the manner in which the work has been carried out. Although the aircraft situation is improving, a somewhat similar state of affairs will exist for the most part of October and we are relying on Squadrons to keep up the good work and even intensify their efforts where possible to produce the effort in spite of the aircraft shortage. Due to certain Squadrons outside this Group re-arming it has meant Squadrons being allocated old aircraft thrown up as a result. This is never a pleasant position, as new aircraft are always more acceptable than old, but the way Squadrons have “tightened their belts” and got down to rendering these old aircraft serviceable to our standards without any undue complaint, reflects a very good spirit. Certain ex-Cat B which have had to be accepted put a great strain on the maintenance personnel, but it is hoped that there will not be many more of these unless they are fully modified prior to receipt.
With the lengthening of the nights and the aircraft being diverted or landing away from Base, it is often long after midday by the time the aircraft returns to its parent unit. This leaves very little time to prepare it for operations again that night. This cannot be helped and so speed is absolutely essential.
Often aircraft are damaged by enemy action and land away from Base. They may be Cat. ‘A’ or ‘AC’. Wherever possible, Engineer Officers are to send a representative down to examine these aircraft with a view to carrying out temporary repairs to fly them back to Base for the completion of the repair. So much time and labour is saved by carrying out the repair at the Parent Unit whether it be Cat. ‘A’ or ‘AC’.
[Boxed] ENGINES [/boxed]
Exhaust stud failures are not on the decline and further sets of trepanning tools are being made available. This is obviously only a palliative: the answer lies in the fitting of a more suitable type of stud and it is hoped that before long we will have the 3.5 per cent nickel steel stud which has given very good service on its trials.
All Lancaster III’s with Merlin 28’s and 38’s and Lancaster I’s with Merlin 22’s are now modified to Mod. 1087 and adjusted to 14lbs. boost for take-off. It is pleasing to note that power plant changes are being speeded up generally throughout the Group and it is only by quick thinking and speedy organisation that repairs and power plant changes can be accomplished in quick time.
[Boxed] MAN POWER [/boxed]
All Squadrons are now working much below establishment and this calls for most economical use of the man power available. The sending of a ground crew to dinner at 1230 while their aircraft is in the air is an example of how N.C.O’s i/c Flights can employ their resources more usefully.
All Electrical Officers will by now have become acquainted with the Mk.XIV Bombsight Group Servicing Van. It has already proved its usefulness and has cleared the few minor snags so far encountered on the A.P.I./A.M.U. and the Mk.XIV Bombsight.
The fitting of the Mk.XIV is proceeding in a very satisfactory manner and only 44 aircraft remain to be fitted. Every assistance should be afforded to the fitting parties in order to finish these aircraft before the end of the month, since the training of Air Bombers on the A.B.S. has ceased.
Most of the available A.P.I./A.M.U’s have now been fitted and are giving very satisfactory results. The accuracy of this aid to Navigation and other instruments depends to a large extent on the D.R. Compass, the maintenance of which must be kept on “top line”. Resistance units for the D.R. Compass Master Unit are coming through slowly and it is hoped that all Units will be supplied to their requirements in the near future.
[Boxed] SQUADRON SERVICEABILITY [/boxed]
[Table of aircraft serviceability by Squadron] [/boxed]
[Boxed] CONVERSION UNIT SERVICEABILITY
[Table of aircraft serviceability by Unit] [/boxed]
[Boxed] [Underlined] ARMAMENT CONFERENCE [/underlined]
[Boxed] ARMAMENT. [/boxed] GOOD NEWS OF HANDLING TACKLE.
With the increased weight of bombs it has been apparent that a means of handling these heavier type weapons had to be accomplished. The rolling technique was introduced and up to the present has not proved successful compatible with the speed of handling required. The super type lorry crane known as the “COLES” is in limited supply and its use divided between all Branches on Stations.
All available forms of lifting and handling tackle were recently demonstrated at R.A.F. Station Binbrook, and at the meeting held following this demonstration it was agreed that some form of crane was a necessity and it was not imperative that it should be a prime mover. It was decided that a type known as the Neal Rapid Mobile Crane Type N. would satisfy Armament requirements and a trial was immediately arranged for one of these type cranes to be put on one week’s trial at East Kirkby. This trial has proved entirely successful and we now await further supplies.
[Boxed] SBC FILLING, HANDLING AND STORAGE [/boxed]
With the introduction of the heavier type of SBC known as the Mk. VA (150 x 4lb.) certain preparation and loading problems have arisen. The man handling of the SBC weighing some 657 lbs. when filled, presents a difficulty likewise does the filling. It is apparent that a standardised procedure is a necessity. Several schemes showing promise are at present being investigated on Units within the Group, details and results are eagerly awaited.
[Boxed] BOMB LOADS INCREASED INCENDIARY [/boxed]
Standard bomb loads giving all the necessary details of Bomb Stations, Pre-selector settings, Peg Hole and time interval and false height settings are in the course of preparation and their issue to all Units will be completed early in the month.
[Boxed] “WHITLOCK” TWIN ADAPTORS [/boxed]
Production of the “Whitlock” adaptor is progressing slowly but surely and a limited number have been diverted to this Group by Headquarters No. 1 Group. It is anticipated that with the commencement of production by other manufacturers all Units within the Group will be equipped by the end of this month, thus ensuring that a standard bomb load can be ordered for all aircraft.
[Boxed] CAMOUFLAGE STATION BOMB STORES [/boxed]
This type of camouflage has been the “headache” of Armament Officers for some time past, and authority has been received for its removal in bomb stored at the discretion of Station Commanders.
[Boxed] AFTER ESCAPE HATCH [/boxed]
The fitment of flare chutes, H.2.S., F.N. 64 Turrets and the .5” under defence gun, all centre around the bung.
Aircraft fitted H.2.S. are being fitted tricell as the modification parts become available, whilst the armoured chute remains fitted to non H.2.S. aircraft. With the introduction of the .5” under defence gun the single flare chute will take a new position to be decided after trial installation. In all Squadrons except three 75 per cent F.N.64 Turrets are being withdrawn.
[Boxed] [Underlined] “BOMBFOOLERIES”. [/underlined]
[Underlined] PHOTOFLASH HANG-UP. [/underlined]
Air Bomber failed to select switch.
[TURRET DOORS FAILED TO CLOSE [/underlined]
Rear Gunner damaged door runner.
[Underlined] ARTICULATING PIPE [/underlined]
Fracture – due to obstruction. [/boxed]
[Boxed] FAILURES TABLE
[Table of failure types by Squadron] [/boxed] [Bottom right hand corner missing]
The monthly Armament Conference was held at Waddington. Minutes have been circulated. [/boxed]
5 GROUP NEWS. NO. 14. SEPTEMBER, 1943.
[Page break]
[Boxed] NAVIGATION [/boxed] MINIMUM GAIN FOR BEST RECEPTION
BREAKDOWN OF D.R. AFTER LEAVING TARGET
VALUABLE GROUND TRAINING.
This month’s Navigation on the whole was satisfactory, although the general standard was not as high as the preceding month’s. D.R. Navigation and allied calculations showed a considerable improvement but concentration and accurate timing at turning points did not move in parallel. On the homeward journey the chief cause of spread when reaching GEE Range is found in the initial stages after leaving the target. Most navigators do not take full advantage of the target as a pin-point. The trouble begins after “Photoflash Gone” when for the next few minutes there appears to be a complete disregard of courses and true air speed flown. This means that over 5 or 6 minutes, an aircraft may be 20 or 30 miles away from its intended position at that time, and thus the initial error creeps in. The first 5 -10 minutes flying out of the target are most important in Navigation, and if concentration and track keeping is to be maintained, the Navigator must ensure that an accurate timed run is made from “Flash Gone” to the turning point. The average indicated air speed and course flown during this run must be carefully watched, and the next course set from D.R. position - initial displacement of position after leaving the target is certainly responsible for aircraft being out of concentration and off the prescribed track when out of GEE coverage.
[Boxed] TRAINING [/boxed]
During the month’s training period most Navigators put in some good ground work and were able to brush up on certain navigational problems. It is hoped that when these training periods are arranged all Navigators will do their utmost to increase efficiency and apply the ground training to this end. You are primarily concerned with the problem of keeping the aircraft on the prescribed track at the right time, and supplying the Air Bomber with an accurate bombing wind – this requires constant practice and, above all, accuracy in calculation.
[Boxed] WIND FINDING FOR PRACTICE BOMBING [/boxed]
Until recently most Navigators were not fully alive to the fact that they are vital members of the bombing team. In the past, many approximations and inaccuracies have been made by the Navigator when finding a practice bombing wind - this has had a corresponding effect on bombing accuracy. Simple appreciation of bombing errors will prove the necessity for accurate wind finding. If an inaccurate wind is set on the bombsight, the Air Bomber’s difficulty in tracking on to the target is increased, and bombing errors will result out of all proportion to the wind vector error. The Navigator is responsible for navigating the aircraft, [underlined] and [/underlined] for providing an accurate wind to the Air Bomber, if the aiming point is to be hit. EVERY EFFORT MUST BE MADE TO INCREASE OUR BOMBING ACCURACY.
[Boxed] SPECIAL MENTION [/boxed]
F/Sgt. Lawes,C.M. of 207 Squadron, produced excellent work during the month and particularly on a recent mining sortie in the Baltic. On this occasion F/Sgt Lawes produced no less than 18 good wind velocity checks, six good Polaris position lines, and one 1st class Astro fix. This log and chart have been forwarded to H.Q.B.C. for potential publication. [/boxed]
[Boxed] [Underlined] NAVIGATIONAL QUIZ [/underlined]
1. Your W/T, R/T, I.F.F. and TR.1196 are all U/S. What radio facility is still available for contacting ground ?
2. What is the maximum shift in wind direction over likely to be experienced at 15,000 feet when flying over a distance of 50 miles ?
3. In what order from South to North should the following be placed:-
Hull, Hamberg, Wilhelmshaven, Manchester, Stettin, Dublin, Bremen.
[Missing] which airfield in 5 Group does the Greenwich hour [missing] equal the local hour angle ?
[Missing] on the D.R. Master Unit compensated [missing P.I.
[Missing] be set at night if the [missing] U/S and all radio [missing] [/boxed]
[Boxed] FLYING CONTROL.
[Table of aircraft landing times after operations by Station]
MONTHLY AVERAGE FOR THE GROUP – 3.67 MINUTES
Syerston still lead the Group in landing aircraft quickly after operations. It is hoped, in the near future, to put to practical test several quick landing schemes which are now in preparation. Suggestions from Stations, on the question of quick landings, will be welcomed. [/boxed]
[Underlined] A.P.I’s [/underlined]
During the month, many Navigators became proficient in the operational use of A.P.I. – this instrument is already proving the value of knowing an aircraft’s true position. Interesting analysis is being carried out on certain Squadrons showing the discrepancy between the plotted, and actual air positions. In most cases the fault seems to lie in the Navigator’s faulty computation of true air speed, and his failure to check the true course, and indicated air speed more frequently. One suggestion is, that the latitude and longitude of 2 A.P.I. readings be plotted about 6 minutes apart and compared with the D.R. calculations. This method will give the true air speed and true course flown, on which E.T.A’s and Ground speed can easily be calculated.
[Boxed] THIS MONTH’S NAVIGATION “PRUNERY” [/boxed]
During the month a sortie was abandoned for the following reasons:-
1. THE PILOT AND NAVIGATOR THOUGHT THEY WERE FLYING ON A STATIC VENT AIRCRAFT – THIS WAS NOT SO !!!
2. THE NAVIGATOR APPLIED COMPASS DEVIATION IN THE OPPOSITE DIRECTION AND GAVE THE PILOT TWO COURSES TO STEER WHICH AFTERWARDS PROVED TO BE 6 DEGREES OUT.THE COMBINATION OF THESE ERRORS RESULTED IN A LARGE ERROR BETWEEN THE PLOTTED AND ACTUAL AIR POSITION – THIS MEANT THAT WIND VELOCITIES WERE FOUND TO BE OVER 100 MILES PER HR.
If these careless mistakes had not been made this Navigator would have found a wind velocity of 255 degrees 70 miles per hour which was in agreement with the post-met winds.
[Underlined] GEE [/underlined]
During September very varied results have been received on different raids. The exact difference in ranges on different dates are now difficult to assess owing to the new method used in reporting. It is certain that GEE is still providing the most valuable aid to Navigators.
The enemy is now concentrating on transmitting “noise” which is proving as much a nuisance as the previous sine waves and railings. Some noise is always present if a gain has turned up over England, but a special transmitting grass would appear with low gain. This means that over the jamming areas, signals all tend to disappear into the grass as the distance from the transmitters increases. To combat this the Navigator is tempted to increase the gain so as to increase the signal strength. Instead of increasing signal strength, the result is increased grass which swamps all signals.
It is not necessarily weak signals which limit range but the grass signal ratio – if this ratio is kept low then the range will increase – and it can only be kept low by working with the lowest possible gain. Therefore, as a general rule always use [underlined] minimum gain [/underlined] and keep the focus and transference adjusted to meet the reduced gain.
[Boxed] [Underlined] LATTICE CHARTS [/underlined]
Command have decided that the I/M Miniature Lattice Charts shall become available for the Main force aircraft. These will not be issued immediately, for charts are not yet printed in quantity. When they are issued all charts for Series 2, 3 and 5 will be contained in one book conveniently folded. (Series 4 Charts which are rarely used in this Group will continue to be issued as large sheets). Each Navigator can then carry his own book of charts covering all likely areas, and it is thought that this system will be more convenient to use in the air.
The similarity of scales between Lattice and Plotting Charts will make the transference of a fix from one to the other much easier. [/boxed]
GEOGRAPHY Few of us liked Geography at school because so much of what we had to learn had no bearing on our lives. We knew of the Alps as a mountain range somewhere North of Italy, but did they ever become real until that night when we staggered back through cloud on three engines and silently prayed that we were on track ? What were the islands of Holland until we passed over them and joyfully put the nose down for home ?
War has made us all place and name conscious, but do we make the most of our opportunities ? Every sortie should add to our knowledge of Eurpoe [sic] and beyond: the shape of the land, its mountains, its rivers and lakes, its cities. Develop a habit of studying the earth over which you fly. Try to memorise your topographical maps. Your knowledge may come in useful if you ever have to walk back. [boxed]
PAGE 7.
[Page break]
OPERATIONS BAD WEATHER INTERVENES
NAZI WAR MACHINE SLOWING DOWN.
The month’s total of sorties (915) shows a very considerable decrease on last month’s record figure of 1507. This was entirely due to circumstances which are always beyond our control – a bad patch of weather from the 7th. to the 22nd. of the month, which limited the number of sorties to 28 of which 8 were recalled before reaching the target. The number of targets attacked during the month is, therefore, not an imposing one, but we are doing our best at the present moment to make up for lost time. In passing it may be of interest to recall our own experience in 1940/41, that the return of large scale bombing after a lull has an even more depressing effect on morale than an unbroken “Blitz”.
[Boxed] INDUSTRIAL TARGETS [/boxed]
Apart from one attack on Berlin, a special small scale operation in Southern France and two nights of Gardening, the month’s targets have all been industrial centres in Western and South Western Germany. Mannheim and Hannover were both attacked twice, Munich and Bochum once each. The percentage of successful attacks (89.1) is again very satisfactory; the percentage of lost aircraft (4.4) rather higher than usual, though it may be noted that four raids alone counted for 77 pre cent of our casualties.
[Boxed] BERLIN [/boxed]
The raid on Berlin on 3/4th. was a good one: the luck of the weather was with us and a providential gap in the clouds enabled a concentrated attack to be carried out. Once again the Western and South Western parts of the city suffered the most, and while the excited and extravagant accounts of neutral reporters must be taken with a large amount of salt, there is no doubt that severe damage, most of it industrial, has been inflicted on the areas of Berlin roughly corresponding to Hammersmith and Wandsworth and a severe shock has been administered to the Berlin morale at the end of the first round of the Battle of Berlin: one of the most important results of this is that a large scale evacuation of the city, which started after the raids on Hamburg, has been considerably speeded up.
The raid on Mannheim on the 6/7th. was carried out in excellent visibility, and a strong attack developed. Photographs taken on the 7th. and 9th. show that severe damage was caused on both sides of the river, and that several important factories were hit. The weather for Munich the next night was not so good, but after a scattered start two good concentration of fires were started and particularly large explosions reported.
[Boxed] A SPECIAL OPERATION [/boxed]
On the night of 16/17th. 5 Group were entrusted with the task of attempting to destroy the viaduct at Antheor near Cannes, which carries one of the main railway lines between France and Italy. At the same time, other aircraft of Bomber Command struck at the marshalling yards at Modane, where the other French-Italian line enters the Mt. Cenis tunnel. It was hoped that by this double blow to impede the flow of reinforcements to the Germans in Italy at a time when they might most desperately be needed. The viaduct was n extremely difficult target and well defended by Nature against air attack, and in spite of the most careful planning and organisation , and the close proximity of some of the bombs, only slight damage was done to the target.
[Boxed] GERMAN WAR PRODUCTION REDUCED [/boxed]
After another lull the month finished up with a series of large scale attacks. Hannover was attacked in great strength on the night of 27/28th. On neither occasion did the full weight of the attack fall on the centre of the city, but two important factories on the outskirts received very severe damage. Mannheim was strongly attacked on the night of 23/24th., the weight of the attack falling on the Southern parts of the city and Bochum on the night 29/30th. got a good hammering. All these attacks were pressed home in the face of very determined opposition, which however, never succeeded in upsetting the pre-conceived plan of attack, in spite of German claims to the contrary, nor in preventing the major part of the bomber force getting through. Already German war production is about 25 per cent below normal as a result of our air attacks, and if the present scale of attack is maintained it will soon drop to a level, below which, so the economists say, the German war machine will no longer be able to function. With every raid that day grows closer and closer.
[Boxed] [Rolls Royce logo] ROLLS ROYCE. (CONTINUED)
[Circled] From Page 1 Col. 1 [/circled]
94 of them more recently took part in the 5 Group daylight raid on the Schneider Works at Le Creuset far into the heart of France, 93 of them returned, 376 Merlin engines, well over half a million reliable horse power. It has also been chosen for use in the Mosquito reconnaissance bomber, which made it bow to the public following on the spectacular daylight raid on Quisling’s Headquarters in Oslo.
It is not, of course, possible to divulge particulars of the numbers of Merlin engines being produced. It is an established fact that during the last War the Derby Rolls-Royce factory was responsible for the output of more aero engine horse power than all the remaining British Manufacturers combined. The same spirit and quality of product is very evident during the present conflict, and the total Merlin Horse power produced so far has already reached the staggering figure of over 54 millions. [/boxed]
[Boxed] GARDENING:-
On 2nd. September, 15 Lancasters planted 90 vegetables off the Frisians. The operation was uneventful but was a useful contribution to the plastering of this area, which is going steadily on, and which, together with the strafing of shipping by Fighter and Coastal Commands is making life a misery for the enemy’s convoys and steadily cutting down his available tonnage.
Gardening has always produced the highest yield of casualties in the Baltic. It is the only way in which we can get at the enemy’s shipping there and also at the U-boats in their training grounds. Most of the German fleet, except those ships in Norway, is also in harbours in the Easter Baltic. On this occasion it was appreciated from previous sighting reports that the Lutzow was due in the area from Norway. As usual, we shall have to wait to hear the results but there is no doubt that the perseverance of the crews in making the long trip and getting mines down in the right spot in the face of considerable opposition caused great alarm and despondency as an immediate effect and the Admiralty expressed great satisfaction at the success of the operation. [/boxed]
FOREWORD by A.O.C. (CONTINUED.)
well-trained and determined crew whose errors on operations may be little greater.
Every crew in this Group must think bombing, talk bombing and practice bombing until it has an error from 10,000 feet of less than 100 yards; and there is no reason why this standard should not be achieved provided:-
1. The Air Bomber takes a personal interest in the sight and ensures that any bombing errors due to faulty adjustments in the mechanism of the sight are immediately put right by the instrument repair staff.
2. Pilot and Navigator work together so that the wind velocity found by GEE fix has a vector error not exceeding 7 miles per hour. They must study and apply the new 5 Group instructions on wind finding by GEE fixes.
3. Pilot and Air Bomber take the aircraft over the target without skid, bearing in mind that at 20,000 feet one degree of skid introduces an error of 100 yards, and there are many pilots who are unable to make small turns without skid.
4. Finally, the Captain exercises supervision over the bombing team and insists that every bombing detail is fully analysed and the causes of errors understood and rectified. That means hard work and enthusiasm.
I repeat that a crew who, with practice bombs, can achieve an error not exceeding 100 yards from 10,000 feet has shown that it takes bombing seriously, and there is no reason why, with normal luck, it should not achieve similar results on operations. Every trip by this crew will contribute to victory.
When the whole Group can put down its bombs with this accuracy the spread of the attack will be no more than the spread of the T.I’s and should be less because the aiming point is the centre of those T.I’s which are visible.
The spread of the incendiary attack must be reduced. I give that as No. 1 problem facing the Group. If it can be solved – as I believe it can – it will represent the biggest single contribution to Victory of which the Group is capable. The first step is to realise that good bombing is the result of good team work un which Pilot, Air Bomber, Navigator and Instrument Repairer all play essential parts. The second that precision bombing means precision work by each member of the team. The third is that there is no time to waste.
B.B.C. VISIT TO 5 GROUP – “AN OUTSTANDING BROADCAST.”
On the night of the 3/4th. September, Mr. Vaughan Thomas and Mr. Reginald Pidsley, both of the B.B.C., made a recording of the raid over the German capital.
How ‘F’ for Font, the Lancaster in which they were flying was attacked by a fighter over Berlin with the result that the gunners of the recording aircraft shot down their opponent, is well known to listeners all over the world.
Within three hours of landing, the B.B.C. men were speeding back to London with their precious discs.
The recordings of the trip were broadcast three times in the English programmes and on innumerable European and Foreign transmissions. It is interesting to note that the Blue Network in the United States cancelled its prog [missing] to have this recording on Sunday, [missing] described as the outstanding [missing] war.
This month [rest of this page corner is missing]
GROUP NEWS. No. 14.
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V Group News, September 1943
5 Group News, September 1943
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Five Group Newsletter, number 14, September 1943. Includes a foreword by the Air Officer Commanding, an article on the Rolls Royce Merlin and features about training, signals, gunnery, accidents, bombing, decorations, photography, engineering, armament, navigation, flying control, operations, and a BBC broadcast from 5 Group.
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1943-10-13
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Anne-Marie Watson
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10 printed sheets
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eng
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MStephensonS1833673-160205-21
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Royal Air Force
Royal Air Force. Bomber Command
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CC BY-NC 4.0 International license
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Germany
Great Britain
England--Lincolnshire
Germany--Berlin
Germany--Mannheim
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1943-09
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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.
106 Squadron
1654 HCU
1660 HCU
1661 HCU
1668 HCU
207 Squadron
44 Squadron
467 Squadron
49 Squadron
5 Group
50 Squadron
57 Squadron
61 Squadron
617 Squadron
619 Squadron
9 Squadron
air gunner
aircrew
bomb aimer
bombing
crash
Distinguished Flying Cross
Distinguished Flying Medal
flight engineer
Gee
Gibson, Guy Penrose (1918-1944)
ground personnel
Heavy Conversion Unit
incendiary device
Lancaster
mine laying
navigator
pilot
propaganda
RAF Waddington
RAF Wainfleet
rivalry
take-off crash
training
wireless operator
-
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Stephenson, Stuart
Stuart Stephenson MBE
S Stephenson
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Stephenson, S
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20 items. An oral history interview with Stuart Stephenson MBE, Chairman of the Lincs-Lancaster Association, and issues of 5 Group News.
The collection was catalogued by Barry Hunter.
In accordance with the conditions stipulated by the donor, some items are available only at the International Bomber Command Centre / University of Lincoln.
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October 1944 No. 27
V
Group
News
[Drawing]
[Stamp] Base Copy
101. 9
Copies dist Stn.
[Underlined] 1315 hrs. [/underlined]
Dortmund Ems
Bremerhaven
M. Gladbach
Darmstadt
Karlsruhe
Brunswick
Konigsberg
Kembs
[Page break]
[Blank Page]
[Page break]
Foreword by A O C
October has seen a fine month’s work with many important operations successfully concluded. Several of these took place in difficult conditions, reflecting the improved standard of training which crews have reached before they go on operations.
As this month marks the departure of No.51 Base on its incorporation into the newly formed 7 Group, I would like to congratulate all in the Base on the fine results which they have achieved over the past 20 months. Although they now move to 7 Group they will continue to provide crews for this Group, and since the Stirlings with which they are now equipped, are shortly to be replaced by Lancasters, it will soon be possible to relieve squadrons of much of their training commitments.
While there has been a steady improvement in the efficiency of all members of aircrew there is one matter in which the standards are still deplorably and dangerously low. I refer to the problem of security.
I am certain that if I asked any member of an aircrew whether he would, of his own free will, give information to the enemy he would hotly deny the suggestion. Yet the names of no less than 17 members of 5 Group who are now Prisoners of War, appear on a list lately captured from an enemy Headquarters, which was over-run during the Army’s advance.
The list contains the names of individuals who had passed through the normal interrogation centre, and gives a precis of the information which the interrogating officer gleaned from each; some of it is of considerable value to the enemy. I do not suggest that the information was given with any treasonable intent, but the orders state that nothing may be said at interrogation except NUMBER, RANK AND NAME, and the individuals whose names appear on this list have flagrantly disobeyed these orders.
In the aggregate very great harm has been occasioned to the Allied cause by disclosures which have been made by Prisoners of War. Some were no doubt doing no more than airing their ideas, or repeating what they had heard, hoping, by appearing to give information, to appease the interrogating officer. Unfortunately, when faced with a skilled interrogator there is no “half way house”, either you say nothing and get away with it, or you start to talk and everything you know will be dragged out of you.
There is ample evidence to show that the German Interrogation centre is conducted along the lines specified in the Geneva Convention, and that no undue pressure is brought to bear on any individual who will not talk. If, however, a Prisoner appears to be of the talkative type he will certainly be interrogated at considerable length. Anyone who gives only the details of Number, Rank and Name and thereafter keeps his mouth firmly shut, will not only be respected by the enemy, but is unlikely to be further interrogated.
I suggest that members of aircrew who may have the misfortune to find themselves Prisoners of War, should bear in mind that the Allied
“V” GROUP NEWS. NO. 27. OCTOBER, 1944.
[Page break]
[Underlined] A. O. C’S FOREWORD [/underlined]
Armies are still advancing and that in their progress towards Berlin, they will no doubt capture other lists containing the names of Prisoners and what they have said. They should ponder on the sharp retribution which will overtake those individuals when they again set foot on British soil. But this retribution will not bring to life those of their comrades who have been killed because of their failure to carry out their orders.
Unfortunately, this unworthy giving of information to the enemy has its counterpart in dangerous talk in this country. Before the first attack on the Tirpitz on the 15th September, 1944, all crews taking part had to be briefed some days in advance. They were told that on no account must a word be breathed outside, and there were very good reasons for this special warning.
Yet, within 48 hours loose talk by members of certain crews in front of individuals in no way concerned with the operation, had spread the news to other Units in the Group where it was being freely debated. A number of individuals are about to face the consequences of their folly and I cannot, at present, refer in more detail to this episode. But it shows that there are still those who fail to realise their responsibilities.
A further form of laxity is the carriage of documents in aircraft. We know that diaries containing valuable and secret information have been taken by the Germans off Bomber crews; while the other night an aircraft of this Group which had been detailed to attack Bergen, landed at a diversion airfield where the captain dropped his copy of the complete briefing instructions which he had been given before take-off and which is expressly forbidden to take into the air.
Great harm is being done by this slackness in matters of security. It reflects on the standard of discipline of aircrew, and shows the lack of a proper sense of responsibility. We cannot afford to give information to the enemy, even on matters which may appear trivial; for we are up against a powerful and experienced defence which knows well how to turn information to good account.
I ask aircrew to give this matter of security the serious thought that it deserves, and ensure that they thoroughly understand the orders on the subject and obey them.
[Underlined] PONDER ON THIS. [/underlined]
A crew of No. 61 Squadron interrogated in April, 1944, gave the enemy details of the 5 Group method of attack including our technique of marking, the part played by the Master Bomber, and even such matters as the frequencies used in the control of the operation.
[Underlined] ALSO THIS. [/underlined]
Sgt. D. was extremely well drilled in security. For this reason he would say nothing, especially as the crew had been repeatedly warned against talking by the Intelligence Officer.
“V” GROUP NEWS. NO. 27 OCTOBER, 1944.
[Page break]
[Drawing] operations
[Underlined] WILHELMSHAVEN – 5TH OCTOBER. [/underlined]
Master Bomber:- Wing Commander Simpson.
Operations in October started with a daylight attack by a force of 221 aircraft on the Great Naval base at Wilhelmshaven.
PLAN Although previously attacked by both the R.A.F. and the U.S.A.A.F., no great or widespread damage had been done, and on this occasion, the intention was to devastate the built-up area and suburbs of the town, rather than the dock area. The bomb load was 10 x 1,000 lb H.E. with only a small proportion of incendiaries, a change from our usual 80% incendiary load.
Two aiming lines some 4,000 yards long and running roughly east to west through the town, were allotted to Nos. 53 and 55 Bases, whose aircraft were to be evenly distributed over the whole length of both aiming lines. Nos. 49, 9 and 106 Squadrons were given individual aiming points in the north east sector of the town. No. 54 Base were to place proximity markers on the coast line to the north east, to aid crews in their run-up. Bombing to be direct and visual. Failing visual identification, crews were ordered to bomb on H.2.S., or (for non-H.2.S. aircraft) on bombs dropped by H.2.S. aircraft; or as a last resort, any built up area in Germany.
RESULTS 10/10ths cloud was encountered over the target area, and the Master Bomber ordered crews to bomb on H.2.S. 198 aircraft attacked the primary target area, the remainder bombed last resort targets. Bombing was consequently very scattered, and only minor points of fresh damage are reported.
An H hour of 09.00 hours involved a dark take-off, and forming up was not easy. In spite of this, and of the unfavourable weather conditions, the fighter escort reported that this was one of the easiest operations they have yet had to cover.
[Underlined] BREMEN – 6/7TH OCTOBER. [/underlined]
Master Bomber:- Wing Commander Woodroffe.
Bremen, frequently the target for both the R.A.F. and the U.S.A.A.F. had suffered wide-spread damage both to harbour installations and industrial premises, but a large built-up area in the town itself, remained undamaged. A force of 237 aircraft of the Group was despatched on the night of October 6/7th to devastate this area, which was probably the largest the Group has yet had to tackle since it has operated as a separate force. Two aircraft from each Squadron carried H.E. bombs and the remainder a 100% load of 4 lb incendiaries.
PLAN Four areas were selected: two of them heavily built up, on opposite banks of the river, in the centre of the town, and the other two, rather larger but not quite so heavily built up, to the S.E. and S.W. respectively of the two areas lining the river bank.
“V” GROUP NEWS. NO. 27. OCTOBER 1944.
[Page break]
[Underlined] OPERATIONS. [/underlined]
The large marshalling yard, some 1,500 yards to the north, was chosen as a convenient marking point. Three Squadrons were allotted to each of the four areas, three of which were divided into sectors, while the fourth was covered by a single track. All crews were ordered to aim at the marking point, delaying release for a detailed number of seconds.
RESULTS The attack took place in clear weather, with slight haze, and the illumination and marking went according to plan. The markers fell in a sector roughly NW – SW some 200 – 300 yards from the selected point. Photographs show that considerable damage has been inflicted in the areas selected for attack, and the devastation of the old town has been extended south eastwards, and is now almost complete. The part of the town on the West bank of the river is also heavily damaged. Nevertheless, an examination of the photographic and incendiary plots show that the concentration aimed at was not achieved, and that a large proportion of the bomb loads fell in areas previously devastated. Moreover, it is obvious that many incendiary loads were dropped short of the aiming point and although a certain amount of damage was caused in the housing estate to the north of it, this area was not included in the sectors selected for attack. Many loads have also fallen to the west, outside the planned sectors. The weather conditions for the attack were most favourable, and the marking was punctual and accurate, and no satisfactory explanation for the wide bombing spread has yet been arrived at. Two obvious possibilities are that:-
(a) the plan of attack is still not being explained to crews in sufficient detail and with sufficient emphasis.
(b) crews are not adhering rigidly to the tracks allotted to them nor carrying out the required delay when dropping their bombs.
Provided we can be satisfied that these conditions are being fulfilled, we can then begin to look elsewhere for causes which result in these incendiary attacks failing to achieve the saturation aimed at.
[Underlined] FLUSHING – OCTOBER 7TH. [/underlined]
The port of Antwerp had been in Allied hands for some time, but the facilities could not yet be used for unloading supplies for the invading armies, since Walcheren Island at the mouth of the Scheldt esturary [sic] was still held by the Germans, and the approaches to the port were under fire from enemy gun batteries.
120 aircraft from Nos. 53 and 55 Bases were therefore detailed to attack two point either side of Flushing, the sea wall on the east and the Dyke to the West, with the intention of flooding the island and forcing the enemy to abandon his gun positions.
PLAN Each Base was allotted an aiming point, and each Squadron within the Base was to attack separately at 10 minute intervals, making individual attacks and bombing in line astern at right angles to the dyke. The bomb load consisted of 14 x 1,000 lb bombs fused half an hour or one hour delay. Two runs were to be made, half the load to be dropped on each run. Crews were to bomb visually, using a Red T.I. dropped near the base of the dyke, as a guide to the run-up. Particular stress was laid on the necessity for reducing line error to a minimum, in view of the nature of the target.
RESULTS The attack was successful. The sea wall on the east side
“V” GROUP NEWS. NO. 27. OCTOBER 1944.
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[Underlined] OPERATIONS. [/underlined]
of Flushing was broken in several places. The dyke on the west side was breached at one point only, but there were many craters along its crest. A few days later the water had penetrated as far as two miles inland in both areas.
[Underlined] WALCHEREN ISLAND – 11TH OCTOBER. [/underlined]
Breaches were made in the dyke and sea wall during our attack on Flushing, but the process of flooding is slow. A further force was therefore detailed to help the process, this time by attacking the dyke at Veere, on the North East side of the island. No. 55 Base provided 60 aircraft for this attack, while a second force of 113 aircraft of Nos. 53 and 55 Bases was sent to deal with four gun positions in the dock area of Flushing.
PLAN Aircraft were ordered to make individual bombing runs in line astern against the dyke, and once again emphasis was laid on the importance of reducing line error to a minimum. A red T.I. was to be dropped as a guide to visual bombing. On this occasion too, the bomb load consisted of 1,000 lb. bombs with half an hour or one hour delay. No marking was used on the gun positions, and all crews bombed visually. The bombs for this target were fused T.D. 0.025.
RESULTS [Underlined] Veere Dyke. [/underlined] This attack was also successful, and on the following day an area approximately 800 X 250 yards was seen to be flooded. Several breaches were made, one of 200 yards, a second of 100 to 150 yards, three more small breaks and in addition, four more places where the wall was cratered which would probably erode into breaks.
[Underlined] Gun Positions. [/underlined] Although good concentrations were achieved round all four aiming points, many units being destroyed by direct hits and others affected by near misses, some of the casemated positions escaped damage. These guns are almost entirely screened from blast by thick mounds and only direct hits, or very near misses near the gun apertures, are likely to put them out of action.
REMARKS The plan of flooding the Germans out of their positions on Walcheren Island started with the breaching off the sea wall at Westkapelle by other Groups early in the month. This was followed by the successful breaching of the sea wall and dyke at Flushing, and later the Veere Dyke, on the N.E. of the island, by No.5 Group, which completed the flooding of substantially the whole of the low lying areas of the island.
The importance of eliminating line error was stressed on these attacks. Their success shows that this was, in the main, achieved, though too few bomb craters are visible on the photographic cover for an accurate analysis to be made.
[Underlined] BRUNSWICK – 14/15TH OCTOBER. [/underlined]
Master Bomber:- Wing Commander Woodroffe.
Brunswick has proved an elusive target for the R.A.F. in the past although it has been attacked on numerous occasions both by the R.A.F. and by the U.S.A.A.F. It was last attacked some two months ago, and on that occasion was the guinea pig for an experiment in blind bombing, entirely on H.2.S. The results were inconclusive, and only scattered incidents of damage were caused, and the guinea pig survived. On the night of the 14/15th October a strong force of 241 aircraft took off to complete the destruction of this important industrial centre.
“V” GROUP NEWS. NO. 27. OCTOBER, 1944.
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[Underlined] OPERATIONS. [/underlined]
PLAN The plan for this attack followed what has now become our normal procedure on targets of this nature, i.e. a suitable marking point was selected (the main railway terminus) and sectors between 345°T and 080°T measured from the marking point. Bases and Squadrons were to spread their aircraft evenly along tracks in these sectors and appropriate delays for bomb release were ordered. Separate height bands were given to each Base. Illumination and marking in the normal sequence.
RESULTS The attack took place in clear weather and was well controlled by the Master Bomber. Flares were accurately dropped, and the marking went according to plan. Bombing was somewhat scattered early in the attack, with a tendency to creep back towards the markers. This was later corrected, and a good concentration was achieved. A large area in the centre of the town, previously undamaged and containing the majority of administrative buildings and business premises, was devastated. On this occasion, the bomb load included a proportion of H.E., 4,000 lb, 2,000 lb and 1,000 lb H.C. and M.C. bombs, and in addition to the incendiary damage, large areas have been levelled by blast. On the whole, this was a very successful attack. A proportion of the bombing has fallen outside the westerly sector, and although considerable roof damage is visible in the easternmost sector, the destruction is not so concentrated as in the central portion. It appears probable that the displacement may have been caused by the difficulty in assessing the true position of the markers. It has not been possible to plot these on night photographs on account of smoke and fires.
REMARKS (i) Many crews reported having received instructions on R/T to delay H hour by 5 minutes, and giving a different wind. Fortunately, the attack was well under way and no-one was misled. This was at first attributed to attempts by the enemy to disrupt the attack, but was later found to be due to an 8 Group force operating on the same frequency. Action has been taken to prevent a recurrence.
(ii) Many crews reported a number of incendiaries jettisoned on track on the was back from the target. This shows gross thoughtlessness and lack of regard for other aircraft in the stream, particularly having regard to the low level return. This action is absolutely inexcusable, except in an emergency.
[Underlined] WALCHEREN ISLAND – 17TH OCTOBER. [/underlined]
A force of 50 aircraft was detailed to attack the sea wall of Westkapelle, with the intention of extending the existing breach southwards, and inundating German strong points.
PLAN Mosquitoes were to drop Red T.I’s on a given point on the wall south of the existing breach, and crews were to aim their bombs at a position midway between the markers and the edge of the breach. Planned bombing height 5,000 to 6,000 feet. Each aircraft carried a load of 14 x 1,000 lb MC/GP bombs fused half or one hour delay. Two aircraft were detailed to find a bombing wind by means of flame floats and the A.P.I. attachment.
RESULTS Although many sticks straddled the target, most of the bombing appeared to overshoot the narrow strip of land, and fell into the flood water near the village of Westkapelle. One of the A.P.I. attachments was partially unserviceable, resulting in an incorrect bombing wind being used. This resulted in a slight overshoot, and no appreciable extension of the breach was made.
“V” GROUP NEWS. NO. 27. OCTOBER, 1944.
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[Underlined] OPERATIONS. [/underlined]
[Underlined] NUREMBURG – 19/20TH OCTOBER. [/underlined]
Master Bomber:- Wing Commander Woodroffe.
A force of 270 aircraft took off to attack Nuremburg, a target which has escaped lightly in previous raids.
PLAN There were three areas to be attacked, two large and one small. A convenient marking point was selected, and the bombs were to cover the two large areas by means of the delayed release, while the smaller area was to be attacked direct, with a false wind vector set on the bombsight. Sectors were distributed between Bases and Squadrons in the normal way. The marking plan followed the normal sequence and provided for one additional alternative, i.e. Wanganui flares were to be dropped if cloud conditions rendered other methods Impracticable. There were therefore four alternative methods for bombing, the Master Bomber to decide upon the one to be used. Crews were ordered to bomb:-
(i) The red T.I. with delayed release as planned.
(ii) The green T.I. backed up by reds, without the delay.
(iii) The red T.I. direct (in the event of the greens dropped by blind markers being incorrect and the Mosquitoes being able to mark the centre of the town with red T.I’s).
(iv) The Wanganui flares.
RESULTS There was 8 – 10/10ths cloud over the target, but the Master Bomber decided that the red and green T.I’s would be visible through the cloud, and did not order Wanganui. The Mosquitoes were therefore ordered to back up with their red T.I’s, the greens dropped by the blind markers, and the main force ordered to bomb them direct. It was impossible to assess the markers accurately, and night photographs show no ground detail. Although there were reports of the glow of fires through the clouds, it is probable that the attack was scattered. Unfortunately, Nuremburg appears to have escaped once more.
[Underlined] FLUSHING – 23RD OCTOBER. [/underlined]
Three gun positions in the harbour at Flushing, not previously attacked by this Group, were the targets for 112 aircraft of 53 and 55 Bases.
PLAN Each aircraft carried a bomb load of 14 X 1,000 lb bombs, fused .025 secs, planned bombing height 6/7,000 feet, minimum 4,000 feet. Aircraft to identify targets and aim visually.
RESULTS Visibility in the target area was poor with 10/10ths cloud, base 4,000 – 5,000 feet, with rain. Most crews had to make several orbits before they could identify the targets and obtain a good run up. Many crews reported being practically over the top of their targets before being able to identify their aiming point. Although many sticks straddled the targets, many more are reported to have overshot. Photographs show at least 70 craters in the area of the gun positions.
[Underlined] BERGEN – 28/29th OCTOBER. [/underlined]
Master Bomber:- Wing Commander Woodroffe.
With the loss of France, the Germans also lost their U-boat bases on the Atlantic coast, and since then, they are known to have been
“V” GROUP NEWS. NO.27. OCTOBER, 1944.
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[Underlined] OPERATIONS [/underlined]
operating from Norway. Reconnaissance showed that strenuous efforts were being made to complete U-boat pens at Bergen, and these were the target for 244 aircraft on October 28/29th.
PLAN Green T.I’s and flares were to be dropped in the target area, and by the aid of these the Mosquito markers were to mark the marking point with T.I. red. The Master Bomber was then to assess the accuracy of the markers, and to broadcast to the main force a false bombing vector to bring the bombs onto the aiming point. Six aircraft of the Flare Force acted as wind-finders. In view of the small size of the target, all crews were warned against loose bombing, to avoid endangering the lives and property of the Norwegians, and were ordered on no account to bomb unless they had a steady run-up on to the red T.I’s.
RESULTS 10/10ths cloud in layers from 5,000 feet to 10,000 feet was encountered over the target, with haze and poor visibility below. Flares were dropped punctually in the target area, but markers found it difficult to locate the marking point. Eventually marker No.4 dropped his red T.I’s and assessed them as within 50 yards of the marking point. The Master Bomber called the force down to bomb from between 5,000 and 8,000 feet with the wind vector as planned, provided they could get a clear run. Only 45 aircraft attacked the red T.I’s. The remainder were unable to see them or were unable to make an accurate bombing run, and did not attack, according to briefed instructions.
The attack inflicted considerable damage on the pens.
[Underlined] WALCHEREN ISLAND – 30TH OCTOBER. [/underlined]
Master Bombers:- S/Ldr. Oakley and F/Lt. de Vigne.
[Underlined] Target [/underlined] – Four gun positions in the vicinity of Flushing and Westkapelle.
PLAN No.54 Base Mosquitoes were to mark the exact aiming points with low bursting red T.I’s, the attacks to be controlled by a Master Bomber, also provided by No.54 Base. Six aircraft of No.55 Base were to find winds for each force. These were sent back to Group, and a bombing wind corrected for the bombsight, transmitted to both forces.
RESULTS {underlined] Flushing [/underlined] - Weather 7-10/10ths strato cu. base 4,000 feet.
[Underlined] Western Aiming Point [/underlined] – Bombing was carried out according to Master Bomber’s instructions. Believed that a fair concentration was achieved.
[Underlined] Northern Aiming Point [/underlined] – Crews had difficulty in identifying the target as it was almost entirely submerged, and markers extinguished as they fell. Those who attacked bombed visually aiming at the tops of the casements, which were above the water, with unobserved results.
[Underlined] Westkapelle [/underlined] – Weather 4/10ths – 7/10ths strato cu. Clear below.
[Underlined] Northern Aiming Point [/underlined] – Marking and bombing reported as accurate – No results observed.
[Underlined] Southern Aiming Point [/underlined] – Marking assessed as accurate, but the main force had difficulty in seeing the T.I’s, which were partly buried in the sand dunes. As a result, there was a tendency to overshoot.
“V” GROUP NEWS. NO. 27. OCTOBER, 1944.
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[Underlined] OPERATIONS. [/underlined]
[Underlined] SPECIAL OPERATIONS BY NOS. 617 AND 9 SQUADRONS. [/underlined]
[Underlined] KEMBS BARRAGE – 7TH OCTOBER. [/underlined]
The Kembs Barrage, which lies 6 1/2 miles below Basle, governs the flow of the Rhine between the Swiss town and Strasbourg. Apart from its navigational importance to barge traffic between Strasbourg and the upper reaches of the river, the Barrage was a weapon in the hands of the enemy which they could have used to impede the operations of our land forces in the south eastern sector of France. The sudden release of a large volume of water from the barrage and the breaching of the river banks below it would result in the flooding of large areas. The Barrage is 180 metres wide, and consists of five bays, each of 30 m. span separated by piers 5 m. thick. Each bay is closed by metal sluices, operated electrically, on a principle similar to that of sash windows.
PLAN 7 aircraft, carrying Tallboys, fused T.D. 0.025 were to bomb from high level (8,000 feet or below cloud base, minimum 5,000 feet), and six aircraft with Tallboys fused 1/2 hour delay, from low level (500 to 800 feet, 500 feet minimum). The force was to be covered by three squadrons of Mustangs, one of which was detailed to deal with light gun positions near the target. The high force was to bomb first and the low force was timed to go in after the smoke from the high force bombs had cleared.
RESULTS Weather was clear at the target, with good visibility, and the attack was carried out as planned. The defences proved to be more formidable than had been shown on recent photographs, and intense light flak was experienced, mainly coming from the eastern bank of the river. Of the high force, several aircraft experienced bomb release trouble, and as a result there were several overshoots. Two bombs were dropped as much as 600 yards west owing to hang-ups. Of the low force bombs, one fell immediately beyond the barrage, and there were two overshoots of 40/50 yards. One bomb fell close to the westernmost sluice gate, and demolished it. Visual reconnaissance later the same day, reported that the water level 2 1/2 miles up stream from the target had fallen 11 feet 4 inches and that many barges were stranded. Later, photographs showed that the iron superstructure above the first and second pillars on the west side had been completely destroyed, together with the sluice gate.
[Underlined] THE SORPE DAM – 15TH OCTOBER. [/underlined]
Railway communications between northern and central Germany and the Ruhr have become increasingly important to the enemy since the successful attack by 5 Group on the Dortmund Ems canal. These lines not only supply the Ruhr industrial area itself, but are also the life-lines to the enemy’s main front facing our forces advancing on the Ruhr. The destruction of the Sorpe dam would result in the flooding of a considerable area, including the Neheim-Schwerte railway, one of the three main lines serving the Ruhr from the east, and would thus add to the enemy’s communications and supply problems. It was therefore decided that the Dam should be attacked by 18 aircraft of No.9 Squadron, all carrying Tallboy bombs. No immediate results were expected, owing to the peculiar nature of the Dam’s construction, but it was hoped that direct hits from Tallboys would unbalance the retaining wall of the dam, resulting in gradual erosion, finally enabling the water to break through.
“V” GROUP NEWS. NO.27. OCTOBER, 1944.
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[Underlined] OPERATIONS. [/underlined]
PLAN 18 aircraft, carrying Tallboys, six fused 1/2 hour delay and 12 fused 11 seconds delay, were to attack the Dam from 14/15,000 feet. The attack was to be made at right angles to the face of the Dam, to obtain maximum penetration. Winds were to be found by six aircraft, using visual pinpoint and A.P.I. These were then to be averaged and a bombing wind transmitted by the force leader. Fighter cover was provided by seven squadrons of Mustangs. When 20 miles short of the target, the force was to divide into two formations, the first composed of the 12 aircraft carrying 11 second delay bombs and the second formation, of the 6 aircraft carrying the half hour delay bombs. Aircraft were to bomb in line astern, each aircraft to position itself 100 feet below and 200 yards astern of the aircraft in front. Bombs were to be aimed at the shore of the compensating lake below the dam face, and a false height setting applied to the bombsight, so that the bombs should strike a point 50 yards short of the crest of the dam. It was appreciated that the water level in the lake was somewhat low to be certain of success, but it was nevertheless considered that there was a reasonable chance of destroying the dam.
RESULTS 16 aircraft dropped their Tallboys. Two were unfortunate enough to be “jostled” during their run up, and were unable to bomb. The force flew over 10/10ths cloud to within a short distance of the target, but were lucky to find a clear gap over the target itself. Navigation winds had to be used, as visual pinpointing was impossible. Several direct hits were registered on the crest of the dam, one fair and square on the road running about 50 yards below the crest, and several on the dam face at its western extremity. In addition to these, several bombs slightly overshot the crest and fell in the water, and should have done their fair share of damage. There appears to have been a slight vector error, which resulted in the M.P.I. of the bombs (those visible on P.R.U. cover), being displaced some 200 yards 330 degrees from the aiming point. Although the dam was not breached, the enemy has been forced to lower the level of the dam to reduce the pressure on the water side. If the water had been a little higher the dam would undoubtedly have gone.
[Underlined] TIRPITZ – 29/30TH OCTOBER. [/underlined]
Since the last attack on September 15th the Tirpitz had been moved from Alten Fiord, to an anchorage off the small island of Haak, 4 miles West of Tromso, and some 200 miles nearer to the British Isles than her previous berth.
Possibly this move was prompted by the Germans’ fear of the ship falling into the hands of the Russians, who were rapidly over-running the Petsamo area, or possibly because they wished to get her back by stages to a German base, where major repairs and a refit could be carried out.
It was decided that, by increasing the all-up weight for take-off, and with the addition of an extra fuel load, an attack from bases in the British Isles was practicable. To achieve this, Merlin 24 engines, giving + 18 boost for take off, were installed in all Nos. 617 and 9 Squadrons’ aircraft. This involved the changing of 120 engines, and was a magnificent feat carried out in a few days. One Wellington long range tank and one Mosquito drop tank were added, giving a total fuel load of 2406 gallons. The round trip totalled 2,252 track miles.
All aircraft carried Tallboy bombs. The take off presented no difficulties, and aircraft flew at 2,000 feet to within a short distance
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[Underlined] OPERATIONS. [/underlined]
of the Norwegian coast, where a rapid climb was made to negotiate the high ground. A rendezvous point was chosen within a convenient distance of the target, and here both squadrons formed up, to attack the target in two separate forces, having made a rapid climb to bombing height. All went well as far as this point.
During the approach to the target, which lay along a fiord, all bomb-aimers obtained a good view of the battleship, which was lying in the briefed position. Unfortunately, at the crucial stage of the bombing run, cloud was encountered, caused doubtless by a wind coming in off the sea and striking the high ground surrounding the Tirpitz’s anchorage. The majority of crews were able to release their bombs, some after several runs, but four aircraft were unable to obtain a satisfactory run, and returned with their bombs.
There was without doubt, one very near miss, but up to the present there is no evidence, photographic or otherwise, to show that the battleship was hit.
Once again, these two squadrons were cheated of their prey, and this time by a trick of the weather which was wholly unexpected, and certainly undeserved.
With the exception of one 617 Squadron aircraft, which was hit over the target, and forced to land in Sweden, all aircraft returned safely with a reasonable safety margin of petrol, to advanced bases.
“V” GROUP NEWS. NO. 27. OCTOBER, 1944.
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[Drawing] gardening
All Group Gardeners returned to battle in excellent strength this month, and successfully planted 316 vegetables in 60 sorties, bringing our share to 39% of the Command total of 808.
The plantings were all made by H.2.S. and mostly confined to the Kattegat area, and continued the good work of dislocating the enemy’s shipping routes, by dropping over carefully chosen pinpoints and channel intersections through which the shipping is known to pass. Despite the long distances involved, with frequent icing conditions over target areas, and Bases often unfit for return, it is very satisfying to note that the high standard of efficiency and determination is being maintained by the Captains and their crews, and that the average load per aircraft has been kept to the maximum of six vegetables.
One of our largest operations for some months occurred on the 24th October, when twenty-five Gardeners set course to the Eastward and planted 149 vegetables. 10 loads were supplied by No.106 Squadron and 4, 4, 4, and 3 by Nos. 57, 630, 44 and 207 Squadrons respectively. The results of this lay were very promising, and as the crews sighted some twenty ships on this occasion within the vicinity, it is earnestly hoped that they did not all reach port safely.
To round off the month’s activities Nos.619 and 106 Squadrons had the honour to add to the ‘History of Mining’ by planting in a new and important Garden on the 28th October. It is early to anticipate results but as the enemy is bound to use this hitherto virgin piece of water, it will be interesting to see how he fares.
In the light of past experience, all Gardeners must now remain on their toes for the coming winter months are bound to offer excellent opportunities to strike hard at the enemy’s shipping organisation in every possible position, and to rapidly assist in his ultimate downfall.
A total summary of the value of this mode of warfare is unfortunately on the Top Secret list at this stage of the war, and is therefore unable to be disclosed. But when it is realised that the total sorties this year have already reached 14,457, as against 5,313 in 1943, some estimation can immediately be made on its degree of vital importance and effect. The area in which this offensive can be conducted has now diminished to a corner of Europe. But inside the limits of this area is contained an enemy who is feverishly pressing hard to retain his command of that sea, and so move his troops, stores, equipment and trade from Scandinavia to Germany. By the terms of the Russian-Finnish Armistice Germany has been denied the use of enormous tonnage in shipping. This means that their Merchant Fleet, Minesweepers and other craft already busily employed, will be forced to double their work to make good the
“V” GROUP NEWS. NO.27. OCTOBER, 1944
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[Underlined] GARDENING. [/underlined]
requirements of a nation at war. Added to this distressing state of affairs, the enemy is now hurriedly building prefabricated U-Boats, and fitting them with every device possible in order to risk another strike at our forces. But each U-Boat is useless if she has not been ‘worked up’ by a highly trained crew for weeks, in a [underlined] safe [/underlined] area for practicing her ‘Torpedo Attacks’ and ‘Diving Trials’, or is unable to be completed at her building yard for the lack of some equipment that was to have arrived by sea transport and has been [underlined] sunk en route. [/underlined]
Whoever shall be so bold as to venture forth from this area for attack on our trade, will undoubtedly meet a hot reception from the Allied Navies and Coastal Command, but in the meantime let us delay, and if possible, prevent this, by the strong and penetrating effects of our Gardening effort.
[Underlined] SUMMARY OF SORTIES. [/underlined]
[Table of Sorties Carried Out by Squadron]
[Underlined] GROUP VISITORS. [/underlined]
On the 2nd October, Rear Admiral J.H. Edelsten, C.B.E., Royal Navy, The Assistant Chief to the Naval Staff (U-Boats and Trade), paid a short visit to R.A.F. Station, Woodhall, to thank the Bombing and Gardening Squadrons for their excellent work and co-operation with the Royal Navy during the past months.
Rear Admiral Edelsten gave a short address stating the vital importance of this work, and strongly congratulated the Captains and crews who had taken part. He said that the results of the precision bombing had been most effective and successful towards the war effort as a whole, in assisting to force the U-Boats to retire to more distant bases, and that minelayers were performing a vitally important task in a thoroughly efficient and successful manner. Aerial mining is denying the safe passage of enemy shipping in their own waters, which for the time being were out of reach of His Majesty’s Ships.
Accompanying Rear Admiral Edelsten, were Rear Admiral E.D.B. McCarthy, D.S.O., Royal Navy, The Assistant Chief to the Naval Staff (Home Station), and Captain F.A. Slocum, O.B.E., Royal Navy, Deputy Director Operations Division (Intelligence).
“v” GROUP NEWS. NO. 27. OCTOBER, 1944.
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[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.
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[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.
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[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. OCTOBER, 1944.
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[Underlined] SIGNALS. [/underlined]
all the more remarkable considering that the frequency in use was in the 8 mc/s band, and required spot on tuning to ensure any measure of success.
[Underlined] SIGNALS SECURITY. [/underlined]
There is a custom, now hoary with age, of prefixing ALL Bomber Code messages with the month and day of the code used in encyphering. This means that all Bomber Code messages are prefaced by a four-figure group, and the figures are NOT part of the encyphered text. This system has been explained slowly and laboriously to all users of the code, but for all that, a simple two group message, such as “2329 XY” was recently pronounced “unbreakable” by an officer who should have known better. Had the message been transmitted simply as “XY” he would have known it at once, and robbed himself of his present glory of the “Highly Derogatory Order of the Irremovable Digit”.
[Underlined] FLIGHT PLANNING. [/underlined]
The F.P.C. has now been in use for well over twelve months, and has proved to be a very reliable and efficient arrangement, which has contributed largely to the Group’s success. Despite its obvious efficiency, there are certain faults which cannot be eradicated without the complete isolation of all the circuits involved – a formidable task (involving 169 miles of cable for main circuits, and 185 miles for reserve circuits between Group and Bases alone), which cannot be contemplated. These faults mainly comprise overhearing teleprinter chatter and induced “ringing” tones, all of which are familiar to listeners.
There is another type of fault, which is not due to equipment, but which is traceable to users of the network. This can be stated briefly as a tendency to forget that the loudspeaker was designed to cater for an audience of two or three in a small room, and to speak too fast as though taking part in an ordinary telephone conversation. This speed, allied with the extraneous noises explained above, tends to mystify rather than enlighten the listener in a large room. Slower and more carefully enunciated speech, pitched somewhat higher than normal, but without shouting, will be found to produce more satisfactory results.
One last word. The conference is not secret for the reason, already given, that the conference circuits run in multi-pair G.P.O. cables, where mutual overhearing was always liable to occur. For this reason mention of the target by name, or of turning points with reference to altitude and longitude should always be avoided. Lest this warning should result in too obscure future plannings, it should be added that civilian conversations which are frequently overheard on conferences are amplified at this Headquarters, whereas civilians who overhear part of the conference do not receive an amplified version.
[Underlined] RADAR. [/underlined]
Although operations completed by the Group during October were considerably fewer than in the preceding few months, there was no let up in the work being done by the Radar Sections.
With the opening of two stations at Fulbeck and Balderton, the transfer of the Base to Syerston and 49 Squadron to Fulbeck, there was plenty of work to be done. In addition to all this, two new squadrons have now been formed and moved to the new stations. The most critical problem arising out of the formation of these squadrons has
“V” GROUP NEWS. NO. 27. OCTOBER, 1933 [sic].
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[Underlined] SIGNALS. [/underlined]
been the furnishing of Radar Mechanics, and up to this date is still causing considerable inconvenience. In order to lighten the burden on those few already there, several mechanics were withdrawn from other Bases and posted to 56 Base. In the past few days, however, a number of mechanics have been posted into 56 Base from Radio Schools, and this should alleviate the situation somewhat. It is hoped that the remaining deficiency will gradually improve and will eventually be eliminated.
[Underlined] H.2.S. MARK III. [/underlined]
The success of the trials and experiments on H.2S. [sic] Mark III is proceeding with a vengeance at Coningsby. To relieve the strain on those mechanics doing the valuable work, action has been taken to attach temporarily a number of H.2.S. II mechanics from 53 Base Stations.
In pursuance of this experiment, a new type of scanner was procured from T.R.E. Air Tests were made immediately, and results, to say the least, were encouraging. Arrangements have now been made to have several of these scanners produced, and the first should be available about the second week of November. In the meantime, further tests are being made with the existing scanners in an endeavour to raise their efficiency. Several different ideas have been investigated, the latest of which shows considerable promise.
[Underlined] H.2.S. MARK II. [/underlined]
The restrictions on the use of H.2.S. remained in force during October, and this was the prime reason for the decision to remove the equipment from 53 Base Squadrons. It was felt that the time being spent by personnel in servicing the equipment there would be more valuably spent if they were transferred to 54 and 56 Bases, where acute shortages in strength existed. Simultaneously it was decided to halt the fitting of H.2.S. in 227 Squadron, and to remove what had already been installed.
[Underlined] LORAN. [/underlined]
Right on the heels of the decision to withdraw H.2.S. from 53 Base, came the policy to equip 53 Base and some of the 54 Base Squadrons with Loran. This policy has since been altered to include all 5 Group Squadrons. Fitting is now going ahead, and it is hoped to see the whole Group equipped by the 1st December, and also to have a large number of radar and navigation personnel trained on the equipment. It is stressed, however, that the Bomber Command school cannot hope to train more than a nucleus of mechanics between now and December, and for this reason Radar Officers should ensure that the knowledge of those attending the course at Bomber Command is imparted to the remainder of their respective sections. To facilitate easier servicing of Loran, photostatic copies of circuit diagrams, which can be placed on the walls above benches will be made in the near future.
[Underlined] GEE MARK II. [/underlined]
Much to our regret, although it was forecast in September’s Summary, the supply position of Gee had gradually deteriorated, and even now there is no indication of it improving in the near future. Every possible effort is being made to obtain components which will enable sets, which at present cannot be used, to be made serviceable. This number has fortunately been greatly reduced during the last month. In view of this acute shortage of equipment, it becomes increasingly essential that all cases of component breakdowns are brought to the notice of Sigs.7 at Air Ministry, vide A.M.O. A.869/43. A reminder
“V” GROUP NEWS. NO. 27. OCTOBER, 1944.
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[Underlined] SIGNALS. [/underlined]
is also given that if no reply has been received from Air Ministry within a month dating from the originating of the report, there is no need to hold the unit or component for investigation. Secondly, if operational requirements demand that the unit be used before the month has elapsed, a record to this effect should be kept.
[Underlined] GEE SERVICEABILITY. [/underlined]
As mentioned at the outset of the Summary of October’s activities, the number of sorties undertaken by 5 Group were fewer than for the preceding months. Gee was reported ‘bang on’ for 96.8% of the sorties, despite the most unsatisfactory supply position, and accordingly all due credit must be given to the radar mechanics who made this possible.
[Underlined] H.2.S. SERVICEABILITY. [/underlined]
For the very limited number of occasions on which H2S II was used an increased serviceability of .7% over September was obtained, to bring it up to 91.4%. The time is fast approaching when scanners will require careful attention with regard to lubrication and heating. Radar Officers should ensure that the modification has been completed in all aircraft, to eliminate the danger of freezing up, which gave us so much bother last winter. It is again stressed that A.M.O. A. 869/43 action is to be taken on all occasions when components break down.
H.2.S. III suffered a slight set-back in serviceability for October, and out of the 85 sorties completed, 10 developed difficulties, giving a percentage of 88.2 serviceable.
[Underlined] FISHPOND. [/underlined]
Fishpond maintained approximately the same degree of serviceability for September and October, being 90.7 and 90.8 per cent respectively.
[Underlined] SALVETE ET VALETE. [/underlined]
The 1st of November marked the loss to the Group of our old Radar I, S/Ldr. Tom Branson. He had been with the Group for over two years, and all will agree that it was to a large degree due to his guidance and whole-hearted support that Radar is playing such a successful part in the operations conducted by the Group. We wish him the greatest success in his new work, and at the same time, extend to S/Ldr. Perrin a most hearty welcome.
“V” GROUP NEWS. NO. 27. OCTOBER, 1944.
[Page break]
[Drawing] tactics
This month has produced the unusual phenomena of heavy raids well into Germany with negligible losses from fighters. This has been due to the very short warning that the German defences now get of the approach of a raid, and a skilful combination of Window spoofs, the Mandrel screen and other countermeasures.
We have won the first round, but the Hun is bound to stage a come-back. With the lengthening nights and deeper penetrations his job will become easier. He has a highly developed Radar system, and it is now known that, in addition to the H.E.219, considerable numbers of the M.E.110 and J.U.88 are fitted with two upward firing 20 m.m. cannon.
[Cartoon] WHERE’S THAT FLAK COMING FROM?
I WOULDN’T KNOW – I’M ONLY THE REAR GUNNER
These fighters attempt to formate some distance below the bomber’s tail, and rake it. With the loss of early warning devices, the only answer to this form of attack is a regular banking search and an ability to see the fighter during the search. The first is useless without the second. Gunners must realise that to see a fighter underneath on a dark winter’s night is a very different proposition from d=seeing a fighter coming in level astern on a clear starlit night. The importance of efficient night vision and, therefore, night-vision training, cannot be over emphasised.
With regard to combat manoeuvres, the corkscrew is still the most effective provided the fighter is seen in time. On a dark night, however, crews must be prepared for sudden unseen attacks, to which the only answer is the diving turn. Captains must ensure that they have some form of emergency signal from their gunners and that they can act on it immediately. This does not mean violent mishandling of the controls. On pilot of this Group put up an ‘black’ this month by returning to base with a large number of rivets missing from the wings of his aircraft. He was lucky to get back at all. Two doses of such handling and even a Lancaster would have succumbed.
“V” GROUP NEWS. NO. 27. OCTOBER,1944.
[Page break]
[Underlined] TACTICS. [/underlined]
Two last points:-
(i) The Hun has started to use jet-propelled aircraft at night. They are very easily seen, and can only be considered a threat on bright nights. Gunners should remember, however, that due to the very high speed of these aircraft, combat manoeuvres should be started at increased range.
(ii) “Stepping Down” out of a target does not mean 20°of flap and everything closed. It is a series of dives at high speed with normal boost and revs, the idea being to get down quickly and also to leave the target quickly. Some figures for the guidance of crews are being produced for distribution.
[Cartoon] KEEP OFF THE GRASS
“Detailed – 15 Took off – 9:
E.R’s – Nil: Missing – Nil”
[Underlined] Cancelled – 6 [/underlined]
“V” GROUP NEWS. NO. 27. OCTOBER, 1944.
[Page break]
[Drawing] air bombing
The night attacks on German targets undertaken by the Group were again planned to destroy sectors of towns and cities that had to a large extent, escaped major damage during previous attacks. However, incendiary plots show that quite a large proportion of the bomb loads did not fall on the section of the target area they were intended for. There were quite a number of early releases causing the “creep-back” it is so important to avoid, and aircraft not adhering to the briefed [underlined] TRACKS, [/underlined] scattered thousands of incendiaries on areas which had been burned out during previous raids. Cross-trail has been practically eliminated by the use of the wind conversion factors for various T.V’s, and additional time delay.
Now that the chances of a cloud-covered target are greater than during the summer months, the Air Bomber must be prepared for a sudden change of tactics a matter of minutes before the commencement of the bombing run. If he is not sure of the “Wanganui” procedure, and cannot make the necessary alterations to the bombsight in a short space of time, the opportunity for an accurate attack will be lost.
The Group has reached a very high standard of practice bombing and if German targets are attacked with this same degree of accuracy, every bomb will fall where it hurts the Hun most.
[Underlined] THE LORD CAMROSE TROPHY. [/underlined]
The Air Officer Commanding visited R.A.F. Station, Skellingthorpe, to present the Lord Camrose Trophy to No.50 Squadron who have won the competition for the second consecutive period of three months, with an average crew error of 148 yards at 20,000 feet, for all high level practice bombing during that period.
The A.O.C. congratulated the Squadron upon their success which had only been achieved by the close co-operation between all members of the bombing team and the high standard of bombsight serviceability provided by the Instrument Section.
The fact that practice bombing results provide an indication of a Squadron’s efficiency and accuracy on operations was also stressed.
In conclusion, No.50 Squadron were warned that other squadrons in the Group were making a great effort to defeat them during the next three months and it will need an even greater effort on their part to retain the trophy.
W/Cdr. Frogley, O.C., No.50 Squadron, thanked the A.O.C. and assured him that the Squadron were determined not the lose the trophy, despite increasing opposition.
“V” GROUP NEWS. NO. 27. OCTOBER, 1944.
[Page break]
[Underlined] AIR BOMBING. [/underlined]
[Underlined] OCTOBER’S OUTSTANDING CREW ERRORS. [/underlined]
The qualification for inclusion on this list is now 75 yards at 20,000 ft. instead of 80 yards.
SQDN. OR CON. UNIT PILOT AIR BOMBER NAVIGATOR ERROR AT 20,000 FT. IN YARDS
9 F/O Davis Sgt. Harrison Sgt. Ward 55 yards
F/O Tweddle P/O Singer P/O Shields 73 yards
44 F/O Lewis F/Sgt. King F/Sgt. Shearman 70 yards
49 F/Lt. Le Marquand Sgt. Boyce F/O Ransome 44 yards
F/O Rowley F/O Barlow P/O Deutscher 62 yards
50 F/Lt. Enoch F/Sgt. Hugh F/O George 73 yards
61 F/O Swales Sgt. Taylor F/O Saunders 56 yards
106 F/O Bowell F/Sgt. Plumb Sgt. Peterson 74 yards
207 F/O Dougal F/Sgt. Scowen Sgt. Stewart 70 yards
617 F/O Martin F/Sgt. Day P/O Jackson 58 & 58 yards
F/O Flatman F/O Kelly P/O McKie 62 yards
630 F/O Waterfall Sgt. Dixon Sgt. Kindler 68 yards
1654 C.U. F/Lt. Dagnon Sgt. Watson F/O Mayer 72 yards
F/Sgt. Eggins Sgt. Grady F/Sgt. Cahill 51 yards
F/O Gilmour F/O Burrington Sgt. Steadman 56 yards
No.617 Squadron report the following outstanding Mk.III Low Level exercise.
F/O Ross P/O Tilby F/O O’Brien
8 bombs – 400 feet – Average Error 9 yards.
[Underlined] PRACTICE BOMBING. [/underlined]
This month’s figures show a decrease in the number of bombs dropped within the Group, due to the limitations imposed by unfavourable weather conditions. The errors however, have decreased considerably and much of the credit must go to the navigators, the majority of whom now realise that the prime factor in an exercise is the obtaining of an accurate wind velocity.
The outstanding result of the month is that achieved by No. 61 Squadron. After a temporary fall from grace last month, they have, during October, dropped 522 bombs for an average crew error of 131 yards. An excellent start in the first round of the Lord Camrose Trophy competition.
Nos.9 and 50 Squadrons can also be congratulated on obtaining crew errors of 135 yards and 138 yards respectively.
The Conversion Units appear in this Summary for the last time, but it is hoped that we shall be able to publish their figures as a matter of interest to the Squadrons who will eventually receive crews trained in No.75 Base.
“V” GROUP NEWS. NO. 27. OCTOBER, 1944.
[Page break]
[Underlined] AIR BOMBING. [/underlined]
[Underlined] PRACTICE BOMBING. [/underlined]
The following article has been contributed by S/Ldr. Wonham, D.F.M., Bombing Leader, 55 Base, and outlines a practical method of obtaining maximum benefit from the limited opportunities for practice bombing available during the winter months.
[Underlined] BOMBING TRAINING. [/underlined]
With the coming of the winter weather, practice bombing on operational squadrons will be more and more difficult to organise, and the somewhat haphazard method of laying on the maximum number of exercises which has served during the summer months is going to prove very inadequate now that early take-offs and low cloud will limit the opportunities for high level practice bombing. It is felt that a definite system should be aimed at by Flight and Squadron Commanders.
The advantage of a regular and systematic method had amply proved itself in all manner of training from the creating of a rugby team to the organisation of the crew of a battleship. On first thought it would appear that the many difficulties entailed by practice bombing training in a squadron make it impossible to use one system, but a method is necessary, and if squadrons try to adhere to a form of training on the lines of that suggested, it would be found that in a few months errors would be reduced to an even lower level than at present believed possible with the Mk.XIV Bombsight.
Firstly let us consider as average squadron with 30 crews as a permanent strength, and an intake of about 10 crews per month. On the first of any given month the categories of the crews will probably be:-
CAT. A+ Nil
CAT. A 5
CAT. B 18
CAT. C 6
CAT. D 1
The 10 new arrivals would have a bombing standard on Stirlings of:-
CAT. A+ Nil
CAT. A 2
CAT. B 6
CAT. C 1
CAT. D1
In actual fact when bombing from Lancaster aircraft at first, these categories fall considerably, and it is usual that a crew on its first exercise on the squadron gets an error of about 240 yards. Experience has shown that on an average, with careful analysis and instruction, this error improves to 200x on the second exercise, and 160x on the third. Consider, therefore, the average new crew as in Cat. C on arrival and a potential B after the first three exercises.
In the same way we may consider the Squadron Crews (as apart from the new arrivals) who are Category C., as potential A’s and B’s after 2 exercises, and the Category D crews as potential B’s after 3 exercises.
The target, therefore, for a Squadron Commander should be to give during the month:-
“V” GROUP NEWS. NO. 27. OCTOBER, 1944.
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[Underlined] AIR BOMBING. [/underlined]
10 New Crews 3 exercises each – 30
6 Cat. C. Crews 2 exercises each – 12
1 Cat.D. Crew 3 exercises – 3
[Underlined] TOTAL – 45 [/underlined]
This appears to be quite a large programme to complete during a winter month, and as the Category A and B crews already on the squadron also need some bombing practice, the total number of exercises completed by the squadron would be in the region of 60 to 70.
If this is to be accomplished it means taking advantage of every opportunity provided by the weather and operational needs. Base Bombing Leaders must endeavour to avoid over-crowding on the range at their disposal, and crews can assist by being on the range at the times detailed.
[Underlined] DO YOU KNOW YOUR SWITCH DRILL? [/underlined]
An aircraft returned from an abortive sortie with a full bomb-load of H.E., and it was decided that a few of the bombs would have to be jettisoned in order to get down to the safe all-up weight for landing. On reaching the jettison area, the Air Bomber put the fusing switches to “SAFE”, turned the drum-switch to “SINGLE AND SALVO”, selected the appropriate bomb stations, then pushed the jettison bars over.
[Underlined] ITEMS OF INTEREST. [/underlined]
[Underlined] 1661 Conversion Unit (F/Lt. Price) [/underlined] now have an excellent ‘mock-up’ of the Lancaster bombing panel including the camera. Several unusual and effective ideas are incorporated and thanks are due to F/Lt. Buckley, Station Electrical Officer, for providing this excellent aid to instruction.
[Underlined] 1654 Conversion Unit (F/Lt. Kennedy) [/underlined] report that No.95 Course completed 30 High Level practice bombing exercises with an average crew error 138 yards at 20,000 feet. This is an excellent result and as nine of the Captains are Australians, Waddington should produce some A+ category crews very shortly.
F/O Mason (Pilot) and F/O Barker (Air Bomber) completed a very good exercise despite the absence of wind finding aids. Their aircraft had no A.P.I. and Gee was found to be u/s, so a three-drift wind of 286 degrees 24 m.p.h. was found, and six bombs were dropped using this wind. The resulting errors were:-
Crew 111 yards
Vector 85 yards
Basic 82 yards at 20,000 feet.
Another three-drift wind, 280 degrees 30 m.p.h. was found, and a further six bombs were dropped with even better results.
Crew error 61 yards
Vector error 42 yards
Basic error 46 yards
Both winds were checked by the 90° method and the results of the exercise are a tribute to the accuracy of both the Pilot and the Air Bomber.
“V” GROUP NEWS. NO. 27. OCTOBER, 1944.
[Page break]
[Underlined] AIR BOMBING. [/underlined]
[Underlined] 1660 Conversion Unit (F/Lt. Wake) [/underlined] report an example of perseverance on the part of F/O Howard and crew who were detailed to drop 12 practice bombs in indifferent weather conditions. The exercise took four hours to complete and two ‘A’ category results were obtained.
[Underlined] 207 Squadron (F/Lt. Linnett) [/underlined] issue all Air Bombers with a height correction card to allow for the difference between the T.V. of the practice bomb, and the minimum it is possible to set on the bombsight. This has helped to bring the average crew error down from 238 yards to 160 yards.
[Underlined] East Kirkby (F/Lt. Hanniball & F/Lt. Foulkes) [/underlined] are endeavouring to equip a Station Training Room where Air Bombers will have all the available training equipment concentrated in one place.
[Underlined] SQUADRON BOMBING COMPETITION. [/underlined]
[Underlined] Squadron Average Error [/underlined]
1st 207 53 yards
2nd 83 54 yards
3rd 630 63 yards
4th 57 65 yards
5th 97 69 yards
6th 44 72 yards
7th 9 73 yards
8th 49 79 yards
9th 463 88 yards
10th 61 92 yards
11th 619 93 yards
12th 106 98 yards
13th 50 103 yards
14th 467 118 yards
No. 227 Squadron completed 5 exercises with an average error of 162 yards.
No.207 Squadron are the winners of the Inter-Squadron Competition with an exceptionally good average for eight exercises, only just beating 83 Squadron. The results obtained by both these Squadrons are highly commendable.
No.55 Base have staged a revival during the past few months and four of their squadrons are included in the first six, a careful study of these pages will provide a few of the reasons for their success.
[Underlined] CONVERSION UNIT BOMBING COMPETITION [/underlined]
[Underlined] Con. Unit Average Error [/underlined]
1st 1660 C.U. 60 yards
2nd 1654 C.U. 65 yards
3rd 1661 C.U. 75 yards
4th 5 L.F.S. 145 yards
No.1660 Conversion Unit have done well during the month, and competition between the three Conversion Units remains very keen, but No.5 L.F.S. cannot do enough bombing to compete with them and consequently are once again at the bottom of the list.
“V” GROUP NEWS. NO.27. OCTOBER, 1944.
[Page break]
[Underlined] AIR BOMBING. [/underlined]
[Underlined] “BIGCHIEF” COMPETITION. [/underlined]
The only entry for this month comes from 55 Base:-
G/Capt. Harris (Spilsby) – 136 yards.
[Underlined] “LEADER” COMPETITION. [/underlined]
F/Lt. Campbell (9 Sqdn) – 92 yards.
F/Lt. Foulkes (630 Sqdn) – 120 yards.
There should be more than two entries for the Leader’s competition, and a 100% entry is expected for November.
[Underlined] CREW CATEGORIES [/underlined]
[Table of Crew Categories by Base]
ӿ Excluding Nos.617 and 627 Squadrons.
X Plus 14 not categorised.
A+ 85 yards or less
A 140 yards or less
B 210 yards or less
C 280 yards or less
D Over 280 yards
The number of A+ category crews is a record for the Group. All crews in this category demonstrate their ability to maintain a consistently high standard of bombing and it should be given the widest publicity within the squadron.
The crew bombing category is not applied to an individual, but to the combination of Pilot, Navigator and Air Bomber and it should be every Captain’s duty to discover [underlined] WHY [/underlined] his team is in C or D category.
[Underlined] BOMBING LEADERS’ CORNER. [/underlined]
[Underlined] F/Lt. Price (1661 C.U.) [/underlined] has returned to operational duties as Bombing Leader with No.50 Squadron, and has been replaced at Winthorpe by F/Lt. Falgate (50 Sqdn.).
[Underlined] F/O Kennedy (49 Sqdn.) [/underlined] is Bombing Leader with No.227 Squadron.
[Underlined] F/Lt. Lewis (92 Group) [/underlined] has been appointed Bombing Leader at No.189 Squadron for a second tour of operations.
[Underlined] F/Lt. Woods (617 Sqdn.) [/underlined has completed his tour and been replaced by F/O Rumgay.
[underlined] F/Lt. Gibson (A.C.S.) [/underlined] returns to No.49 Squadron for a second tour of operations.
“V” GROUP NEWS. NO.27. OCTOBER, 1944.
[Page break]
[Underlined] AIR BOMBING [/underlined]
[Underlined] HIGH LEVEL BOMBING PRACTICE [/underlined]
[Table of Bombing Practice Results by Squadron and Conversion Unit]
No.617 Squadron also dropped 209 T.I’s with an average error of 58 yards.
No.627 Squadron dropped 308 bombs and 280 T.I’s with average errors of 60 yards and 151 yards respectively.
“V” GROUP NEWS. NO. 27. OCTOBER, 1944.
[Page break]
[Underlined] AIR BOMBING [/underlined]
[Underlined] RESULTS OF COURSES. [/underlined]
F/O Manos 50 Sqdn ‘B’
F/O Palmer 57 Sqdn ‘B’
F/O Krinke 619 Sqdn ‘B’
F/O Woollam 44 Sqdn ‘B’
F/O Goodwin 467 Sqdn ‘D’
F/O ALEY, 1654 Conversion Unit, obtained 1st place and an ‘A’ category on No. 94 Course.
[Underlined] “GEN” FROM THE RANGES [/underlined]
The following are the figures from the Bombing Ranges for the month of October, 1944.
[Table of Bombs and T.I’s Dropped by Range]
[Underlined] TOTAL 7626 [/underlined]
“v” GROUP NEWS. NO. 27. OCTOBER, 1944.
[Page break]
[Drawing] navigation
[Underlined] SUMMARY OF NAVIGATION. [/underlined]
Less than half the attacks this month have been on Germany, the majority being on short range targets at the battlefront. An interesting operation was carried out on Bergen at the end of the month, which gave some navigators their first experience of navigation on the Northern Gee Chain, undisturbed by the enemy’s defences jamming. Nos. 9 and 617 Squadrons attacked the “Tirpitz” again in Northern Waters, making a round flight of 2400 miles. (This operation will be dealt with in another paragraph).
The standard of navigation achieved throughout the month has been good – BUT NOT EXCEPTIONAL. It has been said that one must either progress or retrogress, but never stand still. At the moment the Navigation Union of this Group is standing still, inasmuch that our standard is not improving. We have reached a standard of concentration which is good but not yet good enough. It must be our aim to improve this standard to guarantee a concentration, at any time, covering an area of not more than 50 miles in length and 10 miles in width – and we are a long way from this as yet.
Take the raid on Nuremburg, 19/20th October, 1944, as an example. The concentration plot for this raid one hour after bombing showed that the spread, in length, was 100 miles, and in width, 42 miles. No less than 43 aircraft were out of the “tram lines”, and this only 80 minutes after bombing! What are the causes of such a spread? The following are suggested:-
(i) [Underlined] Track Keeping. [/underlined]
(a) Navigators do not find an accurate w/v at the target on which they can set course on the return journey.
(b) Navigators do not obtain D.R. check positions, by use of A.P.I. and target w/v, every 10 or 15 minutes on the return journey when out of Gee range.
(c) In consequence of (b) G/S and E.T.A. checks are not obtained regularly when out of Gee range, consequently turning points are under and over-shot.
(ii) [Underlined] Timing. [/underlined]
(a) Corner are cut to make up or gain a little time.
(b) Captains [underlined] do not [/underlined] fly at the agreed speeds and [underlined] do not [/underlined] take any notice of navigators’ warnings of being early at turning points.
(c) Navigators “sit back” and do not inform the pilot that they are running ahead of time. (It has been noted that very few aircraft are behind concentration times on the return journey).
“V” GROUP NEWS. NO.27. OCTOBER, 1944.
[Page break]
[Underlined] NAVIGATION. [/underlined]
Of all the above suggested cases, it is known (ii) (b) is the most important and is the chief cause of the spread. Pilots are entirely at fault here, but navigation is primarily YOUR responsibility, so make sure that YOUR pilot sees this paragraph. If he doesn’t believe it, tell him to go and see your Station Navigation Officer and he will put him right. Also see that your pilot is shown every concentration diagram sent from Group, or better still, show it to him yourself. Get him navigation conscious, he is the captain of the aircraft and as such must realise his responsibilities.
Station Navigation Officers have already discussed this matter and have given their suggestions for combatting these failings. These are being attended to but meantime it is requested that all Station Navigation Officers, working in conjunction with Analysis Officers, give this problem their undivided attention. Discussions, with not only navigators but also pilots, should be arranged frequently until we have achieved our aim.
[Underlined] A.P.I. WINDFINDING ATTACHMENT. [/underlined]
We still have only five of these attachments in the Group – all there are in the Command! No.9 Squadron have two of these and have put them to good use on operation and training flights. In some instances they have obtained amazingly low vector errors. It is doubtful whether the large vector errors, which have been occasionally obtained, are attributable to the crews concerned, because it is known that one of the instruments does not always function correctly.
The remaining three attachments are installed in Mosquito aircraft of No.627 Squadron for trial purposes. To date 24 exercises have been completed and the results fully justify our demand for a large supply of these instruments. Approximately 100 w/v’s were obtained on these trials and were compared with smoke puffs and Balloon Sonde winds. This comparison showed that an A.P.I. attachment w/v had an average vector error of only 2.64 m.p.h. These results are excellent, and there is no reason why they cannot be repeated on operations. As soon as we have more of these instruments available, and are able to equip the Mosquito Squadron completely, we shall have solved our target windfinding problems. Everything is being done to obtain these extra attachments.
It is interesting to compare the above results with those achieved by (i) Lancasters fitted with A.P.I. attachment, (ii) Lancaster fitted only with A.P.I. To date 25 practice and operational flights have been undertaken by Lancaster attachment aircraft and their average vector error, computed as for Mosquitoes, was 1.75 m.p.h. The average practice bombing vector error for main force squadrons, using only the A.P.I. was 4.75 m.p.h. for the month of September, and 4.3 m.p.h. for the month of October.
The difference between the Mosquito and Lancaster attachment errors is probably explained by the fact that in a Lancaster aircraft the job is done by two men as against the Mosquito’s one, also the Lancaster navigator can work in comfort, bright light and in a spacious compartment. All these lead to greater accuracy in work.
[Underlined] CATEGORISATION AND NAVIGATION ANALYSIS OFFICERS. [/underlined]
All analysis officers are now installed and have settled down to their arduous task. Already they are achieving some good results. There has been a noticeable improvement in the general standard of wind finding, log and chart work and computations. An improvement on the
“V” GROUP NEWS. NO. 27. OCTOBER, 1944.
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[Underlined] NAVIGATION. [/underlined]
general standard so soon after appointing these officers was unexpected and augers well for the future.
The number of ‘A’ and ‘A+’ Navigators in the Group has increased from 101 in September to 142 in October; and the number of ‘C’ and ‘D’ Navigators has decreased from 61 in September to 33 in October. This is good, but the number of ‘C’ and ‘D’ Category Navigators is still far too high. Station and Squadron Navigation Officers must do everything in their power to reduce this figure of 33 to nil.
The standard of navigation set by this Headquarters in the Categorisation Test, which is the basis of all analyses, is high. Analysis Officers must maintain this standard and must be strict in their marking. Only by adopting this attitude will you ensure that your analyses reflect a true picture of the general standard of navigation in your particular squadron. The predominating weaknesses of each navigator, so obvious from the analysis of his log and chart, must be passed on to the Station Navigation Officer immediately and definitely within 36 hours of completing an operation. He will do the rest. The information must be passed [underlined] quickly [/underlined] however, to ensure that the navigator in question can have his faults pointed out to him before he operates again.
One final word to Analysis Officers. You have much work to do which will keep you well occupied, but even so you should make a special point of liaising with your opposite numbers in other squadrons, preferably in another Base. Much can be learnt from the liaison visit, and you are bound to pick up one or two ideas better than your own.
[Underlined] SECOND ATTACK ON THE “TIRPITZ”. [/underlined]
The battleship “Tirpitz” was attacked a second time by aircraft of No.9 and 617 Squadrons. Navigators of the two squadrons were therefore given another chance to show their skill – and once again they came up to expectations.
The operation was carried out as a “night gaggle”, all aircraft burning lights until within 50 miles of enemy territory. Weather was poor over the first part of the trip, which was carried out at a height of 1,000 feet. This low altitude combined with the very heavy static in the cloud, restricted the Gee range to 62N 01E in most cases, although some fixes were obtained as far as 63N. After Gee coverage, cloud made the use of Astro very difficult, and the remainder of the route over the sea was mainly on DR. Due to a change of wind landfall was made some 15 miles south of track, but the moonlight made it possible to pinpoint very accurately, and no further navigational troubles were experienced from then until the target was reached.
The return trip was uneventful, accurate navigation was made almost impossible because of the lack of aids. From the target aircraft had to fly for a total of 3 1/2 hours on D.R. Navigation before they came into Gee range once again. Loop homing facilities were made available and good use was made of them. Gee re-appeared at approximately 62° north, and from then on it was all plain sailing.
The average duration of this trip was 13 hours, and the navigators have every reason to feel satisfied with their contribution to this operation.
“V” GROUP NEWS. NO. 27. OCTOBER, 1844.
[Page break]
[Underlined] NAVIGATION. [/underlined]
[Drawing] THIS MONTH’S Bouquets [Drawing]
It has been decided that the names of the eight navigators who submit the best work for the month shall appear in this Summary. The following navigators have been picked out for their consistent accurate and methodical work. This includes good track keeping and timing, constant wind velocity checks, and checking of E.T.A’s, and log and chart work of a very high order.
F/Sgt. Ward – 467 Squadron.
F/O. Markham – 463 Squadron.
Sgt. Berry – 106 Squadron.
Sgt. Burns – 106 Squadron.
F/Lt. Lengston – 630 Squadron.
F/Sgt. Latus – 619 Squadron.
F/O. Bailey – 49 Squadron.
F/Sgt. Searle – 227 Squadron.
[Underlined] NAVIGATION TRAINING IN THE CONVERSION UNITS. [/underlined]
This month has seen little change in the training programme, with the exception that still greater stress has been laid on the importance of timing. Its importance is being stressed at every “verse end”; no doubt squadrons will appreciate this when the present lot of trainees are posted to them.
Every effort has been made to get crews up to standard in their Radar training. This has been most difficult because of the weather and a sudden “torrent” of aircraft unserviceability. However, crews are receiving plenty of valuable ground training and manipulation exercises on the trainers. It is hoped that this extra ground training will partially compensate the loss of a little air training.
The Conversion Units are carrying out experiments on practice bombing wind finding, using Gee co-ordinated as a datum point. The vector errors will be compared with those obtained using a visual datum point and a Mk.XIV Sighting Head. If these experiments prove successful, then, with the introduction of the new Continental Gee chains, it may be possible to use such a method on operations when cloud prevents the using of a visual datum point. The results are eagerly awaited.
[Underlined] PRACTICE BOMBING VECTOR ERRORS. [/underlined]
The average vector error obtained by all squadrons and conversion units this month is as shown below:-
Average error of Squadrons – 4.3 m.p.h.
Average error of Conversion Units – 5.5 m.p.h.
These figures show an improvement for the squadrons of .4 m.p.h., but
“V” GROUP NEWS. NO. 27. OCTOBER, 1944.
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[Underlined] NAVIGATION. [/underlined]
a deterioration for the conversion units of .5 m.p.h. The over-all average is still below 5 m.p.h., let us now go all out for reducing it below the 4 m.p.h. mark.
[Ranked Table of Average Vector Errors by Squadrons and Conversion Units]
For the fifth month in succession Nos. 9 and 50 Squadrons hold the first two places. There is no doubt that this excellent performance on the part of these two squadrons is due entirely to their hard work and great keenness. There is a noticeable improvement in the errors obtained by the three squadrons of No.54 Base. This is good, but we are confident that they can do much better. We hope to see them at the top of the list next month.
[Underlined] UNION NEWS. [/underlined]
F/Lt. Williams, DFC, DFM – No.463 Squadron Navigation Leader – posted to No.1661 Con. Unit as Navigation Leader.
S/Ldr. Walker, DFC & Bar – Station Navigation Officer, Woodhall repatriated to Canada.
S/Ldr. Crowe, DFC – Station Navigation Officer, Metheringham to be Base Navigation Officer, Coningsby.
F/Lt. Martin – No.630 Squadron Navigation Officer to be Station Navigation Officer, Metheringham.
F/Lt. Hewitt – No.630 Squadron, to be Squadron Navigation Officer.
F/Lt. Ayles, DFC, DFM – Navigation Leader, Aircrew School, to be Station Navigation Officer, Balderton.
F/O. Swinyard, DFC – Aircrew School, to be Navigation Leader.
F/Lt. Kilbey, DFM – No.1660 Con. Unit Navigation Leader, to be Squadron Navigation Officer, No.227 Squadron.
F/Lt. Ingram, DFC – No.1660 Con. Unit to be Navigation Leader.
F/O. Booth, DFC – No.1660 Con. Unit to be No.189 Squadron Navigation Officer.
“V” GROUP NEWS. NO. 27. OCTOBER, 1944.
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[Drawing] radar nav:
[Underlined] GEE [/underlined]
Once again much greater use has been made of this efficient little aid than of its bigger brother H.2.S.
Ranges on the primary Gee chains have been much similar to those experienced during September, but areas of intensive jamming noted in Northern Holland, along the Frisians and in the Ruhr and Frankfurt areas.
Opportunity has again been afforded for operators to use the north-eastern and northern chains. Both chains gave excellent cover, with the northern chain giving target fixes. The only “moan” being that the chart coverage of the north-eastern chain is insufficient, leaving a blank area at its northern limits before the northern chain comes in.
After much trouble with the siting of Stations, preparation of lattice charts and their distribution, the Ruhr and Rheims chains have at last come into being. So far the Rheims chain has proved quite satisfactory with little or no interference. However teething troubles are still being experienced with the Ruhr chain, mainly due to the fact that two of the stations are light mobiles. When these have been changed far better reception and coverage should be obtained, and charts are to be produced covering the North Sea, and Straits of Dover, thus cutting out the changeover of the R.F. Units over the Continent. Until this is done the eastern chain transmission on the R.F.27 is to continue.
Although little or no jamming has yet been experienced on the two new chains, it does not mean to say that the Hun will not devote his time to them. Operators are therefore reminded that much time can usefully be spent reading through jamming on the trainer. You may need this experience some day.
With the positioning of Gee stations nearer and nearer the Reich and probably on Reich territory, the possibility of Gee bombing again comes to the forefront. Every opportunity must therefore be made of practicing your Gee bombing. Homing to your airfield control tower is quite satisfactory, why not do it after every flight? (Don’t forget to keep above circuit height however).
A word about Gee homing with the advent of winter and possibilities of low cloud or drissle [sic] on return. The facilities afforded by Gee in order to reach your airfield are too numerous to outline here. You have your homing lattice lines and instructions regarding losing height. These have been provided for your safety – use them intelligently and avoid the repetition of many unfortunate accidents which occurred last winter.
“V” GROUP NEWS. NO. 27. OCTOBER, 1944.
[Page break]
[Underlined] RADAR NAV. [/underlined]
[Underlined] LORAN. [/underlined]
Yet another navigational aid has made its debut this month in the form of Loran (Long Range Navigation). Whilst not so simple to operate as its older brother Gee it has one distinct advantage – its range. As Loran does not afford adequate homing facilities it has been fitted to aircraft in addition to and not in place of Gee, giving the navigator one more “baby” to care for. Let us see that we bring it through the teething stages without much trouble and use it as intelligently as Gee has been used in the past.
To help to counteract the teething trouble it might be as well to enumerate here the main difficulties which will be experienced with Loran by most operators during training.
(i) Difficulty in identifying the pulses, particularly the sky waves.
Ground waves are steady in amplitude.
Sky waves frequently vary in amplitude and are constantly changing their general shape. This is known as SPLITTING and usually the trailing or right edge only is affected. This is not particularly serious in the taking of readings.
(ii) DANGEROUS SPLITTING of the sky waves, causing the leading or left edge of the pulses to collapse and appear ragged. This does not persist for more than two or three minutes and operators should therefore wait until the normal pulse shape reappears before attempting to take any readings.
(iii) Interference from outside sources. Navigators are warned that Loran may be affected by many wireless transmissions, but patience must be exercised when this occurs. Wait until the interferences stop before attempting to take a reading. This interference is in no way to be confused with jamming, which is hardly likely to occur at the present time.
(iv) Blinking of the pulses, i.e. signals moving from side to side at regular intervals of about 1 second. This denoted the slave station is experiencing trouble in receiving the Master Station’s transmissions. Readings are not to be taken when blinking is on.
Training in Loran is to be undertaken by operational navigators trained by B.D.U. These instructors will be withdrawn from squadrons, trained at B.D.U. and returned on completion of the course. Each squadron should have at least one per flight in the very near future.
With the present operational commitments it is hardly possible that much time will be allowed for air training and the majority of training will have to be carried out on the ground.
Unfortunately air training over this country does not allow operators much chance to use the S.S. Loran chain and training flights over the Continent have therefore been organised. It is hardly likely that time will allow many of these flights to be made. Many navigators may therefore have to train whilst on operational sorties. With the
“V” GROUP NEWS. NO. 27. OCTOBER, 1944.
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[Underlined] RADAR NAV. [/underlined]
difficulties that are experienced with Loran, this method of training may not appear too satisfactory, but every navigator can, by devoting a proportion of his time in the operation of Loran on each sortie, attain a good standard of efficiency.
Air Bombers too are to acquaint themselves with this new aid and give as much help to the navigators as they possibly can.
Very little is known about the reception of Loran over the Continent, and we are relying on every individual operator using this equipment to bring back as much information as possible. From this information better facilities may be provided in the future. It is up to each and every one of you to see that this duty is carried out.
[Underlined] H.2.S. [/underlined]
Very little can be said of the performance of H2S Mark II on operations during the month due to the severe restrictions which have been placed upon its use.
However several gardening sorties have been undertaken with the use of H2S Mark II and results have shown no decrease in the efficiency of its operators.
It must necessarily follow that under present restrictions, the training of operators will take much longer than before. In addition, little opportunity is given to operators to study the appearance of European territory on the P.P.I.
To make up for this time lost, it is all the more necessary for even greater use to be made of flying time over this country and of synthetic training.
No N.F.T. or bombing exercises should be carried out without using the equipment either for practice blind bombing or navigational purposes. Every minute spent over this country making yourself familiar with the equipment may mean the saving of valuable time over the Continent, particularly if you have the full manipulation drill at your finger tips.
It has been noted that since the restrictions have been placed on the use of H2S Mark II, considerable lack of faith in the equipment has been expressed by many operators. This it is believed has been due to the various tales which have invariably spread amongst aircrew.
To counteract this lack of faith a report has been issued to all squadrons detailing the reasons for the restrictions and if operators spend a little time in reading the report it will do a lot to dispel these rumours. In addition they will feel more determined to obtain the maximum out of H2S on the various occasions it can be used.
The performance of H2S Mark II has been of its usual high order, 83 and 97 Squadrons again having carried out several successful attacks during the month.
Experiments have been going ahead to design a perfect scanner to eliminate the serious gap which has been occurring in the picture at 6 miles. This has been achieved and with equipment fitted with the new scanner it should be possible to bomb direct on the response with greater accuracy and less difficulty than with the present indicator. Good work 54 Base!
“V” GROUP NEWS. NO. 27. OCTOBER, 1944.
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[Underlined] RADAR NAV. [/underlined]
P.P.I. Photography has been carried out on all operations during the month and several good photographs have been obtained by Nos. 83 and 97 Squadrons. Whilst the present camera leaves much to be desired, operators must remember that it is the only check on the target area if cloud conditions prevail; every effort must be made therefore to obtain successful photographs.
If the photograph is not taken at bomb release, enter on your Interrogation form the number of seconds it was taken before or after release and you will be plotted correctly.
The excuse that both set operator and plotter are busy when in the target areas cannot be accepted. This is an operational photograph and it must be taken.
Experiments are being made by this Headquarters and at Headquarters, Bomber Command, to simplify the manipulation of the present camera and also to improve the quality of photographs obtained. It is realised that if sufficiently good photographs can be obtained, navigational and target approach strip maps can be produced for the benefit of all concerned. It is therefore up to every individual operator to see that these photographs are forthcoming.
106 Squadron are progressing favourably in the training of crews for the P.F.F. Squadrons. It is realised that H2S Mark II, whilst it gives a good idea of the basic principles of H2S, does not provide the facilities of the 184 Indicator and Mark III H2S. Despite this, every effort is being made by 106 Squadron to see that crews are fully aware of the basic principles of all H2S equipment before they arrive at 83 and 97 Squadrons, leaving only the finer points and intensive blind bombing training to be carried out by those squadrons.
“V” GROUP NEWS. NO. 27. OCTOBER, 1944.
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[Drawing] training
[Underlined] 51 BASE’S LAST MONTH. [/underlined]
This month was the last in which 51 Base was part and parcel of No.5 Group. On the 3rd November the three Heavy Conversion Units became No.75 Base under the administration of the newly formed No. 7 Heavy Conversion Unit Group. No.75 Base will, however, retain a direct affiliation with No.5 Group, and except in special circumstances will provide crews for No. 5 L.F.S. and No.5 Group Squadrons in the usual way. No.5 L.F.S. will remain within No.5 Group until Heavy Conversion Units are re-armed with Lancasters instead of Stirlings.
During their period in No.5 Group, 51 Base has produced 2,000 crews for Squadrons and has used Manchester-Lancaster, Halifax-Lancaster and Stirling-Lancaster combinations for four-engined conversion. The training organisation not only covered all the basic features of operational training but also embraced latest instruction in the rapidly developing Radar devices. Despite its many problems caused by using such a variety of aircraft types, the Base met all its Squadron commitments and, this last summer during the months July – September, produced 70 crews in excess of Bomber Command’s estimate. The formation of the two new Squadrons, Nos. 189 and 227, therefore presented no crew difficulties. The accident rate during this peak period of training also continued to improve steadily.
The pinch of the approaching winter was reflected in the hours flown during October and the Base logged just over 7,000 hours compared with 8,000 hours the previous month. The average hours per crew, however, were according to the syllabi and a total of 133 crews were posted from No.5 L.F.S. to Squadrons – one in excess of the estimate for the month. No.5 L.F.S. from now on is training on the winter rate, and investments have been made to produce 115 crews in November and 100 crews in December.
[Underlined] SQUADRON TRAINING. [/underlined]
Squadrons completed 4,500 hours day operational training and 1,500 hours night operational training during the month – 1,000 hours more than in September. The organisation for training new crews and for 10/20 sortie checks has been summarised in the Headquarters Air Staff Instructional Training/24 dated 26th October. This instruction includes a revised syllabus for initial crew training and a list of the duties and responsibilities of the Squadron Training Instructors. The last of the Squadron Training Instructors took up their duties during the month and particular attention to the details contained in the Instruction is essential to ensure the smooth operation of the squadron training scheme.
Of 133 new crews posted to squadrons, 113 completed initial crew training and were passed fit to operate. The average flying time for initial training by new crews in main force squadrons was 16 hours, which excludes No.49 Squadron on A.G.L.T. training. The syllabus in Air Staff Instruction Trg/24, Appendix ‘A’ lays down 11 hours 15 minutes,
“V” GROUP NEWS. NO. 27. OCTOBER, 1944.
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[Underlined] TRAINING. [/underlined]
and every effort is to be made to keep close to this figure unless individual crews reveal deficiencies which require more flying. All Bases reported that the standard of crews from 5 L.F.S. was satisfactory.
The 10/20 sortie checks are not being regularly carried out. During recent weeks a total of 76 outstanding checks have been accumulated. A total of 32 were completed during the month – 30% - a sorry figure. 53 Base has 27 checks outstanding, 55 Base 38, and 56 Base 10. This aspect of squadron training requires immediate attention and Squadron and Flight Commanders are to assist the squadron instructors in clearing the 76 checks without delay. [Underlined] These checks are COMPULSORY. [/underlined]
[Underlined] FIGHTER AFFILIATION – 1690 B.D.T. FLIGHT. [/underlined]
No. 1690 B.D.T. Flight exercised 2116 gunners during 929 details. The Flight did 785 hours flying which included day and night affiliation, A.G.L.T. training and a small amount of drogue towing for the R.A.F. Regiment. Pilots average 33 hours flying, the Hurricanes 38 hours, Spitfires 27 hours, and the Martinets 14 hours. These figures were slightly less than last month, but taking into account the weather, the Flight operated more intensively during fit periods.
October 17th was a record day for the Flight. It carried out affiliations with 103 crews including 17 night details, thereby exercising 240 gunners in 24 hours. Night affiliation again showed an increase for the third successive month and a total of 94 details, in which 200 gunners were exercised, was carried out. In addition to this squadron crews had other sources for night affiliation.
The opportunity still exists for more and more night affiliation as nights grow darker and longer as the Group is nowhere near the ideal of giving all crews two affiliation exercises in a month. The Flight also assisted 51 Base by providing 10 night details.
[Underlined] LINK TRAINER TIMES [/underlined]
There was another increase in Squadron times this month by pilots (49 hours) and Flight Engineers (150 hours). This is largely due to the good work put in by 54 and 55 Bases in increasing their total hours to 316 and 377 hours respectively.
56 Base has not been able to get off the mark properly owing to the shortage of Link trainers. However, congratulations are due to 49 Squadron whose pilots reached the 50/60 mark set in last month’s summary.
53 Base with a total of only 240 hours will have to put in some time this month to catch up with the leaders. Their pilots’ times in particular are very low at 61 hours.
All pilots should now have had some experience of the Artificial Horizon toppling device. This should help to improve their appreciation of the turn and bank indicator.
“V” GROUP NEWS. NO. 27. OCTOBER, 1944.
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[Underlined] TRAINING [/underlined]
[Table of Training by Base and Squadron]
GRAND TOTALS: Pilots…1367 hours. Flight Engineers…1127
[Drawing] SWINDERBY, WIGSLEY & WINTHORPE LTD
FINISHED CREWS A SPECIALITY 51
SUCCESSFUL TOURS GUARANTEED
UNDER NEW MANAGEMENT
Good Luck and Many Thanks!
“V” GROUP NEWS. NO. 28. OCTOBER, 1944.
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second thoughts for pilots
[Underlined] “WINTER’S TALE”. [/underlined]
The best place for “Second Thoughts” is in the Flight Office before you go near your aircraft. It is not much good having them when you are bogged off the perimeter track in a foot of Lincolnshire mud with six other aircraft from your own Flight queuing up behind – five minutes to go to “last time of take-off” on a raw winter night and the tractor has broken down. It is warmer by the Flight Officer fire anyway, and you have three good books to read – 5 Group Aircraft Drills, 5 Group Air Staff Instructions and Pilots and Flight Engineers Notes, (that little blue book which looks brand new because it has been in the cupboard for the last six months).
You’ve never some winter operations before; but thousands have and there is nothing new to learn. It is a matter of remembering what you’ve been told. Check your personal clothing (you get cold in the feet and finger tips first so pay plenty of attention to your boots and your gloves). See that your crew are kitted according to scale, especially the Rear Gunner, and see that your oxygen masks and helmets are tested on the rigs in the cloakroom before you go to dispersal.
[Underlined] “BEFORE YOU LEAP”. [/underlined]
That hour before take off which you spend with your aircraft in dispersal is not a dreary one because you have got plenty to do. During the winter it is not always possible to do an N.F.T. and therefore a thorough check is more essential than ever. All the points to note are covered in the Check Lists provided at the Crew Stations in every aircraft. Take a special note of the condition of the dispersal surface when you tumble out of the crew bus. Don’t allow a dispersal to accumulate dirty oil, its [sic] slippery enough at the best of times and worse still in winter. Inspect the chocks closely to make sure there is no danger of them slipping during the run up, especially if there has been “freeze” beforehand and there is frost or ice about.
Don’t roar out of dispersal in a hurry with the Flight Engineer still busily stowing “Window”. Switch on the landing light, have the Flight Engineer manning the Aldis light, and follow the marshalling airman. Check your brakes as you move out of dispersal. Taxy slowly and take the corners easily. As you taxy round check your Gyro and Artificial Horizon to ensure that they are operating (you’ve already checked the suction on both Pesco pumps before you left dispersal), and see your Pitot head heater is ON.
[Underlined] “THE TEMPEST”. [/underlined]
You have got all the Met. information you need, and it is not much good having “Second Thoughts” about something you have forgotten if you are off the ground. If you have been warned of isolated Cu.Nims. up to 24,000 feet, keep clear of them. You know the icing level, and you know your critical temperatures for icing – between 0°Cent. and -8°
“V” GROUP NEWS. NO. 27. OCTOBER, 1944.
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[Underlined] SECOND THOUGHTS FOR PILOTS. [/underlined]
Cent. for airframe icing, and between 0° Cent. and -30° Cent. for carburettor icing. There are of course extremes to both temperatures at which you can get icing, but it is not serious if you stick to the Flight Plan and know the symptoms.
Airframe icing is obvious. You can see it and sometimes hear it cracking off the airscrews and beating against the fuselage. If this occurs, climb out of the temperature layer, keep your flying controls free by moving them slightly all the time, and if you get the perspex icing up, use the de-icing spray to clear it. Carburettor icing makes the boost drop or surge. Fly in hot air for ten minutes and then return to cold air. Repeat this procedure whenever icing occurs and remember that hot air increases tour petrol consumption by 16%.
[Underlined] “THROUGH THE OVERCAST”. [/underlined]
Home strictly to your lattice lines and observe any special instructions you have received about where you break cloud on the return from the target. Do a proper controlled descent through cloud, 20° of flap, 400 feet a minute, and don’t be over anxious for sight of the ground. Check Q.F.E. and Q.F.F. When you clear the cloud base stay on your instruments until you are in level flight. Order your crew to keep a lookout, otherwise you may, at a low altitude, forget your lateral level because you are pre-occupied in trying to read beacons or see the ground. If you break cloud at the right point on your lattice line, there will be no danger of striking high ground. Incidentally, [underlined] never [/underlined] break cloud until you have fixed your position. You should know by now the instructions contained in 5 Group Air Staff Instruction, Trg./14, Safety Measures to Prevent Aircraft Flying into High Ground.
On the circuit give the precise order “Circuit lookout” to your crew as you prepare for the Quick Landing Scheme. This is most important in winter when cloud base might well be below 1,000 feet. Do not amble in with the intention of “Getting down this time” if conditions are difficult for landing. There is no shame in an overshoot and do not be satisfied until you are sitting comfortably in the Green of the Glide Path Indicator with your approach speed right and all your drills completed. Keep your speed down to 120 on the initial approach and get it down to 105 – 110 across the boundary. It is pointless to throw away valuable distance on the runway, especially as the brakes may be less effective than normal, because the runway is wet or freezing. “Second Thoughts” in the overshoot area are usually pretty cheerless.
“V” GROUP NEWS. NO. 27. OCTOBER, 1944.
[Page break]
[Drawing] gunnery
[Underlined] “DECLINE AND FALL OF THE G.A.F.” [/underlined]
[Underlined] PROBABLY DESTROYED [/underlined]
6.10.44 “V” – 630 Sqdn. – JU.88 c.
15.10.44 “X” – 630 Sqdn. – JU.88
[Underlined] DAMAGED [/underlined]
6.10.44 “G” – 207 Sqdn. – FW.190 c.
11.10.44 “Y” – 9 Sqdn. – FW.190
Claims annotated ‘c’ have been confirmed by Headquarters, Bomber Command.
The number of combats during the month’s operations shows a big decrease on last month’s figures. The total stands at 44 combats and of these two enemy aircraft are claimed as probably destroyed and two as damaged.
The majority of the attacks emanated from astern and above, due, no doubt, to the good conditions of visibility prevailing at the time. Now that it has been confirmed from P. of W. interrogation that upward firing guns are being fitted to the majority of the long range night fighter, attacks from astern and below must again be reckoned with, and good all-round search organised, with particular attention to the dark part of the sky.
With a night fighter breaking away below the bomber, make doubly sure that the Hun is not lying in wait below you, before giving orders to the pilot to resume course. One or two people have had very unpleasant surprises, by resuming course too soon and receiving a raking attack from below.
[Underlined] “Beware the Jetties” [/underlined] At the time of going to press no sightings of the jet propelled aircraft have been reported at night, but no doubt that has yet to come. Be prepared for their excessive closing speed when giving the order to corkscrew. The jet should be distinguishable on dark nights and the con-trail on light nights.
An account of the interesting exploits of 619/”W” on the night 4/5th is given below.
“Aircraft “W” of 619 Squadron was returning at 10,000 ft. heading 273T returning from Gardening on the night 4/5th October, and had reached position 5605N 0807E when the Rear Gunner sighted a JU.88 on the starboard quarter level silhouetted against the lighter part of the sky. At that time the bomber was flying in clear visibility with 10/10ths cloud below, tops 2000 ft. and thin stratus above 15,000 ft. The JU.88 attacked from the starboard quarter on a curve of pursuit and the bomber commenced a corkscrew when the fighter
“V” GROUP NEWS. NO. 27. OCTOBER, 1944.
[Page break]
[Underlined] GUNNERY. [/underlined]
reached 600 yards. The corkscrew took the bomber into cloud and the fighter was lost to view. On reappearing from cloud the F/E sighted a JU.88 below camouflaged white and Rear Gunner ordered banking search, the fighter imitated all the bomber’s manoeuvres, preventing the guns from being brought to bear. As the bomber resumed course another JU.88 attacked from Port beam with heavy calibre armament. The attack came from the dark part of the sky and was not seen by the Mid Upper Gunner. The first indication of the attack was when the bomber was hit. The strikes caused a fire amidships which exploded the ammunition in the rear turret tanks in the fuselage and disabled all the hydraulic and intercommunication system. The Mid Upper immediately vacated his turret and attacked the fire with extinguishers. The Rear Gunner saw the attacking JU.88 break away starboard quarter up and fired a long burst using manual rotation and operating one gun manually by the rear sear.
By this time the aircraft was on fire from cockpit to Elsan and the Mid Upper gunner was unable to control it on his own. The Rear Gunner, seeing the Mid Upper Gunner’s flying kit ablaze came to his assistance and with the aid of the Air Bomber, stripped him of his burning harness and placed it in the Elsan. The flames were spreading through the bomb bay and had burnt a hole in the bottom of the fuselage.
By using fire extinguishers, personal clothing and various other means, the fire was extinguished, but approximately 5 minutes later it flared up again at the rear of the ammunition tanks on the starboard side. This was extinguished by the Rear and Mid Upper Gunners.
The Rear Gunner then went into the Mid Upper turret and the Mid Upper Gunner went forward owing to lack of flying clothing which had been burnt.
The aircraft was crash-landed and on landing it was found that the Mid Upper Gunner had received extensive burns on hands and face and was suffering from shock, and the Navigator was burnet on his right hand.
It is considered that both gunners put up an exceptionally fine show in extraordinary circumstances as the hole burnt in the aircraft made any movement extremely hazardous.”
[Underlined] “ODD GOINGS ON”. [/underlined]
A Rear Gunner got repeated number one stoppages on all four guns. This continued through much “cocking and firing” until he suddenly remembered he hadn’t put the “Fire and Safe” units to “Fire”. Having completed this small operation the guns functioned perfectly.
A Gunnery Leader took a crew on drogue firing. He put the Air Bomber into the mid upper and told him to fire one gun only. During the exercise the Gunnery Leader got the impression that both mid upper guns were firing and on mentioning this to the Air Bomber, received the reply “Well, I’m only pressing one trigger!”.
[Underlined] RESULTS OF C.G.S. COURSES. [/underlined]
F/O Roberts 5 L.F.S. Cat. ‘B’.
P/O Danahar 44 Sqdn. Cat. ‘C’.
“v” GROUP NEWS. NO.27. OCTOBER, 1944.
[Page break]
[Underlined] GUNNERY. [/underlined]
[Underlined] AIR TRAINING. [/underlined]
[Underlined] FIGHTER AFFILIATION. [/underlined]
[Underlined] ORDER OF MERIT [/underlined]
[Table of Fighter Affiliation Exercises by Squadron and Conversion Unit]
[Underlined] TOTAL OF AFFILIATION EXERCISES FOR OCTOBER:- 2190. [/underlined]
“V” GROUP NEWS. NO.27. OCTOBER, 1944.
[Page break]
[Underlined] GUNNERY. [/underlined]
[Underlined] TABLES. [/underlined]
Though the total of affiliation exercises is below that of last month, the Squadrons’ totals are better, which is a very good sign. The night affiliation exercises with Hurricanes and Mosquitoes show an increase on last month, but whilst credit is due in this respect, it is hoped that next month’s total will be the equivalent to one night affiliation exercises per crew throughout the Group. Successful trials have been carried out by No.54 Base using infra-red film and instructions are being issued by this Headquarters in the near future.
Bomber Command have now approved the modifications to incorporate the hydraulically operated winch for self-towed drogue in the Lancaster, and this Headquarters’ letter 5G/3204/2/1/Eng. dated 25th October, 1944, refers. It is anticipated therefore, that next month that very barren column headed “AIR TO AIR” will blossom forth with digits.
Base Gunnery Leaders are warned that in all probability two extra Mark 1C Gyros will be allotted to each Squadron in the near future. It is suggested therefore, that they take immediate steps to have the necessary parts for the rig made in workshops and wired in a similar manner to their existing assemblies, so that there will be the minimum amount of delay when these Gyros arrive.
Up to date there have been two cases of frostbite in the Group due chiefly to the metal parts of the mask and helmet not being covered. This covering is very liable to have been torn and neglected during the summer months, so that now the cold weather is upon us, Gunnery Leaders would do well to check all helmets and masks immediately to see that they are in 100% fit condition.
“V” GROUP NEWS. NO.27. OCTOBER, 1944.
[Page break]
[Drawing] oiling up [Drawing]
The perfect Air Gunner climbed out of his aircraft, and turned to the Armourer. “Those guns are good enough” he said, and his Captain and his crew heard and felt happy as they knew by “good enough” the perfect Gunner meant “very good indeed”. Two other Gunners, who were by no means perfect, also heard and remarked to themselves “Old Smithy must have been born with a gun in his hand, think of all the trouble you and I have had with that turret, yet Smithy goes up a couple of times, and everything is bang on. Either he’s just plumb lucky, or he’s got a gift that way. Yes, I think he takes to it naturally”. So saying, the speaker and his friend cautiously made their way towards the Mess, cautiously, in case their Gunnery Leader or Captain should catch sight of them, and acting on experience promptly put them on some sort of training. “After all” they used to argue “Why should we have to bind at aircraft Recce etc., just like any sprogs – we are almost the original operational types, we know the answers”.
“Hope the old skipper is in a better mood this evening, Bill, he seemed to be quite shirty with me after that Daylight yesterday. Called me a bloody fool and told me to pull my finger out. Me of all people. Me! Why I told him he was lucky to have two Gunners like us in his aircraft, but even that didn’t seem to cheer him up. After all, as I said, anyone might have mistaken those Thunderbolts for 190’s, and after all, he only did two corkscrews. I suppose he’ll be binding next about that turret, just because old Smithy gets airborne and it happens to work. Things always seem to work with Smithy”. The speaker pulled his chair a little nearer to the fire.
In the meantime, the perfect Air Gunner and the Armourer had finished cleaning the guns and were packing up. “It always seems to be the same when you take over someone else’s aircraft, doesn’t it”, said the perfect Gunner. “However, they begin to look a bit more like guns now, don’t they, and I don’t think we’ve much more to worry about, goodnight, and many thanks”.
The not-so-perfect Gunners, were still sitting by the fire in the Mess. “Hulloo, here comes old Smithy – Hi Smithy, how did you manage to make those ropey guns go this afternoon?”
“Well, as a matter of fact, we only gave the turret a good D.I., and all the guns a thorough cleaning, and everything went like clockwork. There’s nothing much wrong with those guns”.
As one not-so-perfect Gunner said to the other “Old Smithy may be lucky, but he’s a secretive sort of bloke, keeps things to himself you know – just cleaned the guns and they worked my foot – why they’ll be saying we don’t know our job next – you and me!”
“V” GROUP NEWS. NO. 27. OCTOBER, 1944.
[Page break]
[Drawing] accidents
Throughout the year this Group has steadily climbed the Bomber Command accident ladder until in September we reached the top with a rate of 7.9 aircraft damaged for every 10,000 hours flown. This goal was achieved with 23 aircraft damaged and was largely due to a drop in the number of crashes during non-operational flying. 51 Base therefore, can feel they have pulled their weight in the struggle for accident reduction, especially as October figures again stand comparison with the squadrons.
Unfortunately it is unlikely that we will remain in that exalted position at the top of the ladder. There is every indication that the rate for October will have increased, particularly as the total number of aircraft damaged rose to 31: 10 were totally destroyed, 7 were Cat.B., and 14 were Cat.AC; in addition there were 6 Cat.A(R), but these will not count against us. The [underlined] avoidable [/underlined] accidents against which every drive is concentrated, rose in proportion. October’s figures read:-
[List of Avoidable Accidents by Squadrons, Conversion Units and Other Flights]
[Underlined] GRAND TOTAL – 25 Avoidable Accidents. [/underlined]
It may be argued that the number of avoidable accidents during October is merely an indication of the seasonal rise in accidents as a whole. This is probably true, but the danger lies in passing this rise off as inevitable. It is up to pilots to combat the additional difficulties of winter flying by such means as more concentration on instrument flying, increased care when taxying, and a demand for full support and co-operation from their crews. With regard to taxying, you will note that accidents in this class continue to hold a notorious position in the Summary. Read and digest the notes on taxying given under another heading in this News. A typical example from the month’s records will emphasise
“V” GROUP NEWS. NO. 27. OCTOBER, 1944.
[Page break]
[Underlined] ACCIDENTS. [/underlined]
the inexcusability of such accidents. Can you find any mitigating circumstances in this one:-
(i) In broad daylight a pilot was following another aircraft round the perimeter to take off point. The leading pilot stopped, naturally, at the taxy post to do his pre-flight checks. He was immediately struck from behind by the following aircraft, the pilot of which simply states that “he did not know the other aircraft had stopped until too late”.
[Underlined] EMERGENCY AIR. [/underlined]
A “new” accident occurred in October, and details are given here so that a pitfall may be avoided. Briefly, a Lancaster pilot had to use the “emergency air” to lower his undercarriage on landing. He left the lever in the [underlined] “up” [/underlined] position, made a perfect landing and taxied to dispersal. A few hours later the undercarriage collapsed. Now, wheels can be lowered by emergency air with the lever in [underlined] any [/underlined] position, but take another look at Pilot’s Notes (Latest) and there read that the lever should be fully [underlined] down. [/underlined] Now you know!
The other accidents do not provide any special features.
51 Base now passes from 5 Group to 7 Group. The accident rate on Stirlings has been steadily reduced since January, and reflects creditably on the way Stirling problems have been tackled. At the risk of repetition, this is best shown by October’s “avoidable” figures. For the first time 51 Base total is less than the total for the squadrons. In 1654 Conversion Unit only one aircraft was damaged during the whole of the month, and even this was only damaged to a slight extent, namely Cat.A(R). A commendable effort.
[Table of Avoidable Accidents by Squadron with Star Award]
“V” GROUP NEWS. NO.27. OCTOBER, 1944.
[Page break]
[Drawing] aircrew safety
There was only one known ditching throughout the Group during October – “R” of No.467 Squadron ditched 50 miles North of Terschelling on 5th October. First the port outer engine failed at 1500 ft. followed by the port inner at 900 ft. on the outward flight to the target. The Pilot incorrectly thought that he could not jettison his particular load below 2,000 ft. and turned for home, at the same time firing a red Verey cartridge to let the concentration know that he was in trouble. The port inner engine failed at 900 ft. and not until this happened was the Wireless Operator ordered to institute W/T S.O.S. procedure. These signals were transmitted at 200 ft. and naturally were not received.
Fuel jettisoning action was taken, but the jettison cocks were not closed again the the [sic] aircraft ditched with a full bomb load and little or no buoyancy from the fuel tanks. It ditched successfully but sank in 1 1/2 minutes. The Flight Engineer did not brace his back on the rest bed and the shock threw him upwards and forwards. His head splintered the bulkhead door but he was not injured, and the inrush of cold water brought him round from his temporary stunning. (Hard heads are necessary for an awkward situation!).
All members of the crew reached the dinghy without difficulty and although the mast was broken it was repaired and erected. A sail was made from silk escape maps and with a North Easterly wind the dinghy sailed about 27 miles towards the English Coast before it was located by air.
An airborne lifeboat was dropped and the crew, transferred successfully, started the engines and set course for home. The mast was slipped without releasing the whip aerial and before this was noticed, the sea had freshened, making it impossible to rectify the mistake. As the covering aircraft lost contact with them on three occasions this mistake might easily have had more serious consequences.
The crew was finally rescued by a Naval launch after 36 hours in their dinghy and almost as long in the lifeboat.
This ditching should prove a lesson to those disbelievers in transmitting “Emergency” messaged on the failure of one engine.
Though the Rear Gunner of another aircraft saw the distress cartridge being fired, no sighting report was transmitted, nor, due to a misunderstanding, was any notice taken of the report at Interrogation. W/T silence does [underlined] not [/underlined] apply to aircraft in distress or sightings of aircraft in distress unless specifically ordered at briefing.
“V” GROUP NEWS. NO. 27. OCTOBER, 1944.
[Page break]
[Underlined] AIRCREW SAFETY. [/underlined]
What have now become common errors were again made by this crew:-
(i) The dinghy radio was released from its stowage prior to ditching and was lost on impact.
(ii) Mae Wests were not inflated until after impact.
Two interesting new Air Diagrams have been issued:-
Flying Control and A.S.R. Services – A.D. 3970, Issued June, 1944.
Air Sea Rescue Services – A.D.3971, Issued June, 1944.
The Lancaster Static line parachute drill has been amended. The new diagram is numbered 3011A issued May, 1944. Note those helping the wounded man should wear their parachutes – just in case.
[Drawing] THIS
OR
THIS?
PILOTS & REAR GUNNERS –
Have YOU drawn YOUR seat type parachute?
“V” GROUP NEWS. NO.27. OCTOBER, 1944.
[Page break]
[Drawing] flying control
[Underlined] Flying Control Competition [/underlined] – The second quarterly Flying Control Competition has now ended and the award goes to METHERINGHAM. It is only fair to Skellingthorpe to say that they have not fallen behind but have been surpassed. Sections have, in many cases, taken serious steps to bring up to scratch the surrounds of Watch Offices. The tidiness of the grass surrounds, the layout of the car park, all raise or lower the value of Control in the eyes of visitors.
The heavy winter months ahead with their problems of snow, ice and water, will demand from every Flying Control Section the maximum serviceability of portable equipment. Night Flying Equipment should be thoroughly examined to bring it up to 100% efficiency. All lamps and accs. should be tested and necessary replacements made. Never let the responsibility for a “bogging” or a taxying accident be laid on your shoulders because equipment was unserviceable or inadequate for emergencies.
[Underlined] V.H.F. Landing Trials [/underlined] – Waddington are carrying out VHF/RT trials for Command, more particularly on the control side. The policy is a “long term” one, attempting to meet future requirements of all Commands, and future layouts of Watch Offices. Preliminary trials will probably occupy a month, after which “visitors will be admitted”.
[Underlined] Rangefinder Attachment [/underlined] – Details of a ranging instrument for the Airfield Controller have been issued to stations, to ensure that at night the A.F.C. knows whether an aircraft is inside or outside the 2000 yards safety line. The adaption consists of the insertion in the inner ring sight of a metal “thimble” in which is cut an aperture of .1225 inches, equivalent to the wing span of a four-engined bomber at 200 yards.
[Underlined] Circuit Marking [/underlined] – Trials are to be carried out at Metheringham to mark the “upwind” and “downwind” positions on the circuit. It has not been possible to instal [sic] permanent lighting which will cater for marking the circuit points when each runway is in use. A compromise has been effected, however, to concentrate on the main runway. The “ball-up” point and the “cross-wind” position are at present marked with the identification letters of the airfield, and it is proposed to mark the “upwind” and “downwind” positions by means of a bar of three lights across the outer circuit.
Bases will be informed when this installation is complete at Metheringham, and Flying Control Officers should fly over there at night to inspect and report on the efficiency of this system of marking.
In saying goodbye to 51 Base on their translation to 7 Group, one must express our best wishes for their continued good work in their new “orbit”. All three stations have recently made vast improvements in their airfield conditions. Control work at Conversion Units is much heavier than on operational units and the zeal of Control Officers at those stations to bring control conditions into line with operational stations, is to be commended.
“V” GROUP NEWS. NO.27. OCTOBER, 1944.
[Page break]
[Underlined] FLYING CONTROL. [/underlined]
Landing times for October refer in the main to daylight times and an improvement has again been shown over the previous month’s average. The new form of monthly return of landings to meet the requirements of Headquarters, Bomber Command, will be used to compile future returns for these records. The return should be compiled day by day and not left to the end of the month.
[Table of Landing Times by Station]
[Underlined] AVERAGE FOR THE GROUP 1.59 MINUTES PER AIRCRAFT. [/underlined]
“V” GROUP NEWS. NO. 27. OCTOBER, 1944.
[Page break]
[Drawing] equipment
[Underlined] COAL AND COKE. [/underlined]
The fuel situation this winter is going to be very difficult [sic] This is due, of course, to the fact that we will be supplying most of the liberated countries, until they can produce their own fuel.
Equipment Officers should therefore make their stations more fuel conscious, and try to save every pound of coal and coke they can.
[Underlined] RETURN OF EQUIPMENT TO U.E.D. AND R.E.D. (A.M.O. A.736/43). [/underlined]
Many letters have been written upon the necessity of following the instructions laid down in A,M.O. A.736/43.
Headquarters, Bomber Command, have now dealt us a bitter blow. A list has been sent to this Headquarters, showing all stations who have not carried out the instructions, and practically every station in the Group is named.
This is a bad state of affairs, and we hope in future stations in this Group will do much better and make certain equipment is returned to the right place.
[Underlined] RADIATORS. [/underlined]
The radiator pool at Coningsby is working satisfactorily, and since it has been going, the flow of radiators to the squadrons has been better, though, of course, we could do with a lot more.
We now hear from Command that this system may be stopped, and the normal demand procedure put in its place. This matter is being dealt with between Command and Air Ministry, and we can only hope that the present system is retained.
[Underlined] DEMANDS. [/underlined]
Units should take more care making out their equipment demands; cases have been reported where, either the unit serial number or the nearest railway station has been omitted. A further point is that stations are not using the rubber stamp in the Consignee’s Block.
Equipment Officers must scrutinise their demands, before signing them, and see that the demand is made out correctly. If the section has not got the rubber stamp then it should be demanded from the Orderly Room at once.
“V” GROUP NEWS. NO. 27. OCTOBER, 1944.
[Page break]
[Drawing] engineering
[Underlined] GENERAL. [/underlined]
During October, 56 Base formed, and two new squadrons were built up. With the formation of 56 Base much hard work has been entailed in the organising of Base sections once more, but these are coming along very nicely and will soon be up to the desired standard. Balderton and Fulbeck, which are sub-stations to 56 Base, provide a heavy task in themselves to bring them up to the standard of airfields which were vacated by 5 Group. It is “self-help” with a vengeance. However, even in the short time that the airfields have been occupied by 5 Group units, the improvement is most noticeable.
An interesting feature of the month is the manner in which Bases have helped each other with acceptance chekes [sic] modifications and engine changes where necessary. Acceptance checks for the new squadrons were split evenly through the Bases.
Good reports are being received as a result of pilots and flight engineers of the Test Crews at Bases attending the Test Pilots’ Course at A.V. Roe’s. All Base Major Servicing Sections are enthusiastic about the testing of their aircraft and consider that greatly improved handling is given to aircraft passing out of B.M.S.S. as a result of the excellent reports submitted after these test flights.
[Underlined] GROUND EQUIPMENT. [/underlined]
Since starting the drive on improving the condition and maintenance of ground equipment and the general cleanliness of hangars and dispersals, a big improvement has been noticed throughout the Group. The cleanliness of hangars is far more important than some C.T.O’s realise. However busy a servicing section is, it can always find time to keep the hangar and its surrounds clean and tidy if the will to do so is present. The mechanical sweepers which have been issued throughout the Group have proved an asset in keeping the hangar floors swept, but we still have the odd C.T.O. who allows his maintenance hangar to get into a filthy, oily state, and complains that pressure of work is the cause. Pressure of work is never the cause of this state of affairs as it is usually due to lack of interest in this aspect of maintenance over a long period. Once a hangar and its surrounds have been made to look clean, neat and tidy, this state can be maintained by just a small amount of work daily. It is again repeated that if a Servicing Wing looks neat, well organised and tidy, it invariably is also efficient.
[Underlined] OPERATIONAL FAILURES. [/underlined]
Engineer faults which prevented the successful completion of operational sorties totalled 1%. This is a slight increase over the previous month, but is still a general improvement. Only one of these defects could be attributed to faulty maintenance; unfortunately
“V” GROUP NEWS. NO.27. OCTOBER, 1944.
[Page break]
[Underlined] ENGINEERING. [/underlined]
this maintenance defect occurred in a squadron which would otherwise have had a clear sheet. 54 Base gets the “Big Hand” this month, with only two engineer operational failures. The following squadrons are to be congratulated on having no engineer operational failures during October:- 9, 50, 83, 227, 617 and 627 Squadrons. This is a very good start indeed for the first month 227 Squadron appeared as an operational squadron.
[Underlined] 51 BASE. [/underlined]
With the passing of 51 Base, complete with Wigsley, Swinderby and Winthorpe and maintenance staffs, go many engineer officers and maintenance personnel who have worked hard for 5 Group for a very long period. The type of work which they have been carrying out has been arduous and we are very reluctant to see them pass to another Group; to the newly formed No.7 Group such officers and maintenance personnel who have worked so loyally for 5 Group will be a great asset.
[Underlined] TRAINING UNIT SERVICEABILITY. [/underlined]
[Table of Aircraft Serviceability for Conversion Units]
[Underlined] FLIGHT ENGINEERS. [/underlined]
[Underlined] ENGINE HANDLING. [/underlined]
Much controversy has taken place since Air Ministry has cleared Merlin 22’s, 24’s, 28’s and 38’s at +7 lbs. boost for cruising. It is thought by so many pilots that this extra 3 lbs. boost is something for nothing, that petrol consumption at 2650 r.p.m. and + 7 lbs. boost will be the same as 2650 r.p.m. and 4 lbs. boost; this is not the case. This is what has taken place – before the modification was incorporated, the S.U. Carburettor richened when the boost was increased above + 4 lbs. and the Stromberg Carburettors richened with boost above + 3 1/2 lbs. With Mod.582 both these carburettors will now be progressively weak throughout their range up to + 7 lbs. boost.
In all cases for economical flying it is necessary to fly at a given optimum R.A.S. This optimum R.A.S. is governed by the all-up weight of the aircraft, so crews should always attempt to obtain the I.A.S. for which they are briefed.
Boost of + 7 lbs will only be obtained up to rated altitude, this will be approximately 9,000 ft. in ‘M’ gear and 17,000 ft. in ‘S’ gear. Therefore if an I.A.S. of 170 m.p.h. is required at 8,000 ft.,
“V” GROUP NEWS. NO.27 OCTOBER, 1944.
[Page break]
[Underlined] FLIGHT ENGINEERS. [/underlined]
to fly economically the boost would be increased to + 5 or 6 lbs, but the revs must be reduced below 2650; the only advantage in this case is, the throttles would be fully open. If, however, the revs were left at 2650 using + 5 or 6 lbs. boost petrol consumption would increase. A case in point – a Lancaster in this Group was fitted with flowmeters; at 10,000 ft. using 2650 + 4 the R.A.S. obtained was 200 m.p.h. and petrol consumption 228 galls/hr. The same aircraft when using 2650 + 6 at the same altitude obtained an R.A.S. of 215 m.p.h., but the petrol consumption increased to 271.2 galls/Hr. As can be seen, for the extra 15 m.p.h. the consumption was out of all proportion.
The advantage of + 7 lbs. boost will be found in the climb. When climbing at 2650 + 4 with a fully laden aircraft, the R.A.S. should be 157 m.p.h.; if this speed cannot be maintained or the aircraft becomes “heavy” to handle, the boost can be increased over the + 4 lbs. setting to obtain the optimum R.A.S. of 157 m.p.h.
If the general rule of high boost and low revs together with the optimum R.A.S. is carried out on all flights, the petrol consumption will always be good.
[Underlined] WINTER FLYING. [/underlined]
To overcome many of the “snags” of winter flying due to the inexperience of crews, a list of the most important points are set out for the guidance of Flight Engineer Leaders who must instruct and advise all Flight Engineers in their section.
1. Special care and instruction on the use of oxygen, care and maintenance of masks, and the use of the extra 12 ft. oxygen tube carried in all aircraft.
2. Have each Flight Engineer work the Dead Man’s release of the rear turret.
3. Make certain each Flight Engineer knows how to use the hot and cold air valve, and under what conditions this should be used.
4. Use of de-icing fluid for windscreens – how to operate the pump. Advise each Flight Engineer to have a can of de-icing fluid in his aircraft for use inside the cabin. [Underlined] Danger [/underlined] – this fluid is inflammable.
5. Check clothing. Warm but not bulky, electrically heated waistcoat and socks are a great advantage.
6. Care to be taken when running up – see that chocks cannot slip.
7. Check “storm window” for freedom.
8. Pulsometer pumps must be switched “ON” at 17,000 ft.
9. All Flight Engineers to know 5 Group Drill No.12 “Oxygen and Anti-Frostbite Drill”.
10. Flight Engineers to inspect the de-icing paste on the leading edge of the control surfaces; care must be taken that this is evenly applied.
“V” GROUP NEWS. NO. 27. OCTOBER, 1944.
[Page break]
[Drawing] armament
On the 25th October a meeting of Base Armament Officers was held at Headquarters, No.5 Group, when a very lengthy discussion took place covering almost all the points affecting armament work and organisation. Every effort is being made to provide more man power, more supervision and more equipment, but all armament personnel should bear in mind the vital need for careful planning and organisation of work to eliminate unnecessary handling of stores. In this connection, a tidy and well planned bomb store will always be able to handle a greater tonnage of bombs for less man hours of work (i.e. a reasonable number of days off for everybody), than a bomb store which is allowed to become disorganised and congested, thus entailing handling stores two or three times.
To run a bomb store in this ideal way calls for clear thinking and planning by the Officer i/c and an appreciation of the work and handling schemes in use by N.C.O’s.
The new heavy transporter referred to in our last issue has at last made its appearance but unfortunately only in very small quantities. Reports from the station fortunate enough to receive the first issue show that this piece of equipment is a great time and labour saver, and in addition, ensures that the tail units of 4 lb. incendiaries carried in S.B.C’s are not damaged when loaded on to bomb trolleys.
One station, not content to sit back and wait for the arrival of these items, has produced its own transporter. The transporter has been constructed from a portion of the M.7 cluster mechanism suitably modified with two small angle brackets to slip under the drop bar of the S.B.C. This transporter has been in issue for some time and has proved entirely satisfactory and easy to handle. Details of this modification are being forwarded to Units, and Armament Officers should take the opportunity of constructing as many of these transporters as possible for use prior to the introduction of the improved type heavy transporter.
No doubt many of you can think of more and possibly better methods of simplifying the handling and transportation of clusters and S.B.C’s, so get your heads together and see what you can produce. To a great extent this problem will have to be solved by ourselves, so don’t be content to sit back and wait for someone else to find the answer. You are the people who know what is required and are in the best position for finding the solution.
[Underlined] REPORTING OF DEFECTS. [/underlined]
Many instances have occurred during the past months of Armament Officers failing to carry out the correct procedure for the reporting of defects of ammunition, explosives and their components or ancilliary equipments.
The correct procedure is laid down fully in A.P. 2608A, Appendix 12, and it is suggested that a few minutes spent with this very valuable publication would benefit the majority of Armament Officers.
[Underlined] THIS MONTH’S “BOOBS”! [/underlined]
On two occasions this month Bomb Aimers omitted to select the isolation switch with the result that the photoflash was not released and no photographs obtained.
Two full bomb loads were returned to base, one due to the Bomb Aimer setting the distributor drum switch half way between “Distributor” and “Single and Salvo”, and the other due to the failure of the Bomb Aimer to ensure that his Master switch was wired in the “ON” position.
“v” GROUP NEWS. NO. 27. OCTOBER, 1944.
[Page break]
[Underlined] ARMAMENT FAILURES TABLE. [/underlined]
[Table of Armament Failures by Squadron]
A – MANIPULATION. B – MAINTENANCE. C – ICING. D – TECHNICAL. E – ELECTRICAL. F – OBSCURE
[Page break]
[Drawing] photography
The total number of operational sorties for the month of October was below previous months’ figures and details of the photographic results are shown in the analysis.
[Underlined] Technical Failures [/underlined] were not high, but it is an undeniable fact that many of those which did occur could have been avoided – Photographers, Instrument Repairers and Electricians responsible for the maintenance and testing, and Photographers who process the films should make a special effort to reduce the number of failures which occur through insufficient maintenance testing and processing.
A percentage of failures also occurs because the Bomb Release Key Switch sometimes releases the bombs but does not make a positive contact to operate the camera. Headquarters, Bomber Command, have stated that a new type of key has been designed and will be issued in due course; until the new key is fitted bomb aimers must remember to depress the key fully.
[Underlined] American K.24 Camera [/underlined] is now rapidly taking the place of the F.24; despite certain criticisms there can be no doubt that the camera will give good results, provided that a few minor details are attended to. Owing to the unbalanced weight, mainly due to the motor position, this camera is not to be stood upright on the lens cone, but is to be laid on its side; furthermore, the camera should not be lifted by the motor, otherwise there is every possibility that the motor gear will become mis-aligned. Air Ministry have been asked to provide muffs which will fit the K.24, but it is not known when these muffs will become available. However, owing to the rubber film roller, brittle film should not prove very troublesome since the main cause of torn film in the F.24 camera is the measuring roller needles.
[Underlined] Composite colour [/underlined] is now in standard use, and it is hoped to increase its use but, before doing so, Photographic N.C.O’s should ensure that all photographers are trained in making up and processing the film. It is necessary to stress once again the importance of temperature and time; failure to bear this in mind will produce out of colour balance results, A different type of colour film, called the “Ansco” has been tested by No.56 Base , but the results were inferior to those produced by Kodacolour.
[Underlined] H.2.S. Photography. [/underlined] The number of cameras now available for this type of photography has materially increased, but there is much to be done before it can be claimed that the results produced are as good as they should be. The best H.2.S. Photographic results can only be obtained by correct set operation and good quality processing and printing. It has been reported that Photographers are not sufficiently informed on the working of H.2.S. to get the best out of the results. Therefore, it is hoped that the Radar/Nav. officer will arrange demonstrations in due course.
“V” GROUP NEWS. NO.27. OCTOBER, 1944.
[Page break]
[Underlined] ANALYSIS OF PHOTOGRAPHY. [/underlined]
[Table of Photographic Analysis by Squadron]
[Page break]
Education [Drawing]
During October, many airmen began study, which it is hoped will be continued during the winter months. The suggested programmes and facilities drawn up by Station Education Officers were widely circulated on most stations and the response on the whole has been satisfactory. The most popular demand has been for classes at the local Technical Institutes – indeed, the Lincoln Technical College was quite unable to cope for a time with the numbers of students who wished to attend. Most of the requirements appear to have been catered for now, however. It should be stressed that the college authorities have taken considerable trouble to accommodate R.A.F. personnel and we in our turn must attend as regularly as possible to make the work they have put in worth while.
Organised study is difficult in view of the uncertain hours of duty. One solution to this problem is the correspondence course method, which does give the chance of doing the work at the student’s own convenience. A full list of courses cannot be enumerated here, but there are roughly 500, and they cater for almost all the professions as well as individual subjects. The cost is only 10/-. Your Education Officer will show you what is available.
About 700 people have enrolled for correspondence courses in this Group during the past few months, and some stations have over 100 airmen attending local evening institutes each week. These are the people who are looking to the future, and there must be many hundreds more in the Group who would benefit from something of this kind. After all, its [sic] your future, so it is up to you to prepare for your return to civilian life.
Do you ever visit your Station News Room? If you do you will realise the tremendous amount of work put in to keep it fresh and up to date, and usually the Education Officer is doing the job himself. He would welcome any suggestions and ideas for improving the room, and any practical help towards putting the ideas into practice. About half a dozen airmen who are interested, can make a great difference to the freshness and appeal of the News Room.
“V” GROUP NEWS. NO. 27. OCTOBER, 1944.
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AN ENGLISHMAN’S HOME
[Drawings] IS HIS NISSEN
Due to the long hours of blackout, bad weather and general deterioration of living and working conditions, all of which affect the health of personnel, operational efficiency may be reduced during the winter unless strenuous efforts are made by all concerned to offset its effects.
If initiative is used NOW to plan essential precautions, this Group can be fully prepared to operate during the winter months at an even higher pressure and even more efficiently than during the last few months.
Instructions to all Base and Station Commanders have already been issued by the Air Officer Commanding, summarising instructions which have already been issued. Indication will only be given in this article of those additional jobs we may be called upon to do which are not of a routine nature, and which merely involve the use of average common-sense.
There is an old saying that “An Englishman’s Home is his Castle”. However, the true sense of this saying is, unfortunately, not fully established during war-time, as the majority of our lives is being spent in Nissen huts or, for the more fortunate (?), in rooms shared with many others, who have various ideas of conditions in which one should eat and sleep.
A balance, therefore, has to be made and the foundation for our “War Castles” should be waterproof rooms, clean approaches to living quarters, well-prepared food, hot water supply, good entertainment and ample warm clothing, together with the sensible use of camp amenities which are provided for all and not for any one individual.
In the first years of war, ample labour and material were available for ensuring that the above conditions were met, but due to the withdrawal of labour and material to priority work in the South of England, each and every one of us will be called upon to perform duties which, hitherto, have been implemented by “Specialists”. Take, for instance, that leaking roof. It’s all very well saying that it’s about time Works and Buildings repaired it; the fact is that Works and Buildings have not the labour to meet all the requirements of daily maintenance on a present-day Bomber Station. Therefore, instead of sitting back and waiting for somebody else to do the work, we shall have to do it ourselves. Material, and technical supervision will be provided and we shall have to initiate our own repairs in our “spare time”.
If we were back in our own homes, we wouldn’t need to be told to implement maintenance or to redecorate rooms which have become shabby. We would take off our coats after our day’s work and do all within our power to make it as comfortable as possible.
“V” GROUP NEWS. NO. 27. OCTOBER, 1944.
[Page break]
[Underlined] “AN ENGLISHMAN’S HOME IS HIS NISSEN”. [/underlined]
Similarly, in peace-time, when we called at the local for “one for the road” and, due to bad navigation we encroached on the muddy part of the front garden, we wouldn’t dream of entering the house without wiping our feet or scraping the mud off. This should be kept well in mind when returning from the N.A.A.F.I., or the Mess back to our quarters, or to the places where we work.
In this respect, mud can be one of the chief factors of lowering the morale during the winter. Mud is usually introduced on to the concrete roads on stations, primarily by mechanical transport being driven off perimeter tracks and from concrete roads on to the airfield, and by certain types who will insist on taking “short cuts”. This practice must be stopped; by so doing, we shall also improve the appearance of our airfields.
In regard to clothing, facilities exist for the exchange of worn clothing which would not provide proper warmth during the winter months and would, therefore, result in health conditions which seriously affect the manpower question during this particular time of the year.
Personnel working in exposed conditions are entitled to draw protective clothing consisting of a variety of items which may be obtained on request. In Civvy Street the wise man ensures that his clothing is in a constant state of good repair and although the responsibility is usually shelved on to our mothers or wives, in war-time it is up to each individual to fend for himself.
With a little bit of research “someone” can always be found to do the necessary darning, and to execute the necessary repairs if the individual has not the maternal instinct.
To deal with all the troubles would involve writing at some length and it is again repeated that average commonsense [sic] must be used. If the powers-that-be are to be believed, this is going to be the last winter of the European War. Everyone should make a supreme effort to ensure that our living and working conditions are such that our operational efficiency is not affected, and that all precautions are introduced in time to meet the trouble which they are intended to cure.
“V” GROUP NEWS. NO. 27. OCTOBER, 1944.
[Page break]
[Drawing] decorations
The following IMMEDIATE awards were approved during the month:-
[Underlined 9 SQUADRON [/underlined]
P/O J.J. DUNNE DFC
P/O R.F. ADAMS DFC
[Underlined] 50 SQUADRON [/underlined]
F/O R.E. AMEY DFC
SGT G.W. LANE DFM
[Underlined] 207 SQUADRON [/underlined]
W/O J.F. GRAY, DFC DSO
[Underlined] 463 SQUADRON [/underlined]
F/O F.T. GRIFFIN DFC
[Underlined] 467 SQUADRON [/underlined]
F/O G.H. STEWART DFC
F/SGT R. CALOV DFM
F/SGT D.J. MORLAND DFM
[Underlined] 617 SQUADRON [/underlined]
F/LT D.J.B. WILSON, DFC DSO
F/O P.H. MARTIN DFC
F/O W.A. DANIEL DFC
F/O J.A. SANDERS, DFC BAR TO DFC
W/CDR J.B. TAIT, DSO, 2 BARS, DFC BAR TO DFC
[Underlined] 619 SQUADRON [/underlined]
SGT F. WEBSTER DFM
P/O D.H. STRACHAN DFC
[Underlined] 627 SQUADRON [/underlined]
F/LT R.E.W. OAKLEY, DFM DFC
[Underlined] 630 SQUADRON [/underlined]
F/SGT D.S. MORGAN BEM
[Underlined] 54 BASE [/underlined]
A/Cdr. A.C.H. SHARP, ADC. DSO
The following NON-IMMEDIATE awards were approved during the month:-
[Underlined] 9 SQUADRON [/underlined]
P/O N.H.B. LUCAS DFC
F/O J.E. LOGAN DFC
F/O J. CHADDERTON DFC
F/O D.A. KEEBLE DFC
W/O R.P. ALLEN DFC
F/O C.H. CALTON DFC
P/O D.D. McLEAN DFC
[Underlined] 44 SQUADRON [/underlined]
A/S/L G.A. MILDRED DFC
P/O N.H. LLOYD DFC
P/O A. AIREY DFC
SGT W.J. ROBINSON DFM
F/SGT A. WILSON DFM
P/O A. DICKEN DFC
F/SGT M.J. STANCER DFM
F/O K.A. MATHIESON DFC
[Underlined] 50 SQUADRON [/underlined]
F/O D.J. ORAM DFC
P/O H.M. MILNE DFC
F/SGT W.J. BEESLEY DFM
F/SGT D.P. PIERSON DFM
SGT A. DARBY DFM
F/SGT J. SHORT DFM
W/O G.F. GRAHAM DFC
[Underlined] 57 SQUADRON [/underlined]
W/O P.V. HAZELDENE DFC
F/O H.B. MacKINNON DFC
P/O H. WELLAND DFC
F/O J.C. LUMSDEN DFC
F/SGT P.S. BAKER DFM
F/O C.S. PATON DFC
F/O G. POW DFC
F/SGT R.A. HAMMERSLEY DFM
[Underlined] 61 SQUADRON [/underlined]
F/O B.S. TURNER DFC
P/O E.W. HALLETT DFC
S/LDR J. WOODROFFE, DFC BAR TO DFC
F/O R.T. REID DFC
F/SGT J. MORAN DFM
“V” GROUP NEWS. NO. 27. OCTOBER, 1944.
[Page break]
[Underlined] 61 SQUADRON (CONTD) [/underlined]
F/O J.A. MacDONALD DFC
[Underlined] 83 SQUADRON [/underlined]
A/S/L T.W. BLAIR, DSO, DFC.BAR TO DFC
W/O R.G. GOODWIN, DFC BAR TO DFC
F/O D.J. HEGARTY DFC
F/O J.A. KELLY DFC
A/S/L G.A. WATSON, DFM DFC
[Underlined] 97 SQUADRON [/underlined]
F/SGT C. BAUMBER DFM
A/F/LT J.L. COMANS, DFC BAR TO DFC
A/F/LT W.T. GEE DFC
F/SGT G.H. WIDDIS DFM
P/O M.J. BRIDGMAN DFC
F/O D.H. SHORTER DFC
P/O T.W.L. LEAK DFC
P/O J.A. PEARSON DFC
F/O J.F. THOMSON DFC
F/O J.W. NEDWICH DFC
P/O J.W. MULLER DFC
F/O R.D.H. PACKER DFC
[Underlined] 106 SQUADRON [/underlined]
A/F/LT J.E. TAYLOR, DFM DFC
P/O C.E. THOMPSON DFC
[Underlined] 207 SQUADRON [/underlined]
F/SGT E.G.S. SCOTT DFM
P/O N. OWEN DFC
[Underlined] 463 SQUADRON [/underlined]
P/O A.J.C. CASSELL DFC
P/O C. JAMES DFC
F/O J.H. DECHASTEL DFC
F/O A. WILLIAMS, DFM DFC
F/O P.R. PETTIT DFC
P/O E.A. MUSTARD DFC
P/O B.W. WEBB DFC
[Underlined] 467 SQUADRON [/underlined]
F/LT P.E. McCARTHY, DFM DFC
F/O R.O. FULLER, DFM DFC
[Underlined] 617 SQUADRON [/underlined]
F/LT E.N. CHANDLER, DFC BAR TO DFC
F/O T.R. DAVIES, DFC BAR TO DFC
F/O G.A. CHALMERS, DFM DFC
F/LT F.G. RUMBLES, DFC BAR TO DFC
P/O E. TWELLS DFC
F/O D.A. BELL DFC
F/O H.B.R. RHUDE DFC
P/O J.R. BELL DFC
F/O R.E. WOODS DFC
F/SGT P.W. DERHAM DFM
F/O H.V. CORNISH-UNDERWOOD DFC
P/O J.R. GURNEY DFC
F/O J.K. STOTT, DFM DFC
[Underlined] 619 SQUADRON [/underlined]
F/SGT L. HOPE DFM
P/O A. WHITELEY DFC
P/O G.F. WILSON DFC
P/O F.S. GARSIDE DFC
SGT A.J. GRIFFEE DFM
SGT H.D. CAMPBELL DFM
[Underlined] 627 SQUADRON [/underlined]
F/LT N.W. MacKENZIE, DFC BAR TO DFC
F/LT J.G. GREY, DFC BAR TO DFC
F/LT N. LEWIS, DFC BAR TO DFC
P/O J. MARSHALLSAY DFC
F/LT E.F. NELLES, DFC BAR TO DFC
F/LT J.R. GOODMAN, DFC BAR TO DFC
F/SGT N.A. RANSHAW DFM
F/LT A.J.L. HICKOX, DFC BAR TO DFC
[Underlined] 630 SQUADRON [/underlined]
P/O A.W.Q. CONNOR, DFM DFC
F/O K.G. CHAMBERLAIN DFC
F/O L.N. RACKLEY DFC
P/O W. MOONEY DFC
F/SGT W.E.J. COX DFM
“V” GROUP NEWS. NO, 27. OCTOBER 1944.
[Page break]
[Drawing] war savings
(a) Approximate savings in pence per head.
(b) Approximate percentage of personnel saving.
(c) Total savings for the month.
[Table of Savings by Station]
TOTAL:- [Underlined] £3,635. 7. 6. [/underlined]
[Boxed] [Underlined] “V” GROUP CREST [/underlined]
Many designs for a Group Crest have been received at this Headquarters and have had continued close scrutiny and study. Due to the high standard of work produced it has not, as yet, been possible to select the winning crest, but it is hoped to do so in the near future. [/boxed]
“V” GROUP NEWS. NO. 27. OCTOBER, 1944.
[Page break]
war effort
[Table of Aircraft, Sorties and Flying Hours by Squadron]
ӿ New Squadron – formed 7th October, 1944.
Squadrons are place in the above table in order of “Successful sorties per average aircraft on charge”. In view of their special duties Nos. 9, 49, 83, 97, 617 and 627 Squadrons are shown separately. In cases where a crew has flown in an aircraft of another Squadron the sortie is divided between the two Squadrons.
All Lancaster Squadrons are above establishment and therefore flying hours are calculated on an establishment of 20.
[Page break]
[Boxed] The cover of this month’s News has been designed by S/Ldr. N. Mould, D.F.C., of Headquarters, No. 56 Base. All personnel with artistic tendencies are requested to submit designs for covers of future issues. So far only very few have been received, and it is hoped that during the coming month the editor will receive an increasing flow of specimen designs. [/boxed]
[Page break]
[Blank Page]
[Page break]
[Blank Page]
October 1944 Secret No. 27
V
Group
News
[Drawing]
Dortmund Ems
Bremerhaven
M. Gladbach
Darmstadt
Karlsruhe
Brunswick
Konigsberg
Kembs
[Page break]
October 1944 No. 27
V
Group
News
[Drawing]
[Stamp] Base Copy
101. 9
Copies dist Stn.
[Underlined] 1325 hrs. [/underlined]
Dortmund Ems
Bremerhaven
M. Gladbach
Darmstadt
Karlsruhe
Brunswick
Konigsberg
Kembs
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
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V Group News, October 1944
5 Group News, October 1944
Description
An account of the resource
Five Group Newsletter, number 27, October 1944. Includes a foreword by the Air Officer Commanding, and features about operations, gardening, signals, tactics, air bombing, navigation, this month's bouquets, radar navigation, training, second thoughts for pilots, gunnery, oiling up, accidents, aircrew safety, flying control, equipment, engineering, armament, photography, education, an Englishman's home is his Nissen, decorations, war savings and war effort.
In accordance with the conditions stipulated by the donor, this item is available only at the University of Lincoln.
Publisher
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IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-10
Contributor
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Anne-Marie Watson
Rights
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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
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75 printed sheets
Language
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eng
Type
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Text
Identifier
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MStephensonS1833673-160205-19
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Germany
Great Britain
Norway
Netherlands
Atlantic Ocean--North Sea
England--Lincolnshire
Germany--Braunschweig
Germany--Bremen
Germany--Bremerhaven
Germany--Darmstadt
Germany--Dortmund-Ems Canal
Germany--Karlsruhe
Germany--Königsberg in Bayern
Germany--Konstanz
Germany--Mönchengladbach
Germany--Nuremberg
Germany--Sorpe Dam
Germany--Wilhelmshaven
Netherlands--Vlissingen
Netherlands--Walcheren
Norway--Bergen
Temporal Coverage
Temporal characteristics of the resource.
1944-10
5 Group
617 Squadron
9 Squadron
air gunner
aircrew
bomb aimer
bombing
Distinguished Flying Cross
Distinguished Flying Medal
Distinguished Service Order
ditching
flight engineer
Gee
gremlin
H2S
Master Bomber
military living conditions
military service conditions
mine laying
navigator
Nissen hut
pilot
radar
rivalry
Tallboy
Tirpitz
training
wireless operator