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Stephenson, Stuart
Stuart Stephenson MBE
S Stephenson
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IBCC Digital Archive
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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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V GROUP NEWS
NOVEMBER 1944 No 28
[Drawing] [9 and 617 Squadron Crests] TIRPITZ
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[Blank Page]
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Foreword by A.O.C.
In sending Christmas greetings to all ranks of 5 Group, I do so with the greater pleasure because through their combined efforts over the past months, the hitting power of the Group has been raised to a new high level, and greater harm inflicted on the enemy than ever before. In November the Group completed the destruction of the Tirpitz, an event which brought in messages of congratulations from all branches of the Service and from many of our Allies. In November also, the Group again cut the Dortmund Ems and Mitteland canals thus ensuring that an overwhelming burden of traffic should continue to be thrown on the German railways. While to ensure that this task should be made even more difficult the Group also took part in the general campaign against railway centres, achieving highly satisfactory results.
These results were made possible by the steady improvement in the efficiency with which attacks are undertaken, and in the greater numbers of aircraft available. To give two examples of this improved efficiency. In November last year, the average Squadron error in practice bombing from 20,000 feet was 310 yards; this November it is 160 yards. This means that the number of bombs which may be expected to fall within the central area of a target is now four times as great as it was a year ago, and this is borne out by photographs. Similar improvements in airmanship and crew discipline are shown by the reduction in landing times and in the lower accident rate. A year ago the average interval between aircraft landing at night was 3.18 minutes, and the best Station in November, 1943, only achieved 2.56 minutes. These times have now been halved, with a consequent reduction in the hazards of landing after an operation in conditions of poor visibility or low cloud, or when intruders are active.
Improvements on a like scale have been achieved in all other branches and sections and the serviceability rate is now higher than ever before, while the percentage of technical failures leading to early returns has been halved. These are most gratifying results deserving the highest praise; yet in no branch of Group activity have we yet reached the summit of our abilities or fulfilled our maximum expectations.
It is clear that the War will not now be over by Christmas although we can be fairly confident that this will be the last Christmas of the War in Europe. What is required therefore is a firm resolve to do everything in our power to reduce the number of days during which the War will continue to drag on. As a start I would ask air crews to aim at a reduction of the bombing error from 160 yards to 120 yards, and ground crews to determine that no aircraft shall remain on the ground if it can possibly be got ready in time to take off on operations. Although the ultimate release of the bombs is the province of the aircrew, the scale of their effort depends
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
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[Underlined] FOREWORD BY A.O.C. [/underlined]
upon the exertions of everybody on each Station, and it is to everyone, aircrew and ground crew, that I send this Christmas message urging them to put forward their every endeavour so that in spite of all that winter weather means, we continue to increase our pressure on the enemy, and thus hasten on his collapse.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Drawing] THE END OF THE TIRPITZ [Drawing]
That moment when the Admiral Von Tirpitz was suddenly enveloped in smoke and flame and spray, from a cascade of Tallboy bombs was not merely the T.O.T. of an operations; it was the culmination of two months planning, training, toil and patience. After the abortive attacks on 15th September, and the 13th October, there was universal determination to try again. Statistical analysis of bombing results showed thatthree [sic] hits, and several near misses, could be anticipated, if the Bomb Aimers could get their graticules on the ship; the designers and users of the Tallboy were confident that the weapon would sink any battleship.
Time and the weather were the chief adversaries. Tromso is in the Gulf Stream, and the prevailing Westerly wind causes persistent Stratus cloud. The sky is only clear when the wind is Easterly, and about five such days could be expected in November. The end of November was the expiration of the time limit for a daylight attack this year. On the 26th of November, the sun does not rise above the horizon, and for a few days after, there would be enough twilight at mid-day to bomb. After that there would be no light until the Spring. It was obvious that there was a nice problem of long range weather forecasting, and that the slightest opportunity could not be wasted.
On the 5th of November, there was a false start, because the fickle weather set fair, and then deteriorated, but on the 11th the force once more flew to its advance bases. As this was the third week-end in succession that this avalanche had descended upon them, the inhabitants if the advanced bases had mixed feelings, which they courteously concealed. The force consisted of 36 Tallboy Lancasters, the Film Unit Lancaster, a meteorological reconnaissance Mosquito, and Transport aircraft. The Lancasters had been specially modified for the previous attempt. After the experience of the Russian operation, it was clear that the all up weight could safely be increased to 70,000 lbs. Merlin 24 power units, and extra tanks in the fuselage to bring the petrol capacity up to 2,400 gallons, had been installed. Mid-turrets, and every removeable item of equipment not needed for this operation, had been taken out. The all-up weight for take-off was then between 68,000 and 69,000 lbs. This was a most formidable striking force - - - 36 aeroplanes which could attack a target 1100 miles away, with 12,000 lb bombs.
The force took off to attack the Tirpitz for the third time at 03.00 hours on 12th November. The preliminary forecast had been poor, threatening convection cloud over the Norwegian coast, with a low freezing level, and high icing index, while there was no guarantee of the target being clear of Strato-cumulus, the meteorologists’ hoodoo. The met. reconnaissance Mosquito landed at Lossiemouth two hours before take-off, and improved this forecast, but not much. There was no convection cloud, but there were patches of Stratus. Remembering how they were cheated by the weather on the previous occasion, crews were determined, but not optimistic.
The flight plan was to fly low, less than 2,000 feet above the water, to a turning point at 65.00N 06.47E, then turn due East and climb to cross the Norwegian mountains, then lose height and turn North, flying
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
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[Underlined] THE END OF THE TIRPITZ [/underlined]
East of the mountains. It was expected that this would prevent detection by the German radar system along the Norwegian coast.
The weather was fine and clear for take-off, in pleasant contrast to the previous occasion, when it had poured with rain. This was to prove an omen. The force was distributed over three airfields to avoid congestion, and aircraft set course without delay for the rendezvous point at North Unst. All aircraft burned navigation lights to assist keeping together, and flew at 185 R.A.S., the most economical cruising speed for the first part of the flight. The engine settings were 1800 R.P.M. and about 4 1/2 lbs boost, giving a consumption of almost exactly 1 A.M.P.G. The route was studded with flame floats, which crews were using diligently for checking drift.
It was twilight at the Norwegian coast and map reading, after a long period of D.R. navigation, soon put all aircraft back on track. By the time the mountains were crossed, it was broad daylight, and large areas of Strato-cumulus were depressingly evident, while every lake was covered with Stratus. Map reading in the mountains, particularly when they are snow-covered, and the lakes are frozen, is tricky. The rendezvous, Akka Lake, was only recognisable because the sheet of cloud which covered it conformed exactly to its shape. The first view of Tromso therefore, with no cloud and no smoke, and of the Tirpitz in her anchorage, massive, black and unmistakeable, was better than any crew had dared to hope for, and the job was then as good as done.
Flak was plentiful but inaccurate, and there were no fighters. The only impediment to the bombing was the smoke which hung, black and brown over the ship from the first bomb strikes, and the guns. It was impossible to be certain of results through that smoke, but fairly late in the attack, a plume of white smoke shot up two or three hundred feet like a jet. The last aircraft to leave watched the ship heel slowly on to one side. The Film Unit aircraft was able to take photographs of the ship throughout the entire action, and the last photographs showed that the attack had been a complete success, and that the Tirpitz had capsized. This was confirmed by a reconnaissance aircraft, less than two hours after the attack, who reported the bottom of the ship just above the water.
Why the Tirpitz was not adequately protected by fighters, the only protections against high level bombing, can at present be only a matter for conjecture here, and may be being more thoroughly investigated by the German High Command. The ship must have been aware of the approach of the force, at least half an hour before the attack, once the climb to bombing height was commenced from the rendezvous. It may be that the German Navy did not rate the bombing accuracy of the Royal Air Force as high as it does now, or that fighters were despatched to intercept, but too late. After the attack, which was delivered by 29 aircraft, 18 of 617 Squadron and 11 of 9 Squadron, all aircraft dived towards the sea, and until well out of range of Norwegian fighter bases, flew low. No fighters were seen at all on this operation, or for that matter on the two previous ones. All aircraft landed without incident with the exception of one, of which the crew is known to be safe.
Thus was brought to an end the inglorious career of one of the largest and most heavily armed and armoured ships afloat.
The following gives a brief outline of the career of the Tirpitz:-
(i) April 1st, 1939. Launched at Wilhelmshaven.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
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[Underlined] THE END OF THE TIRPITZ [/underlined]
(ii) March, 1942. Attacked off the Loften Islands by Naval aircraft of H.M.S. Victorious. (Unserviceable for four months)
(iii) July, 1942. Attacked by a Russian submarine. (Undergoing repairs at Trondheim until December).
(iv) After a complete refit, the earlier months of 1943 were spent in trials, cruises, and the training of the crew for naval operations.
(v) September 9th, 1943. Tirpitz raided the Island of Spitzbergen in the face of negligible opposition.
(vi) September 22nd, 1943. Midget submarines of H.M. Navy attacked and badly damaged the Tirpitz in Alten Fiord. (Next six months spent in Alten Fiord undergoing repairs).
(vii) April, 1944. Tirpitz once again ready to go to sea, when she was attacked by Naval aircraft and once again sent into retirement.
(viii) July 17th, August 22nd, 24th and 29th, 1944. With signs of completion of repairs, Tirpitz was once again attacked by Naval aircraft, this time by Barracudas, and was again rendered unseaworthy.
(ix) September 15th, 1944. Attacked by 5 Group Lancasters flying from Russian bases. Damaged by at least one hit.
(x) October 29th, 1944. Attacked by 5 Group Lancasters. On this occasion cloud over the target rendered the attack inconclusive.
(xi) November 12th, 1944. Attacked in clear weather by Lancasters of No. 5 Group carrying Tallboy bombs, and capsized at her berth West of Tromso.
The coup-de-grace was delivered without the loss of a single life of the attacking force. The success of this attack cannot be measured in terms of the thousands of gallons of fuel used, hundreds of hours flown, or the number of 12,000 lb bombs dropped. The mere existence of the Tirpitz in her Northern berth has threatened all our convoys to and from Russia and North Atlantic shipping, and has cost the lives of a number of Fleet Air Arm crews who have attacked her, and has tied down a not inconsiderable force of the British Home Fleet in Northern Bases.
As the Commander-in-Chief himself has said, there was no doubt about the ultimate fate of the Tirpitz once the crews were able to draw a bead on her, and those who took part have received many congratulations on their magnificent achievement.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
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[Drawing] gardening
German Ports and their approaches have been the main target for our Gardeners this month; the remainder of the Command effort continued to be directed against the Kattegat area.
Penetrations to the enemy’s door step were evenly shared by all squadrons, and P.P.I. photographs reveal neat patterns of well planted vegetables in their allotted positions. 126 vegetables were successfully laid, and it is already known that great disturbances were caused off a certain German harbour; shipping came to a stand still for several days, while the local harbour master was at pains to find a safe channel “out” or “in” for his concentrated shipping traffic jam.
No.627 Squadron have now joined the Group Gardening Force, and were most unfortunate in their first sortie, owing to unexpected weather conditions in the target area. But like true Gardeners they returned to base with their valuable load. Well done, and better luck next time.
[Tables Showing Command and Group Summaries of Vegetables Planted]
[Underlined] NEWS EXTRACTS OF ALLIED OPERATIONS AGAINST SHIPPING. [/underlined]
Some German captains of coal ships are reported to have opposed successfully attempts to make them sail to Western Norwegian ports from Oslo. Colliers sent from Germany cannot be unloaded – as the coal dumps in the Oslo area are full, and therefore lose valuable time while waiting for discharge. This shows weakness in administration if ships are in fact allowed to leave Germany for places where coal is either not wanted or cannot be discharged.
It is reported that in various ports, Norwegian crews have refused to sail, and in some cases foreign crews have left their ships.
The enemy has been short of crews for his merchant ships for some time. There is little chance of his being able to find substitutes for crews which refuse to sail. If these reports are true, then dislocation to shipping must be considerable.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
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[Drawing] operations
[Underlined] HOMBERG – 1ST NOVEMBER. [/underlined]
Master Bomber:- S/Ldr. Smith
Operations opened with a daylight attack by 226 aircraft on the synthetic oil plant at Homberg, a few miles to the North West of Duisburg.
[Underlined] RESULTS [/underlined] By the time the main force reached the target area, the target itself was covered by a layer of 10/10ths cloud, 8,000 – 10,000 feet. Gee reception was poor, and the wind-finding was consequently not up to the usual standard. The first wave arrived over the target about two minutes before the Wanganui flares went down, and were unable to attack. This illustrates the importance and the difficulty of accurate timing when marking is by Oboe. They brought their bombs back. 158 main force aircraft bombed the sky markers, which were reported as scattered. 54 were abortive, and twelve bombed alternative or last resort targets.
[Underlined] REMARKS [/underlined] (i) The chances of success of this operation were still further prejudiced by an aircraft which had its V.H.F. transmitter switched on during the entire period of control. The Master Bomber’s orders were jammed, and very few crews were able to hear his instructions. The pilot of the aircraft concerned, was gripping the press-to-speak switch continuously in the target area. Arrangements are now in hand to substitute the bombing switch on the control wheel for the existing press-to-speak switch. The bombing switch cannot possibly be operated accidentally.
Incidentally on each occasion on which intercom. has been inadvertently radiated during an operation, much unnecessary chatter has been heard, and the crews have addressed each other by their Christian or nick-names. This not only displays a low standard of crew discipline, but is also contrary to Ni.5 Group Air Staff Instruction TRG/18 which reads as follows:-
“To obviate the risk of confusion over the aircraft intercommunication system, members of aircrews are to address each other according to their duty in the aircraft, viz:-
Captain
Navigator
Bomb Aimer
Wireless Operator
Engineer
Mid-upper
Tail Gunner”
(ii) Fighter Command reported that the formation was good, reasonably compact, and easy to escort.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
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[Underlined] OPERATIONS. [/underlined]
[Underlined] DUSSELDORF – 2/3RD NOVEMBER. [/underlined]
187 aircraft of the Group took part in a combined Command attack on Dusseldorf, the chief administrative centre of the Ruhr. An undamaged portion of the built-up area on the eastside of the Ruhr was selected for attack.
[Underlined] PLAN [/underlined] Marking was to be carried out by Oboe aircraft of the P.F.F. using both ground and skymarkers. Crews were to use their own navigation winds for bombing. A mixed load of H.E. and incendiaries was carried. Possible cloud cover of as much as 6/10ths – 9/10ths cu. and strato cu. was forecast in the target area, and crews were given separate aiming instructions for attacking the Wanganui flares.
[Underlined] RESULTS [/underlined] The weather over the target proved to be clear, with the normal industrial ground haze. 177 aircraft attacked the primary target, aiming at the ground markers. Marking was reported as accurate, and the bombing was believed to have been well concentrated, with the exception of a few aircraft whose photographs showed that they bombed short. The sorties of these crews have been cancelled. Reconnaissance has revealed that a very heavy concentration of bombs fell in the Northern suburbs which were the target, and the whole area was virtually destroyed. This practically completes the entire destruction of Dusseldorf. In addition, all the important industrial plants in this area, including the large Rheinmetal-Borsig armament works, were severely damaged, and scarcely a building has escaped either complete destruction or heavy damage.
[Underlined] DORTMUND-EMS CANAL – 4/5TH NOVEMBER. [/underlined]
Master Bomber:- S/Ldr Smith
Deputy:- S/Ldr Churcher
The importance which the Germans attach to the Dortmund-Ems Canal as one of their main transport arteries was amply demonstrated by the fact that both branches of the canal, breached and emptied by the 5 Group raid on 23/24th September, were repaired within less than six weeks, and in full working order. The same stretch of canal was therefore attacked for a second time, by 176 main force aircraft on 4/5th November.
[Underlined] PLAN [/underlined] The aiming point, on the narrow island separating the two branches of the canal, was to be marked direct by Mosquitoes of No.54 Base with Red T.I’s. All aircraft carried a bomb load of 14 X 1,000 G.P’s and crews were ordered to aim the centre bomb of the stick at the red T.I’s.
[Underlined] RESULTS [/underlined] There was no cloud in the target area, and visibility was good. Illumination and marking was punctual, but the markers fell some two hundred yards N.N.E. of the marking point and these, together with the T.I’s dropped by the backers up, formed a concentration at which the main force aimed their bombs.
The resulting concentration was the best the Group has yet achieved. An analysis shows that all but 5% of the bombs are contained in a circle radius 530 yards about the M.P.I. This works out at 25 bombs per acre per 1,000 bombs dropped around the M.P.I. and far exceeds any previous results. Both branches of the canal were once again breached and drained, and where the eastern arm crosses the river Glane bombs have penetrated through the bed of the canal.
“V” GROUP NEWS. NO.28 NOVEMBER, 1944.
[Page break]
[Underlined] OPERATIONS. [/underlined]
[Underlined] REMARKS [/underlined] This attack pulverised the Eastern subsidiary channel but only the fringe fell over the Western area with the result that the damage was soon repaired. It draws attention to the serious effect of even a slight vector or marking error when attacking such small targets.
[Underlined] MITTELLAND CANAL – 6/7TH NOVEMBER. [/underlined]
Master Bomber:- S/Ldr. Smith.
This canal, which joins the Dortmund-Ems canal at Gravenhorst, connects the Ruhr with Osnabruck, Hanover, Brunswick, Magdeburg and Berlin. A section of it near Gravenhorst was selected for an attack by 248 aircraft on 6/7th November.
[Underlined] PLAN [/underlined] Mosquitoes were given a point to mark up against the embankment on the Northern side of the canal. A tolerance of 200 yards to either side of the embankment was allowed. Winds were to be found by aircraft of the flare force, and a vector broadcast to the main force by this Headquarters, to shift the bombing some 300 yards along the canal to the North East. With a surface wind from the West, it was hoped to lay a lozenge shaped concentration across the canal at an angle of approximately 30°.
[Underlined] RESULTS [/underlined] Owing to a combination of unforeseen circumstances, this attack was abortive, and the Master Bomber ordered the force to return to base with their bombs. This operation is an example of how things can go wrong, in spite of careful planning. The snags encountered are listed below:-
(i) There were 7 H.2.S. failures amongst the aircraft of the Blind Marker and Flare Forces, an altogether exceptional number.
(ii) The target area winds were found to be much stronger than forecast, although accurate in direction. The flares were consequently scattered and too far to the East, and although two Mosquitoes found the canal junction there was insufficient illumination for them to identify the marking point.
(iii) One of the Mosquito markers eventually identified the marking point, and succeeded in dropping a Red T.I. close to the bridge nearby, but it unfortunately fell into the canal, and was extinguished before any backing up could take place.
An additional cause of confusion was the choice of Green T.I’s for both the route markers and the Primary Blind Markers, and in future different colours will be used.
[Underlined] HARBURG – 11/12TH NOVEMBER. [/underlined]
Master Bomber:- W/Cdr. Woodroffe.
A force of 245 aircraft was despatched to attack the oil refinery and storage installations and the town centre at Harburg, on the South side of the River Elbe, opposite Hamburg.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
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[Underlined] OPERATIONS. [/underlined]
[Underlined] PLAN [/underlined] There were four aiming points, A, B, C, and D, the first three in the dock area to the North-West of the town and the fourth (D) in the town centre. All aircraft were to approach on a heading of 143° T. Approximately 70% of the force carried on H.E. load: (those attacking the oil plant) and 30% an incendiary load (for the town area).
A suitable marking point was selected, upwind of the target area. At H – 11, blind markers were to drop T.I. Green on the target, these were to be followed by flares, in the light of which Mosquitoes were to drop T.I. Red on the marking point.
[Underlined] Primary Method. [/underlined] Aircraft on aiming points A, B and C were to aim the centre bomb of the stick at the T.I’s releasing without any delay. False vectors were to be applied to the bombsight to bring the bombs onto the aiming points. Aircraft on aiming point D were to aim the centre bomb of the stick at the T.I. Red, on the ordered heading, delaying the release for 26 seconds.
[Underlined] RESULTS [/underlined] The weather was clear, except for a thin layer of stratus at 8,000 feet, and the Master Bomber decided on the primary plan. The flares were rather late, but they were dropped accurately, and Marker 2 dropped a Red T.I. estimated as 80 yards West of the aiming point. These were backed up by further Red T.I’s in positions assessed as 200 yards North and 200 yards South. The actual positions of the markers cannot be identified on the night photographs. The main force was instructed to attack the resulting concentration of Red T.I’s according to plan. Bombing in the early stages was reported as rather scattered, but a good concentration developed later, and at the end of the attack, both target areas were well alight.
[Underlined] REMARKS [/underlined] Both these targets had previously been attacked on daylight by aircraft of the U.S.A.A.F. on three recent occasions previous to the 5 Group attack, and although considerable damage by H.E. is seen in the oil refinery area, and damage to residential and business property, and the marshalling yards in the Northern half of the town, no precise statement of the damage inflicted by this night attack can at present by [sic] given.
[Underlined] DUREN – 16TH NOVEMBER. [/underlined]
Master Bomber provided by P.F.F.
Duren lay on the main road between Aix la Chappelle and Cologne, and therefore on the direct route of the Allies’ advance to the Ruhr in that sector. The entire town was a fortified area containing troops, munitions and other supplies. A force of 214 aircraft, was despatched to destroy the buildings, their contents, and the defences, and in addition to block the roads and crossings. No.1 Group also provided a force of over 200 aircraft to attack the same target.
[Underlined] PLAN [/underlined] In view of the weather conditions en route, Bases were ordered to form up in “gaggles” on a time basis, and a leader was appointed for each pair of Squadrons. Marking for the attack was controlled musical parramatta, provided by No.8 Group. Primary markers were to mark the aiming point with Red T.I’s and other P.F.F. aircraft were to keep the aiming point marked with T.I. Red and Green throughout the attack. If the T.I’s became obscured, the Master Bomber was to give aiming instructions with reference to the upwind edge of the smoke.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Underlined] OPERATIONS. [/underlined]
In view of the proximity of American troops, very strict orders were given that bombs were not to be dropped unless:-
(i) The T.I’s could be clearly seen.
(ii) The target could be positively identified.
(iii) A timed run could be made from a positively identified position not more than 3 miles from the target.
The Master Bombing Switch was used on this occasion, as an additional precaution against the premature release of bombs. Aircraft were also ordered to home on Gee along the ‘B’ lattice line on the last leg into the target, with the release-point co-ordinated set up.
[Underlined] RESULTS [underlined] The weather was clear over the target, but there was ground haze and smoke from a previous attack. The attack was carried out according to plan. Marking was accurate and the bombing very concentrated; crews bombed either the T.I’s or the upwind edge of the smoke, according to the instructions of the Master Bomber whose controlling was reported to have been excellent. The centre of Duren was entirely devastated, only a few walls being left standing. To the South and East, scattered buildings were largely gutted or destroyed, and all roads were rendered impassable. The town marshalling yards, previously damaged in a U.S.A.A.F. raid, received a further severe mauling.
[Underlined] DORTMUND-EMS CANAL – LADBERGEN – 21/22 ND NOVEMBER. [/underlined]
Master Bomber:- S/Ldr. Stubbs.
Reconnaissance revealed that the Germans were making strenuous efforts to repair the damage inflicted on this canal by 176 of the Group on 4/5th November. It was decided to attack this target in the same place once again, to prevent this repair work from being carried out and if possible to add to the damage caused in the previous attacks.
[Underlined] PLAN [/underlined] Illumination and marking in normal sequence. Mosquitoes to mark aiming point with Red T.I. Main force crews to aim the first bomb of the stick at the Red T.I. or as ordered by the Master Bomber. Bomb load maximum load 1,000 lb. A few aircraft carried 6 X 1,900 lb G.P. bombs.
[Underlined] RESULTS [/underlined] 123 Lancasters and 5 Mosquitoes attacked. The weather in the target area was 6 – 9/10ths strato cu. base 4,000 feet, with good visibility below. Flares were accurate and on time, and the Mosquitoes were able to identify and mark the aiming point. The Master Bomber called the main force in to bomb as planned and the attack was concluded without a hitch.
A very satisfactory concentration was achieved round the markers, and subsequent reconnaissance shows that very great damage has been done. Both branches of the canal have been breached where they cross the River Glane, and both arms have once again been drained, flooding considerable areas of surrounding countryside, and leaving many barges high and dry. The Western embankment of the main canal has been breached in one position for about 150 feet. The subsidiary arm of the canal has been so heavily cratered that its outline can scarcely be recognised. Once again a long stretch of this important canal has been drained, many barges have been destroyed, and others lie with their cargoes high and dry on the canal bed.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Underlined] OPERATIONS. [/underlined]
[Underlined] MITTELLAND CANAL – GRAVENHORST – 21/22ND NOVEMBER. [/underlined]
Master Bomber:- W/Cdr. Woodroffe.
The Mittelland canal, which runs from East to West from Berlin to the Ruhr, joins the Dortmund-Ems canal (which runs South to North, to connect the Ruhr with the North Sea) a few miles East of Rheine. A section of this canal, just East of its junction with the Dortmund-Ems, was selected for attack with the intention of severing both these important arteries.
[Underlined] PLAN [/underlined] A bridge across the canal was selected as the aiming point and a suitable position near the bank some 500 yards to the S.W. as a marking point. The illumination and marking plan was as usual, but in this case the markers were not to be attacked direct, but crews were to aim the centre bomb of the stick at the Red T.I’s dropped by the Mosquitoes, and a false vector set on the bombsight was calculated to bring the bombs onto the aiming point. Ordered bombing height was 8 – 9,500 feet.
[Underlined] RESULTS [/underlined] Illumination and marking were punctual and accurate, but 8/10ths to 10/10ths strato cu, base about 4,000 feet, was encountered in the target area, and the Master Bomber ordered the main force to bomb below cloud. 137 Lancasters and 6 Mosquitoes attacked. A good concentration developed, but there was some undershooting, which was inevitable owing to the change in height and the difficulty of vectoring when so low. Nevertheless, the canal has been breached on the West side for a distance of some 50 feet immediately South of the bridge, which was the aiming point. The canal itself has been almost emptied in this stretch and many barges are stranded. In addition many barges have been damaged by direct hits, and both banks of the canal have been heavily cratered.
[Underlined] TRONDHEIM – 22/23RD NOVEMBER. [/underlined]
Master Bomber:- S/Ldr. Stubbs.
A force of 178 aircraft took off to attack the submarine pens.
[Underlined] PLAN [/underlined] A suitable marking point was selected near the pens. The usual blind marker and flare sequence was ordered, and in the light of the flares, Mosquitoes were to drop Red T.I’s to mark the marking point. A false wind vector was to be used to shift the bombs onto the aiming point. Bombing heights, 9,000 to 12,000 feet.
[Underlined] RESULTS [/underlined] Weather conditions favoured a precision attack such as this: the target area was located without difficulty, and flares and two blind marker Green T.I’s were dropped accurately. Unfortunately the enemy was able to put a smoke screen into operation, which effectively obscured both the marking and aiming points, and the Mosquitoes were unable to mark. Unfortunately the target lay immediately outside a Norwegian town, thus precluding blind bombing, and the Master Bomber was reluctantly obliged to order the force to return to base with their bombs.
[Underlined] MUNICH – 26/27TH NOVEMBER. [/underlined]
Master Bomber:- S/Ldr. Stubbs.
Weather conditions over the target promised to be ideal for an attack on Munich, during the night of 26/27th November, so a maximum
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Underlined] OPERATIONS. [/underlined]
effort was ordered. The weather at bases and en route was very tricky, and the decision to go ahead with the attack was not made until the last possible moment. 278 aircraft took off, many with a visibility in the region of 1,000 yards and cloud base 600 feet. A fine achievement.
[Underlined] PLAN [/underlined] Two major sectors of the town were selected, one radiating between 019° T. and 060° T, from the marking point, and the other between 081° T. and 150° T. The aircraft in the first sector to carry 1 X 1,000 MC/GP plus maximum ‘J’ incendiary clusters, and those in the second sector 4 lb incendiary clusters, with 50% of them carrying 1 X 4,000 lb bomb.
The two major sectors were sub-divided, and sector headings and appropriate delays were allotted in the usual way. No. 9 Squadron aircraft each carrying 1 X 12,000 lb H.C. bomb were spread throughout all sectors.
Illumination and marking in the normal sequence, bombing heights 16,000 – 20,000 feet.
With freezing level at 2,000 feet and a front lying approximately over the English Channel with tops generally at 20,000 feet, with occasional cu. nimb. Up to 25,000 feet, the flight plan presented a difficult problem. It was eventually decided that, after take off, aircraft should fly South over England below 2,500 feet, maintaining this height until the front had been crossed. Aircraft were to fly over the top of the front on the homeward route, losing height behind it.
The route to the target was chosen to give the enemy as little warning as possible: it lay South of Switzerland, crossed Lakes Maggiore and Como, and then went N.N.E. to the target, across the Alps. This plan was entirely successful, and the defences did not come to life until the attack was well under way.
[Underlined] RESULTS [/underlined] The Master Bomber was delayed taking off, so Marker I, who was the deputy, conducted the opening phases of the attack. Illumination and blind marking went as planned. At H – 7 a Red T.I. was dropped, and assessed as almost on the marking point. At this moment the Master Bomber arrived, assumed control, and confirmed the accuracy of the Red T.I. Backers-up were called in, and marking was completed by H – 1. One Red T.I. which was assessed as wide to the North was cancelled by a Yellow T.I. The main force was then ordered to attack as planned.
Pilot’s reports were very enthusiastic about the success of this attack, but a large proportion of the night photographs plotted show ground detail to the South of the target, and it is now clear that the point marked was some 2/3,000 yards too far South. Nevertheless at least half of the attack went into the town and Southern suburbs and considerable damage should have been caused.
[Underlined] REMARKS [/underlined] This was the first occasion on which the Group as a whole has used Loran, and the results were very satisfactory. The concentration on the return route showed a marked improvement on the degree of concentration previously achieved.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Drawing] signals
[Underlined] WIRELESS OPERATOR (AIR). [/underlined]
[Underlined] CONTROLLED OPERATIONS. [/underlined]
W/T operating by the W/T link operators throughout November maintained a fairly high standard, and reception of their transmissions by the Main Force operators was also of a high order. 54 Base again supplied all the W/T link operators and both squadrons are to be congratulated on their efficiency. This result has been accomplished by hard training.
Two interesting incidents which took place on the night of the 11th and 22nd respectively are worthy of mention. On the night of the 11th, four minutes before the first bombing wind was due to be transmitted back to Group, sever ‘jostling’ was experienced on the frequency. Prompt action by the C.S.O. enabled this frequency to be cleared just in time for controlling to commence. We again realise just how effective this countermeasure is. On the night of the 22nd propagation conditions were such that reception at all the Group Ground Stations was practically impossible, yet when crews returned it was found that ait to air reception was perfect and 100% reception accomplished.
The Link 1 and 2 operators who carried out control duties during the month were:-
Night 4th F/O Booth 83 Squadron Link 1
F/O Chapman 83 Squadron Link 2
Night 6th F/Sgt Manderson 97 Squadron Link 1
F/Sgt Whitehead 97 Squadron Link 2
Night 11th W/O John 97 Squadron Link 1
F/Sgt Utting 97 Squadron Link 2
Night 12th F/O Ward 617 Squadron Link 1 )Tirpitz
Sgt Morgan 9 Squadron Link 1 ) attack
Night 22nd Sgt Smith 97 Squadron Link 1
Sgt Moroney 97 Squadron Link 2
Night 27th W/O John 97 Squadron Link 2
F/Lt Summerscales 83 Squadron Link 3
[Underlined] W/T CONTROLLERS’ TESTS. [/underlined]
During the month 61 Wireless Operators took part in the test as detailed in 5G.S.I. No.13 and out of this number 54 passed as fit for W/T Link duties. Tabulated below are the number of operators per squadron who took part in these tests.
[Table of Numbers of Wireless Operator Tests by Squadron]
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Underlined] SIGNALS. [/underlined]
[Underlined] GROUP W/T EXERCISE. [/underlined]
The Group W/T Exercise during last month was disappointing, due to a number of squadrons not yet having all their equipment installed in their new training rooms, Signals Leaders are asked to exert pressure in the right direction to hurry along the completion of these training rooms so as to enable advantage to be taken of this organised and highly profitable training. We extend a hearty welcome to the Heavy Conversion Units of No.75 Base to take part in these exercises, and hope they will find the exercise interesting and of instructional value.
[Underlined] POINTS FOR SIGNALS LEADERS. [/underlined]
During regrading tests throughout the month it was distressing to find that very few Wireless Operators (Air) knew anything at all about the V.H.F. equipment TR.5043. Now this is definitely Signals equipment, and all Wireless Operators (Air) should know at least sufficient about the installation to enable them to rectify any simple fault which may occur in the air, such as the replacing of fuses, power leads, aerial connections etc. Particular instruction should be given to the drill for checking whether the set is on transmit or receive.
The introduction of the Bomber Command Diversion Schedule has filled a long felt want, and will be much appreciated by all Wireless Operators (Air). Like all other publications it will only fulfil [sic] its rightful purpose if it is always kept amended up to date, and the responsibility for amending all copies lies with the Signals Leader. He should ensure that all “Wilmot” signals are received and any amendments to the Bomber Command Diversion Schedule are embodied immediately.
[Underlined] SIGNALS FAILURES. [/underlined]
The total percentage of Signals Failures against sorties flown for the month of November, was 1.82 which shows a decrease of 0.497 against the figure for October. It will be seen from the Signals Failure Monthly Circular that there was also a decrease during October, the percentage decrease for both months being 0.619. This achievement is really outstanding when one realises the unfavourable weather conditions the servicing personnel have encountered over this period. It all goes to show that IT CAN BE DONE – good show chaps!
There is also a bouquet this month for the Wireless Operators (Air) – there were no manipulation failures; an excellent state of affairs.
During the month not one sortie was cancelled (Class A) as the result of a signals defect. How many realise that this record has been maintained over the past 5 months?
[Underlined] I.F.F. COURSES. [/underlined]
Five courses involving 57 Wireless Mechanics drawn from all stations in the Group were held at Morton Hall during the month. Great keeness [sic] was shown and the instructor, Sergeant Ryder, reports very favourably on the standard attained. The Chief Signals Officer took the opportunity of discussing with each course the problems connected with aircraft servicing and was able to obtain some useful ‘gen’. The fact that a vast majority of our Group 1 tradesmen are still looking forward to an early return to civilian occupations was once more confirmed, and was countered by a graphic description of life in the peace-time airforce which it is hoped may have the effect of changing some of their minds.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Underlined] SIGNALS. [/underlined]
[Underlined] V.H.F. R/T – TR.5043. [/underlined]
[Underlined] SERVICEABILITY. [/underlined]
The TR.5043 gave good serviceability during November, there were ten failures reported against more than 2,000 sorties. Four of the failures (all in one Base) were “NOTHING HEARD – NO FAULT FOUND”. Are Signals Officers doing all in their power to prevent this type of defect? There were two cases of Aerials Type 147 breaking; this is a decrease in comparison with the figure for October.
During the month, exhaustive experiments were carried out at Metheringham by 3 R.A.E. specialists in connection with aerial breakages. The result of these experiments is, that [underlined] all [/underlined] Lancaster aircraft TR.5043 aerials (including H.2.S. aircraft) can safely be fitted in strict accordance with B.C.S.P. No.10.
[Underlined] VOLUME CONTROLS. [/underlined]
Three different types of volume controls for operation by the pilot are now undergoing test in various Lancaster aircraft in the Group. Results to date are somewhat varied, some pilots stating that the new control in ‘bang on’ whilst others aver that the minimum position still permits incoming V.H.F. R/T Signals to interfere with intercom. We are determined to find the ideal before launching a general fitting programme.
[Underlined] V.H.F. R/T COURSES. [/underlined]
No.1 Radio School, Cranwell, has undertaken to give all Signals Officers in the Group a four-day course on the V.H.F. R/T set TR.5043.
The first two courses report enthusiastically on the efficiency with which this course is being run and they thoroughly enjoyed the brief opportunity to be immune from telephone calls and other diversions whilst learning all there is to know about this interesting set.
[Underlined] INADVERTENT RADIATION ON INTERCOM. [/underlined]
Yet another case has occurred of crew intercom. being radiated on V.H.F. R/T in the target area. This resulted in serious inconvenience by jamming to some extent the R/T traffic. It had been considered that all possible action had been taken to prevent this sort of thing happening. All Main Force aircraft have a switch fitted in the H.T lead to the V.H.F. Transmitter, and this switch is locked in the ‘Off’ position prior to take off. All aircraft which may be called upon to transmit on their V.H.F. R/T, have this switch in the ‘On’ position, but are equipped with a Neon light indicator positioned near the navigator which lights up whenever the V.H.F. set is transmitting. In spite of these precautions, however, an aircraft of the illuminating force inadvertently radiated intercom. on V.H.F. It seems that it will be necessary to reposition the neon indicator, and also make use of the pilot’s bomb release switch in lieu of the existing press-to-speak switch which unfortunately is in such a position on the control wheel that it can be gripped, and pressed, in the ‘On’ position accidentally. The Pilot’s bomb release switch is fitted on the control wheel in such a way that it cannot possibly be actuated accidentally.
[Underlined] RADAR. [/underlined]
[Underlined] LORAN. [/underlined]
The closing days of the month saw the final stages of the Loran fitting programme. This fitting programme almost brought back reminiscences of the Monica Mark V days, and much credit must be accorded to the wholehearted efforts of the Engineering and Radar personnel who installed the bracketry and equipment in double-quick time.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Underlined] SIGNALS. [/underlined]
The successful use of the equipment on the Munich operation on the night 26/27th gave a very useful fillip to enthusiasm, and effectively squashed the mutterings of the “doubting Thomases”. The serviceability figures, in view of the usual manipulation troubles and initial “bugs”, are promising. It has been found that the indicator becomes unusually temperamental when damp, but waterproof covers should clear this trouble.
Shortage of the main boxes and lack of spare components were sources of complaints, but both will be cleared almost directly.
[Underlined] A.G.L.(T). [/underlined]
Despite the spring tides at Fulbeck which threaten to engulf the Radar workshop, the A.G.L.(T) situation is well in hand. No physical success has been claimed, and the shortage of equipped aircraft is acute, but much useful data has been brought to light, which should do much to assist the final development of this device.
[Underlined] H.2.S. MARK III. [/underlined]
Progress at Coningsby is steady. The scanner trouble has been cleared, gaps in the polar diagram have been filled in by a simple modifications [sic] which consists of strategically mounting a 16” X 6” sheet of perspex on the mirror. We [underlined] know [/underlined] it does the job all we want to know is [underlined] how [/underlined] it does it. Improvements to the scanner testing equipment have effected considerable economy in flying hours.
[Underlined] MONICA. [/underlined]
The addendum to Monica to defeat the Hun, reached its flying trials this month which were very encouraging, and earned official sanction for the Group to experiment with Monica. All credit for this device must go to F/O Tovey of 53 Base. His prototype made all Walt Disney’s conceptions look very ordinary but he continued to work on the idea tirelessly and patiently, and with T.R.E. assistance brought forth a very workable unit, of which we hope a lot more will be heard.
[Underlined] SECURITY. [/underlined]
This month has seen the introduction of the long awaited Bomber Command Diversion Schedule. As the tag has it “The mountains shall labour and bring forth a ridiculous little mouse”. In this case at least, an eighteen month gestation has produced a noble offspring. There is one note of ridicule, introduced we imagine by some frolicsome “printer’s devil”, and this defect in the Schedule required one of the three following ‘mods’ for its eradication:-
(i) The Schedule to be mounted on a bracket and swivel fixed to the W/Op’s (Air) table.
(ii) All W/Op’s (Air) to be fitted with swivel vertebrae above the shoulders.
(iii) The even numbered pages of the Schedule to be printed “the other way up”.
The last of these three ‘mods’ has been requisitioned, and until it appears we wish you good luck and happy diversions.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Underlined] SIGNALS. [/underlined]
[Underlined] YOU HAVE BEEN WARNED. [/underlined]
The Field Security Police have a multitude of duties,
And amongst other things these precious beauties
Sit in post offices and monitor calls,
And lap up every word that falls
From the lips of Service folk;
This is by no means a joke,
Though it may seem to be at first.
The police laugh simply fit to burst
Whenever they hear some solemn voice say,
“This is an Ops. circuit so we needn’t scramble, heh?”
And the other bloke
Says, “Oke!”
When this happens you might guess,
They take it down in shorthad, [sic] (more or less),
And after a court-marital –
To which they’re very partial –
The perpetrators of the crime
Do “time”,
Or they may, it is feared,
Be cashiered!
It all depends upon the rank,
AC Plonk or Flight Lieutenant Blank.
The moral is by now quite clear, I’m sure.
NO circuits can be trusted as secure.
When secrets must be spoken, your preamble
Must always be the magic words, “Please scramble!”
Ops. circuits only give you what you need,
And that is NOT security but Speed!
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Drawing] navigation
[Underlined] WHAT ARE THE QUALITIES OF A GOOD NAVIGATOR? [/underlined]
A good navigator may be summed up as one who works hard all the time, uses his intelligence constantly and makes a conscious effort to be on track and on time throughout every operation.
Do you think you fill that category? To assist you in answering the first question, below is a self analysis chart for you to complete. Be honest with yourself in answering these questions.
[Underlined] SELF ANALYSIS CHART. [/underlined]
[Underlined] QUESTIONS. [/underlined]
(1) Do you [underlined] always [/underlined] work to a system, and a regular time interval?
(2) Do you [underlined] always [/underlined] make a “snap” alteration of course immediately you ascertain you are off track?
(3) Do you check your ETA’s [underlined] regularly [/underlined] every 15 minutes?
(4) When coming into Gee range to you [underlined] always [/underlined] believe the first Gee fix you obtain and act on it?
(5) When no fixing aids available, do you [underlined] always [/underlined] obtain a D.R. position every 15 minutes?
(6) Do you [underlined] always [/underlined] “home” on your Southern or Eastern Lattice lines as instructed.
(7) Do you [underlined] always [/underlined] check your compasses every 20 minutes?
(8) Do you [underlined] always [/underlined] find a w/v over the ideal period of time, i.e. between 15 and 40 minutes.
(9) When necessary to you [underlined] always [/underlined] dog leg or alter IAS so as to arrive at each turning point exactly on time?
This is by no means a comprehensive list, but if you answer all the questions frankly, you will obtain a good assessment of your own ability. If you can say “Yes” to only 70% or less, you are below average; 80% you are average; 90% ad above you can consider yourself a good navigator.
Make a note of the points on which you lose marks, then rectify them [underlined] immediately [/underlined]. Further lists will appear in the next two summaries, so keep a note of your results on this test and by January you will have a complete assessment of yourself.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Underlined] NAVIGATION. [/underlined]
[Underlined] WINDFINDING. [/underlined]
The importance of finding accurate w/v’s, [underlined] and using them, [/underlined] has been stressed constantly for the last five years. One would therefore think that, as a result of all this “binding” every Navigator would now realise the importance of windfinding. BUT, unfortunately this is not so, Why?
We now have four “gen boxes” given us to assist in finding really accurate w/v., i.e. Gee, Loran, H.2.S. and A.P.I. All these instruments have been tested very thoroughly and have been proved accurate. All Navigators acknowledge the accuracy of these instruments and trust individual fixes and A/P’s obtained, but when it comes to joining two of these positions together, i.e. fix and Air Position, and obtained a w/v, many Navigators automatically become dubious. If the w/v obtained agrees fairly well with that forecast, or the last few w/v’s found, it is considered accurate. BUT, on the other hand if it differs by any appreciable amount, then in 7 out of every 10 instances a Navigator will say he got a “duff fix”, or else the A.P.I. is overreading!! In other words many Navigators just haven’t the confidence in themselves. Are YOU one of these? If you are, then reform yourself!
It is not generally appreciated that, even with a so-called steady wind the direction is never constant to within 30°, and the speed is never constant to within 10 or 15 miles an hour, so how can you expect to find idential [sic] w/v’s, and in any case how are you to know that there hasn’t been a sudden wind change caused by an unpredicted front or other reason?
Therefore in future, do not mistrust your fixes, A.P.I. readings and resultant w/v’s. Take great care in obtaining these readings and in plotting them accurately, but once you’ve got them treat them as correct – and [underlined] USE [/underlined] the resultant w/v!
[Underlined] COMPASSES. [/underlined]
Do [underlined] YOU [/underlined] always check your Compasses every 20 minutes? This question has been asked already, but it will bear repeating. There are now 3 instruments dependent on the serviceability of the D.R. Compass, namely H.2.S., A.P.I. and Mk.XIV Bombsight, besides of course the safety of the aircraft itself. It is, therefore, of paramount importance that the D.R. Compass is fully serviceable all the time.
A recent analysis showed that very few Navigators ever pay sufficient attention to their compasses. Are YOU one of these people who take the Compasses for granted, or do you carry out your checks methodically. Do you for example, ever go out to your aircraft and assist in the swinging, or do you even ask the Compass Adjusters on their return how your compasses are? Do you always carry a compass key in your pocket? Have a look and make sure before you answer the last question. Are you thoroughly conversant with the symptoms of a toppled gyro, and do you know the procedure to be adopted to correct the gyro? [Underlined] But above all, [/underlined] do you know that you should never return early because one of your compasses is unserviceable?
An analysis is carried out after every Group concentration plan has been completed to ascertain why certain aircraft are off track. On every occasion the answer for [underlined] AT LEAST ONE AIRCRAFT [/underlined] is that vague phrase “COMPASSES U/S”, which, on further examination, means nothing more than “Compasses desynchronised”.
The safety of an aircraft and its crew was therefore jeopardised because the crew [underlined] forgot to check their compasses! [/underlined]
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[NAVIGATION. [/underlined]
Longer range targets will be the the priority this Winter and that means deep penetration into a heavily fortified Germany. Accurate Navigation will therefore be absolutely essential and this is directly dependent on the accuracy of your compasses. Be compass minded then – learn all you can about them, know your drills and manipulation procedures off by heart – and above all [underlined] CHECK YOUR COMPASS REGULARLY. [/underlined]
Use the Astro Compass when there is any discrepancy between the P.4 and D.R. Compasses.
Station and Squadron Navigation Officers must continue to drive hard on this subject, checking all new crews on their arrival See that they are thoroughly conversant with the drills, faults, remedies and manipulation procedures, and make it clear to them that on no account do they return early if one compass is unserviceable.
[Underlined] PRACTICE BOMBING VECTOR ERRORS. [/underlined]
The average vector error obtained by the squadrons this month is 3.8 m.p.h. This is excellent. This figure shows a decrease of .5 m.p.h. We have achieved our goal of an average vector error below 4 m.p.h. Can we now possibly reduce this error to below 3 m.p.h.? If we can then all navigators can truthfully say they are contributing to very largely to the high standard of bombing we are achieving. Go to it! and see what records you can break this month.
[Table of Average Vector Errors by Squadron]
It will be noted that three squadrons of No.53 Base occupy the first three places this month, the two “old faithfuls”, Nos. 9 and 50 Squadrons, still retaining their lead on the rest of the Group. No. 56 Base Squadrons are all down towards the bottom of the list. They can, and have, done very much better than this. Com on No.56 Base, let us see you at the top next month!
Apologies to No. 57 Squadron for last month. Their average vector error was inadvertently shown as 4 m.p.h., whereas it should have read 3.5 m.p.h.
“V” GROUP NEWS. NO.28 NOVEMBER, 1944.
[Page break]
[Underlined] NAVIGATION. [/underlined]
[Drawing] THIS MONTH’S Bouquets [Drawing]
The names of the eight navigators who submitted the best work this month as [sic] set out below. They have been chosen for their consistently accurate and methodical work, which 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/O Hart – No.467 Squadron
P/O Briggs No.83 Squadron
F/O Martin No.106 Squadron
F/O Skinner No.189 Squadron
P/O Searle No.227 Squadron
F/Sgt Shapman No.207 Squadron
F/O Kay No.630 Squadron
F/Sgt Murray No. 50 Squadron
Note that P/O SEARLE appears for the second time. Good work SEARLE – keep it up!
[Underlined] TIMING. [/underlined]
In last month’s summary a long article was written on the slackness of timing on the return journey. Three causes of this “timing spread” were suggested and you were asked to eliminate them and so bring about a much needed improvement in the return journey concentration. Base, Station and Squadron Commanders and Navigation Officers were also asked to have a “drive” in this direction. Only one operation has been carried out since this letter was sent, and on this raid there was a very big improvement. In fact the concentration on the return journey was better than that going to the target!! This is good, keep it up, and make it your aim to achieve the concentration we desire, i.e. “an area covering not more than 50 miles in length and 10 miles in width” – and no more.
[Underlined] UNION NEWS. [/underlined]
F/Lt. Markham – No.463 Squadron to be Squadron Navigation Officer.
F/Lt. Martin – No.61 Squadron to be Squadron Navigation Officer.
F/Lt. Bennett, D.F.M. – No.617 Squadron Navigation Officer to be Station Navigation Officer, Woodhall. (now S/Ldr.).
F/O Bayne, D.F.C. – No.617 Squadron to be Squadron Navigation Officer.
F/Lt. De Boos, D.F.C. – No.627 Squadron Navigation Officer, tour expired, posted to No.7 Group.
F/Lt. Tice – No.627 Squadron to be Squadron Navigation Officer.
S/Ldr. Kelly, D.F.C. – Station Navigation Officer, Fulbeck, missing on operations.
“V” GROUP NEWS. NO.28 NOVEMBER, 1944.
[Page break]
[Drawing] radar nav:
[Underlined] LORAN. [/underlined]
This new navigational aid has only been used to any great advantage on one operation this month. Despite the difficulties in training and the short time since the introduction of the Loran equipment, operators made full use of the facility it affords, and it has proved without doubt a useful addition to our navigational equipment. The fact that to the present time no interference has been encountered which would make fixing difficult does not imply that the Hun will not attempt to jam the equipment and with this fact in mind every possible operator must use Loran to its fullest advantage whilst it is still possible.
There are one or two points which have arisen in the manipulation and use of this equipment which must be stressed. They are:-
(i) Loran operators are not spending sufficient time in the recognition of signals – particularly differentiation between 1st and 2nd Hop E sky waves. Perseverence [sic] and close watch of the signals on Sweep Speed 3 will ascertain whether the signals are the correct ones. It is appreciated that very little, if any, training can be carried out on the S.S. Loran Chain and operators must endeavour to use time on operations for sky wave training. If you are uncertain as to the appearance of sky waves your obvious remedy is to visit the Radar Training Room after 1630 hours any day and you can get all the gen on the sky waves by using the S.S. or North Eastern Loran Chain on a bench set. Why not make this a nightly feature until you are sure in the identification of all signals.
(ii) No system of taking position lines at regular intervals is being followed. It is no use taking a position line from one rate and keep transferring it along track for an undeterminable number of times to give you fixes with position lines from the other rate. Try taking position lines at regular intervals of say 10 minutes e.g.:-
Rate 4 at 2010 and 2020 and so on.
Rate 5 at 2011 and 2021 and so on.
(iii) The time base readings are easily upset by movement of the fine strobe control during the switching of the Sweep Speed Control through position 5, 6 and 7. Watch this carefully or else you are going to get false fixes. If necessary use your left hand for switching the Sweep Speed Control.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Underlined] RADAR NAVIGATION. [/underlined]
(iv) Several operators reported the four dividers out of alignment but a few using commonsense [sic] and initiative correctly aligned the dividers and obtained full use of the equipment. As the dividers, particularly A, B, C and D are very critical, alignment checks must be made:-
(a) After switching on procedure has been carried out.
(b) Every two hours when LORAN is in use.
(c) After any large changes of temperature or pressure.
An Aircraft Drill has been produced and is available at all units, detailing the alignment procedure. Loran operators must know this procedure fully and screwdrivers have been made a general issue to all navigators in order that alignment corrections can be made in the air. It is important, however, that operators should know the symptoms of incorrect alignment before they attempt any correction at all. Loran Instructors or Radar Officers will supply all the “gen” on this.
A slight modification to the Loran set is being introduced shortly which enables operators to change the basic rate so that the new North Eastern Loran Chain can be used. This North Eastern Loran Chain the details of which will be available shortly, gives coverage over the whole of the North Sea and should be very useful on Northern trips. It is, however, emphasised that as this Chain is not as accurate as the Norther Gee Chain, Gee must be used to the limit of its coverage. The present charts are to a scale of one to three million and therefore hopeless for Bomber Command navigation. Representations have been made for larger scale charts and these will be distributed as soon as they are received at this Headquarters.
[Underlined] GEE. [/underlined]
Welcome changes have been made this month in the Continental Gee Chain frequencies with the intention of giving far better facilities from the Ruhr and Rheims Chains. However emphasis is placed upon the correct setting up of the R.F.27 tuning dial to obtain the best reception. Great care is therefore to be exercised in setting the dial correctly when changing from one frequency to another.
The Rheims Chain continues to give excellent results with ranges reported as great as 0930E. Interference is slight and on most occasions non-existent. On the Munich operation the Chain could have been used to considerably greater advantage if suitable charts had been available in time.
The Ruhr Chain is still producing disappointing results and below the standard of the Rheims Chain. A and C Station signal strengths are fairly good. The B and D signals are weak limiting the operational value of the Chain. Sine wave jamming and Heavy Grass has been reported in the Brunswick and Cologne areas.
The Eastern Chain gave excellent results on the Harburg operation, many operators obtaining fixes in the target area. This indicates either the meteorological conditions were favourable for Gee that night, or that the enemy has transferred his jamming to other frequencies.
Representatives have again been made for the production of miniature lattice charts for the Continental Chain as the navigator nowadays has to carry no less than eighteen topographical lattice charts if he is to be prepared for any emergencies. The total area covered by these topographical lattice charts can be reproduced on approximately four miniature lattice charts.
“V” GROUP NEWS. NO.28 NOVEMBER, 1944.
[Page break]
[Underlined] RADAR NAVIGATION. [/underlined]
[Underlined] H.2.S. [/underlined]
H.2.S. silence is still being maintained on the Group with total restriction on the use of H.2.S. Mark II and part restriction on H.2.S. Mark III. With the risk of early warning of operations, and until the efficiency of the enemy night fighter equipment is definitely ascertained, it is the policy of this Group to give the enemy as little help from H.2.S. sources as is possible.
H.2.S. operators are reminded that although the use of H.2.S. Mark II is almost totally restricted it may be possible that at some future date consent will be given to its use again. H.2.S. Mark II can be used from the enemy coast on the return journey. This relaxation of the restrictions is intended for training purposes and operators should make the best use of this time to raise their standard of efficiency. H.2.S. is and will remain the most efficient navigational aid over enemy territory because it cannot be jammed efficiently, and with the introduction of new Marks it will again come into general use. All Marks of H.2.S. are manipulated in a similar manner and thorough knowledge of Mark II will ensure more efficient use of the later Marks.
54 Base still continue to make great strides in the use of H.2.S. Mark III as an efficient bombing aid and trials are continuing to ascertain the accuracy of individual sets of H.2.S. equipment by means of ground Radar plots at positions of bombs gone on various targets. Complete analysis of every run is being made to ascertain the errors due to equipment and to the human element. Those due to the equipment can be eliminated. It is up to the individual operators to eliminate the inaccuracy due to human error.
H.2.S. Photography is proceeding satisfactorily throughout the Group, although all main force photographs, except those from 106 Squadron, are of landmarks in this country. From these training photographs it is evident that the standard is improving, and operators are taking a little more time in the manipulation of the camera. There are, however, still one or two unsatisfactory details which can be overcome:- For instance, some operators still persist in having a 10 mile zero as big as a half crown thus distorting the photograph obtained. Remember is should be the size of a sixpence. Others persist in having lights on or letting the daylight into the compartment when taking the photographs thus wasting negatives and printing material. If you persist in making these mistakes during training, far more may be made during an operational sortie due to operational stress. 54 Base have produced some excellent operational photographs, particularly those taken on the operation to Munich. These photographs show the lakes and valleys in the Alps as clearly as on a relief map. The photographs also indicate that the target and lakes nearby are very well defined on the H.2.S. Mark III P.P.I. and will no doubt prove useful for any future attacks.
Squadrons of 55 Base and 106 Squadron have carried out several mining sorties during the month, the results of which have been excellent. The importance of this work cannot be too highly stressed and H.2.S. training on these squadrons is being carried out with this type of operation in mind. There are several convenient landmarks on the East Coast which can be used for mining runs and the number of P.P.I. photographs which have been received indicate that some operators are making use of them during training. The important fact is that all operators on these squadrons must be able to release mines accurately on H.2.S. We cannot afford to lay them outside the normal channels, where they may be a danger to our own shipping.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Drawing] tactics
This month the German Night Fighter Force has again failed to offer effective opposition to Bomber Command’s night offensive. The German fighter controllers have been bewildered by the profusion of Window spoofs, Mosquito raids and Intruders, combined with the main attacks, and have failed to intercept the bomber stream with an effective number of fighters. Night fighter are, however, still the biggest danger, and there is no reason to suppose that, once they have contacted the bomber stream, they are any less efficient than they were last Winter. A night fighter, particularly if equipped with upward firing cannon, is a formidable adversary, and a crew must be on the top line to combat it successfully. Good crew discipline is essential. In particular, intercommunications between the pilot and gunners must be clear and concise. Idle chatter and the use of Christian names on the intercom. may mean attending interrogation at Dulag Luft instead of Base.
There are indications that the enemy may, in the very near future, send up fighters against our daylight attacks, particularly on the deeper penetrations we shall be making in the coming months. The fighter escort will deal with what it can, but crews must be prepared for small formations of enemy fighters to get through the escort. This will provide a quick and decisive answer to the ever recurrent problem of stragglers. The enemy may well use jet fighters for these attacks, but crews should remember that, although their speed is very high, there is nothing miraculous about these aircraft. In an attack they behave like conventional fighters and should be treated as such. Although they are armed with 30 m.m. cannon, these have such a low muzzle velocity that, for accurate shooting, they are not effective over 400 yards, which will give gunners a good chance of shooting back.
A final warning. A case has come to light recently where a captain admitted letting his rear gunner leave his turret over France and the sea when returning from the target. This is criminal. German night fighters are often ordered to follow the bomber stream across friendly territory, and well out to sea, and captains must remember that an operation finishes in dispersal, and not a moment sooner.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Drawing] air bombing
The activities of the Group in the operational sphere have mostly been intended to destroy small targets rather than to bomb areas of large cities.
Despite unfavourable weather conditions on frequent occasions, the results have been reasonably satisfactory from the Air Bomber’s point of view and the necessity of maintaining a high standard of precision bombing must be apparent. Obtaining the best possible results on precision targets at night, when visual identification is impossible, necessitates a thorough knowledge of the tactical plan and the ability to carry it out to the letter. The plots of the incendiary attacks on sectors illustrate that the majority of Air Bombers are doing their best to guide the aircraft over the marking point, but it must be realised that after the dummy bombing run on to the marker, it is essential that the aircraft should be on the briefed track as quickly as possible. As soon as the marker comes into the intersection of the bombsight graticule and is reported by the Air Bomber, the immediate reactions of the bombing team are as follows:-
(a) The Navigator commences to count off the required number of seconds consistent with the basic delay plus the delay for the incendiary bombs.
(b) The Pilot turns on to the course given by the Navigator prior to reaching the target area, and confirms that he is on the correct course.
(c) The Air Bomber does a last minute check of the bombing panel and releases the bombs on the executive word from the Navigator.
The correct observance of this procedure will ensure that the required incendiary concentration falls in the areas where the maximum amount of damage can be caused.
Now that Winter has arrived, all Air Bombers must be prepared for icing in the bomb-bay. The only preventative measure that can be undertaken is to see that the release slip heater for No.13 station is switched on at take-off, but by a careful examination of the bomb-bay after landing, it will be possible to see if any incendiaries have fallen from the S.B.C’s on to the doors and the ground crew will know what to expect when they open the bomb-doors. A careful examination of the bomb-bay after the aircraft has been flying below freezing level for some time will help to prevent any accidents on the ground after landing. It should be remembered that there will be no indication of bombs hanging-up due to icing, when the Air Bomber does his lights check.
The importance of switch drill, and accuracy in bombsight settings, must be frequently stressed by Bombing Leaders at every possible opportunity. An error of one or two degrees in bombsight levelling will give a large error on the ground, and despite the difficulty in setting the correct levelling figure on the computor [sic] box, every effort must be made to see that it is correct to the nearest degree. Constantly check your switches and bombsight on the way to the target, and remember that your target is not a town or city, but a small area in that town or city, and to hit is successfully you must be accurate as if bombing a practice target.
“V” GROUP NEWS. NO.28 NOVEMBER, 1944.
[Page break]
[Underlined] AIR BOMBING. [/underlined]
[Underlined] NOVEMBER’S OUTSTANDING CREW ERRORS. [/underlined]
[Underlined] SQDN. PILOT AIR BOMBER NAVIGATOR ERROR AT 20,000 FT. IN YARDS. [/underlined]
9 F/O Newton F/Sgt Flynn F/Sgt Grant 71
F/L Marsh F/O Carr F/Sgt Haydon 66
F/O Coater F/Sgt Boag F/Sgt Black 57
F/O Williams F/Sgt Gold Sgt Lockerbie 53
50 F/O Jones Sgt Jarmy Sgt Davis 77
F/O Ling F/Sgt Howard F/O Rutland 68
83 F/O Inniss F/O Morrison F/Sgt Dormer 73
F/L Weber Sgt Summers Sgt Thorn 76
97 F/O Greening Sgt Nutt F/Sgt Cairn 72
F/L Brooker F/O Pearce F/O Brown 42
F/O Ryan Sgt Kirkby F/O Sabine 56
F/O Royston-Piggott W/O Bate F/Sgt Madley 73
106 P/O May Sgt George F/Sgt Barling 61
207 F/O Rose Sgt Weaver Sgt Bell 75
617 F/O Ross P/O Tilby F/O O’Brien 63
F/O Gingles W/O Hazell F/Sgt Johnson 70
F/L Sayers P/O Weaver F/O Strom 73
F/O Martin F/Sgt Day F/Sgt Jackson 54 54
F/O Joplin F/Sgt Hebbard F/Sgt Fish 71
630 F/O Baker F/Sgt Leyden F/Sgt Taeuber 66
F/O Miller F/O Banks W/O Wildey 74
F/O Martin and crew, No.617 Squadron, have for the second successive month, obtained two crew errors of less than 60 yards at 20,000 feet. These results are obtained only by concentration on the part of Pilot and Air Bomber and are commendable efforts.
F/L Brooker and crew, No.97 Squadron, obtained the excellent result of 42 yards using the Mark XIV Bombsight.
[Underlined] BOMBING LEADERS. [/underlined]
P/O Willmot, No.49 Squadron, obtained fifth place on the Bombing Leader’s Course, being awarded a “B” Category.
There have been no changes in the squadrons during November.
All Bombing Leaders are asked to make a point of seeing that their returns are forwarded to Group Headquarters as soon as possible after the end of each week and month.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Underlined] AIR BOMBING . [/underlined]
[Underlined] SQUADRON BOMBING COMPETITION. [/underlined]
[Underlined] SQUADRON AVERAGE ERROR [/underlined]
1 9 65 yards
2 ) 97 70 yards
2 ) 619 70 yards
4 630 71 yards
5 49 72 yards
6 83 73 yards
7 44 74 yards
8 207 86 yards
9 463 87 yards
10 57 88 yards
11 50 100 yards
12 467 114 yards
13 106 124 yards
14 61 125 yards
15 189 126 yards
The top place in the Group Competition has again changed hands, 9 Squadron having improved on their last month’s entry by 8 yards, and they are well ahead of the next six Squadrons who submitted entries all within 6 yards.
No. 9 Squadron are to be congratulated on their excellent bombing and it is hoped that they can hold their place against the strong opposition which will be provided by other squadrons during December.
No.55 Base have repeated their recent consistently good bombing and all five squadrons are included in the first ten, 619 Squadron showing the greatest improvement with a decrease of 23 yards on their October result.
[Underlined] CREW CATEGORISATION. [/underlined]
[Table of Crew Categorisation by Base]
Crews are categorised on the average crew error of their last three practice bombing exercises and the following limitations apply to the various categories:-
A+ 85 yards or less
A 140 yards or less
B 210 yards or less
C 280 yards or less
D Over 280 yards.
“V” GROUP NEWS. NO.28 NOVEMBER, 1944.
[Page break]
[Underlined] AIR BOMBING. [/underlined]
[Underlined] HIGH LEVEL BOMBING PRACTICE. [/underlined]
[Table of High Level Bombing Practice Results by Squadron]
No. 627 Squadron dropped 409 bombs at heights lower than 1000 feet with an average error of 71 yards.
172 T.I’s were dropped producing an average error of 191 yards.
“V” GROUP NEWS. NO.28. NOVEMBER, 1944.
[Page break]
[Underlined] AIR BOMBING. [/underlined]
[Underlined] QUIZ. [/underlined]
1. If you find you are getting no air supply after switching on the air control what is the first thing to check?
2. Which pistol is liable to operate even though the bomb has been released “SAFE”?
3. What is used to indicate the presence of Allied troops during close support attacks on targets near the front line?
[Underlined] BIGCHIEF COMPETITION. [/underlined]
The two entries received in this competition have both been sent in from Strubby.
G/Capt. Jeudwine – 138 yards at 20,000 ft.
W/Cdr. Milward (619 Sqdn.) – 205 yards at 20,000 ft.
[Underlined] LEADER COMPETITION. [/underlined]
The solitary entry for this competition came from 55 Base.
F/Lt. Linnett (57 Sqdn.) – 104 yards.
F/Lt Rumgay (617 Sqddn.) has completed several excellent exercises using the S.A.B.S. which unfortunately, cannot be included in the competition.
[Underlined] PRACTICE BOMBING. [/underlined]
The total number of practice bombs dropped during November shows a considerable decrease when compared with October’s figures (2577 against 3898). Adverse weather conditions made practice bombing impossible on many days during the month, but some Squadrons made maximum use of the available opportunities.
The average crew error, although slightly higher than last month, is very satisfactory and special mention must be made of 9 Squadron’s efforts which produced and average error of 122 yards.
There are occasions when considerable congestion has been caused at Bombing Ranges because of the large number of aircraft attempting to bomb at the same time. It is only possible to allocate two targets to each Base and this congestion should be reduced with closer co-operation between Squadron Bombing Leaders, and the staggering of Bombing times allocated to each aircraft.
Bombing Leaders are also reminded that night practice bombing programmes should be transmitted to Ranges before 1800 hours if possible.
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
incendiary attacks
[Underlined] BRUINSWICK – 14/15TH OCTOBER [/underlined]
It is probable that with the limited time available before an operation, crews may not appreciate the complete picture of the plan of which each squadron forms a component part. It is proposed, therefore, to take one of the incendiary attacks which this Group has carried out, giving in broad outline the intention, plan and execution of the attack.
The target chosen is Brunswick, which was selected for attack by this Group on the 14/15th October. Appended is a P.R.U. photograph of the town of Brunswick, showing the damage inflicted by the attack, bounded by the red line. The smaller areas bounded by green lines represent damage prior to the 14/15th October. The attack was highly successful but nevertheless illustrated how even small deviations from the agreed plan can jeopardise success.
[Underlined] INTENTION. [/underlined]
Brunswick has always been an important communications centre due to its position on the trade route from Hamburg to Southern Germany and its importance increased with the development of inland waterways and railways. Its pre-war major industries were swiftly placed on a war footing to supply the German armed forces and the beginning of the war also saw the rapid development of major aircraft and engineering industries in the town, particularly in the Northern and Southern suburbs.
It is not surprising therefore that this town, lying as it does within range of bases in Great Britain, has received regular attention from the Allied Air Forces. Since the strategical bombing of Germany began, a total of 6129 tons of bombs have been reported as dropped on the town by Bomber Command alone. But in common with a few other towns, like STUTTGART and FRANKFURT, it bore an unusually charmed life. While bombing depended upon visual methods of target finding, this was partly explained by the lack of good water landmarks near the town, but the difficulty of finding and bombing the target persisted after the introduction of RADAR aids, as will be seen from the following summary of major Bomber Command raids this year, including two by this Group, which left the town almost unscathed.
14/15th January – 472 aircraft
22/23rd April – 256 aircraft
22/23rd May – 211 aircraft
13/14th August – 350 aircraft
These raids are additional to several A.S.A.A.F. raids directed specific factories which were in the main successful.
[Underlined] PLAN. [/underlined]
There are two main alternative methods of carrying out an incendiary attack on a town of this nature. The first is to put the T.I’s on the centre of the town and to bomb these direct. This method
“V” GROUP NEWS. NO.28. NOVEMBER, 1944.
[Page break]
[Underlined] INCENDIARY ATTACKS [/underlined]
has a number of disadvantages the most important being that T.I’s in a built up area will seldom show up as brightly as those dropped on open ground, so that any markers which may be wide of the target will almost certainly attract the bombing. This occurred on the first attack on Konigsberg. Moreover, as soon as bombing starts the markers become obscured by incendiaries and smoke, and have to be continually backed up, this adding to the risk of inaccurate markers falling outside the town.
The alternative is to select a marking point which us likely to be easily recognisable by the marker force and located somewhere on the upwind side of the target. Provided visibility is reasonable all markers should fall within 300 yards of the marking point. If each crew is then given a heading on which to fly and a number of seconds to delay the release of bombs, the whole target area should in theory be covered with an even density of incendiaries and thus be totally destroyed.
It should be noted that this system entails the most precise bombing by each crew otherwise some areas will receive too many incendiaries and others will be left unburnt. The method by which each crew is to pass precisely over the markers and thus get on to the exact heading is laid down in Air Staff Instructions, and must be known to all.
[Underlined] NARRATIVE [/underlined]
(i) [Underlined] Weather. [/underlined] The weather at the target was clear with slight ground haze.
(ii) [Underlined] Marking. [/underlined] At H – 11 the first green T.I. dropped blind as a proximity marker, went down followed almost immediately by the first flares. At H – 8 the second flare wave dropped and by this time three more green T.I’s had gone down. Mosquito Marker No.3 gave a “Tallyho” and went in to mark, his T.I. being assessed as 200 yards to the North of the marking point. The Master Bomber ordered the remaining Mosquitos to back up 200 yards to the South. The backing up eventually resulted in 2 T.I’s roughly on the marking point, one 300 yards S.E. which probably fell in water and quickly went out, and one wide marker 800 yards to the West. This error was due to a variety of causes of which undue haste was probably the major. At H – 1 the markers were ordered off the target and the main force instructed to attack. The illustration shows the positions of the Red T.I’s in relation to the marking point as assessed from night photographs.
[Diagram]
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
[Underlined] INCENDIARY ATTACKS. [/underlined]
(iii) [Underlined] Main Force Bombing. [/underlined] The attack went mainly according to plan although the Master Bomber had to instruct crews to steady down as there were some wide sticks in the early stages. These few loose sticks are a regrettable feature of all attacks, and it is hard to understand crews who have carried their loads all the way to the target can allow themselves to release them in open country on the edge of the target when a few more seconds would enable them to be placed on the aiming point. At H + 8 the main force were instructed to complete bombing and return to base.
[Photograph – missing] This photograph is a still from film shot by a 463 Squadron Lancaster equipped with cine apparatus. The photograph was taken six minutes after the main force bombing started, and can be clearly picked out on the P.R.U. cover as the North East corner of the sector allotted to Nos. 50 and 61 Squadrons.
[Underlined] DAMAGE ASSESSMENT [/underlined]
The greater part of the central core of the town was contained in the central sector shown on the tracing overlay. The two boundary sectors also contain a portion of this central core, all of which was fully built up and therefore highly vulnerable to incendiary attack. Whilst the primary intention of the raid was to destroy the central core of the town, two squadrons were allotted to an area to the East and North East which is less fully built up, as a trial to see what damage could be achieved by a small force.
An examination of photographs shows that of the three markers remaining after Marker D had become extinguished, only A showed up clearly, and that markers B and C became covered by incendiaries from a load released short, and may not have been clearly visible to bomb aimers. This left the extreme Westerly T.I. clearly visible throughout the attack and as a
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
[Photograph]
[Page break]
[Photograph with Overlay Showing Bombing Sectors] BRUNSWICK 14/15 OCTOBER.
[Page break]
[Underlined] INCENDIARY ATTACKS [/underlined]
result all incendiary loads had a tendency to fall in the Westerly part of a central sector or else in the Western sector, or even West of this. There was also a tendency for loads to overshoot rather more than planned. As far as it is possible to estimate from available data about 90% of the loads other than those which were dropped loosely outside the area, fell within the central core of the town but only a few scattered sticks on the N.E. area. This was clearly due to crews using the Westerly marker as their datum point, thus shifting the whole area of attack some hundreds of yards to the West.
[Underlined] CONCLUSION [/underlined]
It can be seen that the greater part of the central core of the town has been completely destroyed, and that there has also been some damage in the more Northerly sectors. Damage in the North East sector is slight due to the shifting of the marking point. The attack therefore illustrates the manner in which any marker wide of the concentration will draw on itself undue attention. It also illustrates the harm that can be done by loads of incendiaries dropped on the markers thus making them difficult to see. Apart from these two points the attack was extremely well carried out, timings were accurate, winds found were excellent and the great majority of aircraft attacked exactly on the headings laid down. Incidentally one reason for the marker which went wide was the tendency on previous attacks for some crews before H hour. As a result of experience the Mosquito markers who are marking from below 1,000 feet like to be clear of the target with a minute or two in hand. It is obviously essential that the markers should not be hurried in their task and crews must on no account bomb before H hour unless the Master Bomber calls them in earlier.
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
war effort
[Table of Sortied Carried Out with Results by Squadron]
[Underlined] NOTES: [/underlined] Squadrons are placed in the above table in order of “Successful sorties per 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.
Squadrons above establishment are calculate on an establishment of 20.
[Drawing] training
[Underlined] CATEGORISATION OF PILOTS. [/underlined]
During the month the scheme for the Categorisation of Heavy Bomber pilots in the Group was issued. Full details are contained in this Headquarters’ letter reference 209/Trg. dated 18th November, 1944. The success of this scheme depends on co-operation between Squadron/Flight Commanders and the Squadron Instructors to see that crews are available for their initial and 10 and 20 Sortie Checks so that a Category can be awarded or revised.
The Squadron Instructor has a vital responsibility. He must be thoroughly familiar with Pilots’ Notes for the Lancaster, relevant Air Staff Instructions and in particular No.5 Group Aircraft Drills. Some Squadrons have already completed a number of Category Tests, which incidentally are done in the New Crew Check and 10 and 20 Sortie Checks. No separate test is necessary.
A preliminary examination shows that some of the Category Test Proformas have been completed accurately, others show a definite tendency to overmark. An [underlined] A+ [/underlined] Category should not be lightly awarded because it amounts to an “Exceptional” assessment. One proforma showed 100% marks for Captaincy! Section No.8 requires special care. A pilot scoring full marks for Captaincy must be faultless (and we’re all human).
The number of pilots categorised in the ten days following the introduction of the scheme is as follows:-
[Table of Pilot Categorisations by Base]
A total of 177 New Crew and 10/20 Sortie Checks were done during the month (including the Category tests in the above table), leaving 101 checks outstanding. Nearly half the outstanding checks were in 56 Base, where a temporary shortage of aircraft, absence of dual sets and a deficiency of a Squadron Instructor, gave the Base more than its share of problems.
Total squadron training hours amounted to 4,000 hours day, and 1,300 hours night – about 700 hours less than the previous month. (We blame the weather again). Now that the Winter is on us the old skeleton (“No training – aircraft are bombed-up”) is rattling its ancient bones. Lock it up. We’ve heard the jingle before. If the Met. gives half a chance of training, get a couple of aircraft per Flight de-bombed as soon as the operation is cancelled.
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
[Underlined] TRAINING. [/underlined]
[Underlined] FIGHTER AFFILIATION AND 1690 B.D.T. FLIGHT. [/underlined]
Fighter affiliation results are encouraging. Squadrons did a grand total of 1105 exercises on 500 details – nearly two exercises per gunner in the Group.
Night affiliation by squadrons continues to climb to higher figures. This time it totalled 314 exercises of which 76 were done with 100 Group Mosquitoes, and the remainder with 1690 B.D.T. Flight. This was the fourth successive month to show an increase.
1690 B.D.T. Flight during the month was reduced from 26 aircraft to 12 by the withdrawal of the Spitfires and Martinets. It continued, however, to assist No.7 Group with day and night details for 75 Base, and a few night details for 72 Base. The Flight flew 560 hours on 670 details. Pilots averaged 23 hours, the Hurricanes 33 hours, the Spitfires 16 hours and the Martinets 9 hours.
Night affiliation by the Flight was the highest ever, rising from 94 details in October to 139 in November, thus exercising nearly 300 gunners in the hours of darkness; (a first rate performance bearing in mind the persistent bad weather).
It is satisfying to hear on the hook-up that on one night the Flight booked 33 night details. They were not all done owing to the weather, but on the night of 28th November, 22 details were completed – a record night for the Flight. On five nights on the last week of the month, 89 details were done. This shows what can be achieved when the weather is fit. Incidentally, the moon was up. Bear in mind that affiliation on dark nights provide the real test.
[Underlined] 5 L.F.S. TRAINING. [/underlined]
Unusually bad weather during the month affected No.5 L.F.S. Only two days during the month were fit for full flying, but despite this, and repairs to the perimeter track, full advantage was taken on of every opportunity and 5 L.F.S. completed the training of 92 crews for squadrons and had 11 crews within a day of finishing their course at the end of the month. The total of 92 crews was 6 crews in excess of Command estimate.
The Unit flew a total of 1344 hours. The average hours flown per aircraft on charge was 48. There were two avoidable accidents during the month. The rigorous policy of “quality and not quantity” is being followed and three crews have already been put up for disposal on the grounds of poor captaincy.
The crews posted during the month averaged 12 hours 35 minutes training at the Unit, nearly 2 hours more than the previous month. This was largely due to extra time being given to the short cross country exercise to give additional navigational instruction. Loran training has also been introduced and crews are getting 7 hours ground training on their course.
12 Instructors were recategorized by E.C.F.S. during the month. Two obtained A2 Categories and the remainder B Categories ([Underlined] Note: [/underlined] These Categories have no relation to the Pilots’ Categorisation Scheme introduced by 5 Group). The Examining Flight expressed the opinion that the standard of instruction at 5 L.F.S. was slightly above the average for Four Engined Training Units.
The next month’s commitment for 5 L.F.S. is 100 crews, less wastage. If the weather is reasonable, the Unit can do it as it always has in the past.
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
[Underlined] TRAINING. [/underlined]
[Underlined] INSTRUMENT FLYING (LINK). [/underlined]
[Underlined] NEW EXERCISES. [/underlined]
The exercises in the Instrument Flying Syllabus on the Link are being revised to include exercises designed to cover operational procedure, and to practice more thoroughly and stimulate the pilot’s interest in keeping his I.F. up to scratch.
[Underlined] NEW LINK TRAINERS. [/underlined]
When installation of the new Link Trainers is complete, there will be one available for each squadron in the Group. This will put the ideal squadron monthly total times for pilots (50 – 60 hours) within reach of every squadron. Many squadrons will have double the amount of Link Time available. This extra time can only be used efficiently if a Link Trainer Programme is organised and kept going by the officer detailed by the squadron for co-ordination of I.F. and Link Training (Air Staff Instruction TRG/3 refers).
[Underlined] PRIMARY OBJECT OF THE LINK TRAINER. [/underlined]
Units whose Flight Engineers have done double the time of the Pilots seem to have lost sight of the primary object of the Link Trainer; that is to keep pilots in constant practice in all forms of instrument flying. The ideal is for pilots and flight engineers times to be equal.
[Underlined] LINK TIMES. [/underlined]
Squadron Link hours generally are improving. The total pilot times were [underlined] DOUBLE [/underlined] the previous month. There are, however, still weak places in the chain, which are easily visible from the training return. Two squadrons in both 53 and 54 Bases and one in 55 Base have done less than 20 hours pilot time per month.
[Table of Link Trainer Times by Base and Squadron]
GRAND TOTALS: Pilots – 742 hours. Flight Engineers- 764 hours. Other Aircrew – 101 hours.
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
[Drawing] gunnery
[Underlined] “DECLINE AND FALL OF THE G.A.F.” [/underlined]
[Underlined] DESTROYED. [/underlined]
2.11.44 – “D” – 207 Sqdn. – FW.190 C.
2.11.44 – “D” – 227 Sqdn. – JU.88 C.
4/5.11.44 – “L” – 227 Sqdn. – 2 Jet A/c.
6/7.11.44 – “R” – 630 Sqdn. – FW.190 C.
6/7.11.44 – “X” – 61 Sqdn. – JU.88 C.
6/7.11.44 – “X” – 61 Sqdn. – Jet A/c.
6/7.11.44 – “J” – 467 Sqdn. – Jet A/c.
6/7.11.44 – “R” – 227 Sqdn. – Jet A/c.
[Underlined] PROBABLY DESTROYED. [/underlined]
4/5.11.44 – “S” – 207 Sqdn. – ME.109 C.
[Underlined] DAMAGED. [/underlined]
6/7.11.44 – “B” – 189 Sqdn. – JU.88 C.
Claims annotated ‘C’ have been confirmed by Headquarters, Bomber Command.
From a total of 84 combats during the month, 7 were claimed to have been with jet propelled aircraft of which 5 were claimed as destroyed. The other claims stand at 4 destroyed, 1 probably destroyed, and 1 damaged, all of which have been confirmed by Headquarters, Bomber Command. The correct identity of the reported jet aircraft is now under consideration by the experts and no claims are being considered until a decision has been reached as to whether these phenomena are in fact jet propelled aircraft or some form of jet projectile.
Two aircraft were surprised by under attacks. The first warning being when the aircraft was hit by cannon fire. In both cases the aircraft were extensively damaged and casualties to the crew incurred. The answer to these under attacks is 100% crew co-operation and correct and frequent “Banking Search”.
[Underlined] RESULTS OF C.G.S. COURSES. [/underlined]
W/O HANSON 97 Sqdn. Cat. ‘B’
F/O KETHRO 5 L.F.S. Cat. ‘B’.
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
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[Underlined] GUNNERY. [/underlined]
[Underlined] AIR TRAINING. [/underlined]
[Underlined] FIGHTER AFFILIATION. [/underlined]
[Underlined] ORDER OF MERIT. [/underlined]
[Tables of Fighter Affiliation Results by Squadron]
Note: Figures in the above table represent “Points”.
[Underlined] TOTAL OF AFFILIATION EXERCISES FOR NOVEMBER:- 1105. [/underlined]
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
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[Underlined] GUNNERY. [/underlined]
The Order of Merit will, in future, be based on a points system, points being allotted as follows:-
Night Affiliation with Camera and Infra Red Film 10 points
Night Affiliation without Camera 8 points
Day Affiliation with Gyro and Camera 5 points
Day affiliation with Camera 3 points
Day Affiliation without Camera 1 point
The total of night affiliation exercises continues to increase and it is hoped that the Gunnery Leaders will co-operate with Squadron and Flight Commanders to ensure that the maximum number of details are flown whenever operations and weather permit. The importance of this exercise cannot be over emphasised and the aim of every Squadron should be to achieve at least one exercise per crew per month.
It is apparent from the training returns that certain Squadrons are not making the maximum use of their Gyro camera assemblies during day affiliation exercises. These assemblies must be fitted on every possible occasion. Gunnery Analysis Officers are now established on each Squadron and it is their duty to assess the films taken during these exercises and to keep a proper for future reference for categorisation etc.
No. 53 Base are to be congratulated on setting the pace as regards outdoor night vision training. Each Squadron within the Base has fitted up a simple obstacle course which has been in use regularly by Squadron gunners. Other Bases would be well advised to follow the lead of No.53 Base in this simple, but very effective, practical form of instruction.
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
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Leave it to Smith [Drawing]
“Pass over yesterday’s fighter affil. reports will you Bill, and let’s see how some of those new crews are panning out. – Correct directions given – Range usually 800 yards – Range O.K. corkscrew appeared slow – Range 700 yards, corkscrew very good – Ranges generally good 600 to 650 yards – Range good – Range varied from 300 to 900 yards – gunners poor – corkscrew good. Who on earth was flying ‘N’ Nuts yesterday Bill – with two clueless gunners the crew can’t be anywhere near fit for operations?”
“One moment Dick – ‘N’ Nuts – that Clarkson – a new crew with only a Mid-Upper, but we put old Smith in there as Rear Gunner as he wants to get finished and since his old skipper went sick he’s had no crew; he only needs a half dozen to finish his second tour.”
“Smith always seems to have wads of clues, he’s certainly been operating for ages without getting himself bumped off. Quite a lot of the time as a spare too – the pilots seems to like to have him in the aircraft.”
“I suppose Bill, that Smith is O.K. Somehow we always seem to have taken it for granted. I must say he seemed very rusty when we gave him that Sighting test, didn’t he, but as he said, he’d only just come out of Sick Quarters and wasn’t feeling at all himself. We were going to give him another shot later on but somehow we never have. Let’s do it right away and clear our consciences. See if you can find him in the Gunnery Section as he’s not down for D.I. this morning, and as you go you might hand down the questions!”
Bill put his head into the Gunnery Section, W/O Smith, who was sitting by the fire greeted him enthusiastically. “Good morning, Sir, anything doing today?”
“Haven’t heard of anything as yet Mr. Smith, but in the meantime the Gunnery Leader wants you in his office.”
Mr Smith entered the Gunnery office not quite so enthusiastically. “Good morning Mr. Smith, come in and sit down. It seems a good morning to give you that sighting test again, but before we start that, what on earth happened in your fighter affil. show yesterday? – Look at this report – Range varied 300 to 900 yards. It’s appalling, isn’t it Mr. Smith?”
“Very bad indeed Sir, very bad indeed. I’ll go and chase up that new gunner in the Mid Upper right away, tell him to pull his finger out, Sir. You leave him to me Sir, I’ll see he’s ‘bang on’ in a few days.”
“But you know, Mr. Smith, he got a very good report from his Gunnery School, really a very good report. Of course, I know none of the crew have had any operational experience as yet, but that wouldn’t affect his range estimation would it?”
“Well Sir, you know how they turn them out these days, they’re not trained like us old stagers were. You leave him to me, Sir – a couple of ops and he’ll be quite O.K., in fact if you don’t mind, Sir, I’d like to start on him right away, no time like the present, Sir!” – Brr - Brr – Brr – Brr –
“One moment Mr. Smith while I answer the ‘phone” – “Gunnery Leader speaking – What – Maximum effort tonight – Flight planning at
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
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[Underlined] LEAVE IT TO SMITH. [/underlined]
twelve. Right you are, thank you. Sorry Mr. Smith, I’m afraid you’ll have no time to teach your other gunner to-day as your crew is sure to be on the battle order and I’m afraid we’ll have to leave your sighting test over to another day as well, as I’ve got plenty to get on with at the moment.”
“Sorry about the sighting Sir, I was feeling just in the mood for a bit of sighting this morning. I’d have surprised you, Sir. Oh, and about that Mid Upper Sir, don’t you worry. I’ll be there myself Sir, and I’ll look after them all. You leave it to me, Sir. ‘N’ Nuts our aircraft again, Sir?” “Yes.” “Thank you Sir.”
‘N’ for Nuts was homeward bound. Her crew was feeling elated. They had bombed – they were well on the way back. The coast line showed ahead and beyond it the sea, pale in the moonlight.
“O.K. Mid Upper?”
“O.K. Pilot.”
“O.K. Rear Gunner?”
“On the job skip.”
“Good – we’re trusting to you Smithy if we get in trouble!”
“Skip, in this visibility, I could see a Jerry take off. Just leave it to me.”
‘N’ for Nuts was overdue. ‘N’ for Nuts was missing. In the Gunnery Section someone said “Poor old Smith, all the ops he’s done and then gets himself bumped off by flying with a sprog crew.”
Far away Unterleutnant Hans Hoffman was buying beer. His Gruppen-Fuhrer was pleased with him. He stood in front of the fire, a tankard in his hand. “Three time before I chase Lancaster, Lancaster see me coming, Lancaster corkscrew, I fire, I miss. Lancaster fire back, sometimes he hit me, sometimes not but always I miss. I am sprog. But last night things different. I see Lancaster, I chase, range 800 yards, 600, 500, 400, 300 yards, Lancaster still no corkscrew, no nothing. I press the button, I cannot miss – Lancaster go ‘pouf’. Lancaster fall in the sea. I feel I am no longer sprog. Lancaster sprog. I give my Lancaster a name to remember it by, I think of an English name, very English, I call my Lancaster ‘Schmidt’.”
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
Second Thoughts for Pilots
YOUR CHARTER AGAINST ACCIDENTS – 7 GOLDEN RULES
I TAXY CAREFULLY – use the landing lamp at night.
II ON TAKE OFF – open the throttle slowly, easily & smoothly.
III NEVER BREAK CLOUD WITHOUT A FIX
IV AVOID CUMULO-NIMBUS CLOUD – it’s the hazard of the overcast.
V BEFORE LANDING – always get a corrected Q.F.E.
VI WATCH THE APPROACH ACROSS THE BOUNDARY – 105 – 110 m.p.h. without bombs – 115 m.p.h. with bombs.
VII DON’T HAVE ACCIDENTS – [/underlined] OF ANY KIND!! [/underlined]
CUT THIS OUT & PIN IT UP IN YOUR FLIGHT OFFICE
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[Blank Page]
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[Drawing] accidents
26 aircraft were damaged in accidents in the Group during November. 11 were totally destroyed, 4 are CAT. B, 7 CAT.AC, while 4 were only CAT. A. There is the possibility that two of these aircraft were lost as a result of enemy action, but out of the remainder, 21 were either destroyed or damaged [underlined] in accidents which were avoidable. [/underlined] L.F.S. damaged 2, leaving 19 to be chalked up against the squadrons. October produced 14. The Group, therefore, damaged 7 more this month. Bad weather or not, this is going the wrong way.
Here is the month’s list of avoidable accidents. Some of these accidents damaged more than one aircraft, so that the accident and damage totals do not tally:-
[Tables of Accidents for Squadrons and L.F.S.]
[Underlined] Q.F.E’S AGAIN. [/underlined]
Last winter a number of Lancasters crashed on return from long trips because pilots took no account of the dangers attending a large drop in barometric pressure after take off. Altimeters not reset to the lower pressure engendered a false sense of security and the aircraft either hit the sea when returning at low heights or undershot in bad visibility. Consequent upon these accidents Air Staff Instruction FC/19 dated 17.1.44 was issued, but what was thought to be a bogey well and truly laid has popped up again this month. Two aircraft were damaged, one in fact totally destroyed, in accidents of this nature.
One returned to a diversion airfield in very bad weather and crashed 300/400 yards short of the flarepath. The pilot says that just before hitting the ground his altimeter was reading 400 ft. He had tried to get a Q.F.E. by R/T but bad reception nullified his efforts. He then proceeded with his approach and good fortune alone prevented a fatal crash. No use was made of W/T to obtain the necessary Q.F.E., which on this particular night had dropped many millibars in a short time.
The other aircraft hit the water while making a long sea crossing on return from an operation. The pilot had been briefed that at certain positions the barometric pressure would be much lower than at the target or at base, and details were given. He came down low beneath cloud (contrary to orders at briefing which stipulated a return height
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
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[Underlined] ACCIDENTS. [/underlined]
of 2500 ft) and hit the sea, with his altimeter still indicating some hundreds of feet. The pressure at the target was still on the instrument.
Read Air Staff Instruction FC/19 and get this Q.F.E. business buttoned up. Remember that falling pressures spell trouble. Talk to the Met. Officer anyway. You can’t know too much. Incidentally, the second of these two accidents again shows the danger of ignoring the flight plan.
[Underlined] COLLISIONS IN THE CIRCUIT. [/underlined]
Two aircraft from the same airfield returned from operations one night last month, and collided at the entrance to the funnel. – Fourteen lives were lost. The evidence put forward at the subsequent investigation was sufficient to show that the aircraft which called up first either made a very wide circuit or contacted Flying Control before reaching the call up position. The second pilot likewise, called up at the wrong positions and, further was at the wrong height when he did so. These digressions led to tragedy. The moral needs no pointing. 5 Group Quick Landing Scheme must be followed [underlined] to the letter, [/underlined] and any pilot who disregards this instruction in any way is a menace to his colleagues, who are just as keen as he is to get down to “bacon and eggs”. The importance of good flying discipline on the circuit cannot be too strongly impressed on pilots. Keeping a good lookout until the aircraft is safely back in dispersal with engines stopped is part of it.
[Underlined] TAXYING. [/underlined]
It is apparently impossible for a month to go past without a serious taxying accident. A feature of such incidents recently has been the failure of pilots to warn Flying Control that they are about to leave dispersal. Consequently, as happened in one particular incident this month, Flying Control did not have the chance to control the traffic on an airfield at night. This, allied with disobedience of taxying instructions and the absence of taxying lights or aldis lamp led to a bad collision at night. Sever disciplinary action is bound to follow accidents of this kind. There can be no excuse.
[Underlined] OBSCURE ACCIDENTS. [/underlined]
There are four obscure crashes this month still under investigation. At present there is insufficient known about them for the cause to be commented upon.
[Underlined] STAR AWARDS. [/underlined]
The table below gives details of avoidable accidents by squadrons for November. This table is not final. It only contains those accidents which are known definitely to be avoidable. A few will remain undecided till the results of investigations now in progress are known.
[Table of Avoidable Accidents and Star Awards by Squadron]
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
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[Drawing] armament
[Underlined] A VISIT TO FRANCE. [/underlined]
An account of the visit of a representative of this Headquarters to France will be of interest to all Armament personnel. This item under the heading “The Proof of the Pudding….” will give Armament personnel a very good idea of what devastation is wrought when bombs are delivered to the right place.
[Underlined] ARMAMENT BULLETIN. [/underlined]
The Armament Bulletin of December contains much valuable information, not only of interest to Armament personnel but also to Air Bombers and Air Gunners. In fact this issue contains much of particular interest to Air Bombers, so circulate your copy.
[Underlined] BOMB STORE – SUPERVISION. [/underlined]
Tour expired Aircrew Officers have become available for supervision work in bomb dumps. These officers have undergone a course of training and should be of great assistance to Armament Officers, and a further improvement in the general condition of the bomb dump is expected.
[Underlined] INCENDIARY STORE HOUSE. [/underlined]
The trials with the large incendiary store house which are being carried out at East Kirkby are now almost completed, and in the near future details of the most satisfactory lay-out will be available to Units.
[Underlined] ARMAMENT FAILURES. [/underlined]
The Armament failures table would have shown considerable improvement had it not been for Col. ‘C’ – ‘Icing’. Col. ‘F’ – ‘Obscure’ is however, still far too popular. An improvement has been shown over last month with 23 as against 29 obscure failures. These obscure failures are causing more concern to the armament staff at this Headquarters than failures which are classed under other headings, because steps can usually be taken to remedy a known fault, whereas if the fault remains obscure it may well recur frequently before it is finally diagnosed. It is, therefore, essential that greater efforts be made to obtain all possible information regarding these obscure failures, thus tracking the “gremlin” to his lair where he can be dealt with. Column ‘A’ tells its own tale and is a matter which should be brought to the attention of Bombing Leaders.
[Underlined] CO-OPERATION. [/underlined]
The armament staff at this Headquarters are always out to help the armament staffs at Bases and Stations in every way possible, but it is felt that many of the questions passed direct to this Headquarters concerning equipment and transport etc. could well be dealt with by the appropriate branch at Station and Base level. The equipment chapter of this number of well worth reading.
“V” GROUP NEWS. NO. 28. NOVEMBER, 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]
the proof of the pudding….
We assembled at Headquarters, Bomber Command, for a final briefing on the programme we were going to carry out. The object of the visit was to examine French targets which had been subjected to concentrated bombing by Bomber Command aircraft.
The targets visited included the following:-
ISLE D’ADAM – storage site.
ST. LEU D’ESSERENT – flying bomb storage site in limestone caves.
WIZERNE – storage and probable firing site for flying bombs, situated in a chalk quarry.
WATTEN – probably intended for the storage and manufacture of hydrogen peroxide.
MIMOYECQUES – site tunnelled into solid chalk and probably intended for V2, or some other unknown weapon.
JUVISY – Marshalling yard.
TRAPPES – Marshalling tard.
From Le Bourget we travelled to Paris by road in two cars which had been put at our disposal by S.H.A.E.F. and which were to remain with us for the rest of the visit. Our first job in Paris was to visit the Army Headquarters and obtain sufficient rations to tide us over for five or six days, since we were not permitted to purchase food from French cafes or restaurants. We then travelled to a very comfortable hotel situated near the Arc de Triomphe, where we were to be the guests of the American Forces for our first night in Paris, and although the majority of buildings in France are without any form of heating we were lucky enough to be billeted in a hotel which had all the comforts of home. The following morning at 0930 hours we loaded our kit in the cars and set off for Isle d’Adam.
[Underlined] ISLE D’ADAM [/underlined]
This site consisted of a number of wooden storage huts with reinforced brick chimney stacks and situated in thick woods. The huts were sunk approximately 12 to 15 feet below ground level and the surrounding earth had been reinforced with sloping brick walls.
The whole site had been subjected to concentrated bombing with medium calibre bombs, all huts having been severely damaged. The majority in fact were completely demolished apart from the brick chimney stacks which were still standing. Approximately 3/4 of a mile from the storage huts was a large chateau reputed to have been used by the German officers controlling the site. This chateau had also received damage from several 1000 lb. bombs and although not entirely uninhabitable, a great deal of damage had been done to one side of the building exposing a maze of twisted steel girders and blasted concrete. The woods in which this site was situated were dotted with numerous one-man foxholes sunk approximately 4 feet deep, carefully boarded up to form a small firing aperture and provided with a small and very uncomfortable wooden seat. Having satisfied ourselves that no above-surface storage huts
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
[Underlined] THE PROOF OF THE PUDDING… [/underlined]
could withstand concentrated H.E. bombing, we ploughed our way back through the mud, and set off again for St. Leu d’Esserent.
[Underlined] ST. LEU D’ESSERENT. [/underlined]
This site had been constructed some years ago by tunnelling into the limestone and had been cleaned up in recent years and used for the storage of flying bombs. The whole cliff area had been excavated to form two main tunnels and numerous intercommunicating passages and storage bays covering many hundreds of yards. So complicated was the layout inside these tunnels that the Hun had found it necessary to number all passages and bays, and to paint arrows on the walls to prevent anyone from becoming lost; in spite of this, we did experience a certain amount of difficulty in finding our way into daylight again.
Bomber Command’s attack had resulted in three separate subsidences of the tunnel roof, one by a Tallboy hit which had completely sealed one the main tunnel and crushed two flying bombs complete with warheads. The remaining two had apparently been caused by multiple hits with 1000 lb. bombs. Unfortunately it was not possible to make a complete examination of the damage due to the presence of mines.
Many bomb trolleys and hydraulic jacks were found, the majority of which were badly damaged although there were some serviceable items. The entire area between the caves and the River Oise had been very heavily hit by H.E. and French labour was being employed in clearing up the devastation to railway lines, roads etc. The empty case of a 250 lb. Red T.I. was seen approximately 50 yards from the railway lines between the railway and the caves. Unfortunately the village of St. Leu d’Esserent was very close to the site and as must invariably happen, had received considerable damage.
Having decided that we had seen enough for one day we set off again for Amiens where we were to be billeted for the night. The procedure for obtaining a billet is very simple. Each town in France has its Town Major who is responsible, amongst other things, for the billeting of all troops either staying in or passing through the town, and it was he who furnished us with the necessary chits to obtain a night’s lodging in the official hotel. Unfortunately Amiens is one of the towns without heating and those of us who had brought additional blankets found that they came in very useful. At first we were billeted two in a room and each pair had to toss up as to who would be the lucky one to sleep in the bed, the unlucky one having to spend the night on the floor!! Fortunately several rooms were vacated later in the day which enabled us all to spend the night in comparative comfort. No food was provided at the hotel and once again we had to resort to the use of our tinned rations – hash, meat and beans.
We left Amiens at 0900 hours intending to visit the sites at Wiserne and Watten and push on to St. Omer for the night. On the way to Wizerne however, we came across a temporary flying bomb launching ramp at Crepy only 20 yards from the main road, so we took the opportunity of checking up on this structure. The ramp had been bombed and badly damaged by H.E. and, in addition, the Hun had taken the precaution of demolishing the loading end of the ramp. Nevertheless, it was possible to get a very good idea of what the finished job looked like. The ramp itself was approximately 2ft. 6 inches wide and mounted on small steel girders at an angle of approximately 35° to 40° to the horizontal. The ramp had been snapped in the centre and it was not possible therefore, to estimate to what height it had originally projected. A large crater some yards from the end of the launching ramp was mute evidence of a flying bomb which had “returned early” and two incomplete flying bombs were also seen some yards from the launching ramp.
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
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[Underlined] THE PROOF OF THE PUDDING… [/underlined]
[Underlined] WIZERNE. [/underlined]
The Wizerne site situated in a chalk quarry, is reputed to have been constructed by several thousand prisoners assisted by Italian labour and work was commenced in the Summer of 1943. The centrepiece of the site is a large concrete dome approximately 300 feet in diameter and 12 feet thick on the circumference. This thickness was undoubtedly greater in the centre of the dome, and at the time of his departure, the Hun was in the process of dumping an additional layer of soil on top of the dome. Around the circumference of the dome was a collar approximately 25 feet wide reinforced by huge concrete buttresses. It is not known whether these buttresses supported this collar round its entire periphery or whether they were utilised as additional supports at the front of the quarry where the collar protruded slightly over the quarry edge. Three such buttresses were, however, plainly visible as the result of a Tallboy hit on the face of the quarry just below the collar, and which had brought down part of the cliff face.
[Photograph]
Just below and slightly to the left of the dome is a concrete structure (pointing in the direction of London) which was presumed to be a launching ramp as its vertical walls were grooved for the mounting of launching rails. This launching tunnel has been canted over several degrees by the Tallboy hit referred to above.
A series of tunnels approximately 18 feet across, had been cut through the chalk and extended inside the quarry for approximately 500 yards. These tunnels formed the workings, the main entrance of which was along the railway track below and to one side of the dome at normal ground level. At the end of these tunnels a vertical shaft approximately 100 feet deep extended to the surface. This shaft was permanently reinforced with timber and may probably have been intended as a lift shaft.
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
[Underlined] THE PROOF OF THE PUDDING… [/underlined]
It was in the neighbourhood of this shaft that a Tallboy had hit the edge of the quarry face and buried several hundred workers. Royal Engineers, who were making a survey of this site, were faced with the difficulty and unpleasant task of removing tons of rock and chalk to ascertain whether the bodies inside contained any useful information.
The whole area outside the excavations, which was littered with railway lines, machinery, cranes and subsidiary buildings, had been very badly damaged by H.E.
It was interesting to note that the concreting of the tunnels was in sections and no effort appeared to have been made to interlace the various sections. Consequently a hit by a 1000 lb. bomb upon the entrance had penetrated and blown one complete section of tunnelling (approximately 12 feet thick) several feet away from the rest of the tunnel.
One member of the party was fortunate enough to have paid a previous visit to this site and was able to take us to a cottage nearby where the good lady heated up our rations for us and also provided a very welcome bottle of beer with our lunch and the usual bowl of black coffee.
[Underlined] WATTEN. [/underlined]
We left Wizerne soon after lunch for the site at Watten, a building which produced one of the biggest mysteries of the trip and provoked much argument as to its intended use. The site consisted of a reinforced concrete building located at the edge of a vastly wooded forest. The building is approximately 50 feet wide and contains four floors each divided into numerous rooms, and storage bays all heavily reinforced with concrete. The whole structure is built around a skeleton of steel girders supported internally by the numerous dividing walls.
One Tallboy hit on top of the main structure had dislodged a huge piece of concrete reputed to weigh approximately 300 tons and had dropped it on to a small concrete outbuilding. Attempts had been made to repair the damage caused to the roof by this Tallboy hit, and the majority of the concrete had already been relaid. A Tallboy crater whose edge was only a few feet from the main building and which was approximately 100 feet in diameter, had apparently caused no damage to the structure.
This site had to be approached on foot and the devastation on the way to the target was indescribable. Hundreds of trees had been torn up in the forests and large areas had been completely cleared of the timber as a result of this concentrated bombing.
It was interesting to note that the Hun had made some effort to camouflage the entrance of this site, particularly over the rail track.
We arrived at St. Omer in the early evening and once again the Town Major did his stuff and found us a billet in a French hotel, again without heating. Our first job was to hand over our rations to our landlady who served these up for us on a large table in the centre of what in this country would be the public bar, the locals sitting around in their chairs taking a very great interest in all that was going on. Our entertainment that evening was provided for us at the hotel, as luckily a dance had been laid on. We were amazed to see how much the French idea of dancing differs from ours.
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
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[Underlined] THE PROOF OF THE PUDDING… [/underlined]
[Underlined] BOULOGNE. [/underlined]
On Sunday morning we set off for Mimoyecques but made a slight detour on the way and inspected the docks at Boulogne. Destruction in the dock area was very heavy, some of which had been caused by bombing, but the majority by demolition. In spite of this several large unloading points had been established. The town of Boulogne was also very badly hit, presumably by shelling, and whole areas of the town had been completely flattened. Several concrete pill-boxes were seen in the dock area, all of which were marked with a large red cross and it was believed that they were used for the German wounded.
[Underlined] MIMOYECQUES. [/underlined]
Our next target, Mimoyecques, consisted of one main tunnel approximately 1000 yards long which runs from S.E./N.W. into the chalk hillside, and running throughout the full length of the tunnel is a railway track. Lateral tunnels branch off from this main tunnel at regular intervals, all of which are approximately 16 feet wide and have cemented dome shaped roofs. These lateral tunnels join up with a further passage parallel to the main tunnel and from this passage several inclined shafts led up to what was presumed to be the firing platform. On top of the hillside are six vertical shafts descending to the bottom floor, two of which had received direct hits from small calibre bombs (the tail unit of a 500 lb G.P. was found nearby) The general appearance on top of the hill was that of a ploughed field and it was almost impossible to define individual craters. Several Tallboy craters were, however, seen, one which had pierced and blocked the tunnel in which the labourers had been working.
Here again the Major in charge of the surveying party informed us that several hundreds of workers were known to have been trapped in the tunnel, thinking that the safest place during a raid was this “bomb proof” excavation.
Engineers had just commenced to survey this site and were busy collecting all papers etc. which had been left by the Hun. One of the papers discovered was a roll of personnel employed on the construction of the site and included Russians, Flemish, French and Spanish workers and it is understood that large numbers of Russian women were employed as slave labour on this site. Several of the rooms in the hillside had been used as dormitories and heavy locks on the doors suggested that some of the workers had been locked in at night to prevent their escape. A further room had been set aside for use as a sick quarters and it was interesting to see that crepe paper bandages had been in use.
Our next two targets being Juvisy and Trappes marshalling yards both in the Paris area, we decided to return to Paris direct from Mimoyecques and not, as had previously been intended, to spend a second night at St. Omer. The fact that night life in Paris was in full swing and that our comfortable hotel was still at our disposal had nothing, of course, to do with our decision.
[Underlined] JUVISY AND TRAPPES. [/underlined]
Our first impression on visiting the marshalling yards at Juvisy and Trappes was that both targets had been very much saturated by bombing and it is impossible to give any idea of the complete devastation of the entire areas covered by the marshalling yards. It is estimated that it will take the very minimum of 12 months to bring any semblance of order into either of these targets. Locomotives had been hurled one on top of the other, lines had been turned up and flung against rolling
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
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[Underlined] THE PROOF OF THE PUDDING… [/underlined]
[Photograph] JUVISY MARSHALLING YARDS
stock, repair sheds, engine rooms and other buildings had been severely damaged. The French were rather annoyed to think that we had attacked the yards at an angle, resulting in severe damage to a neighbouring village, and not up and down the lines. Our French not being particularly good we did not make any effort to teach them the theory of bombing.
The following day we were due to return to this country but were able to spend a few hours in the morning shopping in Paris. This may sound attractive but on looking at prices in the various shops a few thousand francs did not go very far. If one wishes to purchase any small gold object such as a brooch, it is first necessary to surrender the equivalent amount of gold by weight before the purchase can be made; thus you pay a very high price for workmanship involved and not for the quality of the gold.
Transportation throughout France is very difficult. No issue of petrol is made to civilians and what few cars are seen all provide their own fuel (producer gas), and it is a common sight to see a car pull up and the driver get out and stoke up the fire before proceeding!! Taxis in Paris have completely disappeared and have been replaced by cycle taxis and handsome cabs, the cycle taxis consisting of a home made carriage of numerous designs and towed by a bicycle.
Many of the famous monuments in Paris, including the Arc de Triomphe are badly bullet scarred from snipers who held out after the city had been occupied and several incidents of street to street fighting would be seen at several points.
At 1530 hours we took off from Le Bourget for Croydon. This time the trip was far more interesting as the weather was comparatively good and we were able to get a final aerial view of bomb scarred France.
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
[Drawing] aircrew safety
Two known ditching incidents occurred this month – a Lancaster of 83 Squadron accidentally struck the sea in the Wash and finally came to rest on a sandbank, the crew of six being saved; a Mosquito of 627 Squadron having contacted Sundburg airfield in the Shetlands, on V.H.F. disappeared without trace.
The Operational Research Section at Bomber Command Headquarters has been studying the incidents of ditching within the Command, and a copy of this report has been sent to each station under cover of letter reference 5G/251/26/ASR dated 20th November, 1944.
The report, on very sound arguments, draws the conclusion that the proportion of Command’s losses over the sea to the total can be as high as 26%. It is clearly shown that many more rescues have been made of crews who have used radio than of crews who have not, but at the same time it is pointed out that more rescues could have been effected had the crews concerned carried out the [underlined] correct [/underlined] W/T procedure and started this procedure at the [underlined] first sign of trouble. [/underlined]
The waste of valuable crews will continue until captains of aircraft realise the necessity of quick radio action when in trouble (this can always be cancelled should the emergency pass) and the need for more and more Dinghy Drill practice.
There are no grounds to suppose that aircrew are any more prepared for emergency abandonment by parachute than they are for ditching, so that a large number of casualties must also occue [sic] through lack of practice in Parachute Drills.
“V” GROUP NEWS. NO.28. NOVEMBER, 1944.
[Page break]
[Drawing] flying control
American Hight Lighting is now installed at 15 U.S.A.A.F. stations and at a few stations in Bomber Command. It is essential that aircrews should be acquainted with the lay-out of this “high intensity lighting for low visibility”. Senior Control Officers should ensure that the information is given to aircrews at lectures, in case any station with the installation uses it on diversion.
On this matter of diversion, keep up your lectures on the Bomber Command Standard procedure. There are still occasions when diverted aircraft are said to use “any method except the Standard procedure”. Local divergences create hazards. If even one reply on R/T is varied, if some unusual auxiliary lights are laid, if the Airfield Lighting is misused, hazards are created for visitors, and even greater hazards for your own aircrews. They become so accustomed to the local variations that, when they are diverted, a standard lay-out “foxes” them, reduces landing times and may even imperil other aircrews if the visibility is clamping down. Overhaul the whole of your local lay-out, ensure that it complies with A.P.3024, and Air Staff Instructions, and above all, see that even if it does comply, it has not little local “extras” which will deceive a visitor.
If you have any ideas that, in your opinion, would help, submit them, but do not put them into practice until a test has been agreed upon. Remember, that however good and practical your idea may be [underlined] for local application [/underlined] it may be unsuitable for universal use and may be turned down on those grounds alone. Remember, too, that almost all existing lighting and power circuits are loaded to capacity. A few extra lights here or there may not seem much, but may turn the scales sufficiently to impair the use of the operational teleprinter at your Headquarters.
Landing times for November, set out below, are based on returns received from Stations. “Dead” times have already been deducted in accordance with instructions from Headquarters, Bomber Command.
[Underlined] LANDING TIMES FOR NOVEMBER [/underlined]
[Table of Landing Times by Base and Station]
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
[Drawing] equipment
[Underlined] EQUIPMENT AND HOW TO GET IT. [/underlined]
Once upon a time, a man, who laboured in the town of Wadd and was named Serg Armt, finding he lacked something for the machine he worked with, straightaway sent a message to his superiors at Wadd, his Overlords at Mort and the Kings of Wick, asking for this something which his machine lacked.
But alas! – all Serg Armt received was a message from the Kings of Wick, saying “We are not a Maintenance Unit”.
Nevertheless, the men at Mort, who received the original message, immediately spoke words to Equip of Wadd who as once went and gave Serg Armt the something he required. Thus the machine had been repaired before the message from the Kings of Wick arrived at Wadd.
[Underlined] MORAL. [/underlined]
They say two sides of a triangle are together longer than the third. So in future ask the Station Equipment Officer first. That’s why he’s there.
[Underlined] RADIATOR SUPPLY. [/underlined]
Equipment Officers will see that the Radiator Group Pool system is to continue. We hope now that Command have control of issues the difficulties in getting radiators will be lessened.
[Underlined] URGENT DEMANDS. [/underlined]
A.M.O. A.481/43 has been added to by A.M.O. A.1109/44. Equipment Officers should draw the attention of all Specialist Officers to this new A.M.O.
[Underlined] NEW REGISTERS. [/underlined]
This month sees the introduction, at two Bases, of the new Manifold Voucher Registers. It is too early to give any comments on these Registers, but we hope by the end of the year to sum up their usefulness, and to overcome any faults. Base Equipment Officers should keep a watchful eye on their use, and report to Group any major difficulties that might arise.
[Underlined] LAUNDRY ARRANGEMENTS FOR AIRMEN ON POSTING. [/underlined]
A considerable amount of unnecessary discomfort is being given to airmen who have been posted without their laundry. Equipment Officers are to make sure that an airman, when posted, has been issued with kit to replace items at the laundry. Bomber Command letter BC/3000/13/E.2 dated 18th August, 1944, deals with this type of issue in detail.
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
education [Drawing]
November 15th was the date by which the Air Officer Commanding required Discussion Groups to be “in full swing”. Most stations have reorganised their teams of Group Leaders which had been allowed to become somewhat out of during the Summer. It is on these leaders that the success or failure of the schemes depends, since, properly led discussion groups are popular. So often does it happen, that an officer claims that meetings are regarded by the airmen and airwomen as a ‘bind’, - when really it is his own inadequate leadership that has made his group a failure.
Leaders must make some effort to find out what the scheme sets out to do, and the best way of achieving its aims. A great deal has been written about the object of the scheme, and if officers are still in doubt about how to set about running their group, they should contact their Education Officer and find out, rather than grope blindly into the work and only obtain average results. To new group leaders – your group will improve as they get to know you, and you learn by experience how to handle them, so don’t be discouraged if your first attempt is not as successful as you would have wished.
On December 16th, there is a Group One Day Course at the Usher Art Gallery in Lincoln on “National Insurance”. Speakers are men and women who have theoretical and practical knowledge of the scheme and should provide a great deal of useful information. Leaders, apart from those detailed, are invited to attend providing they give their names to their Education Officer.
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
[Drawing] engineering
[Underlined] GENERAL. [/underlined]
During the month of November only an average number of sorties was carried out by the Group but the hours flown were quite extensive, as also was the work carried out by the maintenance staffs.
The outstanding achievement of the month was the manufacture and fitting of the necessary parts for the fitment of Loran, all aircraft being completed within three weeks.
[Underlined] OPERATIONAL FIALURES. [/underlined]
C.T.O’s are reminded that the signal reporting failures must be sent off the day following the operation, and when the signal stated that the defect is under investigation, this must be followed up by a further signal when the cause of failure is known. If C.T.O’s do the reporting correctly, much telephoning will be avoided.
The operational failures increased over the previous month and were 1.77%.
The ‘Big Hand’ goes to Nos.9, 50 and 617 Squadrons for having no operational failures due to engineering during November, this being their second trouble free month is succession.
[Underlined] GROUND EQUIPMENT. [/underlined]
An improvement is noticeable throughout the Group in the maintenance of Group Equipment, though in some instances the equipment is still far short of the desired standard.
[Underlined] INSTRUMENTS AND ELECTRICAL. [/underlined]
The introduction of the Gyro Gun Sight into general service has necessitated the training of Instrument Repairers in the maintenance of the sight. A short course was instituted at Fulbeck which was attended by representatives from all Bases who profited well from the experience gained by Fulbeck personnel during the past 3 – 4 months. Details of the test equipment necessary for efficient maintenance has been circulated to all Bases and Stations, and these test sets must be manufactured locally as they are not yet available from Service sources.
The high light of the month was the sinking of the Tirpitz, and this cannot be allowed to pass without a special word of praise to those Instrument Repairers of Bardney and Woodhall who have tirelessly maintained the Bombsights. They can fell that they played their part with the aircrews in achieving this success.
[Underlined] TRAINING UNIT SERVICEABILITY. [/underlined]
[Table of 5 LFS Aircraft Serviceability]
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
[Underlined] ENGINEERING. [/underlined]
[Underlined] FLIGHT ENGINEERS. [/underlined]
In the near future all Flight Engineers will be categorised on their ability in the air and on the ground. It is hoped that by this categorisation the standard of Flight Engineers will be improved.
The categorisation will be divided into two parts – Air and Ground. The first part, Air, will consist of the 5 Group Lancaster Drills, log keeping, a technical examination and an examination on airmanship.
The second part, Ground, will be a practical test on refuelling aircraft, Daily Inspection Airframe and Daily Inspection Engines. It is appreciated that many Flight Engineers have not had the opportunity to learn as much about their aircraft from the technical aspect as would be desired; to overcome this, instructions on Airframe and Engines will be given in each squadron. When Flight Engineers have completed the second part they will receive a Certificate of Proficiency.
Keen competition is anticipated and it should be the desire of every Flight Engineer to obtain at least an ‘A’ pass; no doubt many will get the maximum – an ‘A+’ pass.
Instructions have been issued by Headquarters, Bomber Command, with regard to the flap operation of a Lancaster. Now that a standard drill has been laid down, Flight Engineer Leaders must instruct all their Flight Engineers to use this drill on all occasions, at the same time advising them always to check the flap gauge when flaps are selected fully down; if there is a tendency for flaps to creep back, the flap control should be brought back to the neutral position, and then reselected to the fully down position. Under no circumstances should the flap control be taken to the “up” position on the final approach as this may cause the aircraft to sink.
[Boxed] [Underlined] INTER-BASE SQUASH COMPETITION. [/underlined]
A/Cdr. Pope, D.F.C., A.F.C., Base Commander. 56 Base, has very kindly offered a silver challenge cup to be contested for within the Group in an Inter-Base Squash Competition on the American system.
Details of this latest 5 Group “Racquet” have already been circulated around the Bases, and it is hoped that the battles will be well under way early in the New Year, to decide who is to wrest the Trophy from the clutches of 56 Base.
In the meantime decision of the Competition is in the lap of the Gods. But there is no doubt that, as the bridegroom said some years later “The Best Man always wins”. [/boxed]
“V” GROUP NEWS. NO.28. NOVEMBER, 1944.
[Page break]
[Drawing] photography
The failures this month for night photography increased to 13.18% as compared with 4.92% for the previous month. This is a serious increase and while it is fully appreciated that inclement weather, particularly the incessant rain, is bound to have caused a certain number of failures, it cannot be stated that the increase quoted above entirely resulted from this cause.
During Winter months it is imperative that maintenance is thorough, and that efforts are made to eliminate all causes of technical failures, particularly those which are known as “avoidable”. Every photographer must bear in mind, that cameras are carried on operations for one purpose only, that is, to being back film which has been exposed over the target, and which, when processed, will result in plottable ground detail photographs from which the success of the raid can be assessed. Photographic personnel whether engaged upon camera maintenance or processing can, if they will make the necessary effort, reduce the number of technical failures to a much smaller figure.
In vetting the photographic failure reports which pass through this Headquarters, it is noted that when aircraft have not operated for several days there is always an increase in the failure rate immediately after a Stand Down period; furthermore, there are still too many unexplained failures, and in many cases the report is so obscure that it is of little value, mainly because the photographic personnel have failed to assess the evidence of the film correctly. This results in misleading other specialist officers to whom the film is passed. It should be the effort of all concerned to produce a photographic result which will be useful to the Air Staff, and when failures occur, get down to the proper cause and report it accurately.
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
[Underlined] ANALYSIS OF PHOTOGRAPHY. [/underlined]
[Table of Photographic Failures by Squadron]
[Page break]
[Drawing] decorations
The following IMMEDIATE awards were approved during the month:-
[Underlined] 9 SQUADRON [/underlined}
F/L C.D. KEIR, DFC DSO
[Underlined] 44 SQUADRON [/underlined]
A/F/O D.T. IBBOTSON DFC
F/SGT S.W. WALTERS CGM
[Underlined] 83 SQUADRON [/underlined]
S/L C.B. OWEN, DFC DSO
[Underlined] 617 SQUADRON [/underlined]
A/S/L G.E. FAWKE, DFC DSO
[Underlined] 627 SQUADRON [/underlined]
F/L P.F. MALLENDER DFC
The following NON-IMMEDIATE awards were approved during the month:-
[Underlined] 9 SQUADRON [/underlined]
A/F/L R. REEVE DFC
F/O M.E. ANDERTON DFC
P/O G.A. SANGSTER DFC
F/O H.F.S. MITCHELL DFC
SGT C.L.S. WILLIAMS DFM
P/O H.O. REDMOND DFC
F/O A. BOSWARD DFC
F/O H.C. CLARK DFC
P/O H.T. FORREST DFC
SGT T.W. POWELL DFM
SGT W.F. BELBEN DFM
[Underlined] 44 SQUADRON [/underlined]
P/O C.E. BINION DFC
P/O F.G. DAVEY DFC
F/SGT F.W. STROUD DFM
F/SGT A.O. KENNEDY DFM
[Underlined] 49 SQUADRON [/underlined]
F/L G.E. DICKSON DFC
F/O D. BRADY DFC
F/O W.F. EDWARDS DFC
[Underlined] 50 SQUADRON [/underlined]
P/O J.H.F. WHYTE DFC
F/O J.D. MOUAT DFC
P/O S.H.K. EYRE DFC
F/O A. SLYWCHUK DFC
P/O D.A.T. MILLIKIN DFC
P/O L.W. PETHICK DFC
F/SGT F.B. KNOTT DFM
F/O R.H.W. LAWRENCE DFC
F/SGT J.E. TAYLOR DFM
F/O A.N. FRANKLAND DFC
F/SGT K.H. SNEDDON DFM
F/O D. EGGLESTON DFC
F/O G.S. PYLE DFC
[Underlined] 57 SQUADRON [/underlined]
F/O J. CASTAGNOLA DFC
F/SGT G.P. GAUWELOOSE DFM
P/O E.C.W. ANDERSON DFC
S/L D.I. FAIRBURN DFC
[Underlined] 61 SQUADRON [/underlined]
F/L G.L.P. DUNSTONE, DFC BAR TO DFC
F/O R.K.W. GLOVER DFC
F/O B.M. ACOTT DFC
P/O F. NORTON DFC
P/O R.A.E. DEAR DFC
F/L W.E. JEAVONS DFC
P/O D. STREET DFC
P/O J.F. MILLS DFC
SGT G.R. GILBERT DFM
SGT D. BOOTHBY DFM
F/O R.B. WARD DFC
SGT P.T. HADDON DFM
[Underlined] 83 SQUADRON [/underlined]
F/L C.P. McDONALD, DFM, DFC BAR TO DFC
F/SGT S.R. LAMBERT DFM
F/O D.A. JENNINGS DFC
F/O A.K. IRWIN DFC
A/F/L D.W. WOOLLEY, DFM DFC
W/O A.C. MATTHEWS DFC
F/L A.R. GALBRAITH DFC
F/O W. FITCH DFC
A/F/L G. ROBINSON, DFM DFC
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
[Underlined] DECORATIONS. [/underlined]
[Underlined] 97 SQUADRON. [/underlined]
A/F/L F.P.L. BROOME DFC
F/SGT K. FORREST DFM
F/SGT H. WILSON DFM
A/F/L T. CAMPBELL DFC
F/O J. PEDEN DFC
W/O J.J.H. MAXWELL DFC
P/O W.R. DORAN DFC
P/O C.A.P. THOMPSON DFC
W/O E.H. HANSEN DFC
P/O A.P. BOULTBEE DFC
P/O A.J. TINDALL DFC
F/SGT S. OSBORNE DFM
P/O E.J. WATSON DFC
P/O W.A. REFFIN DFC
P/O W.D. KNOWLES DFC
P/O C.W. HOWE DFC
[Underlined] 106 SQUADRON [/underlined]
F/O A.A. HARRIS DFC
A/F/O P.C. BROWNE DFC
A/F/O A.R. KITTO DFC
A/F/O P.A. FYSON DFC
F/O P.R.J.M. MAVAUT DFC
A/F/O J.G. THOMPSON DFC
A/F/O H. ARCHER DFC
W/O R.E. CARMICHAEL DFC
[Underlined] 207 SQUADRON [/underlined]
F/L S.E. PATTINSON, DFC BAR TO DFC
F/O D.M. GRANT DFC
[Underlined] 463 SQUADRON [/underlined]
A/F/L B.A. BUCKHAM DFC
F/O A.B.L. TOTTENHAM DFC
F/O N.W. SAUNDERS DFC
[Underlined] 467 SQUADRON [/underlined]
A/S/L L.C. DEIGNAN DFC
P/O L.G. BURDEN DFC
F/O T.C. TAYLOR DFC
P/O H.R. GOODWIN DFC
P/O J.W. WAUGH DFC
F/O J.L. SAYERS DFC
F/O E.G. PARSONS DFC
[Underlined] 619 SQUADRON [/underlined]
F/O R.A. MARSHALL DFC BAR TO DFC
[Underlined] 627 SQUADRON [/underlined]
F/O M.D. BRIBBIN, DFM DFC
“V” GROUP NEWS. NO.28. NOVEMBER, 1944.
[Page break]
[Drawing] war savings
[Table of War Savings by Station]
NOTES: In column (a) above, A indicates the number of pence saved per head of strength.
B indicates the percentage of personnel saving.
and C indicates the total amount saved through the Unit Savings Group.
In column (b) above, the sum indicated as saved by Syerston, also includes the savings by deduction from Pay Ledgers for Fulbeck and Balderton.
In column (c) only stations with Class ‘A’ Camp Post Offices are included.
[Underlined] GRAND TOTAL NATIONAL SAVINGS FOR NOVEMBER: £7,843, 17.10d.
[Page break]
[Drawing] volte face
For day after day, and for year upon year
Of this utterly futile inordinate war
We’ve fought the unspeakable Gremlin;
From aircraft and engines, wherever they were,
We’ve harried and hounded and chased them galore,
And prevent the brutes from assemblin’.
Our aim was unvaried and clearly defined,
No quarter or mercy was ever displayed;
No cavilling, fear, or dissemblin’.
Undeterred by defeat, in our ranks you would find
A resurgence of effort – the foemen were made
To cower in their shelters a-tremblin’.
Yet with ultimate victory looming in sight,
The powers that rule us have altered their stand
And ordered a truce with the Gremlin;
And the tribe’s C.in C. is respectably dight
As a uniformed “wingco”, an officer grand,
(Or something quite closely resemblin’).
ANON. (CIRCA 1944).
[Boxed] The cover for this month’s News has been designed by Sgt. Morley of this Headquarters. Suggested designs are still invited from all personnel within the Group. [/boxed]
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
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[Page break]
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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, November 1944
5 Group News, November 1944
Description
An account of the resource
Five Group Newsletter, number 28, November 1944. Includes a foreword by the Air Officer Commanding, and articles on the end of the Tirpitz, gardening, operations, signals, navigation, this month's bouquetes, radar navigation, tactics, air bombing, incendiary attacks, war effort, training, gunnery, leave it to Smith, second thoughts for pilots, accidents, armament, the proof of the pudding, aircrew safety, flying control, equipment, education, engineering, photography, decorations, war savings, and volte face.
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
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1944-11
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
Photograph
Identifier
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MStephensonS1833673-160205-20 nov 44
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
Norway
England--Lincolnshire
France--Boulogne-sur-Mer
France--Creil
France--Juvisy-sur-Orge
France--L'Isle-Adam
France--Mimoyecques
France--Saint-Omer (Pas-de-Calais)
France--Soligny-la-Trappe
France--Watten
Germany--Braunschweig
Germany--Dortmund-Ems Canal
Germany--Düren (Cologne)
Germany--Düsseldorf
Germany--Hamburg
Germany--Homberg (Kassel)
Germany--Hörstel
Germany--Ladbergen
Germany--Mittelland Canal
Germany--Munich
Norway--Tromsø
Norway--Trondheim
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1944-10
1944-11
5 Group
617 Squadron
9 Squadron
air gunner
aircrew
bomb aimer
bombing
bombing of the Boulogne E-boats (15/16 June 1944)
bombing of the Creil/St Leu d’Esserent V-1 storage areas (4/5 July 1944)
bombing of the Mimoyecques V-3 site (6 July 1944)
bombing of the Watten V-2 site (19 June 1944)
bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Distinguished Flying Cross
Distinguished Flying Medal
flight engineer
Gee
gremlin
H2S
Lancaster
Lancaster Finishing School
mine laying
navigator
Normandy campaign (6 June – 21 August 1944)
Oboe
Operation Catechism (12 November 1944)
pilot
radar
rivalry
Tallboy
Tirpitz
training
wireless operator
-
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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Stephenson, Stuart
Stuart Stephenson MBE
S Stephenson
Publisher
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IBCC Digital Archive
Identifier
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Stephenson, S
Description
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.
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Transcribed document
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Transcription
Text transcribed from audio recording or document
V GROUP NEWS V MAY * 1944 * SECRET * NO * 22
[Stamp]
FOREWORD by A.O.C.
The results achieved by the Group during May far exceed those of any previous month. They represent a full contribution to the great effort put in by the whole of Bomber Command which, it can now be seen, was a big factor in the safe arrival on French soil of the “Armies of Liberation”.
Not only did the Group carry out more attacks, but each attack was more effective than in the past. Throughout the month, the centre of the pattern of bombs averaged only 100 yards from the aiming point. A great improvement on previous results. This improvement has been brought about mainly by the steady development of the system of marking, and I wish to pay tribute to those pilots of No.627 Squadron who have gone in low to mark the target and who have not allowed their aim to the spoilt by the light flak defences. Their accuracy has been consistently of a very high order, far exceeding tat of any other system of marking so far tried.
The Group also owes a great deal to the Master Bombers who remain throughout the attack directing the marking and assessing the bombing. With better communications, their task will become easier, and I hope that, before long, all aircraft in the Group will be fitted with V.H.F. Crews will then be able to hear the orders which are given to the Flare and Marking Forces and will know what is happening, and the reason for any hold up. Without this means of communication, it is impossible to keep crews informed when things go wrong, with the result that they have often had to delay their bombing without knowing the reason.
In spite of these great improvements, half the bombs dropped against these small precision targets fell [underlined] more than 250 yards [/underlined] from the aiming point, where they were wasted. This percentage of bombs wide of the aiming point coincides almost exactly with the percentage which fell at similar distances on the practice ranges during May. These errors are too great for, not only is the bombsight capable of achieving errors of less than 100 yards from 10,000 feet, but errors below this figure are consistently achieved by a number of crews in the Group, not only on the ranges but also on operations.
If the bombing error of all crews can be reduced to the level of the best 25%, it will be equivalent to doubling the effective striking power of the Group.
I, therefore, make a special appeal to the bombing team for practice and yet more practice; in accurate flying; in executing the small alterations of course during the bombing run, and in the quick test of the sight to ensure that it is producing the correct sighting angle and is properly aligned. These may seem small matters, but it is on details such as these, that our efficiency as a Bomber Group depends.
I want every crew to realise that each stick of bombs which can be dropped even a few yards nearer the marker, will directly affect the duration of the war. At present, more than at any other time during this war, it is the effort and accuracy of each individual crew which can expedite or delay victory. If each crew can place their centre bomb within 100 yards of the marker, the result will be overwhelming. Individual effort for greater accuracy by each crew is the keynote now. This improvement will first appear in a marked reduction in crew errors on the practice ranges.
Let each crew check their own bombing error at the end of this month and see what progress they have made towards achieving this result.
Copies Sent: Wadd. 9
Skell. 10.
Bard. 6
[Page break]
ARMAMENT
The attention of Armament Officers has recently been fully occupied with the introduction of target markers and the more general use of high explosive bombs within the Group. This has had a detrimental effect on the investigation of gun and turret failures and it would be folly to assume that the present decrease in gunnery failures is other than a temporary relief brought about by the milder weather conditions prevalent at this time of the year.
The gun ‘Bogey’ must be beaten before next winter, and with this end in view all new evidence must be examined and forwarded to those most qualified to analyse and correct the many small faults combining to cause major unserviceability. An appeal is therefore made to all Armament Officers, Gunnery Leaders and, above all, to the gunners themselves to report all faults, however petty they may seem.
A recurring fault is often accepted as a matter of course and not reported to a higher authority, as it is assumed that “everyone knows about it”. Unfortunately, those scions of industry responsible for corrective action are often office bound due to causes beyond their control, and a serious fault is only recognised by a number of units reporting the same defect.
The failure to report defects is attributed to the feeling of competition when comparisons are printed, and as a result false records are being received. These records are, in fact, printed to avail armament specialists of figures and facts normally reserved for higher formations, so they too may have data for research and modification. It is not intended that these tables should indicate the relative efficiency of units.
[Underlined] All defect reports are gratefully received. [/underlined]
[Underlined] GUN TURRETS [/underlined]
Yet another new turret failure has recently appeared, which requires the urgent attention of all Armament Officers.
Hydraulic pipe lines located in the leading edge of the Lancaster aircraft are being fractured, and preliminary investigation has shown that there are several factors contributing to this failure:-
(i) Pressure and return pipes are positioned too close together and, in some instances, the unions are actually touching.
(ii) Pipe positioning cleats are of inferior design and are not standing up to the job. This is aggravated by the fact that there are insufficient cleats, and those that are provided are badly positioned.
(iii) The packing between the cleat and the pipe line vibrates out of position, leaving the pipe to chafe against the cleat, resulting in a fractured pipe.
At present only three small inspection panels are located between the two power plants and it is impossible to inspect the full 13 feet of pipe lines through these small panels.
Recommendations have been made to Command for:-
(a) Additional cleats.
(b) Re-positioning of existing cleats.
(c) Re-design of pipe layout.
(d) More effective packing between pipe and cleat.
An early answer is expected.
In the interim, Armament Officers should make an immediate check of all turret hydraulic pipe lines, and so ensure that the possibility of a fracture is kept to an absolute minimum.
[Underlined] HYDRAULIC MEDIA [/underlined]
Trials have been carried out this month with a mixture of 70% DTD.585 and 30% DTD.472B and although these trials were only of a short duration, the unanimous opinion appears to be that this mixture seems to be the “best yet”. A definite decrease in leaks has been apparent turret functioning has been normal, and several squadrons are of the opinion that turret speeds have, if anything, slightly improved.
Requests have been made to higher authority for permission to fill all hydraulic systems with this new mixture as soon as possible.
(Continued on Page 17, col.3)
[Table of failures by Squadron]
A = MANIPULATION B = MAINTENANCE C = ICING D = TECHNICAL E = ELECTRICAL F = OBSCURE
WAR SAVINGS
(a) Pence saved per head of strength
(b) Percentage of personnel saving
(c) Total amount saved
[Table of War Savings by Unit]
TOTAL AMOUNT SAVED £7828.0.4.
An increase of £1,518.7s.0d. over April figures.
FLYING CONTROL
Once more the average landing times for the Group have been reduced and our target of two minutes per aircraft is drawing nearer. There are still the same one or two Stations, however, who seem unable to reduce their landing figures. Circuit drill is easy and causes no difficulty whatsoever to crews. The main fault lies in a straggling return and Stations must stress continually the need for discipline in maintaining the airspeeds on which crews are briefed. It is noticed from other Groups’ figures that they are not very far behind, and since we regard ourselves as the pioneers of quick landing, then we must hold our lead.
Below are the three best performances for the moth, but at the time of going to press, these figures have all been beaten and the new record will be published in next month’s News.
[Table of Best Landing Tines by Station]
(Continued on page 3, col.2)
MAY LANDING TIMES
[Table of Landing times by Station]
5 GROUP NEWS. NO.22. MAY, 1944. PAGE 2
[Page break]
ENGINEERING
The number of sorties undertaken by the Group achieved still another record, some 2254 sorties being carried out during the month.
The serviceability figure still remains high, although the number of engine changes which are carried out before the engine has completed its life is still far too high. This is due to defects which have been occurring now for a long period, the main being:-
1. Failure of oil pipe between the relief valve and the dual drive.
2. Flame trap failures due to blow-back.
3. Leaking cylinder blocks due to cracks on Merlin 22’s and 24’s.
The percentage of early returns due to defects in equipment controlled by Engineer and Eng. Elect. Was 0.8% and the aircraft failing to get off provided a further 0.5%
Now that a test crew is attached to each Base Major Servicing Section, full advantage should be taken of this crew for testing aircraft with any unusual flying characteristics which are reported from time to time by squadrons. Any adjustments found necessary should be carried out by experts in the Base Major Servicing Section and not by any gang who happens to be available.
No. 55 Base has now formed and all stations in 5 Group are under Base Organisation. 55 Base is not yet functioning as such in every respect, but everything is working in the right direction and it is anticipated that the results will be good.
[Underlined] CONVERSION UNITS [/underlined]
Again a record number of flying hours has been produced by the Conversion Units, and No. 5 L.F.S., and the number of hours required to produce the crews necessary has not been exceeded. Major Inspections are progressing satisfactorily, and the organisation is such that the maintenance can keep pace with the amount of flying produced. The major troubles experienced with the Stirling during the month have been coring subsequent to going over to summer grade oil, and undercarriage pylon failures which occur usually when the undercarriage is being lowered prior to landing. It is hoped that the coring troubles will be cured by returning to the use of winter grade oil, together with the fitment of the approved blank.
[Underlined] ELECTRICAL AND INSTRUMENTS [/underlined]
Within the next few days a start will be made to modify the bomb aimer’s panels of Lancaster aircraft, details of which have been issued to all Bases. A modification gang will be formed at Scampton to undertake the alteration to all Bomb Aimers’ panels in the Group aircraft. Panels will be issued in batches of 20 at a time, so that there will be no delay in the change-over. It should be the aim of Electrical Officers to remove the old panel and fit the new in all aircraft of a squadron within 24 hours. By good co-operation it will be possible to complete all aircraft in the Group within three to four weeks.
Recent precision targets demand that the accuracy of the Mark XIV Bombsights must be given absolute priority. We must aim at errors of not more than 50 yards at 10,000 feet in the immediate future. To achieve this, greater care must be taken in the tuning, levelling and lining up of the sights, and discussions with Bomb Aimers on the analysis of practice bombing results will also help. Base Bombing Leaders have realised the necessity for this co-operation, and Electrical Officers must do all in their power to reciprocate.
Trials have recently been carried out in all squadrons with a synchroniser for the two inboard engines. This permits synchronisation within 1 r.p.m. and flight engineers state that the device is very satisfactory, particularly from the point of view of crew comfort, since the severe periodic vibration which occurs when the engines are de-synchronised is entirely eliminated, and fatigue on long flights is reduced. There has also been a marked decrease in the incidence of instrument failure, noticeably engine speed indicators. Up to the present a single lamp has been used which merely indicated de-synchronisation and a method of trial and error is necessary to obtain synchronisation. A new indicator consisting of three lamps is being tested at East Kirkby which will give an indication of which engine is running fast. This indicator will be submitted to Bomber Command after further trials have been completed.
[Underlined] TRAINING UNIT SERVICEABILITY [/underlined]
[Tables of Stirling and Lancaster Training Aircraft Serviceability by Unit]
FLYING CONTROL (Cont. from page 2)
[Underlined] WOODBRIDGE [/underlined]
Crews are now aware of the facilities available at the emergency landing field at Woodbridge. The staff at Woodbridge are only too glad to see operational crews on ‘non-emergency’ visits. Although landing instructions have been circulated and (we hope) read by all aircrew, a visit to Woodbridge or even a run down there during N.F.T. to look at the lay-out from the air will provide a more permanent image of the landing drill required. One point which is to be particularly stressed is that crews must not attempt to turn off midway along the runway at night time. They must continue right along to the end of the runway where marshalling crews are ready to direct them to dispersal.
[Underlined] FLYING CONTROL COMPETITION [/underlined]
All Stations are now reported to be getting down seriously to improving their airfields and Watch Offices for the competition which closes on the 31st July. S.F.C.O’s must remember, however, that although 31st July is the official date for closing, inspections by the G.F.C.O. can be expected any day.
Flight Engineers
When checking logs it is found that some Flight Engineers are filling in the details on the top of their logs before they examine the aircraft. Such things as “Hatched checked and found secure”, “Auto Controls out”, “Air Intakes cold” and many other vital checks are being taken for granted. This log is for the benefit of all the crew and the safety of the aircraft; therefore these checks must be carried out on dispersal just prior to start up, and only then recorded on the log.
The Flight Engineer Leader on each Squadron must check all logs returned, and bring to the notice of all pilots and flight engineers any bad engine handling; if no notice is taken, and such combinations of revs and boost as 2700 revs + 3 lbs boost or 2850 revs + 2 lbs boost etc., continue to be used, then the Flight Engineer Leader must take these culprits to task.
5 Group has laid down a drill for climbs and engine conditions to be used on operations; therefore until any amendments to this order are published, no alterations should be made unless in case of an emergency. The above drill is being taught by No.5 L.F.S. and must be stressed from time to time by squadrons; they should bear in mind that engineers who come on to operations now have spent most of their initial training on Stirlings; the engine handling differs greatly between the two types of aircraft.
The Flight Engineer Leader must have closer liaison with his C.T.O. and report to him any little snags that crop up from time to time, instead of what happens at present – Flight Engineers talking it over between themselves. Improvements can only be brought about by reporting any defects or peculiarities to the right person.
[Cartoon]
Dot and Dash the immaculate W.A.A.F’s. …”if this is your idea of a domestic night, may I never marry!”
5 GROUP NEWS. NO.22. MAY, 1944. PAGE 3
[Page break]
GARDENING
On the 21/22nd of the month more vegetables were planted by any one Group than ever before. 5 Group were the authors of this horticultural masterpiece, in planting 382 out of 418 vegetables lifted. 298 of these were Mark VI’s – in which hitherto undreamed of depths of frightfulness have been reached, and some varieties of which were used for the first time this night. 4 and 6 Groups also took part in the operation, bringing the Command total for the night up to 501. Three 5 Group aircraft were missing.
The Armament staffs at the Stations concerned did a great job of work – not made any easier by having also to prepare bomb loads – and East Kirkby performed the unprecedented feat of loading 154 Mark VI vegetables.
The operation was carried out entirely on H2S. Only three failures of sets occurred.
Results? – So far the immediate effect of this attack has been fully up to expectations, namely complete paralysis of all sea-borne traffic in areas vital to the movement of both warships and supplies. Sinkings can be expected as soon as the enemy releases the shipping held up, which he is bound to do soon despite his known inability to sweep his channels clear. The link between this operation and the coming invasion is obvious and the final effects can only be seen in the light of future events.
Other Gardening by 5 Group during the month were as follows:-
48 plantings off the FRISIANS
30 plantings in the HELIGOLAND BIGHT
36 plantings at the Southern end of the KATTEGAT.
24 plantings at the Northern end of the KATTEGAT.
The last two of these are worthy of note, first for the excellent P.P.I. photographs obtained by three aircraft of 44 Squadron, which proved conclusively that their mines were right in the channel; and secondly the success of the long low level flight in daylight conditions by four aircraft of 57 Sqdn.
Facts and figures for the month are:-
Sorties 93
Successful 87
%age successful 93.5
Aircraft missing 3
Mileage flown 91,120
Total successful plantings 520
The total has only once been exceeded by the Group, in April, 1943, when the total was 543. A fine job of work, contributed to by the six H 2 S Squadrons.
Gardening by Command again broke all records, resulting in the planting of 2,749 vegetables plus a small but highly effective effort by Mosquitos of 8 Group. Bomber Command’s war against communications has, in fact, reached a new degree of intensity on land and at sea.
[Cartoon]
“THE VOICE THAT BREATHED O’ER WAINFLEET”
5 GROUP P.O.W. FUND
By now, everyone is probably aware of the formation, on a full Group basis, of the 5 Group Prisoners of War Fund.
The Fund has been formed with the object of obtaining monies for sending monthly parcels of cigarettes and tobacco to each 5 Group Prisoner of War and, where possible, regular consignments of musical instruments, gramophone records, sports equipment, books, etc.
Sending foodstuffs and comforts, such as jerseys, stockings, scarves, etc., is subject to restrictions and is only handled by the B.R.C.S. and the next-of-kin. However, it is not possible for the Red Cross to send foodstuff parcels to any specific person; they are, in fact, sent in bulk to each Camp and distributed evenly amongst all the prisoners. The Fund will, therefore, make contributions to the B.R.C.S. who are requesting the Captain of each Camp containing 5 Group Prisoners of War to put up a notice in the Camp to the effect that the parcels for 5 Group prisoners are being provided by the Fund. It will be appreciated by all that the calls upon the B.R.C.S. at the present time are enormous, and any help we can give by taking over the responsibility for providing the monies for these parcels will be greatly appreciated, and will release money for the other many calls on the Society. Similar contributions will be made to the Canadian, Australian and South African Red Cross Societies and the New Zealand Patriotic Fund.
The next-of-kin are being requested to inform this Headquarters of the type of gift they wish the fund to send and, if possible, their requirements will be met. The next-of-kin are also allowed to send four special parcels per year, and those parcels may contain quite a number of articles. Should the next-of-kin find difficulty in obtaining these articles, they may inform this Headquarters, who will lend assistance in obtaining them.
All parcels, such as cigarettes and those referred to above, originating from this Headquarters, will be marked that they are being sent by the Fund.
Each Base has taken on the responsibility of providing a certain sum of money each month. The organisation and running of the Fund is being undertaken by the Group Headquarters, in addition to their committed financial contribution. The amount of voluntary work entailed to make this scheme a success is large, and is being met mainly by parties of volunteers from all Sections of Group Headquarters.
It is hoped that every member of 5 Group will endeavour to assist the Fund by means of financial contribution. The amount of money required to ensure its success is considerable; any monies left in the Fund at the close of hostilities will be dealt with at the discretion of the Executive Committee, either to help prisoners after their return, or to send to the R.A.F. Benevolent Fund.
5 GROUP NEWS. NO.22. MAY, 1944. PAGE 4
[Page break]
AIR BOMBING
The most disturbing feature of the month’s bombing is the continued high Crew errors in the summary of practice bombing. We have, over the last three months, made intensive efforts to improve our standard of bombing and the steady decrease in our bombing errors, both operational and practice, is reflected in the practice bombing figures and the P.R.U. pictures of shattered enemy targets.
However, we are not bombing as well as we MUST in order to ensure that the minimum number of bombs and aircraft are used to destroy the numerous targets awaiting our attention.
Now in what ways can we ensure that, instead of making a monthly decrease in our Crew errors of from 10 to 30 yards, we crack them down in one month by 100 yards and achieve the immediate goal of 150 yards at 20,000 feet.
The following points are designed to make practicable this target for the month:-
1. The last two weeks have seen the introduction of the A.P.I. and Datum point method of finding the bombing wind velocity. A marked decrease in Vector errors has resulted. This method of wind finding, detailed in 5 Group Aircraft Drills, will produce vector errors of less than 60 yards.
[Underlined] NOTE: [/underlined] The Navigator’s Union must therefore concentrate on the perfection of this technique, and one of the main sources of bombing errors will be finally eliminated.
2. Bombsight Serviceability:- Large errors are still directly attributable to technical faults in the Mark XIV. 5 Group Aircraft Drills detail the pre-bombing checks that must be carried out by Air Bombers. Further it is important that the suction that goes into the bombsight is at least 4 1/2“. To ensure this, the reading on the ground of the gauge on the pilot’s panel, with the changeover cock at the Emergency or No.2 position, must be 5 1/2” or more when the inboard engine feeding the sight is run up to at least 1800 revs.
[Underlined] NOTE: [/underlined] It is essential that the Air Bomber teams up with the instrument man responsible for the serviceability of his bombsight. Discuss your bombing results with him, tell him whether your errors are in line, range or are random and go through the causes of particular types of error with him. Reference to paragraph 63, Chapter 9, of the Mark XIV Bombsight booklet held by your Bombing Leader will make you an authority on sources of error.
3. Flying for Bombing:- Much has been said about this most important subject. There is no other type of flying which calls for precision measured in yards, and therefore it is not something that comes automatically, but only with hard training.
[Underlined] NOTE: [/underlined] Pilots must study both the services required by the bombsight and the limitations from which it suffers in its quest for the correct bombing angle.
4. Bomb Aiming:- Unless the drift is absolutely accurate and the pilot’s flying perfect, the target will not drift down the graticule length to the intersection. Therefore it will be seldom that you will have an
(Continued on page 6, Column 1)
HIGH LEVEL BOMBING TRAINING
(Errors in yards converted to 20,000 ft.)
The results of bombing for the period 28th to 31st May (inclusive) will appear next month.
[Table of Bombing Errors by Squadron and Conversion Units]
THE BEST RESULTS FOR MAY
25 Results with Crew Errors below 100 yards at 20,000 feet.
Next month should see a record number!
Squadron or Con. Unit Pilot Air Bomber Navigator Crew Error at 20,000 feet.
9 W/Cdr Porter F/O Pearson F/O Logan 63 yards
P/O Campbell F/O Tyne F/O Bennett 72 yards
P/O Bunnagar F/O Isfan Sgt Henderson 93 yards
49 P/O Graves-Hook F/O Sinden F/O Johnson 92 yards
F/L Matheson F/O Matthews Sgt Launder 77 yards
F/O Hill Sgt Bell F/O Jones 78 yards
P/O Sullings F/S Haines Sgt. Christian 83 yards
P/O Green F/S Hinch F/S Neal 89 yards
50 P/O Oliver Sgt Leonard Sgt Morris 63 yards
61 P/O Street F/S Brown Sgt Waghorn 90 yards
P/O North F/S Jarvis F/S Crawley 96 yards
P/O Dear Sgt. Wray Sgt Reeve 65 yards
106 P/O Durrant F/S Buchanan Sgt Pittaway 87 yards
617 Lt. Knilans F/O Rogers ? ? 98 yards
619 P/O Aitken P/O Whiteley Sgt. Levy 85 yards
F/S Donnelly F/O Grant F/S Johnson 98 yards
F/S Bennett F/S Griffiths Sgt Lyford 53 yards
P/O McCurdy W/O Stern P/O Hawkes 23 yards
F/L Roberts F/S Deviell F/S Lott 29 yards
F/S Morcom Sgt Lebatt Sgt Whitehurst 91 yards
630 P/O Lindsay Sgt Cummings F/S Rayner 91 yards
1654 F/O Rabone F/o Bjarnason F/O Dilworth 86 & 96 yards
Sgt. King Sgt Harder Sgt Stevenson 78 yards
F/S Jeffery F/S Downie F/S Benson 90 yards
5 LFS F/S Rose Sgt Chatteris F/S Richards 38 yards
5 GROUP NEWS. NO.22. MAY, 1944. PAGE 5
[Page break]
AIR BOMBING (CONTD:)
(Continued from page 5, Column 1)
ideal run up to the release point. It is best to realise this and thus avoid these panicky last moment corrections which will upset the aircraft’s attitude at the vital moment of release. It is far better to accept a small error in line and note on your Form 3073 the amount the graticule was left or right of the target, using the known size of the target to estimate your error. Allowances can then be made in the analysis.
Further, Air Bombers must realise that it is quite impossible for a pilot to stop a 4-engined aircraft dead when making a turn in response to your corrections “LEFT, LEFT” or “RIGHT”. In any case it would be detrimental to the bombsight’s calculations.
[Underlined] NOTE: [/underlined] Air Bombers must, by close co-ordination with their Pilots, develop a smooth unhurried technique on the run-up and correct inter-com patter will aid good team work.
5. [Underlined] TO AIR BOMBERS:- [/underlined] You are the men who actually fire the bomb release switch, and therefore the greatest responsibility is yours. Remember, however, that you are part of a large team, and when you reach the stage of scoring direct hits every time, remember the credit is due to
The Pilot
Navigator
Fitters and Riggers
Bombsight Maintenance Men
Armourers
And
YOU
BOMBING LEADERS’ CORNER
Base Bombing Leaders have been appointed as follows:-
51 Base – F/Lt Brewer, D.F.C.
52 Base – F/Lt Walmsley, D.F.C.
53 Base – F/Lt Murtough, D.F.C.
54 Base – F/Lt Stoney, D.F.C.
55 Base – F/Lt Wonham, D.F.M.
Squadron changes are as follows:-
9 Sqdn. – F/Lt Quilter from 92 Group.
50 Sqdn. – F/Lt. Hearn, D.F.C.
106 Sqdn. – F/Lt. Morgan from 1654 Conversion Unit.
463 Sqdn. – F/O Kennedy from 467 Squadron
619 Sqdn. – F/Lt Ruddock from 6 Group.
Conversion Unit changes are:-
1654 Con. Unit – F/O McRobbie, D.F.C.
1660 Con. Unit – F/Lt Wake, D.F.C. from 106 Squadron.
1661 Con. Unit – F/O Price, D.F.C.
No. 5 L.F.S. – F/O Mercy.
[Underlined] BOMBING LEADERS’ COURSES [/underlined]
F/O Honig (57 Sqdn) and P/O Pinches (630 Sqdn) obtained “B” categories on Nos.81 & 82 Courses.
Congratulations to P/O Page (1661 C.U.) on obtaining an excellent “A” category on No. 83 Course!
[Underlined] SQUADRON BOMBING COMPETITION [/underlined]
“Records are made to be broken” !! – an old saying, but very true this month. Firstly all qualifying Squadrons obtained errors below 100 yards, and secondly 619 Squadron, the stalwarts of the competition, are back at the top with a record low error.
[Underlined] PILOT AND AIR BOMBERS’ ERROR [/underlined]
1st 619 Squadron 42 yards
2nd 61 Squadron 53 yards
3rd 49 Squadron 59 yards
4th 50 Squadron 72 yards
5th 57 Squadron 80 yards
6th 207 Squadron 81 yards
7th 44 Squadron 83 yards
8th 9 Squadron 85 yards
9th 106 Squadron 86 yards
10th (630 Squadron 98 yards
(467 Squadron 98 yards
463 Squadron failed to qualify this month owing to lack of Avro Adaptors necessary to carry out 6-bomb exercises. The Squadron state, however, that they will not only qualify in June, but will win the competition.
Last month’s competition news stated that as 52 Base Squadrons obtained places in the first five. 54 Base have rightly pointed out that the 1st and 2nd places were held by Squadrons who had only just left that Base. It is interesting to note that the same two Squadrons are still on top, but have exchanged position.
Navigator’s Error has been left out this month. The Group Navigation Officer intends to run a wind-finding competition commencing in June.
[Underlined] GEN FROM THE SQUADRONS [/underlined]
[Underlined] 44 Squadron (F/Lt Lowry) [/underlined] have now constructed a first-class bombing panel mock-up in the Bombing Office. It is of inestimable value in checking Air Bombers on panel drill and general manipulation. It is understood that great credit for both this installation and the Mark XIV mock-up referred to in last month’s News is due to F/Lt. Hodgson, Eng. Elect. R.A.F. Station Dunholme, and his instrument men.
[Underlined] 619 Squadron (F/Lt Walmsley) [/underlined] makes the following report on the Squadron’s bombing accuracy (see competition results).
(i) Every aircraft on the Squadron carried out at least one High Level exercise during the month.
(ii) Every morning and afternoon the N.C.O. i/c Bombsight maintenance visits the Bombing Office to report on investigations into previous bombsight failures and to interrogate Air Bombers on current ‘snags’.
(iii) As soon as possible after each operation Air Bombers assemble for their own private raid assessment. Useful suggestions that result are passed on to the appropriate authorities by the Bombing Leader.
Finally a word of thanks is due to Pilots and Navigators of the Squadron for greatly improved flying and wind finding, for bombing.
Publicity has already been given to the outstanding bombing results obtained by two 619 Squadron crews captained by F/Lt Roberts and F/O McCurdy, who obtained errors of 29 and 23 yds. respectively, converted to 20,000 feet. Special mention however, is merited by the exercise carried out at [underlined] Syerston [/underlined] by a crew doing only its first bombing detail in a Lancaster.
PILOT – F/SGT ROSE
AIR BOMBER – SGT CHATTERIS
NAVIGATOR – F/S RICHARDS
The average error for 4 bombs aimed from 12,000 feet was 29 yards – a most creditable performance!!!
[Underlined] 207 Squadron (F/Lt. Billington) [/underlined] have introduced the following excellent scheme:-
From several 1;500,000 maps, a number of cuttings were taken of prominent and likely landfalls on the enemy held coastline. These cuttings measure approximately 5” x 5” and so cover quite an appreciable area of coastline. The landfalls shown were then painted black, with the exception of the towns and rivers or estuaries which are printed in red and blue respectively.
Each cutting was then orientated in a different direction and pasted on a large notice board. The various orientations made identification more difficult and provided useful practice in landfall recognition.
Each pinpoint was then clearly numbered and a corresponding number was attached to a 1;1,000,000 “area of operations” map in the vicinity of the pinpoint in question. At briefing, the route to the target was outlined with a suitable length of cord, and the bomb-aimers could see if the route passed over or near any of the pinpoints! The ‘numbers’ of such landfalls could then be referred to the notice board (as above). By virtue of the blacked out land masses, an impression of the landfall as it would appear either visually or on the H2S – P.P.I. tube, could easily and accurately be obtained.
[Underlined] STOP PRESS [/underlined]
619 Squadron report that F/Lt. Buttar, a pilot, carried out an exercise as Bomb Aimer and obtained average error of 18 yards from 12,000 feet!!!!
[Underlined] AIR BOMBERS’ QUIZ [/underlined]
1. Where and how would you read the suction for the Mark XIV Bombsight?
2. What is the minimum suction on the ground for the Mark XIV and what minimum reading on the suction gauge is required to ensure the necessary suction for the bombsight?
3. What is the correct vectored wind velocity for the Mark XIV Bombsight for True Wind of 090°/30 m.p.h. bearing and distance of marker from Aiming Point 045°/200 yards at a height of 8,000 feet?
4. What are the T.V’s of 4 lb incendiary, 4000 lb H.C., 500 lb G.P. and 1000 lb H.C. bombs?
5 GROUP NEWS. NO.22. MAY, 1944. PAGE 6
[Page break]
NAVIGATION
All operations this month, with the exception of two, have been of short range. Navigation has therefore been very much easier. Broadcast w/v’s have been used on only two occasions. The results were not very satisfactory in either case. On the Brunswick operation (23/24 May, 1944) nearly half of the windfinders detailed did not transmit a single W/V! Navigators in H2S aircraft must realise they are fortunate in being able to check constantly their aircraft’s position. Non-H2S Navigators are not so fortunate, and they [underlined] do need [/underlined] assistance from you luckier fellows. Bear this point well in mind, windfinders, and the next time we use broadcast winds, let us have 100% co-operation!
With the approach of summer and the consequent drop in “darkness hours available” night sorties will decrease in range. Navigation will therefore become much easier. We must [underlined] NOT [/underlined] however “slacken off” our efforts. Concentration, track and time keeping are still essential to the success of any operation. Station Navigation Officers must carefully check the work of each Navigator and curtail immediately any attempt to “slacken off”. We may be called upon to carry out long range operations at any time, therefore constant practice in the use of Broadcast Wind Velocities, obtaining D.R. positions, etc., is essential, particularly for those new crews who will be arriving at Squadrons during this coming period. To maintain and improve the present standard of navigation, it is suggested that short plotting and computation exercises (similar to those already forwarded to squadrons) should be completed two or three times every week. If they are run in a competitive spirit, they will cease to be a “bind”, and much valuable experience will be gained. Here again particular attention should be paid to the less experienced Navigator.
[Underlined] WIND FINDING [/underlined]
There has been a gradual improvement during the last few months in the accuracy of winds found on operations. The “spread” now experienced in approximately half that of 4 or 5 months ago. An analysis is being made of winds found by the wind finding aircraft on the night 24/25th April, target – MUNICH. The analysis is not yet complete, but a rough indication shows that the probable error in wind finding is now down from 17 to 9 m.p.h. A big improvement, but no one can say there wasn’t room for one! The “spread” on this raid was 60° and 30 m.p.h. 75% of the winds being within 20° and 10 m.p.h. – here again a slight improvement.
It will be seen from the foregoing figures that errors are still far too high. The main causes of such errors are as follows:-
(i) Inaccuracies in taking and plotting of Gee and H2S fixes.
(ii) Inaccuracies in reading and plotting of A.P.I. positions.
(iii) Inaccuracies in measuring the w/v.
These are elementary points and should have been mastered long ago. Nevertheless, they [underlined] do [/underlined] exist and [underlined] must [/underlined] be eliminated. This can only be done if navigators make a regular practice of checking and re-checking all their plotting. It is far better to obtain two Gee fixes and plot them correctly than to obtain four and plot them all incorrectly. There is absolutely no reason why three of four navigators flying in aircraft at the same height, place and time should find w/v’s differing by 40° and 10 – 15 m.p.h. – but this does happen – even when in Gee range. Stations and Squadrons Navigation Officers must check the winds found by all navigators on each operation, and find out what large discrepancies do occur.
[Underlined] PRACTICE BOMBING WINDFINDING. [/underlined]
It is now a known fact that the most accurate method of finding a W/V is by the A.P.I. and datum point method. Instructions have therefore been issued that this method is to be used on all practice bombing exercises. The “vector error” in practice bombing has decreased considerably since this method was introduced. We still have a long way to go however. Not until the “vector error” is 50 yards or below can we claim to be doing our bit. This, therefore, must be our aim. It is not by any means impossible to achieve, providing we carry out the drill correctly and do not make stupid mistakes. Do not for example try and find a w/v over a period of less than ten minutes – it can’t be done!! Always see that you pass over the “datum point” on the [underlined] same [/underlined heading as the first time. This is very important, otherwise large errors creep in.
We now have available a method of checking the w/v’s found by navigators. Downham Market (near Skegness) obtain accurate w/v checks every 6 hours. They are accurate to within 5° and 2 m.p.h. These winds are forwarded to Base and Station Navigation Officers daily. It is hoped that full use is being made of this valuable means of checking navigators work. Navigators should also check with their Squadron or Station Navigation Officers the post-Met. Wind applicable for their exercise.
To foster the competitive spirit, the best 8 wind finders for each month will appear in the Monthly News, commencing next month.
Any criticisms or suggestions for the improvement of the present wind finding procedure will be welcomed. So, go to it, and let us have your opinions – now!!!
[Underlined] TRAINING BASE SUMMARY [/underlined]
During May 229 details were flown on Command and Local Bullseyes, and excellent co-operation has been forthcoming from Nos.12 (F) and 10 (F) Groups. These exercises enable navigators to practice Gee and H2S fixing and learn the troubles associated with defensive manoeuvres. Many special radar routes have been laid on especially across the coasts of Wales, N.W. England and Northern Ireland, and on several occasions squadron aircraft have come in on these exercises (one C.U. pupil on one such flight took no less than 146 H2S fixes – and plotted them!)
H2S training is being extended in the Base and Wigsley will be staring early in June. Preparations have gone on steadily all through May. A trainer, radar mechanics and a training staff are standing by waiting for the next course. At Swinderby and Winthorpe nearly half of each course is now being radar trained and it is hoped that squadrons will appreciate the trouble which has been encountered with aircraft serviceability and stress of other training. Like Gee in the early days, H2S has been thrust upon C.U’s with very little extra staff and inadequate equipment to cope with demands. The second Radar buildings will very soon be ready, and extra bench sets available, so the Group can confidently look forward to a greater number of H2S crews coming through during the summer.
Priority is being put on wind finding by A.P.I. on all exercises – particularly during bombing practices. Trouble is being experienced in fitting the complete modification to the new Stirlings, but this work is being pressed on with as fast as possible. There are now approximately 70 aircraft in the Base fitted with the A.P.I. so that most navigators will receive air practice during their course. Ground Demonstration sets are also being made for all units so that pupils may see the A.P.I’s working on the ground. They will also receive resetting practice. Coupled with A.P.I. instruction, a long D.R. plot using broadcast w/v’s is incorporated in C.U. training. Therefore navigators should be arriving on squadrons fully trained, and well “genned up”. If they are not, then let us hear about it!
The training staffs at H.C.U’s have changed considerably during the last three months. Predominance is now on youth – navigators fresh from Squadrons, and there is only a small percentage of instructors who have been off operations longer than six months. Several Instructors have lately gone to Mosquito squadrons while others have returned to operations in 5 Group and P.F.F.
[Underlined] H 2 S [/underlined]
Operational results on H 2S have been quite good this month, and its potentialities in gardening have at long last been recognised. In this connection, various methods of gardening with H2S have been used effectively.
Dunholme had the first opportunity of using Leica cameras for photographing the P.P.I. at the gardening areas, and proved without doubt that the vegetables were planted in the correct furrows. Unfortunately the shortage of cameras still prevents us using them on operations to any great extent. Training is also restricted to one Base.
This month we welcome 619 Squadron into our select band. It is hoped that they will prove as capable in the use of this new aid as they have in the past with Gee. The responsibilities of training are considerable, and crews in 619 Squadron will have considerable extra flying training to carry out to master H2S. It must be remembered that H2S is primarily a navigational aid, and this must be borne in mind during training; complete mastery of H2S as a navigational aid means better track keeping, better winds, and above all better bombing. By bombing I mean that crews using H2S will ensure arriving at the correct target on time.
Training at Conversions Units is improving considerably, and increasing numbers of crews are being turned out practically fully trained. Wigsley is now ready to commence training and have been fortunate in securing a synthetic trainer. This increase in H2S training reflects great credit upon all the sections concerned, and considerable benefit should be derived by the operational squadrons.
Bomber Command have recently issued a sum-
(Continued on page 8, Column 1)
5 GROUP NEWS. NO.22. MAY, 1944. PAGE 7
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NAVIGATION (CONTD.)
mary on H2S navigation, proving that the most effective method of track keeping is by frequent fixing. Frequent fixing ensures a higher reliability of fixes, and in addition it has been found normal navigation is not neglected. This indicates that successful H2S navigation requires frequent checks on position (at least one fix every ten minutes) combined with the normal navigational procedure. It is realised that most H2S operators in this Group are taught to take H2S fixes every six minutes; however, this point is mentioned in order to prevent the failure of navigation by H2S due to infrequent fixing, which has occurred on several operations in the past.
Nos. 83 and 97 Squadrons are concentrating on blind bombing trials with H2S Mark III and he 184 Indicator, and it is eventually hoped to come to some conclusion regarding the errors of respective methods of blind bombing.
Whilst it is realised visual bombing is the most effective when targets are small and can be identified, H2S Squadrons must by no means relax in their blind bombing training.
In this direction, operators should practice bombing runs on suitable targets whenever airborne. Then the set operator can so tune his set that only the town, the course marker the range marker and the very faintest of ground returns can be seen, he can consider himself approaching proficiency. With this is mind, 55 Base have designed an extremely efficient poster of H2S Track and Ground Speed Bombing, and a copy of this is reproduced in this issue. It is hoped that Command will eventually issue this as an official poster for use on the Navigation Section of all H2S Units.
H2S photography has been rather disappointing this month. Instructions detailing the steps to be taken when photographing the P.P.I. are available on the Squadrons carrying out this training and they must be followed to obtain good quality photographs. Remember poor photographs reflect upon your set manipulation, and individual assessments of your operation of the equipment can be made from the photographs you obtain.
[Underlined] GEE [/underlined]
Operations this month produced no exceptional ranges on Gee, partly due to the fact that most targets were within normal range.
Certain discrepancies were noticed in the North Eastern Chain by navigators in this Group, and steps have been taken to ascertain the error to correct the phasing. Until such time as this is done, the error, although opinions differ as to its limits, will have to be accepted.
Instances have also occurred recently where lattice charts have been found to be inaccurate due to the colour plates slipping during printing. Whilst all Lattice Charts are hand checked, inaccurate charts have on occasions reached navigators, who have been at a loss to explain the difficulties experienced with the Gee chain.
Care is being taken to see that faulty charts are not set [sic] out to units, but in the meantime, every navigator should check his charts to see if the coloured registration crosses (either green, red, or purple) found at each corner of the printed map surface are superimposed one above the other. If one of these crosses is displaced, then the particular coloured lattice lines have been inaccurately positioned and the chart must be exchanged for a correct one.
Good D.R. navigation enabled both the above inaccuracies to be found out and one navigator actually assessed the error which he applied to all his fixes.
Against this we have the navigator who puts the whole of his navigation on to the box and this month a little story with a moral is printed. Acknowledgement for this is due to F/O Craven of 1660 Conversion Unit.
COX AND THE BOX
COX AND THE BOX
You’ve heard of Salome and Lulu,
They’re as well known as Nerve and Knox,
But listen to me while I tell you
The tale of young Cox and the Box.
For 12 months he’d listened to lectures
(Such a bind, and so orthodox),
But just at the end of his training,
An Instructor said “Now meet the Box”.
At the end of a few simple lectures,
He mused on his way to the Blocks;
“Damn the D.R. and the Astro –
Why work when you’ve got the old Box?”
Navigation henceforth seemed so easy,
Bang on! – Back to Base from Clyde Docks.
On return they repeated the warning;
“Use D.R. – don’t go round on the Box”.
On the Squadron, his first trip was simple,
From the time he heard “Out with the chocks”,
To the time that Control replied “Pancake”,
He chewed – and got round on the Box.
The next was to Essen – they bombed and came out,
But were coned, and took several hard knocks;
The kite had been hit, but what shook him most
Was to find he’d no joy on the Box.
The petrol was low, they couldn’t find Base,
But by now accustomed to shocks.
No D.R. – no air plot – he vainly looked up,
But still found no joy on the Box.
The sequel is morbid, and sad to relate,
It’s all filed away under “Cox”,
Read on if you will, and you’ll see what we say,
Use D.R. – don’t go round on the Box”.
“You had a son, in the Air Force,
In Aircrew I think, Mrs. Cox?
Well, he’s been pretty rapid and finished his trips.
And they’re sending him home – in a Box”.
EQUIPMENT
The present grave shortage of manpower is causing increasing difficulties to Maintenance Units and Station Equipment Officers should therefore ascertain by personal investigation whether all their demands are being correctly prepared. If all stations regularly raised their demands in the official manner, there would be considerable economy in manpower and time spent in satisfying demands at M.U’s. and numerous queries would be obviated. For easy reference, some of the salient points are set out as follows:-
[Underlined] Forms 600 Demands. [/underlined]
(i) Insufficient address. Units should always state full postal address, and it is important that the accounting serial number is clearly endorsed as part of the address.
(ii) Nearest railway Station muse [sic] be quoted directly beneath the address.
[Underlined] Urgent Demands (A.M.O. A.481/43) [/underlined]
(i) These demands must be placed together in a separate envelope, stamped in RED, “PRIORITY 1 C”.
(ii) Date for delivery must be quoted in all cases, and an interval of at least ten days should be given.
(iii) The endorsement must be initialled by the demanding officer.
(iv) Aircraft or engine type and serial number, or the purpose for which other items are required, must be quoted. In the case of M.T. the chassis number must invariably be given.
(v) Immediate despatch of all Urgent Demands to Equipment Parks by their transport or D.R.L.S.
[Underlined] A.O.C. or I.O.R. Signal Demands. [/underlined]
It is important that this type of demand be raised strictly in accordance with A.M.O. A.1312/42, as amended by A.M.O. A. 326/44. These demands are of the very highest priority and therefore it is essential that the method of raising the signal is uniform in every detail at all Units. Signals must be made out very clearly, and only one section may be demanded on one signal, and not more than 8 items of one particular section – and each of these items must be given a separate line (see A.M.O. A.604/40).
If all concerned comply strictly with the letter of the law in this respect, there is every reason to hope that the goods will be received with the minimum of delay with consequent reflection of increased serviceability and efficiency.
[Underlined] AIR SEA RESCUE (Continued from page 10 Col.1)
New crews are now getting a thorough introduction to the Lancaster Dinghy and Parachute Drills at the L.F.S. and the dummy fuselage is paying high dividends. The record time for a dummy ditching at Syerston is 10 seconds. It was encouraging to hear a gunner remark as the crew stood on the starboard mainplane with their drill completed in 16 1/2 seconds – “That’s not good enough, Skipper, let’s have another go.”
5 GROUP NEWS. NO.22. MAY, 1944. PAGE 8
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H.2.S TRACK & GROUND SPEED BOMBING
IDEAL BOMB
Set on Dalton Computer W/V and True Air Speed. From the measured track compute the course to make good this track. Make any alterations as necessary. Set Range Drum to 10 miles in order to know when to switch to 10/10 scale. [Diagram] No. 1
When on 10/10 scale make final corrections of heading to ensure correct tracking. Range marker is set to correct radius on range drum ground speed settings. [Diagram] No. 2
No. 3 [Diagram] Height pulse must be set against first ground return before ground speed is set on the Range Drum.
No. 4 [Diagram] Ground speed is found to be 200 m.p.h. Rotate range drum until 200 ground speed line is against range pointer. This pre-sets range marker ring to a set radius on 10/10 scale.
Note the time that range marker ring cuts response. 30 seconds plus time delay for real bombs from this time the aircraft has travelled to bomb release point. At this point bombs away. [Diagram] No. 5
[Underlined] NOTE [/underlined] The 30 second delay release lines on the H2S range drum is calibrated for the ideal bomb. To ensure that real bombs strike the target, a time delay has to be added to 30 seconds. This time delay differs for different categories of bombs and will be given at briefing by the Bombing Leaders.
No. 6 [Diagram]
Point where range marker ring cuts response on 10/10 scale.
Distance denoting timed run of 30 plus seconds to release point.
Release Point. Bombs Away.
Forward trail of bomb carries it to objective from release point.
5 GROUP NEWS. NO.22. MAY, 1944. PAGE 9
[Page break]
AIR SEA RESCUE
There was one known ditching in the Group during May. On the night 27/28th May, a Mosquito of 627 Squadron was heard to transmit “Engine on fire – ditching”. The aircraft was flying at low height over the sea after attacking the target, and later was sighted burning on the surface. Search on the following morning revealed aircraft wreckage off the enemy coast. Unfortunately no one was rescued.
This one incident does not mean that 5 Group crews are “Ditching free” or are unlikely to have to ditch in future. The most recent monthly analysis shows that 189 lives were saved from aircraft in all Commands which ditched in home waters. A total of 467 lives were lost, however, in ditchings – a high proportion of 71%. A majority of these losses occurred in ditchings when no W/T messages were received. This proves that sea crossings, even on short range targets, are still a hazard for aircraft which may have been damaged by enemy defences.
Regular practice of dinghy and parachute drills must continue. Saturday morning is the time for such practice. Several squadrons have got down to this very quickly, but others are not carrying out the instructions from this Headquarters in either the spirit or the letter.
Ten crews were tested during the month in the Safety Drill Competition. Generally crews has a good idea of what was required, but the majority revealed lack of practice. One Flight Commander provided a refreshing example. His crew drills were perfect. A Flight Commander is a busy man, and yet he and his crew made the time to set an example and give themselves a wide safety margin if ever they have to ditch.
(Continued on page 8, Column 3)
Results of the Safety Drill Competition for May are as follows:-
Place Dinghy Drills Parachute Drills
1 52 Base 55 Base
2 53 Base 54 Base
3 54 Base 52 Base
5 55 Base 53 Base
The best and worst crews were in 55 Base, and one crew with just over 50% of marks placed the Base last in order of merit. Details of Squadrons tested and marks gained are as follows:-
[Table of Safety Competition Results by Squadron]
[Underlined] NOTE [/underlined] The Training Base Record for a Dinghy Drill is 10 seconds. The best Squadron time was [underlined] 18 seconds [/underlined], the worst [underlined] 43 seconds. [/underlined]
ENEMY AGENTS CARELESS WALKERS
With the lighter evenings and finer weather there is a great deal to be said for a country walk over the fields after working in an office all day.
You may not be interested in birds nests or flowers but even in flat country like Lincolnshire there is some amazingly pretty scenery if you will only walk to see it. If you are lucky, you may be able to take a pretty picture of scenery with you, which will make all the difference.
Do remember though, that when walking in the fields, you are really trespassing and owe a debt of gratitude to the owner or tenant of the land for letting you enjoy yourselves. Hardly any farmers will raise any objection wherever you walk, if you for your part will take just a little trouble to avoid two things,
(i) trampling on growing crops
(ii) leaving gates open.
The farmer is putting a great deal of very hard work into his land nowadays and suffering just as badly from the manpower problem as we are in the Service, perhaps even worse. You will see Mrs. Farmer nowadays doing much heavier work in the fields than many of us would care to tackle, and for very long hours too.
If you walk along the hedgerows or fence sides you will do no harm to crops; its [sic] the best place to walk too if you are interested in nature, but most important of all DO SHUT EVERY GATE you go through, even if its [sic] open when you get there. It was probably left open by someone careless ahead.
Gates left to swing in a wind soon break and farmers can’t get new ones nowadays. Cattle get through from the roadside or neighbouring fields; a flock of sheep in the wrong field can easily cause a loss of a hundred pounds or more to a farmer. He won’t want you in his fields at that price, and it’s no good blaming the sheep. The farmer’s doing a vital job of work in this war to provide our food, so help him as much as you can when you enjoy his fields and [underlined] PLEASE SHUT THAT GATE [/underlined] and don’t be a CARELESS WALKER.
ACCIDENTS
During May [underlined] over 50 [/underlined] aircraft were damaged in accidents within the Group – the majority seriously. At least 14 were written off completely, and 8 were [underlined] Cat. B [/underlined] The Cat. AC total will probably be 16, which leaves only about 12 aircraft which sustained minor damage. These are depressing figures, and are all the more regrettable because at least 20 of these accidents were “avoidable”.
Squadrons damaged 21 aircraft including six Mosquitos, and 51 Base damaged 29. One Spitfire of 1690 B.D.T.F. was also damaged.
Details of avoidable accidents during the month are as follows:-
[Underlined] Squadrons [/underlined]
Taxying…3
Swings…2
Overshoots on Landing…1
Mid-Air collision…1
Others…3
[Underlined] 10 [/underlined]
[Underlined] 51 Base [/underlined]
Taxying (M/T)…1
Overshoots on Landing…3
Swings…2
3 engined overshoot crashes…1
Maintenance errors…1
Others…2
[Underlined] 10 [/underlined]
[Underlined] TROPHY FOR ACCIDENT FREE SQUADRON [/underlined]
A Silver model of a Lancaster has been presented to the Group by Messrs. A.V. Roe. The Air Officer Commanding has decided to award this model Quarterly as a trophy to the Squadron or Training Unit with the least number of avoidable accidents. The first award will be made at the end of June for the period January to June and thereafter every three months. The Squadrons in the lead at the end of May are 49, 57 and 106 Squadrons.
[Underlined] TAXYING [/underlined]
Taxying accidents were fewer this month. It is notable that Training Base had only [underlined] one [/underlined] and this an M/T collision, which did minor damage, A most peculiar accident, which is classed as “Taxying” for want of a better category, occurred on a Squadron recently. A Lancaster pilot turned off the runway and stopped all his engines because of low brake pressure. He re-started his inners with the idea of proceeding to a position more favourable for towing and had just started moving when a ground crew N.C.O., entered the cockpit, grasped the throttles and commenced manipulating them. The Lancaster gathered speed, left the perimeter and finished up with a broken undercarriage when it hit an obstruction. As ground personnel are strictly forbidden to taxy aircraft this episode needs no further comment.
[Underlined] SWINGS [/underlined]
Mosquitos provided the two serious swinging accidents in Squadrons this month – one landing and one taking off. Both occurred in a cross wind.
One Stirling swung on take-off and sustained only minor damage when the tailplane struck some bushes. The pilot did the right thing after the swing started. A Stirling
(Continued on page 16, Column 1)
5 GROUP NEWS. NO.22 MAY, 1844. PAGE 10
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SIGNALS
[Underlined] INT QEF? [/underlined]
The R.1082/T.1083 W/T G.P. installation departed from Bomber aircraft about three years ago; with it went the crystal monitor, and we were all very pleased! Since then the Marconi G.P. installation has performed excellent service, and with operators who are kept in practice, has tuned to within a kilocycle of the required frequency.
When an aircraft is acting as W/T control for a large force, it is imperative that the W/T equipment is accurately tuned, otherwise the vital control messages are lost in the welter of interference which hems in all frequencies those nights.
On two occasions this month the control aircraft has been off frequency. This has necessitated the re-introduction of the crystal monitor as an essential item in aircraft carrying out the duties of Controller, Deputy Controller and W/T link, and good results are now once again being obtained. The crystal monitor is, however, a rather clumsy device and requires some skill. Thanks to the ingenuity of Ludford Magna we are trying out a crystal controlled T.1154, which eliminates – almost entirely – the human element. Ludford Magna id obtaining excellent operational results, which we intend to emulate. Thank you 1 Group.
[Underlined] WE HEARD [/underlined]
During the month we have obtained several excellent recordings of the intercom. and R/T in control aircraft during controlled attacks. These recordings, in addition to providing accurate minute by minute pictures of the course of attacks, have brought to light several technical difficulties and enabled them to be overcome. One, in particular, was the loud high pitched whine which had been accepted by crews as an unfortunate regular feature of V.H.F. R/T over the Continent. Thanks to the recordings this whine has been identified and almost completely eliminated. Arrangements are in hand to make permanent recordings for issue to Squadrons and training units. Main Force crews will then fully realise the many problems with which the Controller has to contend.
[Underlined] WIRELESS OPERATORS (AIR) [/underlined]
As far as Aircrew Signals is concerned, the month resembled the old adage – “Came in like a lion, went out like a lamb”. And what a lion?
Nevertheless, we have derived much profit from our mistakes, and have emerged the purer for our trials, although it is to be regretted that our major “boob” occurred when our comrades from No.1 Group were helping us. We hope that on the next occasion we can prove to them that all is now well with our Operators. All Wireless Operators (Air) are fully aware by now of what is expected of a Controller’s Operator, and without any excuse for the repetition we would say [underlined] Practice makes for Perfection. [/underlined]
To improve the standard of speech throughout the Group, not only on V.H.F. but on R/T generally [underlined] and [/underlined] intercomm., it is hoped to install a Speech Training Section in our Conversion Units and at the Aircrew School at Scampton. Instructors have had a special short course a A.D.G.B. Headquarters where all Sector Controllers are taught the art of making themselves clearly understood without the need for repetition. The idea is not to produce an Oxford accent, but rather to give all crews the perfect “Mikeside Manner”, and if we can achieve this end, we shall be a step nearer to perfection.
[Underlined] TRAINING ROOMS [/underlined]
All Signals Leaders by now will have had a copy of the schedule of equipment laid down for Signals Training Rooms. This is just one more step in the right direction, and it is hoped that all concerned have taken advantage and put in all the necessary demands.
[Underlined] GROUP W/T EXERCISE. [/underlined]
A few Squadrons did not produce their past form this month. Little points like not using the correct aircraft letters allocated to the Squadron, starting the exercise late, giving one message and then asking permission to close down. Now all Signals Leaders will agree that the Group exercise is an invaluable method for keeping operators on top line, and more attention must be paid to it in future.
[Underlined] RECALL SIGNALS [/underlined]
Why is it that Wireless Operators (Air) take so long to answer a recall signal? The need arose during this month to recall the few aircraft that had taken off for an operation, and considerable time elapsed before all aircraft had acknowledged the message. This state of affairs hardly ties up with Instructions in force about maintaining a continuous listening watch on Base. The Group Signals Leader would like to see an improvement, please.
[Underlined] TAIL WARNING REPORTS [/underlined]
There is another corner of the Signals Leaders’ domain that could stand a clean up with the help of our sister section, the Gunners (Bless ‘em). There is still a good deal of duff gen reaching this Headquarters on the Form “Z”. The Operator states that there were no sightings of enemy aircraft not picked up by the E.W.D; the Gunners sign that statement, but someone tells the Intelligence Officer a different story. You can help the war effort by vetting the Intelligence reports and preventing this duff gen from leaving your Station. It would save the writer’s telephone extension from overwork too.
Apart from these few moans, the general standard of Wireless Operators (Air) in the Group is high. They are doing an excellent job, and playing a worthy part in the present battles. Make sure that we can continue this be profiting [sic] from our mistakes in the past, and training at every available moment.
[Underlined] POINTS TO NOTE [/underlined]
1. Has the new Bomber Command General Instruction governing attacks at night by aircraft in home and enemy waters been seen and read by all Wireless Operators (Air) of this Group?
2. M/F D/F Sections now send out an interval signal, if not already on the air. Are you au fait? Note – no DIT DITS in acknowledgement, by order.
3. Have you all met Monica’s baby brother Walter – by Pickup out of Her?
[Underlined STOP PRESS [/underlined]
Congratulations to F/Lt Cawdron, D.F.M., No.630 Squadron, who topped No.7 Signals Leaders’ Course.
[Underlined] W/T FAILURES [/underlined]
The W/T failure percentage for the month of May has, regrettably, shown an increase over the previous month. Congratulations are however, extended to Signals Officers and their Maintenance staffs for having no maintenance failures in Sqdns throughout the month. It is interesting to see how the maintenance failure percentage has slowly decreased to zero, and it is hoped that during the forthcoming months this can be maintained. During May there were no cases of aircraft failing to take off on operational missions as the result of Signals defects. It is also gratifying to learn that there were only five “early returns” due to signals failures out of 2,254 operational sorties flown. Of the remaining 42 failures, approximately 90% of them are attributed to equipment defects. A good show, chaps – keep it up.
[Underlined] V.H.F. R/T FITTING [/underlined]
All stations have received during the month, a policy letter on the projected programme of V.H.F. fitting for the remainder of 5 Group Squadrons. The supply of all items of equipment, apart from connector sets, has been kept up to schedule. The first consignment of connectors is due, while the 26 Group Fitting Party should be with us any day. Fitting of 44 Squadron should therefore commence without much delay. All indications are that the flow of connector sets will be steady from then onwards.
[Underlined] RADAR CONFERENCE [/underlined]
The Radar Conference held during the month was attended by all Base Signals Officers and Radar Officers in the Group, as well as representatives of Bomber Command. The agenda
(Continued on page 12, Column 1)
ELEMENTARY MY DEAR WATSON
Flight Lieu-ten-ant Jo-seph Soap
Re-port-ed every wire-less slip
In the de-cent pi-ous hope
That R.A.E. might take a tip,
And fab-ric-ate su-per-ior mods
For fit-ing by main-ten-ance nods.
He viewd with sca-thing scorn-ful jeers
And wide su-per-ior smiles,
Dis-com-fit-ure of dull con-freres
Whose in-eff-ect-ual wiles,
And urg-ent eff-orts ne’er re-lax
To co-ver up their sec-tions’ blacks.
E-vas-ive ac-tion reaps re-ward
By kee-ping fail-ures down.
On hon-est men a-buse is poured;
Con-tume-ly is their crown.
A pa-ra-dox you must ad-mit.
The mo-ral’s there, dis-cov-er it!!
ANON (CIRCA 1944)
5 GROUP NEWS. NO.22 MAY, 1944. PAGE 11
[Page break]
SIGNALS (CONT.)
was long, and a great divergence of opinion was shown on many items. All agreed, however, that the conference had cleared up numerous points, and such conferences should be held more often.
The introduction of Base Servicing was the main item on the agenda. This subject was discussed in detail, and it was agreed that Base Servicing would be introduced when appropriate accommodation and test equipment became available. Some Bases have, at present, a system of Base servicing, and are of the opinion that it produces a great saving in time. The systems now in use, however, are not all-inclusive and to make them so, many changes will be necessary. Bomber Command is at present working out the final details of a complete Base Servicing system. It is probable that they will send representatives to each Base to study the accommodation position.
Another complicated issue was the standardisation of Daily Inspections. There has long been a requirement for some D.I. card, similar to the Form 700, to standardise Daily Inspections, and to ensure that nothing is forgotten. This was not thought necessary by many Radar Officers. However, some days ago, a check was made on man-hours spent in the daily inspection on various equipments, and it was found that Bases often differed by 100 per cent. This confirms our opinion that there is a lack of standardisation which may be responsible for some of our failures. Trials are now being carried out by all Groups on D.I. cards forwarded to Command by this Headquarters. Any suggested alterations will be made to Bomber Command, and a final card is to be printed and issued. It will then be up to the Squadron Radar Officers to ensure that these cards are correctly used. H.Q.B.C. is also preparing a Form 22E for major and minor inspections of Radar equipment. This form will be similar to the present Signals Form 22, and will cover inspections of Col.7 and Col.9 equipment.
[Underlined] H 2 S FITTING [/underlined]
The fitting of H2S in the Stirlings of out Heavy Conversion Units has now been completed. This provides 41 aircraft for training in H2S and Fishpond, with the resultant increase in the number of trained H2S crews arriving at Squadron. Metheringham and Wigsley received their synthetic trainers during the month, and there is a good chance of all H2S Squadrons being so equipped by the end of June.
The introduction of H2S to 619 Squadron is now under way, and it is expected that this squadron will be completely equipped by the end of June.
[Underlined] SERVICEABILITY [/underlined]
Last month’s forecast of an increase in serviceability was no doubt greeted with laughter. However, fine weather, short range targets and greater attention to detail have brought their reward with an increase in the serviceability of all equipments except H2S Mark III.
[Underlined] GEE [/underlined]
The short range targets attacked during May provided ample opportunity for Gee to regain much of its old glory.
Serviceability was the highest yet – 96.9% an increase of 0.4% over April. The other types of Radar equipment are, however, catching up rapidly, and it appears that there is a possibility of Gee losing its leadership in the coming month.
[Underlined] MONICA IIIA [/underlined]
This equipment came the nearest to overtaking Gee, with a serviceability of 93.5% out of 745 sorties. This is very commendable indeed, and it is hoped that squadrons can maintain this high figure when the weather and target ranges are not so favourable. Congratulations to 467 Squadron, who have completed their last 134 sorties without a single Monica defect. This is a record well worth beating.
[Underlined] H 2 S MARK II [/underlined]
May brought us to the end of the second round in our battle for increased H 2 S. Mark II serviceability. For the first time the Group serviceability for a whole month was 90.0%. This is good. Let us now try, during the third round, to bring it up to 100%. There still remains, however, a serious number of cases of switching off and flashing on the screen, which seems to indicate that the old sources of trouble still predominate, viz., filament transformers, and H.T. condensers. H.Q.B.C. are making every effort to divert the new type filament transformers from the production lines for retrospective fitting. They have been informed however, that it will be a few weeks yet before this can be done. Crystals and cases of no signals are also assuming a large proportion of the failures, and to combat this, improved versions of valves are being tested.
[Underlined] H 2 S MARK III [/underlined]
Unfortunately a setback in serviceability of H2S Mark III was experienced during May. Out of a total of 75 sorties, there were 14 difficulties reported, giving a serviceability of 81.2%. Among these failures there do not appear to be any outstanding breakdowns, but considerable work remains to the done in clearing up the various minor snags which only become evident after considerable operational experience.
[Underlined] FISHPOND [/underlined]
Fishpond has made a favourable advance in serviceability, with an increase of almost 3% over April. A total of 937 sorties was flown of which 89.1% were serviceable. As Fishpond serviceability largely depends on H2S, an increase in H2S serviceability will cause a corresponding increase in Fishpond. In last month’s V Group News, reference was made to trials to reduce Fishpond minimum range. The filter unit which was produced has proved unsatisfactory, and at present there are no signs of this problem being solved.
TACTICS
[Underlined] EARLY WARNING DEVICES [/underlined]
The following extracts from combat reports show again what Monica and Fishpond can do is properly used:-
(i) “The only indication of E/A’s presence was on Visual Monica which first indicated at 2,000 yards. The W/Op. gave running commentary until E/A closed to 800 yards – fighter not identified visually by either gunners. W/Op. instructed “corkscrew to port”, tracer from fighter then seen to pass on the starboard beam – gunners still unable to make visual contact.” (467 Squadron).
(ii) “After breaking away from first contact (this was indicated by Monica) E/A continued to shadow our aircraft until time of this attack, during the period between attacks the W/Op. reported contacts on Visual Monica but no visual was obtained owing to bad visibility.” (50 Squadron)
(iii) “Contact by Fishpond at 2 1/2 miles dead astern, and the bomber corkscrewed at 800 yards, visual by both gunners at 500 yards. Both gunners opened fire at 500 yards and strikes were seen on the fuselage, followed by a bright white flash. E/A did not return fire and broke away on the starboard quarter down.” (50 Squadron)
(iv) Contact on Fishpond at 2 miles port quarter. Bomber corkscrewed at 800 yards. Visual by gunners at 400 yards; both fired short bursts before E/A disappeared from view. No return fire.” (44 Squadron)
It appears from other combat reports that some crews are getting contacts quite early (up to 2000 yards), but do not corkscrew until the fighter is at a range of 600 yards, or until the gunners obtain a visual. The outcome in several encounters of this nature has been for a gunner to order “corkscrew” and the fighter to open fire at the same moment, often causing damage to the aircraft before the manoeuvre has begun. The moral is quite obvious. If you have adequate warning of an E/A go into a corkscrew at 750 yards. This technique has put fighters off time and again.
[Underlined] WINDOW [/underlined]
Frequent reminders have been seen in these pages in recent issues emphasising the necessity for dropping Window at the correct rate. If some people have taken note of these reminders, there are still others who have yet to realise the importance of launching Window correctly. A long and interesting paper has been produced by the Window experts and will be forwarded to units in a day or so. All crews must take the opportunity of finding out all about Window from this informative paper.
[Underlined] RECORDINGS OF CREW PROCEDURES [/underlined]
An excellent portable wire recording and reproducing unit, lent to us from the USAAF has supplied us with some interesting recordings of crew intercommunication and V.H.F. R/T procedure in Controllers’ aircraft during recent attacks. Experiments are being carried out to convert these recordings into permanent records for use in squadrons and training units. One point which stands out clearly is the reluctance of the bombing force
(Continued at foot of Column 2)
[Underlined] TACTICS (Cont. from Col.3)
to comply quickly with the Controller’s orders. After he orders bombing to cease there should be no delay in withholding your bombing run. Even a Mosquito which probably has to fly low and re-mark or back up, cannot cope with a shower of bombs falling on top of it.
5 GROUP NEWS. NO.22. MAY, 1944. PAGE 12.
[Page break]
GUNNERY
[Underlined] TRAINING WITH CINE GYRO ASSESSORS [/underlined]
This training showed a very welcome increase during May, particularly in the 51 Base units, who have now got the scheme working smoothly, but could produce even better results is [sic] more gyro assessors were available. 20 more assessors have been asked for, and it is intended to distribute them within 51 Base to reduce the amount of fitting and removal in aircraft. This, at present, is considerable, and rapid changes have to be made each time an aircraft detailed for gyro work becomes unserviceable. With the increased allotment of assessors, more aircraft will be fitted, and less wear and tear imposed on the assessors.
Squadron training with gyro assessors has also improved, but there still remain several squadrons who are lagging behind. These Units should make an effort to exercise more crews during June, and aim at giving each gunner at least one exercise during each month. 97 and 83 Squadrons have now been equipped with assessors and will commence training early in June. Squadron Gunnery Leaders have been instructed in assessing the films, and all processing can be carried out on the spot. Instances have occurred when processed films have remained in the Photos. Section 24 hours after processing; this shows a lack of co-operation between Photos. and Gunnery; it is essential that films be shown as soon as possible after landing, while details of the exercise are still fresh in the gunners’ minds. All operational units are being equipped with an “Ampro” projector, for projecting cine gyro films, and all existing silent projectors will be replaced by the “Ampro”, which is particularly suitable for film assessing. Details of the issue and exchange are contained in Bomber Command letter BC/S.23964/E.4. dated 25th March, 1944.
[Underlined] SIGHTING CHECKS IN SQUADRONS [/underlined]
During May, personnel from 1690 B.D.T. Flight carried out a series of sighting checks on Squadron gunners; the results are given below:-
[Table of Gunners’ Test Results by Squadron]
Squadron Average 64.64
Gunnery Conferences were also held at each Base, and all Gunnery matters, particularly training were discussed; minutes of these Conferences have been circulated to all units. The suggestions put forward at these conferences are under consideration, and decisions will be communicated to Units shortly. The suggestions that each squadron should have a training aircraft was of particular interest to Gunnery Leaders, as it will ease the problem of gyro fitting and harmonising considerably.
[Underlined] FROSTBITE [/underlined]
After a period of warm weather, and medium height attacks, the return to high level attacks on Duisburg and Brunswick produced several instances of frostbite amongst gunners. Precaution against frostbite must be observed at all times. A recent examination of gunners’ helmets in one unit revealed that quite a number had not the metal parts of the harness covered with tape, thus increasing the risk of frostbite to the face. Both the use of Lanolin and the abovementioned precaution are vital if frostbite is to be avoided.
The use of Balaclava helmets has proved successful, and a request has been made to establish this a as a stores item; this will eliminate the necessity for relying on the local knitting circle and the Comforts fund as a source of supply. While we are very grateful for the efforts of those concerned, some units had difficulty in obtaining enough to equip all gunners.
[Underlined] CLEANLINESS OF PERSPEX [/underlined]
Units are reminded that “SINEC” cleaning outfits, stores reference 336/767, are available on a scale of one per aircraft, for cleaning perspex, and gunners should avail themselves of this equipment for cleaning turret cupolas. The outfit consists of three bottles of cleaning and polishing preparations together with cleaning rags. One squadron has twenty of these outfits held in the Gunnery Section, which are issued on signature to Gunners each morning when gunners are allotted aircraft for daily inspection.
[Underlined] MARK IIIN REFLECTOR SIGHT {Stores Ref. 83/2465 [/underlined]
The above item has been introduced in sufficient quantities to equip all rear turrets in operational aircraft, letter dated 21st May, reference 5G/618/2/Armt. gives full particulars of this issue. The sight embodies a new type dimming control and has no metal hood, which improves the search position. No sunscreen is fitted to the Mark IIIN sight, but special sights are available fitted with a sunscreen. Reports from gunners who have used the sight on operations are all in favour, and Gunnery Leaders should press for the fitting of this item.
[Underlined] ODD JOTTINGS [/underlined]
Experiments are being made to ascertain the possibilities of using a pilot type parachute in the rear turret.
Fiskerton have received the first F.N.121 rear turret on a demonstration stand. This turret includes Mark 2C Gyro Gunsight, electric motor for servo feed, and improved valve-box.
Supply of microphone heaters is held up for three months, but an allotment of 100 has been received; these will be distributed early in June.
Standard Free Gunnery Trainer at Swinderby is completed.
Squadrons are now being equipped with electric gun heaters in rear turrets.
1690 B.D.T.F. personnel at Swinderby are producing a synthetic trainer for teaching the corkscrew.
Tests with infra-red cameras in rear turrets against Hurricane aircraft at night, will be made during June.
[Underlined] GUNNERY LEADERS’ MOVEMENTS [/underlined]
Congratulations to S/Ldr. Patten on appointment to the C.G.I. post at Aircrew School, Scampton.
F/Lt Hamilton will fill Gunnery Leader vacancy at Aircrew School.
(Continued on page 14, Column 2)
This month’s bag:
[Cartoon]
[Underlined] DESTROYED [/underlined]
Squadron. A/C letter Date Type of E/A
44 Y 3/4.5.44. ME.109 (c)
207 X 3/4.5.44. ME.110 (c)
106 Q 9/10.5.44. JU. 88 (c)
61 P 11/12.5.44.. JU. 88 (c)
[Underlined] PROBABLY DESTROYED [/underlined]
630 Z 3/4.5.44. ME.109 (c)
57 T 21/22.5.44. JU. 88
57 C 22/23.5.44. JU. 88
[Underlined] DAMAGED [/underlined]
57 T 1/2.5.44. ME.210
97 N 3/4.5.44. ME.210 or 410
57 A 7/8.5.44. ME.410 (c)
97 E 7/8.5.44. ME.109
57 L 7/8.5.44. JU. 88
57 L 7/8.5.44. T/E u/i
619 A 7/8.5.44. DO.217 (c)
630 E 12.5.44. ME.110 (c)
57 T 21/22.5.44. JU. 88
619 G 21/22.5.44. JU. 88 (c)
630 Q 21/22.5.44. T/E u/I (c)
207 F 22/23.5.44. JU. 88
106 V 22/23.5.44. JU. 88
106 R 27/28.5.44. ME.110
The claims marked (c) have been confirmed by Headquarters, Bomber Command.
[Cartoon]
5 GROUP NEWS. NO.22. MAY, 1944. PAGE 13
[Page break]
SECOND THOUGHTS FOR PILOTS
[Underlined] VETERANS [/underlined]
Read paragraphs 1 to 3 for Freshmen. The same applies to you. The 90° test for the Mark XIV Bombsight is as new to you as to the freshmen, so get it buttoned up. It has been proved that experienced pilots who can fly accurately in normal flight, and keep the top needle of the turn and bank indicator central, develop a consistent creep as soon as they commence the bombing run. Are you one of the offenders?
Take an interest in the analysis of your practice bombing results. Take an interest in the technical staff who maintain your bombsight. Talk things over with your Air Bomber. You’ve probably some these things before, and you must concentrate on them even more from now on.
Don’t expect your navigator to get accurate pinpoints on H2S unless you are assisting him by flying straight and level. If you fly unsteadily, the images he gets will be blurred and indistinct.
There’s a landing ground at Fristen near Eastbourne which you may see homeward bound sometime. This is not an airfield with facilities comparable to Woodbridge and is now unsuitable for night landings. The airfield surface is grass and the longest run, 1650 yards, has a sheer drop into the sea. Don’t use this landing ground except as a last resort in a grave “emergency”.
If your hydraulics are unserviceable and you are attempting a belly landing or a ditching, don’t use the air bottle to lower some flap otherwise the wheels will come down as well!
If you have to land using Fido, turn on your internal cockpit lights. This will help to counteract dazzle from the glare of the burners.
[Underlined] FRESHMEN [/underlined]
Flying for bombing must be your main preoccupation from now on. You are attacking small targets and are putting night precision bombing on the map. First of all learn the limitations of the Mark XIV Bombsight, and the flying errors that can creep in.
Study the 90° method of testing the Mark XIV Bombsight in flight. Don’t leave this to your Air Bomber. You play a very large part in making this test productive.
Do correctly banked turns for correction on your bombing run. Keep the top needle of the turn and bank central. Don’t slip or skid. Practice correction with your Air Bomber, and when you get the “Steady” from him, come out of your turn in the normal way. Don’t hurry the recovery from the turn.
Several pilots got into difficulties last month through flying in or near cumulo-nimbus cloud. This type of cloud is dangerous for all aircraft, and the moral is – avoid it!! Get a copy of A.P. 1980 – “How to Avoid Flying Accidents due to Weather” – it’s well worth reading.
If you experience juddering after take off it is probably due to the wheels spinning as the undercarriage retracts. Apply a touch of brake to stop the wheels. Check your cowlings in case the juddering is due to other causes.
This is old “gen” but it is still ignored. Don’t rush your throttles open on take-off, just because you are on a short runway with a full load. Your airscrews will only be slipping, and you won’t get the thrust equivalent of the power used. Open up easily and gradually. You’ll “unstick” just as soon and you won’t swing.
Aircrew Volunteers
(a) New Volunteers
(b) Accepted by A.C.B.S.
(c) Posted for training
(d) Awaiting interview by A.C.S.B.
[Table of Aircrew Volunteers by Station]
GUNNERY LEADERS’ MOVEMENTS (Cont. from page 13 Col. 3)
F/Lt. Wynyard, ex 57 Squadron, will take over Gunnery Leader’s post at 49 Squadron.
F/Lt. Harper, ex 207 Squadron will fill Gunnery Leader’s post at 1660 Con. Unit) [sic]
F/Lt. Clarke, ex 1660 Con. Unit to fill Gunnery Leader’s post at 467 Squadron.
F/Lt. Cleary, ex 27 O.T.U., Lichfield, to fill Gunnery Leader’s post at 44 Squadron.
F/Lt. Gross appointed Gunnery Leader at 9 Squadron.
F/O Wyand posted from 9 Squadron to 619 Squadron.
F/Lt. Howard posted to Coningsby for special duties.
PHOTOGRAPHY
The number of photographic attempts during the month of May was 1515, of which 1045 produced plottable ground detail; it will again be noted from the analysis that the percentage of failures remains high. Many of these failures should not have occurred.
Small stocks of Kodacolour films do not permit its extensive use, but a proportion of aircraft in all squadrons except No. 54 Base, have been detailed to carry composite film. It is still necessary to centralise processing at Scampton to economise in the use of special chemicals. Nos. 53 and 55 Bases have now undertaken the assembly of their own composite film, and it is interesting to note that no major difficulties have been experienced. It is, however, obvious that all photographers do not yet realise the extreme care that is necessary when dealing with composite film assembly. Senior N.C.O’s are directly responsible for studying the preliminary instructions issued from this Headquarters, and ensuring that he whole of their staff are trained and practiced; this is particularly important in respect of processing, and when sufficient chemicals and film are available, each Base Photographic Section will commence its own processing. No deviation from these instructions will be permitted.
[Underlined] H 2 S Photography, [/underlined] the small supply of miniature cameras has retarded progress, but an improvement is expected during this month. Results have been obtained with the few cameras at our disposal, but some of them were out of focus. This is thought to be due to the focussing device. Examine this item of equipment, and ensure that the matt surface, of the glass is [underlined] towards the camera lens and the packing piece between the glass surface and the screw locking ring. [/underlined]
It is necessary to draw attention to the curious fact that there are still some photographic personnel that imagine that their only duty is F.24 night photography, and that when new methods and equipment are introduced they should be attended by increases of staff. That this attitude should be obvious id an indication of poor control on the part of certain N.C.O’s; it is, therefore, necessary to correct this idea immediately. It does not matter what photography is undertaken, the photographic section on the Station and Squadron will treat each branch with speed and efficiency. There are no trade union hours in the R.A.F. and Senior N.C.O’s are reminded that the question of priority of work, should it arise, will be given by the Senior Intelligence Officer.
ANALYSIS OF RESULTS BY SQUADRONS
[Table of Photographic Results by Squadron]
5 GROUP NEWS. NO.22. MAY, 1944. PAGE 14
[Page break]
[Cartoon] SPORTS [Cartoon]
The month is remarkable for the scarcity of station reports. The change-over from winter to summer games may have some bearing on this, but reports are essential if this column is to mirror the Group activities, so next month, chaps, please let us have it by the 2nd, missing nothing from the activities of the local trout-ticklers to the best figures of the station Henry Cotton.
[Underlined] FOOTBALL [/underlined]
[Underlined] SCAMPTON’s [/underlined] final game in the Lincoln League was with Avro. They lost 5- 3 to their “case hardened” rivals, but have put up the following significant record:-
Played. 52
Won. 38
Lost. 10
Drawn. 4
Goals for 193
Goals against 113
[Underlined] DUNHOLME LODGE [/underlined] completed their season with two games, losing 1 – 3 to Waddington and beating Scothern 2 – 0 at home.
[Underlined] FISKERTON [/underlined] football has seen a memorable rivalry in the knock-out competition, between “B” Flight and S.H.Q. These two teams have now played four games with extra time in the last two, and still no result. The winners of this Homeric duel meet B.A.T. Flight to battle for the cup.
[Underlined] BARDNEY [/underlined] wound up their season with a 4 – 2 win over the 1st Border Regiment, leaving them with the following satisfactory season result:-
Played. 18
Won. 12
Lost. 3
Drawn. 3
Goals for 65
Goals against 42
RUGGER
[Underlined] WINES RUGGER CUP [/underlined] – The Wines trophy was finally won by Winthorpe in a hard tussle with Dunholme. The result was 11 – 8 for Winthorpe after a keen game with both sides going all out. In the second half some pretty passing was produced, and it was certainly anyone’s game until the final stages when Winthorpe got on top although their right three-quarter had left the field. Air Commodore Hesketh presented the trophy to the winning team. Winthorpe are to be congratulated on reaching the final of both the Wines Cup and the Matz Soccer Trophy – well done Winthorpe.
[Underlined] HOCKEY [/underlined]
[Underlined] SCAMPTON [/underlined] would [sic] up their season with three games, all of which they won. A Men’s team beat Ingham 4 – 0 at Scampton. Their next two matches were the semi-final and final of the Group Mixed Hockey Competition. In the semi-final they beat Waddington 4 – 3 in a hard fought game, and defeated East Kirkby 5 – 3 at Swinderby in the final.
[Underlined] 5 GROUP MIXED HOCKEY TROPHY [/underlined]
The latter stages of this Competition were rather long drawn out, and East Kirkby stood patiently by, waiting for the other finalist to be decided. Scampton and Waddington met in the semi-final, Scampton winning 4 – 3 by a last minute goal. The final was played off at Swinderby. Scampton had a very forceful forward line and led 5 – 1 until Kirkby staged a rally and added two quick goals, leaving the final score 5 – 3 for Scampton. So Scampton became the first holders of the 5 Group Mixed Hockey Trophy. This latest addition to the Group Cups has been purchased by the officers of 5 Group Headquarters, and presented for annual competition amongst the Group Stations.
[Underlined] CRICKET [/underlined]
[Underlined] THE GROUP COMPETITION [/underlined] is going well. Sections A and B have already produced finalists. In Section B two powerful teams are to meet in the final – Swinderby and Syerston. In Round 1, Swinderby beat Dunholme by 5 wickets; in Round 2 they beat Waddington without losing any wickets. Syerston scored 115 – 0 against Skellingthorpe’s 26 all out in Round 1. In Round 2 they beat Headquarters 5 Group side, scoring 70 – 10 against Group’s 52 – 9. This last game was quite a thriller. Group batted first on a well soaked wicket, and scratched together 52. The formidable Syerston opening pair (MacKenzie (Hants) and Warburton (Lancs)) soon rattled up 30, and looked set for the night. Then inspiration came to the Group’s change bowler. MacKenzie and Warburton fell in successive overs and Todd went on to return an average of 7 for 8. Group passes out of the competition, but got a tremendous moral fillip at having “shaken ‘em”. Even the fielders, floundering (and sitting), in knee high grass, felt the flush of near-triumph. Wigsley, in Round 1, were unlucky to lose to Group. The Headquarters side were all out for 102 and Wigsley made 94 for 5, not realising until too late in the game that the 15 overs were nearly spent.
In Section A, Metheringham beat Spilsby (62 – 8; 58 – 10), and Woodhall (33 – 4) beat Bardney (32-10). East Kirkby had a bye to the second round and Coningsby beat Fiskerton to become the other semi-finalist. Metheringham (95 – 8) beat Kirkby (79 – 10) in Round 2, the other finalist not yet being decided. It should be possible to play off the Section finals and the Group final before this month end, leaving the warmer (we hope) weather for more leisurely friendly games.
[Underlined] SCAMPTON [/underlined] played five Station matches during May, and in addition had several inter-section matches and W.A.A.F. games.
[Underlined] DUNHOLME [/underlined] managed three games, losing to Swinderby in the Group Cup, beating Scampton and playing a draw with De Ashton Schools. In addition five section games were played.
[Underlined] FISKERTON [/underlined] were very industrious and laid two practice wickets and two pitches in a field adjacent to the camp, and practice wickets at Watch Tower, A and B dispersal, and B.A.T. Flight Hangar. There is no better way of ensuring a full and profitable season than this adequate provision of pitches – well done Fiskerton.
[Underlined] BARDNEY [/underlined played Border Regiment, losing 43 – 62; their second games was with Woodhall in the Group Cup. Woodhall, who field a powerful side, defeated them33 – 4 against 32 – 10.
[Underlined] 5 GROUP [/underlined] boast a cricket pitch with fielders’ amenities, in the form of trees within whose shade the more cunning deep slips lurk. The wicket is not so kind, and emphatically earns its title “sporty”, in true village tradition. The Group side beat Wigsley in Round 1 of the Cup, but lost to Syerston. An evening game v 93 M.U. at Collingham was marred by Home Guard charging about the field in their Salute the Soldier manoeuvres. A R.A.F. – W.A.A.F. game Is planned, the only limits imposed on the R.A.F. being that they bat left-handed, bowl underhand, and take catches one handed!
[Underlined] SOFT BALL [/underlined]
Fiskerton beat Skellingthorpe 25 – 2 in the first match in the South Lincoln Zone Competition. The game is arousing considerable interest among non-Canadian personnel. Any station that would like to field a team is invited to contact Fiskerton or Bardney.
[Underlined] GENERAL [/underlined]
Tennis, Squash, Swimming, Cycling, Golf, Badminton – every game has its enthusiasts throughout the Group. Sport is doubly important just now – it’s a duty to be “fit to fight”.
ECONOMY AND SALVAGE
DUNHOLME LODGE received a “special mention” for Economy and Salvage in the Bomber Command Bulletin No. 35 for May, 1944.
Most people in this country, and probably in many other countries as well, are keyed up for the biggest military operation in history, which is scheduled to begin on “D” Day.
There is no doubt that when the plunge is made, very great demands will be made on transport for some time, and the supply of materials will be a matter of first-rate importance.
“Ah, yes”, you say, “but the plans are already made, and sufficient materials will be available and provision made for their transport when the day arrives. Anyway, what’s that got to do with my job?”.
Just this. Each of us has the opportunity day in and day out, of effecting some economy, either by means of using less of certain things than we have become accustomed to, or by ensuring that minor repairs to equipment are carried out promptly, and so preventing major repairs or renewals.
Our first aim should, therefore, be to take care of materials and equipment so that their repair or replacement is reduced to a minimum, and, secondly, when things cannot be used any longer, they are disposed of as salvage.
The most important items are Paper and Cardboard, Heavy Ferrous Metal, Drums of all types, and used Oils.
The Scots have a saying – “Every mickle makes a muckle” which, being interpreted, means “A stitch in time saves nine”!
5 GROUP NEWS. NO.22. MAY, 1944. PAGE 15
[Page break]
ACCIDENTS (CONTD:)
also on landing, and damaged another aircraft in dispersal. This accident has not yet been fully investigated.
[Underlined] OVERSHOOTS [/underlined]
A Squadron pilot made a wheel landing on a long runway in a Lancaster, and did not take into account his all up weight of 55,000 lbs. He was late in applying brake, and overshot. The undercarriage broke in a ditch. There was no wind at the time. Remember the slower rate of deceleration with a heavily laden aircraft!
Two of the Stirlings which overshot were on three engines. One pupil Pilot landed on a short runway in a light wind. He should have asked Flying Control to let him use the long runway, as three-engined landings on less than 2000 yards runways are forbidden in 51 Base. Details of the other three engined overshoot are not yet available, but it follows the usual pattern – an error of judgement by and inexperienced pilot who approached too fast.
[Underlined] OTHERS [/underlined]
One pupil in a Stirling crashed while attempting to go round again from a low height, with one propeller feathered. This accident is still under investigation.
A Lancaster pilot returned from an operation this month and forgot to lower his undercarriage before landing. Such accidents are fortunately few and far between on Lancasters. Sufficient to say that the log books of both Pilot and Flight Engineer have been endorsed in RED. This aircraft had a noisy TR1196, which probably accounted for the F/Engineer not hearing the order “Wheels Down”, but….
A Lancaster was taking off when the leading edge of the port wing came loose and folded back. With great difficulty the pilot got the aircraft in the air. He made a fast approach out of necessity but the resultant heavy landing wrecked the aircraft. The primary cause of this accident was faulty maintenance, but it must be remembered that when examining leading edges for security before starting up, pilots and Flight Engineers must get [underlined] under [/underlined] the wing and see that the panel is flush with the mainplane. It is no good just looking at the screws from the front.
Included in the other accidents (not classed as avoidable) are 7 caused by tyre bursts, 3 undercarriage pylon failures in Stirlings, and 4 obscure crashes. One Lancaster landed on top of another which was about to take off, and caused fatal injuries. This accident is under investigation.
[Underlined] HEAVY LANDINGS [/underlined]
The ‘score’ of heavy landings this month is [underlined] nil. [/underlined] – first month for a long time. This is just as it should be. Keep it up!
GIVE ALL YOU CAN TO THE 5 GROUP PRISONERS OF WAR FUND.
(SEE PAGE 4 FOR DETAILS)
TRAINING
There was a record number of crews produced by 51 Base during the month. A total of 131 crews were posted to No. 5 L.F.S. and 136 passed out from 5L.F.S. to squadrons. The Base, therefore, produced eleven crews in excess of the commitment for the month. To achieve this, the Heavy Conversion Units flew 5,650 hours and the L.F.S. the exceptionally fine figure of 2,240 hours. The weather was exceptional throughout the month, and hard work by maintenance personnel provided all units with the aircraft necessary to meet commitments.
A high light during the month was provided by 1661 Conversion Unit which put up 21 Stirlings on the night of 24/25th May, on night cross countries, Bullseye and bombing exercises. There were 21 aircraft detailed, no cancellations, no early returns and no accidents. The take off was on Operational lines and the aircraft took off at about a minute and a half intervals.
Accidents, unfortunately, marred the picture. The problem of tyre creep and busts is still a major one. Undercarriage defects have involved extensive co-operation with the manufacturers. It is hoped that “coring”, which has been a chronic complaint, will be cured as a result of the month’s investigations. Experiments are being made with tractors to tow aircraft instead of taxying, to see whether braking during taxying is the prime factor contributing to tyre defects.
H 2 S training is expanding in quantity and quality with each week. The difficulty of keeping the necessary serviceability balance between H 2 S and non-H 2 S aircraft is a serious headache for engineers. The new radar buildings will enable extra bench sets to be installed and more ground training completed.
A new syllabus for ground training has been introduced to provide instruction on better crew co-operation lines. Lecture room accommodation is inevitably an associated problem. The Instructor check staff now fly more frequently with crews under training, and some improvement in al specialist sections is apparent.
[Underlined] COMMITMENTS FOR JUNE [/underlined]
The month of June will see the summer training programme in full swing. The commitment will be 132 crews per month from the 3 Heavy Conversion Units, and 128 from No.5 LFS. From 15th June, LFS. are scheduled to produce 132 crews per month. This should be regarded as the minimum, and all Units should endeavour to exceed their commitment without loss of quality.
To ensure that the demands of No.5 L.F.S. are not excessive, and that crews will get a maximum amount of supervised training a revised Lancaster training syllabus has been produced. This will give crews at L.F.S. a total of 11 hours Lancaster flying, of which 6 hours will be dual. The instruction is confined basically to conversion to type and all cross country and affiliation exercises will be done on the squadrons. Instructors have been detached from 51 Base to supervise squadron training which will amount to 11 hrs 10 minutes, not including an experience sortie. Careful organisation by Operational bases is essential to ensure the smooth running of the supervised training in squadrons.
(Continued from previous column)
H 2 S commitments are increasing steadily, and with the fitting of H2S in 619 Squadron, approximately 50% of crews under training will now be required for H2S Squadrons. This means that 15 crews going into our Heavy Conversion Units from now on should be ear-marked for H2S training.
[Underlined] BOMBING TRAINING DRIVE [/underlined]
A drive on bombing, and the need for the most intensive application to bombing training is paramount. The night precision bombing which this Group is carrying out will receive its foundation of consistent accuracy in 51 Base. Crews at the Aircrew School must receive a thorough grounding in the checking of the Mark XIV Bombsight and its use on operations. On all flying exercises when practice bombs are carried, the correct bombing procedure and the elimination of error is to be regarded as the main object of the flight. The bombing exercises are to be thoroughly analysed after every flight, and the Base Bombing Leader must check the progress of the bombing drive in the Base. The motto is- Think bombing, talk bombing, practice bombing, analyse bombing and BOMB ACCURATELY.
RECENT GOOD SHOWS
P/O Secker and Sgt Gillespie of 619 Sqdn. set a fine example of airmanship on a recent sortie. During take-off P/O Secker found the A.S.I. was unserviceable. He continued the take-off, however, and in spite of the unserviceable instrument, set a course for the target. Sgt Gillespie, the Flight Engineer, traced the fault to a stripped nut in a pipeline. He repaired the pipeline with adhesive tape, and the crew completed a successful sortie.
P/O Dunne, pupil pilot of 1661 Conversion Unit, was taking off in a Stirling when at about 50 feet the port inner engine caught fire. He feathered the propeller and made a safe three-engined landing. This was a good show which reflects credit on his instructor.
Quick thinking and decisive action on the part of Sgt. Spears, a pupil Flight Engineer of 1654 Conversion Unit, saved a Stirling last month. Due to faulty manipulation by the 1st Engineer, all four engines cut through lack of fuel. Sgt Spears, however, tackled this failure and managed to restart the engines when the aircraft had reached 600 feet.
P/O Monaghan of 106 Squadron, showed excellent captaincy and skilled flying under very difficult conditions. He was shot up over the target, and on his return to this country could only get one leg of his undercarriage down. He made a superb landing on the one main whell [sic] in 500 yards visibility at Carnaby emergency airfield, without causing injury to the crew.
5 GROUP NEWS. NO.22. MAY, 1944. PAGE 16
HONOURS & AWARDS [Cartoon]
The following immediate awards have been approved during the month.
44 SQUADRON
F/Sgt. K.L. SUMNER D.F.M.
P/O W.A. STRATIS D.F.C.
S/L S.L. COCKBAIN D.F.C.
49 SQUADRON
P/O G.E. BALL D.F.C.
A/S/L J.H. EVANS, DFC Bar to D.F.C.
P/O A.G. EDGAR D.F.C.
57 SQUADRON
SGT. R.D. CHANDLER D.F.M.
61 SQUADRON
P/O R.J. AUCKLAND D.F.C.
F/O G.A. BERRY D.F.C.
83 SQUADRON
W/O K.A. LANE D.F.C.
F/L N.A. MACKIE, DFC Bar to D.F.C.
97 SQUADRON
A/F/L G.S. CHATTEN D.S.O.
106 SQUADRON
S/L E. SPRAWSON D.F.C.
207 SQUADRON
W/C J.F. GREY D.F.C.
463 SQUADRON
A/S/L W.L. BRILL, DFC D.S.O.
F/O D.F. WARD D.F.C.
W/C KINGSFORD-SMITH D.F.C.
467 SQUADRON
F/O J.A.C. KENNEDY D.F.C.
617 SQUADRON
F/O P. KELLY, DFC Bar to D.F.C.
F/O L.J. SUMPTER, DFM D.F.C.
619 SQUADRON
SGT. H.G. BRADY D.F.M.
P/O D.A. WADSWORTH D.F.C.
SGT F.H. JOY D.F.M.
SGT. J.H. MALTBY D.F.M.
W/C J.R. JEUDWINE, OBE D.F.C.
A/S/L W.N. WHAMOND, DFC Bar to D.F.C.
F/L J.A. HOWARD, DFC Bar to D.F.C.
F/SGT L.J. BIRCH D.F.M.
627 SQUADRON
F/L D.W. PECK, DFC D.S.O.
630 SQUADRON
P/O R.C. HOOPER D.S.O.
A/F/L T. NEILSON D.F.C.
The following Non-Immediate awards were approved during the month.
9 SQUADRON
F/SGT N.D. OWEN D.F.M.
F/SGT J.L. ELLIORR D.F.M.
SGT. A. FIELDING D.F.M.
SGT A.G. DENYER D.F.M.
SGT. K. PACK D.F.M.
F/O C.P. NEWTON D.F.C.
44 SQUADRON
F/SGT B.H. WHITE D.F.M.
SGT. H.R. PITCHER D.F.M.
F/SGT C.W. DIMBLEBY D.F.M.
P/O R.A. McKITRICK D.F.C.
F/O J. GOURLAY D.F.C.
SGT. V.F.G. LAKER D.F.M.
P/O Q. SNOW D.F.C.
49 SQUADRON
F/L R.N. GIBSON D.F.C.
P/O L.F. TAYLOR D.F.C.
50 SQUADRON
P/O J.M. LAING D.F.C.
F/O W.R. FRANCIS D.F.C.
57 SQUADRON
F/O G.K. KING D.F.C.
SGT. H. JOHNSON D.F.M.
[Page break]
57 SQUADRON cont.
F/O H.H. CHADWICK D.F.C.
P/O J. SHERRIFF D.F.C.
P/O W.A. WEST D.F.C.
F/SGT W. DAVIS D.F.M.
61 SQUADRON
F/L A. SANDISON D.F.C.
F/O C.E. LANCE D.F.C.
106 SQUADRON
F/O H. JOHNSON D.F.C.
F/SGT W.P. AHIG D.F.M.
F/SGT J. BOADEN D.F.M.
A/S/L A.H. CROWE, DFC Bar to D.F.C.
SGT L.J.B. BLOOD D.F.M.
F/SGT A.G. MEARNS D.F.M.
207 SQUADRON
P/O C.M. LAWS D.F.C.
SGT H.C. DEVENISH D.F.M.
SGT G.H. CASTELL D.F.M.
A/F/L H.J. PRYOR D.F.C.
P/O S.V. SAFELLE D.F.C.
F/SGT A. BRUCE D.F.M.
SGT. A. BARKER D.F.M.
467 SQUADRON
P/O B.R. JONES D.F.C.
P/O R.M. STANFORD D.F.C.
617 SQUADRON
W/O W.J. BENNETT D.F.C.
P/O W.G. RADCLIFFE D.F.C.
F/SGT R. BATSON D.F.M.
F/SGT M.G. DOWMAN D.F.M.
463 SQUADRON
F/O A.E. KELL D.F.C.
630 SQUADRON
SGT D.J. TAYLOR D.F.M.
F/O J.H. PRATT D.F.C.
[Page break]
OPERATIONS (CONT.)
damage, although on a rather less severe scale can be seen at the Power Station to the N.E. The attack by a small force on Annecy on 9/10 was outstandingly successful. Apart from one small building in the S.E. corner of the factory, the whole target has been almost completely destroyed. On the 24/25th the raid on Eindhoven was abandoned owing to 10/10ths cloud, but this disappointment was to some extent compensated by a successful attack on the General Motors Assembly Plant on the same night. The main building group is about 75% demolished, while damage can be identified to dockside buildings and servicing tracks.
Sea mining was undertaken on five nights during the month.
A note of extreme optimism perculated into the month’s operations by the introduction of four coastal defence battery targets. The first to be attacked was Marselines and St. Valery-en-Caux, both on 27/28. The former battery received many near misses within 50 yards, but it is difficult to speculate on the resultant damage to the primary weapons. Some damage to personnel accommodation is, however, apparent.
St. Valery was more successful 208 craters can be seen in the target area, resulting in four of the emplacements receiving direct hits, with very near misses to the remaining two positions. The following night, 28/29, the battery at St. Martin de Varreville was attacked. An extremely heavy concentration of craters throughout the battery area was achieved, with obliteration of all but one of the emplacements. The coastal defence battery at Maisy, singled out for attack on the night of 31st, had 10/10ths stratus to thank for a quiet night.
Although the true Allied design is cloaked, and little can be gained from the study of the month’s air tactics, it can at least be tendered that our offensive is producing results which are measurable and progressive.
AIR TRAINING
There was a satisfactory improvement in the number of fighter affiliation details flown by aircraft of 1690 B.D.T. Flight during the month, Squadrons and Training Units trebled the number of Gyro Assessor exercises compared with the April figure.
The fighters carried out 440 hours day affiliation (over 1700 exercises) and 251 hours other flying, which included standing patrols for “snap” interceptions of Stirlings in 51 Base, night training, air tests and drogue towing for the R.A.F. Regiment. The posting of five Hurricane pilots in a week towards the end of the month seriously handicapped Squadron affiliation and replacements are urgently required.
Hurricane pilots of the detached elements of the Flight in the Operational Bases who were out of touch with night flying, were given a short refresher at R.A.F. Station, Cranwell. No. 52 Base showed initiative and enthusiasm by completing their night Hurricane training during the month and doing some searchlight co-operation by arrangement with 50 A.A. Brigade (5 A.A. Group). They were all set to start night affiliation with their own bombers when two of their three pilots were posted. The other Bases have yet to complete night training. This must be done in the early part of June. The absence of flame shields and V.H.F. is no restriction; neither is essential.
The following table shows the details of air training in the Group, and the flying times of 1690 B.D.T. Flight.
AIR TRAINING CARRIED OUT IN CONVERSION UNITS AND SQUADRONS DURING MAY
[Table of 1690 B.D.T. Flight Flying Times by Base]
[Table of Fighter Affiliation Exercises by Squadron]
LINK TRAINER
There is a slight increase from last month in the total number of hours Link practice carried out during the month. This was, however, due entirely to an increased effort by Flight Engineers, pilot times being slightly less than the previous month. This decrease was due mainly to operational commitments, but there is still room for improvement in Link Hours. Don’t neglect your Link practice, accurate instrument flying is essential for accurate bombing.
LINK TRAINER FLYING TIMES
[Table of Link Trainer hours carried out by Squadron]
ARMAMENT (Continued from page 2 Col. 2)
[Underlined] VISIT TO STEEL FOUNDRY [/underlined]
The Armament Brach at this Headquarters was fortunate enough to pay a very interesting visit to a Steel Foundry which is casting out 1000 lb M.C. bombs for us. It is understood that this particular firm were the pioneers of the new method of casting steel bomb bodies and consequently a very comprehensive story of the evolution of the 1000 lb cast steel MC bomb was obtained from the people who really know.
The visit was of about four hours duration and all stages of the process were witnessed under the watchful eye of a very competent guide. The visit was not without its comic side; the Group Armament Officer at one time was seen diving into a heap of wet sand as a very large crucible of hot molten steel swept smartly past his ear. Incidentally the crane carrying the steel was in the very skilful hands of a member of the fair sex, which may account for the C.A.O. not seeing the crucible a little earlier.
Efforts are being made to obtain permission for all Armament Officers to have the opportunity of visiting a similar foundry.
[Underlined] TRANSPORT [/underlined]
There is at last news of the 30 cwt van for Armament Officers, and as it is now on the establishment, a daily visit to the transport section might prevent a mis-allocation.
The Army have provided 24 lorries and 50 men to assist in handling explosives – a duty new to them, which they are performing with great zeal.
5 GROUP NEWS. NO.22. MAY, 1944. PAGE 17
[Page break]
OPERATIONS
The high light of the month’s offensive was the dropping of more than 37,000 tons of bombs by Bomber Command – the greatest weight of bombs ever dropped in a single month. Our contribution to the blue print pattern of the Second Front has been a rather varied one, including attacks on railway centres, ammunition dumps, military depots, aircraft factories and explosives factories. 2254 sorties were flown, with 3.2% casualties.
The campaign against the enemy’s aircraft production, commenced in April last, was continued with unabated vigour, culminating in five successful missions. The attack against the Usine Liotard Aircraft Repair Works on 1/2 set a particularly high standard for the month. Of the three main buildings comprising the works, two were completely destroyed and the third severely damaged. On the same night an attack was launched against the same S.N.C.A.S.E. aircraft assembly plant at Toulouse. The whole factory sustained severe damage, including in particular, the destruction of the three main buildings, the assembly plant, the testing shop and the components store.
The main weight of the attack on TOURS airfield on 7/8th was distributed among the administrative buildings and the N., S., and W. hangar areas. In the former, seventeen buildings have been more than 50% destroyed – only eight out of the 41 buildings in the area remain undamaged. Damage is also severe in each of the hangar areas.
Both the Airfield and Seaplane Base at Brest/Lanveoc-Poulmic were attacked on 8/9. All five hangars at the airfield were hit, causing serious damage. Other incidents can also be identified. The principal damage at the Seaplane Base is to the main hangar and officers’ quarters, which have sustained several direct hits.
Mobility, and the resultant power of rapid concentration, which the Hun no doubt hoped would assist in countering the invasion threat, has made transportation the objective of much of May’s 37,000 tons. This Group was detailed to attack the railway yard and workshops at Lille on 10/11. Photographs taken after the attack indicate that two locomotive sheds and a car repair storage shed have been destroyed – the transhipment sheds and other buildings being severely damaged. There are also numerous hits on the tracks. Cover of Tours following our attack on the marshalling yard on 19/20, shows particularly severe damage to railway facilities and the passenger station. The goods depot is more that [sic] 50% destroyed, while the locomotive workshops and depot are severely affected. All tracks are interrupted. Weather affected our effort on the Amiens marshalling yard on 19/20, although some aircraft bombed. P.R.U. cover is awaited. In the raid on Nantes on 27/28, only half the effort could be brought to bear owing to smoke obscuring visibility. Despite this, a total of at least eighty hits were secured on the railway tracks, causing considerable dislocation. The railway junction at Saumur was attached [sic] with some effect on the night of the 31st. On this occasion also, smoke tended to obscure the target, but not before rather more than half of the attacking force had bombed, securing hits on the tracks, railway station and sheds and causing damage to the road bridge.
Two main targets were selected during the month – Duisburg on the 21/22, followed immediately by Brunswick on 22/23. At Duisburg further damage has been caused to business and residential property, especially in the town centre, and also to important industrial targets, chiefly in areas south of the docks. Brunswick, unfortunately, continued its charmed life, and apart from a few incidents near the eastern marshalling yards came through its ordeal unscathed.
It is interesting to note that there is some evidence that already the German repair system is overtaxed to such a degree that no attempt has been made to repair much of the damage to his communications.
If evidence is required of the rapid approach of invasion hour, this can surely be found in the recent shifting od the main weight of attack to the methodical disorganisation of the Western Wall itself. Not only have coastal defence batteries commanded our attention, but also ammunition dumps, military camps and powder works. The attack on the Pouderie Nationale Explosives Works at Toulouse was outstandingly successful. Extensive damage has been caused, which has virtually written off the plant. Sable-sur-Sarthe on 6/7th was equally effective. Photos taken the day following the raid show smoke emitting from the remains of the ammunition dump. All the principal buildings in the ammunition filling installation have been destroyed or damaged – the site of the storage units in the central sector of the dump being marked by large craters. The Salbris Explosives Works and Depot attacked on 7/8th sustained severe damage. Of the larger of the two factory units not one building has escaped. Despite the dispersal if the storage depot, which consist [sic] of ten separate areas, five have been damaged, three particularly severely.
The tank training centre at Mailly le Camp received our attention on the 3/4. Some 5000 troops and between 50 – 60 Tiger tanks were believed to have been housed here. The results achieved by the attack were impressive. Not one building in the group of M/T and barrack buildings has escaped damage, 34 out of a total of 47 buildings being totally destroyed. In the remaining group of 114 barrack buildings, 47 were destroyed and many of the remainder damaged. Bourg-Leopold (11/12) the largest enemy barracks in France was a most attractive target, but again the weather was fickle, with the result that the mission was abortive. It is interesting to note that Command has since attacked this target, producing very heavy damage throughout the entire barracks area. Our agenda for the month included four more pre-invasion targets of a rather miscellaneous variety – namely the Gnome and Phone Foundry at Gennevilliers, the Ball-Bearing Factory at Annecy the Phillips Works at Eindhoven and the Ford and General Motor Works at Antwerp. Very severe damage can be seen throughout the Foundry and Stamping Plant at Gennevilliers following the attack on 9/10. The adjoining Electrical Engineering Works and Tyre and Rubber Works have also suffered. In addition
(Continued on Page 17, Column 1)
WAR EFFORT
[Table of Sorties carried out during June including awards by Squadron]
ERRATUM: In the above table 463 Sqdn should occupy fifth place, with all subsequent squadrons amended accordingly.
5 GROUP NEWS. NO.22. MAY, 1944.
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V Group News, May 1944
5 Group News, May 1944
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Five Group Newsletter, number 22, May 1944. Includes a foreword by the Air Officer Commanding, and features about armament, war savings, flying control, engineering, flight engineers, gardening, prisoner of war fund, air bombing, navigation, equipment, H2S track and ground speed bombing, air sea rescue, enemy agents and careless walkers, accidents, signals, tactics, gunnery, second thoughts for pilots, aircrew volunteers, photography, sports, economy and salvage, training, recent good shows, honours and awards, air training, link trainer, operations and war effort.
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IBCC Digital Archive
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1944-05
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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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20 printed sheets
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eng
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MStephensonS1833673-160205-26%20may%2044
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Royal Air Force
Royal Air Force. Bomber Command
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Belgium
France
Great Britain
Netherlands
Atlantic Ocean--Bay of Biscay
Belgium--Antwerp
Belgium--Leopoldsburg
England--Lincolnshire
England--Nottinghamshire
France--Amiens
France--Brest
France--Gennevilliers
France--Mailly-le-Camp
France--Nantes
France--Sablé-sur-Sarthe
France--Saumur
France--Toulouse
France--Tours
Netherlands--Eindhoven
Germany--Braunschweig
Germany--Duisburg
Germany
Germany--Ruhr (Region)
Temporal Coverage
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1944-05
5 Group
air gunner
air sea rescue
aircrew
bomb aimer
bombing
Bombing of Mailly-le-Camp (3/4 May 1944)
Distinguished Flying Cross
ditching
flight engineer
ground personnel
H2S
Heavy Conversion Unit
Lancaster
navigator
pilot
radar
RAF Dunholme Lodge
RAF East Kirkby
RAF Fiskerton
RAF Swinderby
RAF Syerston
RAF Wigsley
RAF Winthorpe
rivalry
sport
Stirling
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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Base Commander.
Base Int: [Stamp]
MARCH * 1944* CONFIDENTIAL * NO * 20
V GROUP NEWS V
FOREWORD by A.O.C.
March proved a record month for 5 Group, with a total of 1720 aircraft despatched, and a bomb load of 7200 tons. The month also showed a lower figure for early returns at 4.01%, and a missing rate well below the average for the past six months.
Outstanding during the month were the series of attacks on small targets, by individual Bases. These were well undertaken and caused much damage to the French aircraft industry, which is engaged on sub-contracting and repair work for the G.A.F. – work which is of increasing importance as the major factories in Germany are obliterated by the U.S. .A.F.
These attacks call for exact marking, accurate bombing and good signals communications. Much training is still necessary before every operation runs smoothly and can be undertaken with equal success on dark nights, by the aid of flares instead of the moon. That such attacks are possible is shown by the success achieved by No. 617 Squadron, who in this respect are acting as pioneers and gaining invaluable experience of a type of attack which is of growing importance.
The success which this Squadron has achieved was rewarded by a special visit from General Carl Spaatz, Commanding the United States Strategic Air Forces, and General Doolittle, Commanding the 8th Bomber Force, who came to see for themselves the methods which are employed.
Further evidence of the wide interest which is being taken in these attacks can be found in the Air Intelligence Summary of the United States Strategic Forces in Europe, for the week ending April 2nd.
An article headed “R.A.F. Precision Attacks by Night”, after describing the results of many of the recent attacks, including those undertaken by all squadrons in this Group, continues as follows:-
“Relatively small formations of Lancasters, manned by experienced and carefully trained crews, are responsible for the success of these missions, an outstanding feature of which has been the economy of force used to produce the desired result. Expert navigation followed by pin point marking of the target by a single aircraft at low level, has permitted visual bombing with a precision comparable to the best results obtained in daylight.”
This praise, coming from the United States Air Force, is indeed welcome, for we recognise the magnificent results which they are achieving by day. If we think that precision bombing by night is not only possible, but in some respects easier than precision bombing by day, as well as being more economical, it is up to us to undertake the training and to give the thought necessary to prove that our conviction is right by the only valid method – that of results. I hope that during April we shall have an opportunity of gaining further experience and providing further proof of what can be done.
With so much activity in front of the Group a heavier load than ever will be placed on the Training Base. It is going to be hard work for everyone, but it is only through their efforts that we have been able to carry out these damaging attacks. I congratulate all ranks in the Base on having achieved the full planned output of crews throughout the winter months, in spite of great difficulties of weather and an unexpected change in the type of aircraft used for conversion training. The requirements from now on are for the maximum number of crews who can be trained with the available resources.
[Page break]
PROGRESS OF NAVIGATION
For the first two years of the war, the policy of operational navigation was controlled by individual Station and Squadron Commanders. Routeing, timing, heights to fly and recommendations of the best Navigational aids then available were decided locally.
As the Command effort increased, and the enemy night defences grew stronger, it became necessary to route aircraft in concentration; thus, routeing was taken over by Bomber Command. The concentration achieved was still poor, however. There were several contributory factors:-
(i) Lack of Navigational aids which would enable all aircraft to establish their positions when over enemy territory.
(ii) Inaccurate flying of courses by Pilots due to weaving, evasive action, etc.
(iii) Inaccuracies in calculations and computations by navigators.
(iv) Due to the combination of (i), (ii), and (iii) above, the inability of the Navigator to determine the correct wind velocities.
A concentrated drive was then made to remove these shortcomings. Gee, and later H.2.S. was introduced to enable Navigators to determine their position over enemy territory. The introduction of the A.P.I. which maintains an accurate air plot, gave the Navigator a method of recording inaccuracies of the aircraft and of the pilot which would normally pass unnoticed. Weaving was forbidden. More attention during the Navigator’s training, was given to computations and the elimination of careless mathematical errors.
H 2 S and the A.P.I., however, were not available to the entire force, and the average Navigator was still unable to determine correct wind velocities. An analysis of many raids proved that a certain number of experienced Navigators, with the required aids, could find accurate winds, and it was decided to let the whole force benefit by the experience and capabilities of these crews. The scheme was pioneered by this Group on several occasions, and the results were very successful. It was then adopted by Bomber Command for general use. The procedure is as follows
15/25 crews from each Group flying in aircraft equipped with H 2 S and A.P.I. are detailed as “wind finders”. The Navigators of these aircraft obtain wind velocity checks as often as possible, and transmit to Base all wind velocities found.
Before the operation, the Senior Met. Officer at Group prepares a chart illustrating the route, the meridian code and the estimated position of aircraft at broadcast times. Attached to this chart is a list of the wind finding aircraft. As each wind is received, it is entered in the column allotted to the particular aircraft.
The wind signals from aircraft are intercepted at Group Headquarters by the Signals Section, who keep a monitoring watch on all Base frequencies. From the time of breaking enemy R.D.F. cover, signals runners are constantly employed delivering wind messages to the Met. Office.
There is a hook up between all Group Met. Sections within the Command, and winds received from the entire force are collated. The Met. Officer sits with one eye on his chart and one eye on the clock, and five minutes before the next broadcast is due, a forecast wind is issued, and, if necessary, a corrected past wind.
As the raid progresses, and the chart fills up, so the look of satisfaction grows on the Senior Met. Officer’s face. Sometimes there are blanks when aircraft cannot obtain a wind velocity check, due to u/s equipment, or because aircraft have returned early. At other times a wind velocity obtained is not transmitted by the aircraft until long after it has left the area to which the wind velocity applies. In both instances, this gives the Met. Staff so much less information on which to base their corrections and forecasts. There have been instances when they have had no more than two or three wind velocities over a detailed area, and even then there have been large discrepancies. A good example is the Berlin raid of 24/25 March, 1944, when only 9 wind velocities were received, homeward bound, from the target to the enemy coast – 2 1/4 hours flying! In such circumstances it may be exceedingly difficult to give you accurate forecast winds. Crews now realise how important it is to obtain as many wind velocity checks as possible, and pass them to Base immediately. Even if the wind velocity obtained differs considerably from the forecast on the Form 2330, then providing you are confident of the fix used, send back the w/v you have found. If you have “boobed”, then the Met. Staff can, and will, see this, and no harm will be done. There will be no “strips” for the crew concerned. If, however, you obtain a w/v and [underlined] DO NOT [/underlined] send it back, then you are withholding vital information which may affect the safety of the whole Bomber Force, including your own.
The Group Met. Staff have had considerable experience of this scheme, and they are getting to know the various windfinders. One often hears a remark in the Met. Office “Old Snooks is flying in “F”57 tonight, we shall get some reliable winds from him” – and they do!! They know that each wind “Old Snooks” sends back will be reliable, and his messages are greatly treasured.
A Navigator is employed in the Met. Office whose duty it was in the past, to present to the Air Staff the effect of the corrected w/v’s on track and time keeping, and whether aircraft would arrive at the target early or late. All went well until the attack on Leipzig on the night of 19/20th February, when it was obvious from application of the broadcast winds that aircraft would arrive at the target 10 – 15 minutes early. We all know the result – 79 aircraft lost.
The obvious way to tackle this problem was to adjust the zero hour, and since we were obtaining from aircraft reliable information of true winds over enemy territory, a scheme was devised whereby the zero hour could be amended if necessary. The Duty Navigator in the Command Met. Office ascertains from application of the corrected w/v’s, whether the aircraft will arrive at the target early on time, or late, and consequently whether the zero hour needs amending. All H 2 S wind finders in this Group transmit the times at which they pass two datum points on the route. It is obvious, however, that both calculations will be valueless unless all aircraft [underlined] do [/underlined] leave the concentration point [underlined] exactly [/underlined] on time, and fly at the speeds laid down at the Flight Planning Conference. It must also be obvious to the reader, that unless wind information and times at the datum points are sent back by aircraft immediately, then there will be neither sufficient information on which to base an amendment to the zero hour, nor time in which to take necessary action.
Accurate time keeping, good concentration and correct timing of the attack, in short the success of the operation, depend on every wind finder knowing and doing his job. It’s up to you.
WHERE TO LOOK
A.O.C’s Foreword. Page 1
Aircrew Volunteers. 6
Air Bombing. 7
Air Sea Rescue. 8
Absence. 11
Accidents. 14
Armament. 15
Bombing, Air. 7
Decorations. 6
Engineering. 14
Equipment. 11
Flying Control. 5
Flight Engineers. 6
Gardening. 4
Gee. 5
Gunnery. 9
H 2 S. Page 5
Link Trainer Times. 10
Navigation, Progress of. 2
Navigation. 13
Organisation. 14
Operations. 16
Progress of Navigation. 2
Photography. 4
Public Relations. 10
Signals/Radar. 3
Second Thoughts for Pilots 10
Sports. 12
Tactics. 6
Training. 11
War Effort. 16
War Savings. 6
5 Group News. No. 20. March, 1944. Page 2.
[Page break]
SIGNALS/RADAR
March was not the best of months from the Aircrew Signals point of view, and it is to be hoped that Signals Leaders will make every endeavour to effect an improvement in the coming month.
You may not have any connection with the following examples but is that because you know all the answers, or is it that you have not been caught out.
There was once a Wireless Operator (Air) who after 14 operational sorties, used the spelling table of CD0250 for the following – REQUEST Q.F.E. – a total of 5 Groups where 1 Group would have covered the situation. Five minutes instruction per day would prevent any unnecessary waste of ether time.
Once upon a time (in March) a Wireless Operator (Air) gave out the wrong Bomber Code, which all the simpletons in his section accepted without a murmur. It is said at this Headquarters that all the murmuring came from the Duty Signals Officer – I wouldn’t know. In days gone by (March again), a Wireless Operator (Air) did not know where to find the fuse of his Visual Monica equipment, and the aircraft had no Early Warning Device – a congratulatory message from the Luftwaffe is expected any day. Talking of Early Warning Devices, the writer knows of two Operators (no names, no Grade 1) who did not know how to cope with simple fault finding.
Now we can do better than this, and it is suggested that every Signals Leader has a daily session with all the Wireless Operators, just ten minutes every morning will pay handsome dividends.
[Underlined] EARLY WARNING DEVICES [/underlined]
The new system of reporting the performance of Early Warning Devices by pro-forma is working very well, thanks to the co-operation of all concerned. This is going to save a lot of time and unnecessary telephone calls, which ultimately will help the war effort. Since the last News, a new instruction on the use of I.F.F. when circling dinghies or crashed aircraft, has been brought into force, 5G/S.4403/50/Sigs, of 23rd March, refers.
On Flight Planning for Thursday, 30th March, the Air Officer Commanding outlined the danger to the Bomber Force caused by selfish captains trying to but [sic] a little extra security for themselves at the expense of their fellow captains, when they order their Wireless Operators into the Astro-dome. It is hoped that this point has now gone right home, and that there will be nor further occurrence of this practice.
Just one more item that requires the attention of all Airborne Signals types. The constant back tuning that goes on during every operation, and the passing back of wind messages during the normal transmission times. When you read the first part of these notes again, as it is hoped you will, add a reminder about back tuning and listening out, to your daily session.
[Underlined] GOOD SHOWS [/underlined]
Two good points stand out for the month; they are both from No.57 Squadron.
P/O. Bracker, on the night of 24/25th did some quick thinking to get his R1155 working and receive the broadcasts.
On the same night, Sgt. Robinson saw on his Fishpond screen, two aircraft close together. He reported this, and gunners reports a combat taking place. The aircraft joined in the fight, drew the enemy aircraft’s fire and eventually shot it down.
This is an excellent example of the intelligent use of Fishpond – a good show by the W/Op and his crew.
[Underlined] STOP PRESS [/underlined]
Congratulations to F/Lt. Stevens, Signals Leader of No.57 Squadron, on obtaining an “A” category on No.5 Signals Leader’s Course.
[Underlined] SIGNALS MAINTENANCE [/underlined]
The percentage of Signals failures for March is considerably lower than for February, being less than 50% of the February figures. No Signals failure was responsible for a cancelled sortie, but out of the total of 24 failures reported, four were the reason for, or a contributory cause of, early returns.
The very small percentage contribution to early returns for March 0.235% against 1.30% for February is a welcome indication of a general drive to eliminate the possibility of Signals contribution in any way to a cancelled or abandoned sortie.
This does not mean that failure reports generally show a decrease. On the contrary, the conscientious reporting of any type of failure whatsoever, irrespective of whether it affects the success of the sortie or not, or even appears on the raid report, is essential.
A perusal of the details of failures for March, shows that one Squadron reported ten failures, none of which caused an early return; but they do provide the information required to enable action to be taken to institute modifications which will, in time, make failures almost impossible. The more attention which is paid to reporting failures the sooner will the improvements be incorporated.
We do not wish to take part in any competition between Groups for the lowest number of reported failures, but we must show the lowest percentage contributing to cancellations and early returns.
[Underlined] COUNTERMEASURE MANDREL [/underlined]
The fitting of Mandrel is proceeding satisfactorily. The great hold-up has been due to so many new aircraft arriving with the downward vision blister, thus denying us our original aerial position. However, Bomber Command have now authorised the removal of these blisters and, as a result, the aerial returns to its original position.
We still manage to fly a high proportion of the Command Mandrel effort.
[Underlined] SIGNALS SECURITY [/underlined]
During the month there occurred an outstanding example of loss of security on an operation through injudicious use of R/T. Take-off was 18.13, the route was northerly, and W/T silence was not to be broken until approximately 20.45. At 19.09 an early return called up his station, stating that his instruments were u/s, and requesting permission to land after jettisoning petrol. On being told to stand by, the E.R. stated that although he was aware that boomerang procedure was to jettison the cookie, he didn’t want to fly around much longer, and suggested jettisoning the petrol and landing with cookie. The ground station then requested details as to what was wrong with the aircraft instruments. After replying, the aircraft requested instructions again, and was told to jettison incendiaries safe, and pancake. This instruction was repeated, the aircraft carried out the instructions and returned, making a final reference to his cookie as a warning to ground crews. The entire conversation lasted 23 minutes, by which time any doubts the enemy might have had of the hostile intentions of the force plotted by his long range Radar must have been completely dispersed. “It is to be assumed” say Bomber Command, “that every time a word is spoken, it is heard by the enemy”. So, on this particular night, we gave him one hour’s prior notice of the attack and that is a luxury we can’t afford.
After many representations, the British Joint Communications Board have now conceded that for INTER RAF WORKING ONLY, J – Johnny may be used in lieu of J-Jig. For combined and joint working, J-Jig must still be used. This latter point is important. The probability of joint and combined working is imminent, and strict observance of the alphabet and standard procedure will play an important part in ensuring the smooth working of our forces.
[Underlined] GEE [/underlined]
The serviceability of Gee remains high, and shows a slight improvement over February. A total of 1201 Gee sorties were flown during the month, and in 96.7% of them the equipment was completely serviceable. It is hoped that a further increase can be shown next month.
Three new Radar Workshops have been completed during the month. All squadrons now possess their own building, which should help considerably to increase serviceability.
[Underlined] H 2 S [/underlined]
H 2 S serviceability improved slightly during last month, but it is still far from satisfactory; the percentage serviceable to the target and back was 76%.
The new Filament Transformers, which have now flown up to 50 sorties, give every indication of being the solution to the main causes of unserviceability; unfortunately, production difficulties will cause considerable delay in a changeover programme. The arrival of a drier season should prevent a further source of unserviceability that has been caused by dampness. It is felt that a considerable percentage on non-reproduceable faults were due to such dampness.
Manipulation failures due to lack of experience with the equipment, still assume too high a percentage, and every effort must be made to eliminate them. A new switch procedure has been drawn up and put into force which, if strictly adhered to, should result in greater serviceability.
The repositioning of the Scanner Heater
(Continued on page 4, col.3)
5 Group News. No. 20. March, 1944. Page 3.
[Page break]
PHOTOGRAPHY
Failures from all causes totalled 109, equalling 6.9%; this represents a decrease of 1.4% on the month of February. These technical failures remain persistently at 6-7% and there is no doubt that many of them can be avoided with more careful inspection and maintenance.
Instructions have been issued by Eng/Elect Branch to modify all Lancaster aircraft camera circuits; this is a return to bomb door operation of the camera. Briefly this circuit is wired through the Mk. XIV bombsight panel, and incorporates a relay which safeguards the camera from premature operation through deliberate or accidental movement of the pilot’s bomb door selector arm, provided that the bombsight graticule is not switched on. Once the bombsight graticule has been switched on, the circuit from the selector arm is “live”. Therefore, when the bomb doors are selected open, the camera winds over one frame; when the Air Bomber releases the bombs, the normal camera cycle commences. During the period that the Type 35 Control motor is running, the pilot’s selector arm circuit to the camera is “dead”, and should the doors be closed before the camera cycle is completed, the frame sequence remains uninterrupted.
An effort has been made to produce an ideal circuit, and the modification now being introduced is as near to the ideal as possible; for instance, switching on the graticule late i.e. after the bomb doors have been opened, would result in the loss of the first frame, and would bring the bombing frame into position at No.6 instead of No.7. This will be bad enough with ordinary H.S. night film, but with composite colour in use, the probable loss of ground detail on the bombing frame would be serious.
The introduction of this circuit does not mean that technical failures in Type 35 Controls and camera gear boxes are overcome. Careful inspection, testing and thorough maintenance, are the only cures. It is evident from failure reports that insufficient care is being taken to ensure that camera equipment issued from the Equipment Section is entirely satisfactory before installing it into operational aircraft.
ANALYSIS OF RESULTS BY SQUADRONS
[Table of Photographic Analysis by Squadrons]
GARDENING
The Command planted 1,472 vegetables this month, 76% being distributed off the East Frisians, in Keil Bay and the Fehmarn Belt and off the French U-boat bases; the remainder in the Channel, off Holland and on the Spanish Iron Ore Routes. 3 Group planted over half the total 6 Group nearly 400 and 4 Group nearly 300.
This is the third month of intensive high altitude gardening and reports of results now coming in are proof of its success. So far this year the casualty rate due to Bomber Command’s mining is 5 ships sunk or damaged per week, but latest reports show that this has now increased to a rate of [underlined] 1.4 ships per day. [/underlined]
The most encouraging report has come to hand from a source now in this country, who, up until recently, has been obliged to sail the German North Sea Convoy Routes, and who had to “swim for it” at least once. “Minephobia” is so acute that whenever minelaying is even suspected, all traffic is stopped for 24 hrs. The crews of mine sweepers after a six months “tour”, now get three months leave, most of which is spent in hospitals specialising in the cure of neurosis.
Now that the various methods of high altitude mining have had fair operational trial, it is possible to lay down standard rules, and various orders lately issued will be consolidated. A point which stands out from the last three months work, is that the success of high altitude mining outside Gee range has been dependent on H 2 S aircraft being available either to mark for those not so fitted, or, in restricted gardens, to do the laying.
Undoubtedly the ideal method is a D.R. run from a visual pinpoint using the Mark XIV bombsight and aided by H 2 S, but weather conditions which will permit visual pinpointing unaided by markers are the exception rather than the rule.
Commander R. A. McDonald, Royal Navy, of H.M.S. Vernon, explained to aircrews of 49, 57, 630, 207, and 106 Squadrons some of the pleasant little surprises that our mines spring on the enemy’s shipping and mine sweepers (and the devices which prevent them from being sprung on our own Armament staffs). He was unfortunately prevented from visiting other Squadrons, by operations.
SIGNALS (CONT.)
(Continued from page 3, col. 3)
has been practically completed, and during the last month no scanners have frozen where this modification has been incorporated. Bomber Command is also issuing a modification covering heating of Scanner Motors, and repositioning of the Scanner Heater Switch.
[Boxed] FISHPOND [/boxed]
This device also showed an improvement during the month, but here too a great deal of work remains to be done. The serviceability percentage for March was 78%.
W/Ops and Navigators still lack the training and co-ordination required to derive the full benefit from this Warning Device. It is to their own advantage to become fully proficient in its operation. A shortened maximum range has been experimented with, and those Operators who have used it express complete satisfaction. Bomber Command have been requested to approve this modification for general installation.
[Boxed] VISUAL MONICA [/boxed]
Serviceability continues to improve, and last month reached 89.5%. It is felt, however, that this figure may still be improved.
The amount of work spent on the Switch Motors has paid great dividends, and the old theory that the Motor was to blame has been refuted. In this connection, the changeover plugs for the aerial leads have proved very valuable on the few occasions when Switch Motors have stopped.
The introduction of Mark IV A.I. as a Tail Warning Device has made available from 54 Base further supplies of Visual Monica, with which it has been possible to almost completely equip the Group with Visual Tail Warning Devices, and thus eliminate Aural Monica.
[Boxed] A.I. [/boxed]
The new addition to Bomber aircraft has now seen considerable operational work, and shows the qualities of a fine Tail Warning Device. Serviceability was 78% for the two weeks it has been in operation. This will, without doubt, be raised week by week as personnel become fully conversant with the equipment.
Operators find the equipment easy to use, due to previous experience in Visual Monica, and are very enthusiastic. The elevation part has worked very satisfactorily in No. 617 Squadron, and a general installation programme is now in hand for the other A.I. squadrons.
[Underlined] SPORTS (Contd. From page 12, col. 3) [/underlined]
[Underlined] FUTURE EVENTS [/underlined]
RUGBY – No. 1 Air Landing Brigade is of the opinion that its Brigade Rugger side can put paid to a 5 Group representative team. The challenge is being joyfully taken up; the result should be a first class game.
CRICKET – It has, unfortunately, been impossible to obtain transport for a ‘straight’ Group Cricket League. The next best thing, a Group Cricket Knock-out, is being run. Full details will be forwarded to all stations. It [sic] the meantime, stations are advised to look up friendlies as usual.
5 Group News. No. 20. March, 1944. Page 4.
[Page break]
GEE
Ranges obtained on Gee this month were average on all major operations. Many Navigators however, obtained quite remarkable fixes on special operations, and in a number of cases over the targets. Single position lines from strong signals were intelligently used, and in a few cases Gee was used by Navigators as a means of homing to the special targets.
The mere fact that signals begin to fade into the jamming appears to act as a deterrent to many navigators who forget that jamming can occur in certain local areas on the continent. Once through a local jamming area fixes may again be obtained and under no circumstances should a Navigator neglect to check the Gee Indicator to see if this is so. If a local jamming area is encountered report it at interrogation for the benefit of others.
“Coding” does not appear to have caused any serious trouble and is reported to be phased and timed accurately. However, now that further instructions have been issued, navigators and wireless operators are warned to take greater care in reading the indicator to prevent serious mistakes being made. If you are uncertain of the present day instructions check up at your section now.
Don’t forget that the Southern and South-Eastern Chains are now on a new frequency. This recent changeover should solve the problem of break through pulses which have been reported recently.
The new North Eastern Chain is now operating daily for test purposes and reports on transmissions are requested. Navigators and Wireless Operators, this chain has been provided for your benefit, let us have these reports; in doing so you are helping the technicians to provide a better facility for yourselves. It is hoped that charts to cover this chain will be issued this month.
One word about descent through cloud and the correct homing procedure to Base. Air Staff Instructions lay down the procedure to be adopted for descent through cloud and homing to Base on Gee and these instructions must be followed. Navigators should ensure that the captain follows the correct procedure. Descent through cloud must be made between the correct lattice lines and along the correct homing lattice line applicable to base. Remember – individual lattice lines have been chosen for each airfield to prevent the risk of collision, and these are to be used like railway tracks. Follow the Green Indicator to safety.
H 2 S
H 2 S training on Squadrons this month was confined mainly to the Bombing Competition, and although a considerable number of aircraft were detailed, few obtained photographs owing to unsatisfactory target conditions. Of the results received to date, the majority are within one mile of the aiming point, reflecting great credit on the crews taking part. It is hoped to publish a summary of results in the next issue of the “News”.
Training at Conversion Units is improving and many crews are now completing 10 – 15 hours air training, which should prove of considerable benefit to the squadrons.
Full use is being made of the ground trainers both as navigational and bombing aids. Emphasis must be placed on the use of H 2 S as a navigational aid, particularly in the early stages of training, and trainer cross countries should be carried out with this point in mind. Navigators and Air Bombers must aim at a high standard of efficiency in both the taking and plotting of fixes, particularly as the whole of the Bomber Force depends on this aid for accurate broadcast winds.
An investigation has been carried out this month into all manipulation failures since the beginning of the year, and it is noted that they occur during the first 20 hours of air training and are mainly due to incorrect tuning. To overcome this, Aircraft Drill No.14 was issued setting out the correct H 2 S switching, tuning and re-tuning sequences and operators are to follow this procedure at all times. It is of no practical use to switch the set on, tune and leave it whilst Gee is in range, then commence trying to identify responses when out of Gee coverage, without re-tuning. Tuning varies with the height and time the set is on, so recheck frequently.
Bomber Command intend issuing in the near future a list of faults which can be remedied in the air. However, it is pointed out at this stage, operators are still failing to check fuses when the equipment goes unserviceable. This fault is the easiest which can be remedied in the air and failure to do this is inexcusable.
As always, practice makes perfect, and to overcome manipulation failures, operators should endeavour to spend considerable time tuning and re-tuning the bench set, following the procedure laid down in the drill. This applies to trained and untrained crews alike.
H 2 S and Fishpond are inter-dependent; consequently a manipulation failure on H 2 S leaves a crew without an essential warning device. This point alone easily outweighs all other arguments which may be brought up regarding manipulation failures. H 2 S operators and Wireless Operators must therefore realise that by spending a little time in training to keep efficient on both H 2 S and Fishpond, they are contributing to the safety of their aircraft and crew.
FLYING CONTROL
33 AIRCRAFT LANDED IN 45 MINS:
March has seen a further improvement in landing times, the average for the Group for the month being 2.13 minutes per aircraft. There is still, however, room for improvement in Single-squadron Stations, and Skellingthorpe has shown that the Landing Scheme can produce a high landing rate with small numbers of aircraft; on the night 18/19th March they landed fifteen aircraft in 25 minutes; the fact that a station only has one squadron to land is no excuse for poor landing times. If all single squadron stations follow Skellingthorpe’s example, then we can look forward to an overall Group average of well below the two minute mark.
Some excellent performances have been put up by Stations in this Group during the past month. Below are some figures which are the result of good flying discipline and good airmanship. They are not “peak period” figures, but are taken over the total period.
[Table of selected Aircraft recovery times by Station]
A conference was held at this Headquarters early in the month to review the landing scheme, and improve where necessary. One point raised was the difficulty in persuading pilots to adhere to the airspeeds laid down for return from the last concentration point. If you are one of the unfortunate ones, and are allotted one of the lower airspeeds, make up your mind to stick to it, for it does eliminate that tedious and highly dangerous orbiting of the airfield on return. There are many aircraft using a small piece of sky, and although we are not often troubled with intruders yet, one Hun fighter operating around 5 Group could do a deal of damage. If you rush back, you will certainly have to waste time before landing, so why not waste it peacefully over the sea, rather than be told to go for a short cross country in a congested area.
On reviewing diversions over the past six month it is obvious that standard R/T and control drills are lacking. As the result of a conference held at Headquarters Bomber Command, a standard method of control and R/T procedure has been agreed and will be issued shortly. It is to be used when aircraft are diverted away from Base and the 5 Group Quick Landing Scheme consequently not in operation. It is important that pilots have this procedure at their fingertips. Diversions are never a pleasant end to an operational sortie, but if you can get down at your diversion airfield with the minimum trouble, it makes the task an easier one for all concerned.
FOG DISPERSAL
The fog dispersal apparatus at Fiskerton was responsible for the landing of 14 aircraft during the month. The total number of aircraft landed to date, using this installation is 48. On the 17th March, when five aircraft landed, visibility before lighting up was only 200 yards, with fog estimated to be 800 feet thick. In sixteen minutes visibility on the runway had improved from 15 – 2,000 yards. Again on the 24th, 5 Group aircraft were able to use Fiskerton, and visibility was increased from 100 yards to 1500 yards in 12 minutes. Fog Dispersal is there for your use and your safety. Landing Notes have been issued to all Units and pilots must ensure that they are fully conversant with the use of the Fog Dispersal Installation. We will shortly have another installation serviceable at Metheringham, and perhaps the day
(Continued on page 8, col. 3)
MARCH LANDING TIMES
[Table of March Landing Times by Station]
5 Group News. No. 20. March, 1944. Page 5.
[Page break]
DECORATIONS
The following immediate awards were approved during the month.
[Underlined] 9 SQUADRON [/underlined]
A/F/L/ W.D. ERVINE D.F.C.
A/W/Cdr E.L. PORTER, D.F.C. Bar TO D.F.C.
[Underlined] 44 SQUADRON [/underlined]
F/Lt F.H. PHILLIPS. D.F.C.
P/O H.N. DAVIES D.F.C.
A/F/L I. RADEMEYER D.F.C.
[Underlined] 49 SQUADRON [/underlined]
F/O W.B. HEALEY D.F.C.
[Underlined] 50 SQUADRON [/underlined]
A/S/L/ L.A.J. McLEOD D.F.C.
R/O T.H. BLACKHAM D.F.C.
[Underlined] 57 SQUADRON [/underlined]
SGT J. BRADFORD D.F.M.
F/SGT D. LIGHTFOOT D.F.M.
A/F/L C.J. SPRIGGS D.F.C.
A/F/L W.M. WALTON D.F.C.
P/O S.F. ATCHESON D.F.C.
A/S/L M.I. BOYLE D.F.C.
[Underlined] 61 SQUADRON [/underlined]
A/S/L E.H. MOSS D.F.C.
F/Lt B.C. FITCH D.F.C.
F/O T.D. HALLIWELL D.F.C.
SGT A.E. HARRIS D.F.M.
[Underlined] 463 SQUADRON [/underlined]
F/O V.H. TRIMBLEE D.F.C.
SGT G.R. PRICE D.F.M.
[Underlined] 617 SQUADRON [/underlined]
A/F/L/ I. WHITTAKER, DFC. Bar to D.F.C.
A/S/L H.B. MARTIN, DSO, DFC & Bar. Bar to D.S.O.
F/O L.W. CURTISS, D.F.C. Bar TO D.F.C.
F/O T.D. SIMPSON D.F.C.
F/O B.T. FOXLEE D.F.C.
[Underlined] 619 SQUADRON [/underlined]
P/O K. ROBERTS D.F.C.
F/SGT G.C. KING D.F.M.
F/SGT D. SCHOFIELD D.F.M.
F/SGT G.E. HEXTER D.F.M.
[Underlined] 630 SQUADRON [/underlined]
A/F/L J.C.W. WELLER D.F.C.
SGT R. PARLE D.F.M.
WAR SAVINGS
(a) Pence saved per head of strength.
(b) %age of personnel contributing.
(c) Total amount saved.
[Table of War Savings by Station]
TOTAL SAVED £7299.2.0.
TACTICS
The ill effects of weaving in the bomber stream have been recorded by an experienced Flak Liaison Officer, and his opinions are set out in 5G/1/41/Air, sent to Stations on the 27th March, 1944. All crews should read this letter.
Since the introduction of early warning devices, more attention than ever must be paid to flying straight and level unless attacked. In this connection there is a point about weaving which is perhaps not fully appreciated. A weaving aircraft is continually closing range on other aircraft in the stream and is likely to confuse Monica and Fishpond operators, who may interpret the resultant blip as an enemy fighter closing in to attack. The consequencies [sic] may then be serious, particularly on a dark night, when gunners have been known to mistake four engines for two. In these days when all crews are conscious of some collision risk, the sighting of an aircraft crossing their line of flight is, to say the least, upsetting, and in any event, is unfair to gunners who can ill afford to waste time in identifying friendly bombers which behave in a suspicious manner.
Further, the straight and level policy is enforced to enable crews more easily to keep to the track laid down. The dangers of straying from track and the concentration are known to all. All the old hands at the game have realised that weaving is out of date and leads to trouble, and are now following the straight and narrow. Why not you?
[Underlined] COMBATS [/underlined]
Two points of interest have been sorted out from an investigation into combats for March. They are:-
(i) Enemy fighters rarely fire more than one burst during each attack.
(ii) Period between opening fire and breaking away is a matter of seconds.
It is clear that many enemy fighters are opening fire at about the same time as they are identified by gunners or before a defensive manoeuvre is started. Night fighters as a rule depend on surprise and accuracy of their first burst, and if this fails, there is no doubt that the advantage passes to the gunners. The main problems are therefore:-
(i) To see the fighter and recognise it before it opens fire, and
(ii) to convey the information to the pilot immediately.
Problem (i) can only be met by energetic use of early warning devices, constant recognition practice and efficient night vision by gunners.
Problem (ii) can be solved if gunners report sightings immediately to the pilot, using the standard reporting code. A second’s delay in identifying the attacker before reporting it may mean the difference between eventually shooting it down, or your sustaining damage before you have that opportunity. Remember that a defensive manoeuvre, although designed to give gunners a known deflection, is also intended to evade the fighter’s fire; therefore, in view of the apparent short duration of combats, if an aircraft is flying suspiciously, gunners should not wait to identify it before ordering a corkscrew, particularly if the suspected aircraft is within firing range.
Flight Engineers
The most important job of the Flight Engineer is to help in getting his aircraft to the target and back, in the most efficient manner possible. But there us another side of his job that must not be forgotten; it is of the greatest importance. He must assist in keeping his machine up to the best standard of serviceability.
He can only do this id he is a keen, conscientious worker. He must pay every attention to the smallest detail in his aircraft, both when he is flying and on the ground; he should be with the ground crew whenever he can while they carry out their daily inspection.
He is the “Flying Spanner”, but firstly he should be the engineer on the ground, and know that the aircraft is tuned up to the last ounce. How can he know this if he only visits his dispersal about one hour before he goes on “Ops”?
Delay has occurred many times in the rectification of defects through an aircraft landing away from the parent station; this must be altered. It must be impressed upon Flight Engineers that it is their responsibility to report to the C.T.O. of that Station any defects or trouble which have developed during flight, and which may prevent them returning to their Base at the earliest moment. It is no good to be interrogated, have a meal and go to bed forgetting to report to the C.T.O. until the next day. The report must be given in person to the Engineering Officer on duty that night; he should also be told if petrol and oil is required, and the approximate time the aircraft will take off.
In the past, aircraft have been delayed through wrong information being passed on, and so it is essential that the Flight Engineer reports all known defects to the C.T.O. Confusion and incorrect information is caused by too many inexperienced people handling the message.
Aircrew Volunteers
(a) New Volunteers.
(b) Accepted by A.C.S.B.
(c) Posted for training.
(d) Awaiting interview by A.C.S.B.
[Table of Aircrew Volunteers by Station]
5 Group News. No. 20. March, 1944. Page 6.
[Page break]
AIR BOMBING
[Underlined] THE MONTH’S BOMBING [/underlined]
March was a varied month for the Bomb Aimers in the Group, the highlight from the bombing point of view being the precision attacks by Bases on special targets deep into France.
On the whole bombing was accurate, severe damage being done by Nos. 52, 53 and 54 Bases. It is apparent therefore, that our continuous practice has not been wasted. However, no one who studies the stick craters on the P.R.U. photographs can possibly feel complacent. Many crews missed!!!
The question immediately raised by these misses is whether or not the bombsight was serviceable. It is an intricate bombsight, but anyone who doubts its capabilities should study the long list of bombing errors less than 150 yards at 20,000 feet, given on this page. It must be serviceable, though, and it can only be proven serviceable though use. Therefore you must, at every opportunity, carry out practice bombing with your sight. Whenever you fly, carry out the established N.F.T. checks – report any failings you discover in the bombsight to the Instrument Section, and when you get crew errors of 100 yds or less, thank the instrument section who have helped to make it possible.
Finally, treat all practice bombing as precision bombing – the Air Bombers in 106 Squadron have reason to be proud. In teamwork with their pilots, they won the Squadron Bombing Competition against all-comers in the Group for 3 successive months, and were runners up in March. There is a great gap between the top and bottom errors in the Competition – there should not be! It should be a neck-and-neck struggle with only a few yards separating the Squadrons in the Group.
Are [underlined] YOU [/underlined] bombing your best for your Squadron?
[Underlined] GEN FROM THE SQUADRONS [/underlined]
[Underlined] 9 Squadron [/underlined] (F/Lt Bell, D.F.C.) reports the construction and issue to all Air Bombers of a hook as per diagram.
[Diagram]
This device is used for manual release of any H.E. hang-ups, and is of a length that ensures the linkage can be raised. Further, it can be used on No. 13 Station to make certain the “Cookie” has actually left the aircraft, a visual check from the nose being impeded by the incendiary containers.
[Underlined] 44 Squadron [/underlined] (F/Lt Lowry) has had the illumination bulbs in the Mark XIV Bombsight Computor [sic] painted red to counteract the glare. This ensures minimum effect on Night Vision.
[Underlined] 1654 Con. Unit [/underlined] (F/Lt Morgan) has completed the installation of the complete Mark XIV Bombsight in the A.M.B.T.
[Underlined] 1660 Con. Unit [/underlined] (F/Lt Brewer, D.F.C.) have nearly completed installation of A.M.B.T. Mk. XIV, several clever modifications being introduced. Excellent co-operation has been provided by the Armament and Electrical Officer and their staffs.
HIGH LEVEL BOMBING TRAINING (ALL ERRORS IN YARDS, CONVERTED TO 20,000 FEET)
[Table of Bombing Training and Errors by Squadron and Conversion Units, with averages]
THE BEST CREW EXERCISES DURING MARCH
Squadron or Con. Unit Pilot Air Bomber Navigator Error at 20,000 feet.
44 P/O Levy Sgt Peck F/O Fox 82 & 130 yds
P/O Hobbs F/S Scott F/S Fenwick 144 yds
F/L Dorehill F/S Deacon F/S Wright 116 yds
W/O Barton F/S Barnes F/O Sparrow 125 yds
F/L Wiggin F/O Marshall F/O Maury 112 yds
50 P/O Lundy F/O Bignell F/S Jordan 125 & 145 yds
Sgt MacFarlin Sgt Ball Sgt Elliott 108 yds
57 F/L Munday F/O Evans P/O West 120 yds
106 P/O Rossel Sgt Goss F/S White 140 yds
F/O Clement F/O Gautschi F/O Wilkinson 82 & 120 yds
463 F/S Page F/O Braithwaite W/O Fair 84 yds
619 W/Cdr Jeudwine Sgt Booth Sgt Gosling 79 yds
S/L Whamond F/O Kennedy F/O Marshall 135 yds
F/L McGilvray F/O Baker F/O Drake 140 yds
F/L Moore F/O Butler F/O Wood 123 yds
F/S Schofield F/S Hexter F/S Withinshaw 147 yds
630 F/L Roberts Sgt Davies Sgt Jeffreys 140 yds
W/Cdr Deas F/O Barker Sgt Wright 120 (twice) and 143 yds
S/L Calvert F/S Hogg F/S Beaudoin 148 yds
P/O Hill Sgt Allen F/S Stancer 120 yds
1654 S/L Bloom-Jones F/O Foulkes F/L Martin 148 yds
F/O Murray F/O Towers F/S Keeble 144 yds
F/S Ayres Sgt Charteris Sgt Airey 114 yds
P/O Spencer Sgt. Gordge Agt Hugh-Games 122 yds
1661 S/L Jones F/O Seibal F/O West 140 yds
5 LFS F/S Horne Sgt Johnson F/S Shipley 88 yds
Sgt Patterson Sgt Hall Sgt Rice 121 yds
Special mention is made of W/Cdr Deas and crew, 630 Squadron, who achieved Crew Errors less than 150 yards on [underlined] three [/underlined] exercises this month.
617 Squadron obtained a total of 26 exercises in the “Less than 150 yards” category the best three being:-
[Underlined] PILOT AIR BOMBER ERROR [/underlined]
F/O Kell F/O Morieson 47 yards
F/L Cooper F/O Harden 68 yards
F/O Willsher F/S Everitt 75 yards
5 Group News. No. 20. March, 1944. Page 7.
[Page break]
AIR BOMBING (CONT.)
SQUADRON BOMBING COMPETITION
In a month where 9 Squadrons qualified in the Competition it fell to 44 Squadron to wrest the leadership from 106 Squadron who headed the table for the three months December, January and February. 44 Squadron have set a very high standard and are to be congratulated on rising from the 6th position to the top of the table.
57 Squadron have shown notable improvement in rising to 5th place, which they share with 207 Squadron.
It is expected that April will bring maximum qualification by all Squadrons in the Group and a really close struggle for the top position.
[Underlined] PILOTS AND AIR BOMBERS NAVIGATORS [/underlined]
[Underlined] ALL ERRORS CONVERTED TO 20,000 FEET [/underlined]
1st 44 Squadron – 85 yards 1st 630 Squadron – 120 yards
2nd 106 Squadron – 98 yards 57 Squadron – 120 yards
3rd 619 Squadron – 108 yards 3rd 619 Squadron – 134 yards
4th 630 Squadron – 119 yards 4th 44 Squadron – 138 yards
5th 207 Squadron – 141 yards 5th 207 Squadron – 154 yards
57 Squadron - 141 yards 6th 467 Squadron – 181 yards
7th 463 Squadron – 169 yards 7th 463 Squadron – 197 yards
9 Squadron – 169 yards 8th 9 Squadron – 223 yards
9th 467 Squadron – 196 yards 9th 106 Squadron – 253 yards
The following Squadrons failed to enter the necessary 8 qualifying exercises:-
10th 61 Squadron – 132 yards (5 exercises) 10th 61 Squadron – 143 yards
11th 50 Squadron – 90 yards (4 exercises) 11th 50 Squadron – 123 yards
12th 49 Squadron – 89 yards (1 exercise) 12th 49 Squadron – 92 yards
ADDITION BOMBING TRAINER
[Table of Trainer Activity by Squadron]
[Underlined] BIGCHIEF COMPETITION [/underlined]
Two entries were received this month:
W/Cdr Porter 112 yards (Errors include bombsight error)
G/Cpt Pleasance 289 yards (Error of 98 yards)
[Underlined] LEADER COMPETITION [/underlined]
F/Lt Walmsley – 122 yards
How about some competition, Bombing Leaders?
[Underlined] AIR BOMBERS’ QUIZ [/underlined]
1. What is the theory of Wanganui technique and what are the correct bombsight settings?
2. If the Bomb Doors were open, but the Bomb Release Test could not be extracted from the positive Fusing Device, what check would you make before manually releasing?
3. Where is the type “H” Jettison Button and when do you need to use it?
4. Why do you set [underlined] indicated [/underlined] Wind Speed on the Mk. XIV Computor. [sic]
[Underlined] BOMBING LEADERS’ CORNER [/underlined]
F/Lt Allan has left Scampton and is passing through the Conversion Units in order to return to operations for his 2nd tour. Good Luck!
F/Lt Gibson has become tour-expired and moved to Scampton to superintend the Bombing Section of the Aircrew School.
F/O Abbott has moved from 106 Squadron to 49 Squadron. We now expect to see [underlined] 49 [/underlined] Squadron top of the Bombing Competition!!
F/O Toogood (106 Squadron), tour-expired has moved to 92 Group for Bombing Leader’s duties.
P/O Duck who obtained 14th position with “B” pass on 77 Bombing Leaders’ Course has moved from 619 to 617 Squadron.
F/O Falgate (463 Squadron) and P/O Hulland D.F.M., (1654 Con. Unit) were 8th and 12th respectively on No.78 Bombing Leaders’ Course, with “B” passes.
AIR SEA RESCUE
For two months now there has been no ditching in this Group, which shows a deal of consideration for the Air Sea Rescue Officers in the Group, but at the same time it is wondered whether crews generally have increased their knowledge to an equivalent extent – have you got all your A.S.R. gen and equipment buttoned up?
In addition to giving swimming instruction P.F.O’s are now lending a hand with dinghy instruction in the South Park Girls’ School Swimming Baths. Now that summer is almost here, this should be a real attraction, and every effort must be made for regular attendance. As a further attraction some stations have periods during the early evening so that, with the co-operation of the M.T. Sections, an evening out in Lincoln should be enjoyed by all – after the instruction is over.
[Cartoon] EMP.
It is hoped that “Q” type dinghies (which will replace the “J” type fairly soon) will shortly be available on the scale of one per Squadron for instructional purposes. This dinghy is quite a complicated bit of work, and crews should take every opportunity of getting in sailing practice on local stretches of water (remembering that the depth of water must be at least 4 feet, owing to the depth of keel). Some good fun should be had these long summer evenings – when you can afford time off from obliterating the Hun.
[Underlined] HINT TO USERS [/underlined]
The floating torch has a nasty habit of lighting at awkward moments – why not pad the torch pocket in Mae Wests and Buoyancy suits with some light-damping material, so that the light will not shine through? Whatever happens, don’t go flying over the sea without your floating torch.
[Underlined] FLYING CONTROL (Contd. From page 5, col. 3) [/underlined]
is not far off when an operation will be planned and will depend solely on Fog Dispersal Installations for landing of aircraft.
There will be, therefore, three Fog Dispersal airfields situated in a comparatively small area, LUDFORD MAGNA in 1 Group, FISKERTON and METHERINGHAM. The identification of these airfields as night presents a problem, for you if you mistake another airfield for your own and are listening on your local airfield frequency, there is no means of contacting you by R/T. It is essential therefore, that darky frequency is used for all R/T control at Fog Dispersal airfields.
5 Group News. No. 20. March, 1944. Page 8.
[Page break]
GUNNERY
[Underlined] STANDARD FREE GUNNERY TRAINER [/underlined]
The trainer at Fiskerton is now equipped for training with the Mark IIC Gyro Gunsight, and training of the squadron gunners is going ahead under the supervision of F/O Johnson-Biggs, ex 619 Squadron, P/O Collingwood, ex 50 Squadron, and Sgt Kennedy of 49 Squadron. The trainer is housed in a spacious blister type building equipped with a large screen on which the target aircraft is projected, together with the fixed and moving graticules which are a feature of the new sight. An F.N. 16 turret is used for manipulation, and this is fitted with all the controls of the gunsight. Very realistic conditions can be reproduced, although until a trainer is produced which will introduce conditions like the Link Trainer with its “Bumps” attachment, the gunner is still operating from a rock steady platform which does not give a true indication of his ability to hold a target in the sight. A demonstration stand is housed in the same building which has a complete Gyro Gunsight with all controls and fittings. This is used for introducing gunners to the sight during initial instruction, and enables one gunner to operate the sight on the stand whilst another gunner is operating the turret on the trainer. A new type of film is available for use with the trainer; this gives a light coloured aircraft on the screen with a dark background, differing from the film in general use for aircraft recognition training on the Jurby trainer, which project a dark aircraft on a light background.
[Underlined] FUTURE INSTALLATIONS [/underlined]
[Underlined] Swinderby [/underlined] is the next station to have the trainer installed. This will be housed in the standard spotlight trainer building, which at present is being modified by removing the steelwork situated on the front of the screen. All the equipment is available and installation should commence within the next two weeks.
[Underlined] Winthorpe [/underlined] have received part of the equipment and the construction of the building has been commenced.
[Underlined] G.2. GUNNERY NOTES [/underlined]
On the 6th January, 1944, a letter (BC/S.24636/Trg.) was issued from H.Q.B.C. stating that the G.2 Notes were available in large quantities, and intimating that they could be demanded on the following scale.
[Underlined] Instructors’ Notes. [/underlined] 1 copy per instructor or Gunnery Leader not already holding one.
[Underlined] Students’ Notes. [/underlined] 1 copy per Air Gunner not already holding one. This would appear to be a straightforward matter, but certain Units within the Group are still without these very important notes for a variety of reasons; units who demanded the notes as instructed received their demands promptly, but any unit who has not received these notes may obtain single copies by contacting the G.G.O. As these notes form the basis for all instructions on sighting in the Command, it is of paramount importance that all Gunnery Leaders instructors and gunners be familiar with their contents. It has been discovered that gunners attending the Specialist Sighting Course and Air Gunner Instructors’ Course at Manby have been handicapped by a lack of preliminary knowledge of sighting due to the failure of Units to obtain the notes when the instruction was first issued.
(Continued on page 10, col. 3)
[Cartoon] WFW
THIS MONTH’S BAG
DESTROYED
49 Sqdn “D” 15/16 March, 1944. JU88 c
619 Sqdn “J” 15/16 March, 1944. JU88 c
617 Sqdn “H” 15/16 March, 1944. JU88 c
617 Sqdn “H” 15/16 March, 1944. JU88 c
630 Sqdn “L” 18/19 March, 1944. ME109 c
61 Sqdn “K” 22/23 March, 1944. S/E c
57 Sqdn “R” 24/25 March, 1944. ME109
106 Sqdn “N” 30/31 March, 1944. ME109
PROBABLY DESTROYED
619 Sqdn “T” 24/25 March, 1944. JU88 c
630 Sqdn “S” 24/25/ March, 1944. ME109 c
463 Sqdn “Q” 30/31 March, 1944. JU88 c
DAMAGED
207 Sqdn “G” 1/2 March, 1944. T/E c
467 Sqdn “F” 1/2 March, 1944. FW190 c
61 Sqdn “W” 15/16 March, 1944. FW190 c
619 Sqdn “P” 15/16 March, 1944. JU88 c
207 Sqdn “J” 15/16 March, 1944. ME109 c
50 Sqdn “M” 18/19 March. 1944. ME109 c
467 Sqdn “J” 18/19 March, 1944. ME110 c
207 Sqdn “O” 18/19 March, 1944. JU88 c
630 Sqdn “D” 22/23 March, 1944. JU88 c
467 Sqdn “Q” 22/23 March, 1944. ME109
50 Sqdn “U” 24/25 March, 1944. JU88 c
49 Sqdn “K” 24/25 March, 1944. JU88 c
44 Sqdn “J” 24/25 March, 1944. S/E c
57 Sqdn “H” 24/25 March, 1944. ME109 c
57 Sqdn “M” 26/27 March, 1944. JU88
463 Sqdn “G” 26/27 March, 1944. JU88
44 Sqdn “U” 30/31 March, 1944. JU88
57 Sqdn “B” 30/31 March, 1944. JU88
50 Sqdn “Z” 30/31 March, 1944. ME109 c
Claims annotated “c” have been confirmed by Command. Other claims have not been confirmed owing to late rendition of combat reports.
It is intended to publish in the “News” a table showing the amount of air training carried out by Units each month. This will chiefly consist of Fighter Affiliation exercises and air firing, and provision is made for tabulating the Fighter Affiliation under three headings, i.e. “Camera & Gyro”, “Camera only” and “Without Camera”. This table is standard throughout the Command.
To ensure that a standard method is used throughout, a fighter combat exercise is to be considered as a “Combat” between a fighter and one air gunner in a bomber aircraft. Thus, if both Mid-Upper and Tail turrets are in use two exercises would be carried out. In future monthly training returns are to state the number of exercises as defined above. It is hoped that future tables published will include attacks by fighters on “Bullseye” exercises.
[Underlined] C.G.S. COURSES [/underlined]
[Underlined] Course No. 75 [/underlined]
F/O Spilsbury – 5 LFS – 82% - Cat. “A”
Sgt Boardman – 49 Sqdn – 77.2% - Cat. “C”
Gunnery Leaders are reminded that they are invited to attend the Assessment Committee held at the conclusion of each course, and Gunnery Leaders who have gunners taking the course should make an effort to attend this board and obtain first hand information of their pupil’s efforts.
Gunnery Leaders desirous of visiting the C.G.S. for this purpose are to contact the G.G.O. who will make the necessary arrangements.
[Underlined] AIR TRAINING – MARCH [/underlined]
[Table of Gunnery Exercises by Squadron]
5 Group News. No. 20. March, 1944. Page 9.
[Page break]
SECOND THOUGHT FOR PILOTS
[Underlined] VETERANS [/underlined]
Stick rigidly to your lattice lines when homing to your airfield. There was a regrettable accident during the month when a pilot in the Group arrived at the airfield on the wrong side of the circuit and crashed when he was forced to dive to avoid an aircraft on the circuit. The lattice lines are your “right of way“ in the sky.
Don’t get careless about your flaps, and remember the Lancaster flaps provide maximum lift from 25° to the fully up position. From the 25° stage to the fully down position, lift is decreasing and drag is increasing. So, remember, take your flap off in two stages and exercise great care in taking off the last 25°. Trim as you do it.
If you make a “sighting” and you are orbiting a ditched aircraft or a dinghy, switch your I.F.F. on to “distress”. Do not change height while orbiting otherwise your plot will fade and you may give the impression that you have ditched. This new Signals Instruction is to enable R.D.F. to plot you, and thus double check your position, and the position of the sighting.
Don’t get off hand about reporting defects after flight. Record any defect on Form 700. Let the ground crew or Flight Commander and the N.C.O. know. Keep them all in the picture, the Security Officer won’t jump on you for that.
By the way, when did you and your crew last go through the bombing up procedure with the Armament types? There might be a day when you have to do your own bombing up.
[Underlined] FRESHMEN [/underlined]
If you are unlucky and get fire in the air, do not dive your aircraft in the hope of putting the flames out. It will make them spread more, making it difficult to abandon aircraft, and will produce structural strain, causing a more rapid break up as the fire develops. The “gen” for fire in the air is in the 5 Group Aircraft Drills.
You can now land from West to East as well as from East to West at Woodbridge. The landing is from East to West at all times except when you see smoke generators burning at each end of the main runway. So watch for the smoke, and then land towards the sea.
Inspect S.D. 158 periodically. It is a secret document, and therefore you won’t find it lying around the Flight office; Ops/Flying Control will oblige. Note the instruction to burn resin lights above 8,000 feet at night.
Pay the closest attention to the latest “gen” about the moveable T.O.T. and remember the importance of sticking to the air speed laid down. 5 m.p.h. either side of the specified air speed it not good enough.
Have you dropped any practice bombs yet? It is the duty of every pilot to try his hand at bombing. Team up with another pilot in your flight, and see who gets the best result.
Public Relations
[Underlined] SIX STATIONS ON THE AIR [/underlined]
No.5 Group entered the radio world in earnest during March, no fewer than six stations being visited by B.B.C. recording units.
Though the resulting broadcasts did not hit the high lights in home programmes, they were given many times, and in many languages, all over the world. They reminded our overseas troops that the R.A.F. is still doing big business!!
First, a five day visit was paid to Skellingthorpe by F/Lt W Caverhill, of the broadcasting branch at Air Ministry, accompanied by B.B.C. engineers. They prepared scripts and made records of 18 R.A.F. and W.A.A.F. personnel, who gave short talks to be included in the B.B.C’s overseas programme “Radio News Reel”.
Bardney was visited on the night of March 18/19th by a B.B.C. recording unit, and more than a doz en [sic] records were made of the station’s contribution towards the night’s attack on Frankfurt. This picture of R.A.F. life was broadcast in both short and long versions on the General Forces programme, as well as overseas.
The success of the Bardney broadcasts prompted the B.B.C. to make a return visit to record the operation against Berlin, on the night of March 24/25th. This time, the famous commentators, Mr. Robert Dunnett and Mr. Stewart MacPherson, brought a recording unit to Coningsby. On the way, the unit stopped at Metheringham as the aircraft were taking off and filled one disc with an interesting description of the scene.
At Coningsby a number of members of ground crews and station personnel came to the microphone and described their work. Further recordings were made in the Operations Room.
Owing to weather changes, the party beat a hasty retreat from Coningsby and went to
(Continued on page 11col.1)
Negotium Perambulans In Tenebris
The Meteorological Gremlin has spectacles and grey hair,
And his mysterious lair
Is very jealously guarded;
And must be regarded
With suitable awe, by all except
The few adept.
It is chiefly a nocturnal beast, and is often found
Prowling and prowling
(Like a host of Midian)
Searching for a datum or perhaps a meridian.
In this it is frequently assisted by a tiny female mammal whose chemical formula is PA2AOC,
Whose small scurrying figure you will often see
Bearing winds to the Gremlin. It is easy to please
With an airy zephyr, or a balmy breeze
Which it consumes with avidity, and that is why
It is able to prophesy!!
ANON (Circa, 1944)
Link Trainer
[Table of Link Trainer Sessions by Squadron]
[Underlined] GUNNERY (Continued from page 9 col 1) [/underlined]
[Underlined] SPECIALIST SIGHTING COURSE AT MANBY [/underlined]
The object of this course, which lasts for 10 days, is the training of sighting instructors and instructors capable of assessing cine gyro films. Originally only Conversion Unit or Gunnery Flight personnel could attend but this restriction has recently been removed, and all Units may now nominate gunners for this course; they must show an aptitude for sighting and must have passed well in this subject on a Gunnery Leaders’ Course or Air Gunner Instructors’ course. One vacancy only is allotted to the Group per month.
[Underlined] THOSE SQUADRON GYROS [/underlined]
The Gyro Assessors held by squadrons have in some instances been leading a very quiet life tucked away nicely in the Armoury or on a shelf in a cupboard. Numerous reasons are put forward for not using the Gyro during Fighter Affiliation exercises; for instance, aircraft not modified, not enough notice given to Gunnery sections, Photo. Section unable to process film, etc., etc. None of these reasons is really serious , and all can be easily overcome by a little more co-operation from the sections concerned. Modification on the aircraft is simple, consisting of enlarging the port inner gun port in the rear turret, and can be done in half-an-hour. It is not, repeat not, necessary to blank off the servo motor, and the gyro assembly can be installed in half an hour at the most. All the electrical gear is mounted on the gyro rig and after the rig has been fitted to the gun cradle only three things remain to be done:-
(i) Connect electrical cable to supply in turret.
(ii) Connect rear sear release pipe to gyro rig.
(iii) Harmonize gun sight to camera.
All Photo. Sections CAN process the film, and there is no shortage of magazines in the Group. At 51 Base, a Corporal Armourer is available to give assistance on gyro assessors. This N.C.O. has constructed all the Gyro Assessors in use in the Group, and the present compact and efficient rig is his product. Units requiring his services should contact 51 Base Armament Officer. The Gyro Assessors are not to be left in aircraft which are engaged on night flying as two assessors have already been lost through aircraft with gyros fitted, crashing on night flying.
5 Group News. No. 20. March, 1944. Page 10.
[Page break]
EQUIPMENT
[Underlined] M.T. SPARES [/underlined]
Concern Is being caused by the unserviceability of M.T. vehicles in general, and every effort should be made by Equipment Officers to review establishments and ensure that demands are raised regularly to keep stocks of the generally used items up to maximum. It is impracticable and uneconomical to hold stocks of the many parts which not only vary with the make of vehicles but also with the diverse models of each make of vehicle, which again vary according to the year of manufacture. Therefore all M.T. Officers must anticipate requirements for inspection overhauls and other contingencies where certain parts are known to be badly worn and will need replacement in the near future. [Underlined] At least two weeks’ [/underlined] notice of these requirements should be given to the Equipment Officer, and Forms 674 should not only state for what purpose the spares are required, but the approximate date the replacement is required; the chassis and engine number of the vehicle MUST in all cases be quoted. Demands will then be raised in accordance with A.M.O. A.481/43.
[Underlined] A.E.C. TANKER FUEL HOSES [/underlined] (Stores Ref 4K/2009) have for some considerable time been in very short supply, and the chief cause for this is the difficulty in the manufacture of sufficient protective coverings. Bomber Command have now agreed to accept these hoses without this covering and as a result it is anticipated that the supply position will improve considerably within the next two months. In the meantime, arrangements should be made, wherever possible, for the repair of these hoses by the manufacturer, under Station local purchase powers.
It is understood that Messrs. Zwicky of Slough (telephone: Slough 23776) are prepared to sell these hoses to the Service, but stations are only to resort to local purchase in extreme cases, where operational efficiency is directly affected and supplies cannot be obtained through Service channels.
A meeting of Base and Station Equipment Officers was held at this Headquarters during the month, when points of mutual interest were discussed, with a view to giving even better service than in the past, to all and sundry.
Before closing the meeting, the A.O.C. spoke highly of the service given by the Equipment Branch. This, naturally, was most gratifying, for sometimes we feel that quite a lot of people look upon us as mere “dogsbodies”, and give no thought to the time, patience and methods (sometimes very unorthodox) adopted in an endeavour to produce the goods.
(Continued from page10, col. 2)
Fiskerton, where the return of aircraft was described, and aircrew were interviewed.
Dunholme received a short visit of the Hon. Herman Hodge, of the Colonial Office, and a B.B.C. recording unit, on 21st March.
Press visitors during the month included representatives of “The Star”, Sheffield, to the Sheffield Squadron at Fiskkerton, on March 15th, and Mrs K. Wilson of the “Sydney Morning Herald”, to Waddington on 31st March.
TRAINING
The Stirling is becoming slowly but surely a nicely house-trained creature. It can be taken out for long or short trips with few difficulties that delay training and rend the tempers of Lancaster loving instructors. The lurid language of February, which produced a glow like unto many batteries of sodiums, is scarcely remembered. Perhaps ‘tis Spring and everything is set for an ideal world.
The L.F.S. at Syerston achieved great success with 93 crews passed out to Squadrons and the H.C.U’s were in no way overshadowed, for they passed on 98 crews for Lancaster training. The outlook for April is therefore fairly good, and squadrons may look forward with confidence to a reasonably early increase in crews, weather permitting.
It is a matter of real regret that accidents have marred an otherwise good month, and may have dragged 5 Group to the bottom of the ladder. A promise has however, been extracted from all and sundry, that 5 Group shall move to the top in April and there will be no avoidable accidents in 51 Base. The heavy snow fall, and the resultant snow banks were chiefly responsible- or perhaps it was the determination to get on with flying and crew output, despite the snow banks.
The April programme is optimistic indeed. There is a measure of quiet confidence about, and if results come up to expectation a new high standard will have been set for Conversion Bases. The results will be seen in better trained and more experienced crews, and we hope the squadrons will not be reluctant to pay the Units a visit and express their appreciation.
Fighter Affiliation Training is now being carried out in Units with detachments of 1690 Flight (1485 regenerated) and an improvement in Gunnery standards is expected.
Synthetic Fishpond training has been introduced, and is likely to be adopted generally.
Recent changes include Group Captain Vintras to command Wigsley; Wing Commander Baxter (106) to Chief Instructor, Swinderby; Wing Commander Jennings (207) to Wing Commander Training, 51 Base; Wing Commander MacFarlane (51 Base) to Chief Instructor Wigsley, and Wing Commander Hallows (5 Group) to Chief Instructor, Winthorpe.
Squadron Leader Osborne (1660) is training Lancaster instructors at Syerston, and also Wing Commanders “Ops” from operational Bases. Squadron Leader Shields and Flight Lieutenant Wyness (1654) are training Stirling instructors at Swinderby. Both “Academies [sic] are doing well.
ABSENCE
ENEMY AGENTS – ABSENTEES
During the coming months, the Allied Forces are likely to be called upon for a maximum effort on land, sea and air, to defeat the enemy.
No. 5 Group will certainly be expected to take its full part in this effort, and there can be no doubt that at heart every man and woman serving in the Group would agree that he or she was going to do it. In spite of all these good intentions there are still far too many absentees, aircrew and ground staff alike. Not long absences, just a few hours or a few days, but absences just the same, at a time when the manpower position simply cannot afford absentees. There isn’t a Tom there now to do Dick’s work while he slips off to see the Dog-races, and there isn’t a Joan there to drive that van while Mary goes off to her sister’s wedding.
[Cartoon] WFW
ABSENT WITHOUT LEAVE
Of course those two extra days at home in the garden with the wife were well worth two days pay, and even a bit of C.C. as well, and that special party was well worth a day’s pay and a rep., but that isn’t the point. It’s to have days at home in the garden and special parties that we are fighting this war. There might very well not be a garden or wife at all if the Germans laid down the orders for us, and we should certainly not be the ones to enjoy any parties that were arranged.
There is this special point for aircrews to remember too. You work together as a team and your captain has to have complete confidence in each one of his crew or he cannot give his best to his job. If you have let him down by going absent once or twice during training is he going to have that confidence and is he going to feel quite certain that you’re not absent(minded) in that rear turret? It might make all the difference!
If you’re absent on the ground, you’re quite likely to be absent in the air; it’s all a matter of self-discipline, and that’s the same in each case.
In this war, no-one in the services can be a neutral; if you don’t do a day’s work for the Allies, you are doing a day’s work for the Axis, and at the end of the war your Form 121 will show just how many days you put in fighting [underlined] for [/underlined] Hitler. If you put it that way, that day’s absence doesn’t look so good, so cut it out and [underlined] don’t be an enemy agent. [/underlined]
5 Group News. No. 20. March, 1944. Page 11.
[Page break]
[Cartoon] SPORTS [Cartoon]
[Underlined] THE MATZ CUP [/underlined]
The semi final between Coningsby and Scampton was a tremendous affair. From the kick off, Scampton’s attack went all out, and Coningsby’s defence is to be congratulated on the way they held them. Coningsby’s attack improved, and the game swung from goal to goal. Ten minutes before half time, Coningsby centre headed a goal from a corner kick. After the break, Scampton forced the pace and equalised after ten minutes with a shot that gave the Coningsby goalie no chance. Both sides were all out in an endeavour to snatch the lead. Coningsby left wing repeatedly broke away and centred, but nobody could connect. By three quarters time both teams were slackening as a result of the terrific pace; both defences, and especially the goalies, were coping brilliantly. A draw seemed inevitable. Then came the turning point; Coningsby attacked, their left half was well up the field, and instead of the usual pass to the wing he made ground, then shot hard and true for the top corner. The last 15 minutes of the game saw repeated Coningsby attacks, and five minutes from time they got a third goal. It was a magnificent game, and Coningsby are to be congratulated on entering the final via such a tremendous obstacle in the powerful Scampton team.
Round two produced a hard fought duel between Winthorpe and Metheringham. Two draws were played, 1-1 and 3-3 after extra time in each game. In the third game Winthorpe won 4 – 1, and are now due to play Skellingthorpe at Swinderby in the semi final.
[Underlined] THE LANCASTER SEVEN-A-SIDE RUGGER COMPETITION [/underlined]
This competition has been a failure as a Group competition, but has been an immense success in 53 Base where 86 teams in all have taken part. Very few casualties have resulted in the large number of games played, the most serious being a broken collar bone, which is undoubtedly more than could be claimed for a Soccer competition boasting a equivalent number of entrants. The event must now be considered a 53 Base monopoly, since in spite of many appeals from this Headquarters, no other squadrons have got cracking. The inter unit play off will be at Waddington within the next few days (to be signalled to all stations) and it is hoped that Stations will provide transport for as many of their aircrew personnel as possible to witness the play off.
[Underlined] THE WINES RUGGER TROPHY [/underlined]
Round two of the competition saw Winthorpe beat Scampton 14 – 11 in a hard fought game. Dunholme beat Swinderby 8 – 0, so these two teams pass to the semi final. Round two games still undecided are – Waddington v Metheringham/Woodhall and East Kirkby v Fiskerton. It is hoped those Stations will complete the events within the next few days.
[Underlined] 5 GROUP MIXED HOCKEY TROPHY [/underlined]
Swinderby are now in the semi final, and the outstanding matches are – Waddington v Metheringham. Syerston v Scampton and East Kirkby v 5 Group. These three games should be decided within the next week.
[Underlined] FOOTBALL [/underlined]
SCAMPTON played six station matches with the very fine result of 4 wins. Their only loss was with Coningsby in the Matz semi-final. They beat A.V. Roe 5 – 4 in the 3rd round of the Lincoln Amateur Cup, and drew 0 - 0 with R.A.F. Wickenby in the semi-final of the Amateur Cup.
DUNHOLME had a busy but rather unsuccessful month. They lost their 3rd round Matz Cup game 2 – 3 to Coningsby, and their 3rd round in the Amateur Cup by the same score to R.A.F. Wickenby.
CONINGSBY – The highlight of the Coningsby month, indeed to quote 54 Base excellent “GEN” – of the season, was their MATZ Cup victory over Scampton. Intersection league games were fewer than usual owing to the bad weather. 619 v 617 and 106 v 61 are also games due this month in the Base Commander’s “All Sports” Trophy.
METHERINGHAM – The duel with Winthorpe in the 2nd round of the Matz Cup was most notable. Weather caused cancellations of no fewer than 10 games, but five inter-section games were completed.
BARDNEY played 4 station matches, playing the 1st Border Regt. twice (1 win 3 – 2, 1 draw 1 – 1), beating Metheringham 3 – 2 and losing to Coningsby by the same margin. 5 inter-section games were completed.
EAST KIRKBY Station XI played 4 games, and won all four, beating Kirkby and Spilsby R.A.F.R. teams and two Field-Craft Airborne Units. In the seven inter-section events, 630 – B Flight were most successful.
SPILSBY had seven games during the month. Their R.A.F.R. Squadron beat East Kirkby R.A.F.R. Squadron 7 – 2, and the local Suffolks 9 – 3, losing 4 – 2 to Kirkby and 3 – 2 to R.A.F. Skegness.
H.Q. 5 GROUP – The Group side are still only able to play away fixtures. In March they had three games, losing to a Scampton team 2 – 3, to Skellingthorpe 0 – 4, and holding their old opponents 93 M.U. to a 2 – 2 draw.
[Underlined] RUGBY [/underlined]
SCAMPTON had only the two games completed due to cancellations by opponents. They lost to Hemswell 0 – 3 and to Winthorpe 11 – 14 in round two of the Wines Cup.
DUNHOLME have a really strong side led by F/L Waterhouse. They overwhelmed Bardney 33 – 0 in round 1 of the Wines Cup, and have since beaten Swinderby 8 – 0 in round two.
METHERINGHAM list 0 – 27 to Waddington, and were unlucky to have six games postponed, their opponents including Digby, Bardney and Coningsby.
BARDNEY had only one station game, in which they were unlucky to meet Dunholme on top of their form in the Wines Cup, and suffer a 33 – 0 defeat.
EAST KIRKBY had three games, a 630 Squadron A and B practice game, and a 57 Squadron A and B practice, followed by a station A and B trial. In spite of this preparation they were unlucky enough to forego their Wines Cup round one as Wigsley could not raise a side. They are now waiting to play Fiskerton in the second round.
HOCKEY
SCAMPTON had four games of mixed hockey, beating Spilsby 6 – 1 in round one of the Group competition, and Foldingsworth 5 – 0. They lost 2 – 3 to 368 Searchlight Battery and 1 – 5 to Rose Bros. In the second round of the cup they have now to play Syerston.
DUNHOLME had only one mixed hockey game, v Scampton in the Group competition, which they lost 1 – 4.
METHERINGHAM played a 2 – 2 draw with Waddington on their new aerodrome pitch. They are now due to play Waddington again in the Group contest.
BARDNEY neat Dunholme 4 – 1 in the Group contest, and later registered a 4 – 1 win against Waddington. They were finally knocked out of the trophy by Swinderby (5 – 1).
EADT KIRKBY had four games, three inter-station and one (a 1- 1 draw) with Spilsby G.S. They are now waiting to meet 5 Group at home in the contest.
SPILSBY played Scampton in the Group trophy, but were defeated 6 – 1.
[Underlined] ICE HOCKEY [/underlined]
54 Base boast a Canadian Cougars’ team that is certainly 100% full blooded, judging from the “GEN” account of their 5 – 4 victory over Digby Dynamites.
[Underlined] SOFT BALL [/underlined]
F/Lt. Rodgers (Gunnery Leader 617) now has a Woodhall Soft Ball team that challenges all comers. Roll up, roll up, and have your money ready!!
(Continued on page 4, col. 3)
[Cartoon] WFW
Dot and Dash, the immaculate WAAFs.
“…OPERATIONS? I’VE ‘AD ‘EM!”
5 Group News. No. 20. March, 1044. Page 12.
[Page break]
NAVIGATION
Navigation generally has been of a high order this month. There is still room for considerable improvement however. A good many of the Navigators’ Charts still look very bare. Although all aircraft are equipped with Air Position Indicators, a few Navigators still do not “keep an air plot”, in that they do not plot their Air Position regularly and obtain a D.R. position. This is most important and must be done. A standard Navigational procedure to be adopted when using broadcast w/v’s, has been laid down (see Air Staff Instruction Nav/14). We are constantly striving for concentration, and for obvious reasons the concentration should be on the planned track, it is therefore imperative that you constantly obtain your D.R. position by intelligent use of the broadcast w/v’s. If the D.R. position obtained places the aircraft off track, then alter course immediately and regain track.
The A.P.I. has been modified, and the error in this instrument is now very small. If the windfinders obtain accurate fixes on their H 2 S, the resultant w/v should be almost perfect. Navigators should, therefore, have every confidence in the broadcast w/v’s and make the fullest possible use of them.
Whilst track keeping is very important, it must be remembered that timing is equally important. This does not seem to be fully appreciated, and a few Navigators still persist om leaving the concentration point with “a few minutes in hand”. Other aircraft inadvertently leave the concentration point a few minutes late (possibly due to late take-off, etc.) with the result that the stream of aircraft is very much longer than it should be, and the chance of success by the German night fighter is increased. If it is calculated that the aircraft will arrive at the concentration point early, then dog-legs [underlined] must [/underlined] be carried out before reaching this position. All Navigation Officers are to check the time at the concentration point of each aircraft, and they must insist that no aircraft leaves this position with any time in hand.
[Underlined] AIR POSITION INDICATORS [/underlined]
All aircraft of the Group are now equipped with the A.P.I. fully modified. Several tests have been carried out to ascertain the accuracy of this instrument now it has been modified, and the results have shown that the error is now very small, and of the order of 3 or 4 m.p.h. We must, therefore, make every use of this valuable instrument. It is considered by a few Navigators that errors arise when resetting the A.P.I. Mechanically this is not so, and any errors are due to incorrect setting by the Navigator. If the A.P.I. is reset every 30 minutes, as it should be, then the amount to be subtracted or added to the counters should not be great, and would not generally be more that 30-35 minutes of latitude or longitude. For ease and simplicity, the A.P.I. should not be reset until the latitude or longitude counters are showing an even number of minutes, e.g. 10, 20, 30, etc. It should then be a simple matter to add or subtract say 25 minutes of latitude or longitude.
It is advocated by a small section of the “Union” that the A.P.I. should be reset as little as possible, e.g. at the last Gee fix, the target, and first Gee fix, etc., but this method has several disadvantages. It will become cumbersome after a long period of D.R. e.g. the Berlin raid 24/25 March, 1944, when the wind vector from target to Enemy Coast was approx. 230 miles long. There is as great a risk of error in plotting this vector as in resetting the A.P.I. Another disadvantage is that the Air Position may run off the chart in use. This would necessitate carrying several charts.
The Air Position Indicator is a valuable instrument if correctly used. Navigators are urged to experiment with the A.P.I. in the various methods of use, and discuss with their Station Navigation Officers.
[Underlined] BROADCAST W/V’S [/underlined]
March was a mixed month for broadcast w/v’s. The wind finding and resultant track keeping was good, with the exception of Berlin and Nuremburg. The last two mentioned raids have been investigated, and the results are worthy of special comment.
[Underlined] Berlin. [/underlined] Average forecast w/v from Base to Target at 20,000 feet was 350/60. Average w/v transmitted was 350/90. Average true w/v was approximately 350/105. It will be noted that the winds transmitted by Aircraft were, on average, 15 m.p.h. under strength. A large percentage of windfinders obtained the accurate w/v, but only a few transmitted it. The remainder either did not send it, or, not believing there could be such a large error in the forecast w/v’s, “watered it down” and sent that. This procedure is very dangerous. Navigators must send back all w/v’s they obtain, providing they are confident the fixes used are accurate.
Another feature of the Berlin raid was the delay in aircraft sending back w/v’s. All the difficulties experienced by aircrew are fully appreciated, but every effort must be made to get the w/v’s back to Base as soon as possible.
[Underlined] Nuremburg. [/underlined] The investigation into this raid has not yet been completed, but the one outstanding feature is that the wind direction at and above 20,000 feet backed by 15° - 20° and this was a contributory factor to the Northerly trend on the return journey.
[Underlined] LIAISON VISITS [/underlined
Only a few liaison visits have been completed during the month. It is very difficult for operational Station and Squadron Navigational Officers to visit the Con. Units or Scampton Aircrew School, but every effort should be made. Make a note of all the deficiencies of Navigators, your suggestions, criticisms etc., then go and discuss them with the Con. Unit or Scampton. More good can be done by paying one liaison visit than by writing a hundred letters. Con. Unit, L.F.S. and Scampton Instructors must also pay regular visits to Squadrons.
[Underlined] LOG AND CHART KEEPING [/underlined]
During the month, one Navigator from each Squadron was detailed to experiment with Log and Chart work. Each was asked to work almost entirely on the Chart, making only a very few log entries. This method has proved very popular. Full reports are not yet to hand, but an analysis of all reports will be sent to Stations and Squadrons in due course.
1. If the D.R. Compass topples, and the repeater rotates, what action would you take to maintain the line of flight marker on the H 2 S correctly orientated?
2. What action would you take to tune in the ground returns and set up the height marker on the H 2 S equipment if the trace on the height tube were missing?
3. You are using broadcast wind velocities, and the Bomb Aimer gives you a pinpoint which is “off track”. What two actions would you take?
4. You have received an amendment to the zero hour, but, having applied the correction, observe that you still have several minutes in hand. How and where would you lose this time?
5. In which countries are the following towns: Strasbourg, Aix-le Chappelle, Flensburg, Ghent, Pilsen, Charlattenburg?
6. Which is the shorter distance – Stuttgart to ROME or Stuttgart to LONDON?
[Underlined] ANSWERS TO LAST MONTH’S QUIZ [/underlined]
1. (a) Passes to W/Optr. On paper (1) Course, (2) Height, (3) I.A.S., (4) present position, (5) estimated time of ditching, (6) reason for ditching. ( )
(b) Obtain a Gee fix and pass to W/Op., on paper, the Gee co-ordinates and time of fix.
[Underlined] NOTE: [/underlined] Few crews carry out correct procedure, which is – the emergency procedure when ditching is considered unavoidable, S.O.S. procedure when ditching is imminent within 15 minutes.
2. 30°
3. If B strobe is missing. Line up signals in usual manner, and take “C” reading. Then reverse signals so that B signal is on the C trace, strobe the signal and take the reading remembering to subtract 30. If “C” strobe is missing, reverse above procedure and add 30 to the “C” pulse reading.
4. (a) It means that you are heading for high ground.
(b) Turn on reciprocal course and obtain a check on your position. If no reliable aids are available in the aircraft, the Navigator should request W/Op. to obtain an M/F D/F fix.
Lines to those who went on leave on April 4th.
For you the birds tra-la do sing!
For me the heavens do glower and rain!
For you buds burst like anything!
My buds ‘gainst blight do strive in vain!
The reason’s simple why I grieve,’
And why my downtrod soul doth pine;
For you continue with your leave,
But I’ve just heard that I’ve had mine!!
ANON (Circa 1944)
5 Group News. No. 20. March, 1944. Page 13.
[Page break]
ACCIDENTS
[Underlined] ANOTHER BAD MONTH [/underlined]
The [underlined] Avoidable [/underlined] Accident Summary for March again makes bad reading – Squadrons had 9 and Training Base had 33. These figures speak for themselves, and they use pretty strong language. As a result of these accidents, 4 aircraft were CAT “E”, 6 were CAT “B”, 20 were CAT AC” and 12 were CAT “A”. Bear in mind these were only avoidable accidents. Technical failures are not included in this list. Details are as follows:-
Ground collisions (including taxying) – 15; overshoot landing – 3; crashes on 3-engined overshoots – 3; swings on take off – 5; swings landing – 4; errors of judgement landing – 5; heavy landings – 3; maintenance – 2; taking off – 1; other errors of judgement – 1: Total [underlined] 42 [/underlined].
The snow period at the beginning of the month was directly responsible for 14 of these accidents, all within 51 Base. Had there been no hard snow banks, no damage would have been done to these aircraft. The hazard had to be accepted, and no action was on these “snow” accidents. Under this heading there were 5 taxying, 7 swinging and 2 landing. This however, still leaves 19 avoidable accidents in 51 Base, in the usual categories, and 9 in squadrons – total 28, as under:-
[Underlined] Squadrons [/underlined] – Ground collisions – 3; overshoot landing – 2; maintenance errors – 2; other errors of judgement – 2.
[Underlined] 51 Base [/underlined] Ground collisions – 7; swings – 2; overshoot landing 1; heavy landings – 2; other landing errors – 4; crashes on 3 engined overshoots – 3.
Collisions on the ground (10) still account for more damaged aircraft than any other category. There were two more M.T. collisions this month, both due to careless driving by ground personnel, in spite of the recent drive to eliminate these costly entirely inexcusable accidents. One aircraft was damaged during compass swinging at a squadron, and two more were damaged on dispersal. In the others, only a very slight degree of carelessness was shown by aircrew. They were more unfortunate than anything else. Apart from the M.T. collisions, there has not been an instance this month of down right careless taxying, which is a step in the right direction.
The swings were by inexperienced pilots, both of whom took the correct action after the swing developed. This action avoided serious damage. One of the heavy landings was made in difficult wind conditions, the other only accentuated damage which had been started as a result of previous heavy landings; both pilots were under training.
Three aircraft crashed on 3 engined overshoots – two Stirlings and one Lancaster. It is hoped that the revised technique of dealing with three engined landings at Conversion Units will minimise these three engined accidents. The overshoot landing at Training Base was also made on three engines. The pilot hesitated between landing and going round again, decided on one, then changed his mind; he finished up in the overshoot area. Overshoots on the squadrons were made under extremely difficult circumstances. One was made on two engines, and in the other, visibility was practically nil.
(Continued on page 15, col. 3)
ORGANISATION
[Underlined] (MAY BE READ BY AIRCREW TYPES) [/underlined]
When the so-called “brained types” of the Royal Air Force are binding round the fireplace in the mess, they sometimes utter the most amazing theories on how the war can be won on a date earlier than that already forecast by Lindoe. But no one tries to make a note of what is said by these Fuehrers, except, maybe, to insert a few rude remarks in the local “Line Book”.
When, however, an observation is made that is clever and helpful, quotations are extracted and issued to the world at large. Such an extract is made in Section 1 of A.P.837 – “Principles of Administration”.
An extract from the Manual says “A good organisation requires competent management to produce satisfactory results”. In the Royal Air Force, this management of the [underlined] ORGANISATION [/underlined] is called Administration; it is the system whereby, in principle and in executive detail, the Service carries out its function ….TO OPERATE EFFICIENTLY….!!!... and to work efficiently, co-operation is essential. (Co-operation, by the way, is something to which every member of a Service contributes).
Another famous quotation by Socrates, was to the effect that “A disorderly mob is no more an army than a “pranged” aircraft a fighting machine”. The bits and pieces must be [underlined] organised. [/underlined]
So, therefore, let’s have a look at organisation in action-theory is not sufficient, it must be applied.
With apologies to Tee Emm. here are a few “Do’s and Don’t s”.
[Underlined] DO [/underlined] see that Orders issued are brief, complete and unambiguous. [Underlined] DON’T [/underlined] lay yourself open to being misunderstood. [Underlined] DON’T [/underlined] forget that in your planning, you must always ask yourself who has to be consulted before you reach a decision, and who has to be informed of your decision.
[Underlined] DO [/underlined] grasp the scope of the task, and foresee what it demands, with thoroughness and imagination. [Underlined] DO [/underlined] see with what other tasks run by other Sections, you must interlock. [Underlined] DO [/underlined] co-ordinate with your equals and underlings. [Underlined] DON’T [/underlined] plan until you are absolutely clear what is to be done. [Underlined] DON’T [/underlined] jump at the first solution. [Underlined] DO [/underlined] consider all the advantages and disadvantages of each solution. [Underlined] DON’T [/underlined] go off at half-cock.
[Underlined] DO [/underlined] remember that in war, speed is nearly everything.
[Underlined] DON’T [/underlined] forget that ceaseless driving force and ceaseless supervision are essential.
[Underlined] DO [/underlined] check and check again.
[Underlined] DON’T [/underlined] forget, whatever your job, your ability to organise is every bit as important to the Service as a whole, whether you are throwing an aircraft about the sky, or writing Railway Warrants.
ENGINEERING
Early returns for the month of March were about average, and cancellations were much reduced. Cancellations for March were 0.98%, a considerable improvement on the 3.47% recorded for February. Early Returns for March were 4.01% for all causes, again, an improvement on February’s figures which were 6.5%.
Serviceability was generally good, the main causes of unserviceability being:-
1. Aircraft on acceptance checks.
2. Aircraft on minor inspection.
3. Aircraft landing away from base due to diversion.
The number of sorties flown by this Group is again a record, but still greater numbers will be expected during the coming months.
The maintenance statistics staff are still at Waddington and very soon experiments will proceed with a 75 hour maintenance cycle, using the revised maintenance schedule.
Much unnecessary engine running is taking place on the ground, and the method of some of the running is harsh and detrimental to the engine. C.T.O’s must ensure that all N.C.O’s and men who “run up” engines are qualified to do so, and that they have passed the necessary test.
Many cases have been noticed where on a ground run a mag drop has been experienced, and the fitter at the controls has run the engine up three or four times “hoping! It may clear. This is a waste of time, imposes heavy loads on the engine, and proves the man in the cockpit does not know his job.
Another point about ground running is that much damage is done on a ground test by inspection panels and turret covers not being secure, and being damaged by the slipstream. C.T.O’s must have a drive on this, and when they see it happening, check the man at the controls and the N.C.O. i/c aircraft.
[Underlined] RENDITION OF FORMS 765C [/underlined]
The remarks on Form 765C by the specialist officers are in many cases too brief and are of no assistance to this Headquarters in attempting to establish a cause, or make recommendations to prevent a recurrence of the trouble which led to the forced landing or failure. This is liable to indicate, in the case of engine trouble, that the cause is not investigated thoroughly at the Station. As it is known that the cause is always investigated it is small trouble to insert more details in the paragraph provided in the 765C for Specialist’s remarks, and it will save a large amount of correspondence and telephone calls between Group and Stations. If a full technical report is to follow after rendition of the 765C then of course this should be stated in the appropriate paragraph.
[Underlined] TRAINING UNIT SERVICEABILITY [/underlined]
[Tables of Serviceability of Stirling and Lancaster aircraft by Unit]
5 Group News. No. 20. March, 1944. Page 14.
[Page break]
ARMAMENT
This has been a month of records, and on one occasion a period of sweat, toil, and almost tears.
To create a record with the existing power available, whether it be sprinting, car racing or bombing up, it is necessary to exclude wasted energy. As man power cannot be increased and new armament records must be realised, it is essential that this strive for maximum efficiency be closely investigated.
Wasted energy in the bombing up phase of operations is too often attributed to shortage of equipment, bomb trollies, small bomb containers, Whitlocks, Hampden twins, liners; even spanners. It is admitted that there is a shortage of some of these items; all the more reason why the few available should be kept serviceable; further, if failures and faults occur, an expedient system of repair must be instituted. A flat tyre on a bomb trolley, a few popped rivets on a small bomb container, small faults, easily remedied, but if allowed to accumulate they may easily cause a bottleneck in the repair section and eventually a complete breakdown.
A large percentage of the necessary repairs are caused by mishandling. Bombing up parties must not be allowed to model on the popular conception of a dockyard stevedore.
A release slip that fails is a bomb returned, and a stupendous effort is wasted, especially as it is necessary to cart the weapon back to the bomb dump. Do not therefore allow speed to interfere with the quality of workmanship.
Short cuts and new devices of local manufacture, such as tools and loading platforms save time, and time saved is man hours of effort that can be directed to raising the standard of workmanship, and thus increasing the tonnage dropped on the enemy.
New records will be set, so prepare now for every eventuality.
Load the [underlined] GOODS [/underlined] so that our colleagues the aircrew may deliver them.
[Underlined] WARNING TO WANTONS [/underlined]
A rumour is rife that by trial, a certain Group discovered that if the centre station release mechanism is plugged to the rear turret electric heating system, and the gunner turns on his heated clothing, the following incidents occur:-
(a) A large bomb goes through the bomb doors.
(b) The rear gunner is practically electrocuted.
(c) Pandemonium reigns in the aircraft.
(The Group and Unit concerned prefer to remain anonymous.)
[Underlined] FIREWORKS [/underlined]
To alleviate the somewhat chaotic state brought about by the increase in the use of target markers and indicators, and the need for an improved system of supply, it has been decided to form a pyrotechnical park at Woodhall. It is intended that this park should hold a quantity sufficient to supply any Station at short notice, and that any technical information regarding these new and unheralded devices will be available from that source.
[Underlined] TRANSPORT [/underlined]
A word of appreciation is directed to the transport sections, who undertook many nocturnal journeys to ensure prompt deliveries of bombs in readiness for operations.
[Underlined] FAILURES [/underlined]
This month a total of 2 cancellations and 7 Early Returns were attributed to Armament. Although this represents a decided improvement on last month’s figures, it is still too high. The total of 9 abortive sorties were due to:-
(i) 3 Gunners’ “boobs”.
(ii) 1 aircraft returned early as a result of a sticky Palmer Firing Valve, the result of a tight gland nut on the valve spindle.
(iii) 1 aircraft was not bombed up in time for take-off and consequently cancelled.
(iv) 4 aircraft returned with unserviceable tail turrets due to defects in technical equipment, i.e.
(a) A broken ball bearing resulted in a seized vane oil motor.
(b) Spline shaft of the E.D.P. sheared.
(c) Pressure pipe union at the Engine Driven Pump fractured during flight – exit the last old type flex pipe in the Group.
(d) Collapsed gun ram washer.
From this analysis it can be seen that at least 5 out of 9 abortive sorties could, and should, have been avoided. After deducting the three gunners’ “boobs” and 4 failures due to defective equipment, Armament can say with satisfaction, that they were responsible for only two abortive sorties out of a total of 1720 sorties flown. (.116%) – Good show!! A record number of sorties flown, a record tonnage dropped on the Hun and an all-time low of abortive sorties.
There is, however, grave cause for alarm regarding small bomb container compartment hang-ups. Although a greater tonnage than ever before was dropped, so also was a greater tonnage returned to the bomb store, and unfortunately over 50% of the failures were caused by carelessness. Of 102 S.B.C. hang-ups there were 60 maintenance failures directly attributed to severed and trapped leads.
These maintenance failures cannot be accepted, and it is obvious that the present system of supervision during bombing up needs overhaul.
FAILURES TABLE
[Table of failures by Squadron]
A = MANIPULATION B = MAINTENANCE C = ICING D = TECHNICAL E = ELECTRICAL F = OBSCURE + = H 2 S Squadron
ACCIDENTS
(Continued from page 14, col.1)
The other landing accidents occurred in 51 Base. They consisted of collapsing of Stirling under-carriages after touch-down. These have not yet been fully investigated.
The remaining “error of judgement” occurred in a squadron. The aircraft crashed in the circuit at dusk. The reason for this crash is still obscure, and has only been included because investigation at this stage does not suggest technical failure of any kind.
A fatal accident took place this month in the Waddington circuit. A Lancaster collided in mid-air with a 1 Group aircraft on its way home to base. Responsibility for the accident has not yet been allocated, but it brings home once again the necessity for keeping a thorough look-out at all times. The pilot of an aircraft is naturally preoccupied in the circuit with his cockpit drill etc., and it is up to the crew, especially the gunners to keep up a search all round. The natural tendency to look inside the circuit at the flarepath must be resisted.
5 Group News. No. 20. March, 1944. Page 15.
[Page break]
OPERATIONS
The opening months of the year have each [missing word] noteworthy contributions to the Bomber Offensive, and this month has proved no exception. Not only have we established a new sortie peak of 1720, but our achievements also include the distinction of being the first Group in the field to drop over 1000 tons in one night on a single target. The high percentage of successes (89.7%) was maintained despite the set-back of two abortive operations, and losses remained a constant 3.37%.
The principal role of the Group, outside the main force “blitz” targets, has been the continuation of the offensive, commenced last month, against Germany’s aircraft production – an essential prelude to the establishment of a Second Front. This offensive has been rewarded by no mean success.
The attack on 2/3rd March against ALBERT resulted in the total destruction of the aero-engine factory of Cle Mecanique d’Albert, with the aircraft factory of S.N.C.A. du Nord more than half destroyed – an impressive result.
MARIGNANE, singled out for attack on the 9/10th, also sustained extremely severe damage, particularly to the assembly shop, heat treatment shop, offices, flight hangar, components’ store, garages, workshops and other buildings in the factory area.
The following night (namely the 10/11th), an ambitious programme was conducted against aircraft factories at CHATEAUROUX, CLERMOND FERRAND and OSSUN, and the Needle Bearing Factory at LA RICAMARIE. Interpretation of P.R.U. photographs provides evidence of the high measure of success which attended these missions. Thirteen buildings comprising the larger part of the workshops of S.N.C.A. du Sud-Ouest Chateauroux, have been destroyed or severely damaged, including the main assembly store, transformer house and other key buildings. The aircraft repair factory at CLERMOND FERRAND has received major damage throughout, including two large multi-bay buildings, compounding plant and power station – the latter now being observed to be inactive – OSSUN Factory airfield bears its scars in the form of severe damage to the two larger factory buildings and other ancillary buildings. The devastation at LA RICAMARIE is particularly acute. The eastern two thirds of the plant has suffered heavily, and every building, with one exception, has been either damaged or destroyed.
Three persistent attacks against the Sigma Aero Engine Works, LYONS, on 23/24th, 25/26th and again on 29/30th, terminated in sixteen out of the 22 buildings comprising the Factory receiving varying degrees of damage, in addition to which a neighbouring hutted encampment has been virtually destroyed.
A further two nights out of the month were devoted with great profit to the firing of Hun powder magazines. The results were impressive indeed, and upheld the high hopes of the crews. BERGERAC on 18/19th took the count in the first round. The east end of the plant is almost completely demolished, while the nitration houses and acid recovery plant are severely damaged, with evidence of severe blast throughout the Factory. ANGOULEME, attacked on 20/21st, was still burning the day following the raid, and severe damage throughout the target area, particularly to the nitro-cellulose plant, can be seen.
We, as a Group, also played a small, but nevertheless noteworthy part in the attack against the enemy’s communications supplying his Channel Ports. AULNOYE was selected as our target, and the ensuing attack on 25/26th resulted in the central portion of one of the carriage and wagon repair shop being damaged. Rather more than twenty direct hits have been secured on the tracks – and the locomotive shed to the south is half destroyed.
An outstandingly successful attack was made on 16/17th against the CLERMOND FERRAND MICHELIN PLANT – not a building of which escaped. Severe damage is displayed throughout the entire area.
Seven major attacks were undertaken during the month. STUTTGART was our first objective on 1/2nd and again on 15/16th. The heaviest concentration of damage from these attacks is seen to the North West and North East of the town centre, where many factories of high priority are situated. Throughout the town, scattered incidents to business and residential property are apparent.
FRANKFURT on 18/19th and 22/23rd, was spectacular, not only by reason of the success of the attack, but because the Group seized the unique opportunity of unloading bombs exceeding 1000 tons of H.E. and incendiaries on the target. Some 12 hours after the second attack, columns of smoke were rising to 15,000 feet, and drifting southwards for at least 200 miles – a grave spectacle for dwellers in the South of the Reich. The principal damage is concentrated in the city centre, stretching a scarred arm northwards between the railway station and east harbour.
No month would be complete without an attack on the “Big City”. Limited cover only was available the day following the raid on 24/25th, but from the provisional report (which omits reference to the centre and the east), the potential results can be contemplated with some optimism. At the time of photography, fires were still burning.
For some months, rebuilding in ESSEN has been stealthily proceeding, and the night of 26/27th was selected as a favourable opportunity to disrupt this activity. PR.U. photographs are of poor quality, but fresh damage can be identified in many parts of the town, and in the workshops of Krupps. A full report is awaited.
The final bout of the month witnessed a bitter struggle with the enemy’s fighter defences throughout the deep penetration to NURNBERG on 30/31st, involving our heaviest loss so far recorded. Our aircraft, however, put up a spirited defence, shooting down a number of the enemy. The losses were not a small price to pay, even for a successful attack on this extremely important war production centre, but the casualties can perhaps be placed in their proper perspective, and to some extent minimised, when viewing the Battle of Germany as a whole. It is difficult to place any assessment on the raid owing to cloud conditions, and P.R.U. cover has not yet been obtained.
To speculate on the value of our contribution towards the opening of the Second Front is obviously vain, but there can be no doubt that the month’s activity has left its mark clearly impressed on the Reich.
WAR EFFORT
[Table of statistics on aircraft, sorties, bombing and training by Squadron]
ORDER OF MERIT in this table is now based on the number of SUCCESSFUL sorties completed, per average aircraft on charge, i.e. Total number of sorties minus Early Returns and Missing, divided by Average A/C on charge. No 617 Squadron, in view of their special task, are shown separately.
5 Group News. No. 20. March, 1944.
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V Group News, March 1944
5 Group News, March 1944
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Five Group Newsletter, number 20, March 1944. Includes a foreword by the Air Officer Commanding, and features about processes of navigation, signals/radar, photography, gardening, Gee, flying control, H2S, decorations, tactics, flight engineers, war savings, aircrew volunteers, air bombing, air sea rescue, gunnery, second thoughts for pilots, public relations, link trainer, equipment, training absence, sports, navigation, accidents, organisation, engineering, armament, accidents, operations and war effort.
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IBCC Digital Archive
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1944-03
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Anne-Marie Watson
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17 printed sheets
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eng
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MStephensonS1833673-160205-24
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Royal Air Force
Royal Air Force. Bomber Command
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France
Germany
Great Britain
England--Lincolnshire
France--Albert
France--Bergerac
France--Châteauroux
France--Clermont-Ferrand
France--La Ricamarie
France--Lyon
Germany--Berlin
Germany--Essen
Germany--Frankfurt am Main
Germany--Nuremberg
Germany--Stuttgart
Germany--Ruhr (Region)
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1944-03
5 Group
Absent Without Leave
air gunner
air sea rescue
aircrew
bomb aimer
bombing
bombing of Nuremberg (30 / 31 March 1944)
Distinguished Flying Cross
Distinguished Flying Medal
Distinguished Service Order
ditching
FIDO
flight engineer
Gee
gremlin
ground personnel
H2S
Heavy Conversion Unit
Lancaster
mine laying
navigator
pilot
RAF Coningsby
RAF Scampton
RAF Waddington
rivalry
sport
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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Copies sent to:
Stns. 9
S Th 10
B 6.
[Indecipherable] 2
Base 1
[Stamp] Base Copy.
V GROUP NEWS V
JUNE * 1944 * [deleted] SECRET [/deleted] * NO * 23
FOREWORD by A.O.C.
June has proved to be a month of record achievements. For the first time in its history the Group despatched 3,000 sorties of which a very high percentage were successful. Much of this success is due to the flare and marking teams who are now getting into their stride, and there has been a similar improvement in bombing. For the first time the average crew bombing error from 20,000 feet for the whole Group is below 200 yards. If the reduction of 50 yards which was achieved during June can be repeated during July, the number of bombs falling on the average target will be increased by something in the order of 50. This can be seen by looking at any P.R.U. photograph and counting the number of craters which are shown in open fields on either side of the target.
I therefore ask all crews to continue with their efforts to reduce bombing errors in the knowledge that by doing so they will add to the striking power of the Group to an extent which could be achieved by no other means. The new orders for maintenance which have recently been issued should help the Instrument Section, upon whom so much depends, to improve the serviceability of the sight, and eliminate minor inaccuracies.
On two occasions during the month the Group came up against the main strength of the German Night Fighter Defences, and on both occasions suffered serious losses; although over the whole month the missing rate was below the average for previous months. Nevertheless these instances show the vital importance of gunnery and the need for improving results by every means in our power.
There is ample evidence that the combined power of the rear and mid-upper turrets will bring down enemy fighters if the aim is correct. As an example, there is the case of “M” of 207 Squadron whose crew on the night of June 9/8th destroyed two JU. 88 and one ME.110. Although results such as this will always remain exceptional, it should be possible to improve the accuracy of aim over the present general standard. Fighters are now available in 1690 Flight for affiliation exercises and every chance must be taken whenever the weather is suitable especially at night. The bombing team has shown how greatly it can improve its results by methodical training and analysis and I now look to the gunnery team to do likewise. I will do everything in my power to provide them with means and facilities for training, but much is a matter for each gunner. Night vision, methodical search, aircraft recognition, turret manipulation, clearing stoppages, can only be improved by hard individual work.
The effort which the Group has put in during the month had been made possible by the high standards of serviceability which have been achieved, and I congratulate all ranks who have helped to get aircraft and equipment into the air. The Armament sections have loaded a record tonnage of bombs while all other sections on each station have contributed their full share to the success achieved.
Finally, I congratulate No. 51 Base on completing more than 8,000 hours of training and passing out a record number of crews. In particular I would mention No. 5 L.F.S. who completed a month’s flying with no avoidable flying accidents.
[Page break]
GUNNERY
[Underlined] BASE GUNNERY LEADERS [/underlined]
June has seen the establishment of a S/Ldr Air Gunner at each Base, and a list of the officers concerned is appended at the foot of this paragraph. Whilst these officers will be concerned with all Gunnery matters, their main functions is to improve the standard of training throughout the Group, as it has long been realised that with long periods of operations the Squadron Gunnery Leaders are fully occupied and can find little time for all the other aspects of Gunnery. The Base Gunnery Leaders will, therefore, be able to devote their time to improve training facilities and equipment, and to ensure that the equipment is available in sufficient quantity to ensure the maximum benefit being obtained from it. They will also be able to supervise the preparation of Gunners for Gunnery Leader, A.G.I. and Specialist Sighting Courses, to enable the candidates to have the best possible chance of passing these courses, thus avoiding wastage of valuable vacancies. The appointment of these Officers to S/Ldr posts offers more advancement for Gunnery Leaders, and is an indication that the importance of air gunnery is receiving recognition. We wish the officers concerned good luck in their new appointments, and hope that very shortly dividends will be paid by this new establishment.
51 BASE – S/LDR HIPKIN
52 BASE – F/LT McCURDY
53 BASE – F/LT BEALE
54 BASE F/LT HOWARD
55 BASE – F/LT BREAKEY
[Underlined] GUNNERY LEADERS’ MOVEMENTS [/underlined]
An error appeared in the Movement’s column for May, regarding 467 and 44 Squadrons, and is corrected below.
F/Lt Clarke ex 1660 Con. Unit to 44 Sqdn.
F/Lt Cleary ex 27 O.T.U. to 467 Sqdn.
Other movements are:-
S/Ldr Undery ex 1690 B.D.T.F. to H.Q. No. 5 Group.
F/Lt Cass, ex L.F.S. to 630 Sqdn.
[Underlined] COMBAT REPORTS [/underlined]
Considerable time is wasted in returning incorrect combat reports to Squadrons, through claims being made which do not conform to the standards laid down by Bomber Command, as issued to all Units. The Gunnery Leaders must ensure that information entered is correct in every detail and that all claims are submitted under one of the headings, i.e. “Destroyed”, “Probably Destroyed” or “Damaged”. Numerous incidents occur when information regarding Tail Warning Devices is incomplete, and it is emphasised that this is most important and must be included in combat reports. Combat reports could be forwarded to Headquarters 5 Group more quickly than at present; the standard pro-forma is now in general use and should help in the preparation of reports. Units should check that only this amended pro-forma is used for this purpose.
This Month’s Bag
[Cartoon]
[Underlined] DESTROYED [/underlined]
Sqdn. A/C Letter Date Type of E/A
207 “M” 7/8.6.44. JU. 88 (c)
207 “M” 7/8.6.44. JU. 88 (c)
207 “M” 7/8.6.44. ME. 410 (c)
630 “Y” 9/10.6.44. JU. 88 (c)
44 “O” 9/10.6.44. ME. 109 (c)
97 “D” 9/10.6.44. DO. 217 (c)
50 “U” 15/16.6.44. JU. 88 (c)
207 “F 21/22.6.44. ME. 109
57 “G” 24/25.6.44. ME. 109
57 “G” 24/25.6.44. JU. 88
97 “Q” 24/25.6.44. JU. 88 (c)
207 “B” 24/25.6.44. ME 109
[Underlined] PROBABLY DESTROYED [/underlined]
106 “G” 6/7.6.44. ME. 110 (c)
467 “X” 21/22.6.44. T/E.
[Underlined] DAMAGED [/underlined]
207 “J” 1.6.44. T/E (c)
57 “P” 1.6.44. JU. 88
50 “D” 6.6.44. ME. 410
9 “O” 6/7.6.44. JU. 88 (c)
630 “O” 6/7.6.44. JU. 88 (c)
630 “V” 9/10.6.44. JU. 88 (c)
97 “Q” 9/10.6.44. JU. 88 (c)
106 “F” 14/15.6.44. FW. 190 (c)
207 “D” 24/25.6.44. ME. 109
Claims annotated (c) have been confirmed by Headquarters, Bomber Command.
[Underlined] ODD JOTTINGS [/underlined]
A new type of two-piece flying suit is on trial in 53 Base, and the results will, in due course, be made available.
Replies have been received from all Units in the use of the Pilot type parachute for rear gunners and recommendations forwarded to H.Q. Bomber Command. With slight modification to the turret, this idea seems feasible, but may call for a revision in the type of clothing to be worn.
Ampro projectors are appearing in operational units for assessing Cine Gyro films. The establishment is one per station.
Units are again reminded that filters suitable for the Shadowgraph and 16 m.m. projector for use in night vision training are available. When requesting an issue of these filters from H.Q. 5 Group, units are to confirm that they have a [underlined] fully [/underlined] blacked out room for night vision training.
CLAY PIGEON SHOOTING
Instructions have now been issued to all Stations to construct a sandbag traphouse for clay pigeon shooting, and full details given for the layout of the range. Severn P.F.O’s are attending the Instructor’s Course on the 7th July, and the remainder on the 23rd July; these instructors will pass on to Unit Gunnery Leaders instructions for these practices, to ensure that at least two officers are available for conducting the exercises. Gunnery Leaders should press for the construction of the traphouses and ensure that all equipment is overhauled and ready for use.
AIR TRAINING CARRIED OUT IN CONVERSION UNITS AND SQUADRONS DURING JUNE.
[Table of Fighter Affiliation and Air Firing Exercises by Squadron]
Fighter Affiliation Grand Total = 1493
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 2
[Page break]
AIR BOMBING
[Underlined] ATTACKS ON LIMOGES MARSHALLING YARDS [/underlined]
1,424 bombs were dropped. Of this total 844 craters have been counted on the P.R.U. photographs. We can therefore only consider 59% of the total number of bombs dropped.
The M.P.I. of all craters was established and a circle of radius 150 yards was drawn. Inside this circle the number of craters that could be counted totalled 152 and the remaining 692 craters were counted outside the circle. Therefore the Pilot and Air Bomber’s error for 692 bombs was greater than 150 yds.
With our 152 bombs inside the 150 yards circle we achieved 10 hits per acre and if we assume that of the bombs not counted, we obtained the same percentage inside 150 yards our hits per acre would increase to 17.
There were 211 bombs between the 150 yards and 250 yards circles. The maximum errors permissible for these bombs to get them into the 150 yards circle are:-
125 yards – average line error
160 yards – average range error
We all agree that these limits are reasonable and that crews should not have errors in excess.
Now, if the bombs had been contained in the limits of 125 yards line and 160 yds. range, our resultant average radial error about the M.P.I. would be 175 yards. This would mean that instead of sending the 96 aircraft to Limoges that we had to, we need only have sent 59 aircraft to achieve the same number of hits. We would then have had 37 aircraft free to attack the factory at ??? There were, of course, 330 bombs seen outside the 250 yards circle and great effort must be made to eliminate the errors that were responsible.
The Moral! – You must practice, practice and practice until you are a certain “A” category crew.
!!! [Underlined] CREW CATEGORISATION [/underlined] !!!
A+ Crews – 60 yards or less
A Crews – 100 yards or less
B Crews – 100 yds. to 150 yds.
C Crews – 150 yds. to 200 yds.
D Crews – Over 200 yards.
[Underlined] RESULTS [/underlined]
[Table of Crew Categories by Base]
[Underlined] “GEN” FROM THE BOMBING RANGES [/underlined]
[Underlined] EPPERSTONE: [/underlined] Plotted 1597 bombs aimed by 309 aircraft.
[Underlined] OWTHORPE: [/underlined] Plotted 1510 bombs aimed by 319 aircraft.
[Underlined] WAINFLEET: [/underlined] Plotted 2056 bombs aimed by 440 aircraft.
HIGH LEVEL BOMBING TRAINING
[Table of High Level Bombing Training Statistics by Squadron and Conversion Unit]
THE BEST RESULTS FOR JUNE
In the April “News” it was threatened that owing to the improvement in Crew Errors, it may be necessary to lower the qualifying figure for the inclusion of errors in this column. June has produced the largest number of below 100 yards errors yet, and in consequence only those crews who have obtained crew errors of 80 yards or less, converted to 20,000 ft. can receive publicity.
Squadron or Con. Unit. Pilot Air Bomber Navigator Error at 20,000 feet.
9 F/O Blackham F/O Elphick F/O Wenger 72 yards
44 F/L White Sgt Jenkins F/S Jones 66 yards
P/O Baxter W/O Young W/O Rutherford 50 yards
P/O Stewart Sgt Stubbs Sgt Wright 65 yards
49 P/O Appleyard F/S Jameson F/S Blumfield 78 yards
P/O Arnold F/O Dewar W/O Fleming 72 yards
57 F/S Clark Sgt Johnson Sgt Lugg 65 yards
83 P/O Meggeson W/O Franklin F/O Wicker 65 yards
F/O Kelly F/O Irwin Sgt Burleigh 58 & 64 yards
97 F/L Van Raalte F/O Arnold F/S Williams 52, 69 & 78 yards
S/L Ingham F/O Perkins F/L Chatten 69 yards
467 P/O Waugh F/S Southgate F/O Semple 67 yards
F/L Brine F/S Luton F/S Sutton 80 yards
617 P/O Duffy F/O Woods F/O Bell 42 yards
F/O Knights P/O Bell F/O Rhude 48 yards
P/O Jingles F/S Hazell F/O Beal 63 yards
619 P/O Johnson Sgt Vaughton F/S Tranter 79 yards
F/L Howes F/O Baker F/L Harrison 74 yards
1654 C.U. F/S Beharrie Sgt Dean Sgt Brownhall 74 yards
F/S McKechnie F/S Wallace Sgt Little 53 yards
1660 C.U. P/O Dyer F/S Howard F/S Lemaire 74 yards
F/S Millar F/O Banks W/O Wilday 70 yards
1661 C.U. F/O Franks F/O Orry Sgt Roe 78 yards
F/O Furber Sgt Le Marquand F/O Hassel 78 yards
5 L.F.S. S/L Smith Sgt Wallis Sgt Page 49 yards
F/O Edwards F/S Wallace F/O Nunn 54 yards
Congratulations to F/L Van Raalte and crew, 97 Squadron for the outstanding 3 exercises!!!
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 3
[Page break]
AIR BOMBING (CONTD.)
[Underlined] “GEN” FROM THE SQUADRONS [/underlined]
[Underlined] 50 Squadron (F/Lt Hearn, D.F.C) [/underlined] report that to try and reduce bombing errors to a minimum a system of practice bomb plotting on small perspex covered boards is being inaugurated. The errors will be plotted on this board and the reason explained verbally to the Air Bomber, Captain and Navigator. In case of suspected instrument error the Bombing Section will examine the results plotted with the Instrument Section.
[Underlined] 57 Squadron (F/L Keats) [/underlined] report that a modification to permit the emergency jettisoning of smaller H.E. bombs only when a mixed load of 4,000 H.C. and other H.E. bombs is carried has been suggested by an Air Bomber and submitted for approval. An isolation switch would be incorporated in the circuit between the Connell Pre-Selector and No. 13 Station. This switch would be permanently wired down except when the special load of 4,000 H.C. and other H.E. bombs is carried, in which case it would be left up for take-off and put down by the crew when a height of 4,000 feet is reached. In the event of engine failure at take-off, the pilot could jettison the smaller H.E. bombs safe with the jettison toggle instead of the normal jettisoning of containers by Type H Jettison.
[Underlined] 52 Base [/underlined] report that [underlined] 12 [/underlined] aircraft took off between [underlined] 08.30 hours and 09.30 hours [/underlined] on 4th July to carry out High Level Practice Bombing. Early morning details can be sure of the best bombing weather!!
[Underlined] 106 Squadron (F/L Morgan) [/underlined] report the following outstanding exercise:-
Pilot:- F/O Meredith
Air Bomber:- F/O Mitchell.
As the port outer engine had to be feathered before completion of the cross country, bombing was carried out on only three engines. As Gee was thus u/s and as petrol was running short, no wind was found, but the wind velocity found on the last leg of the cross country was used for bombing. This wind velocity was found at 18,000 feet, whereas the bombing was carried out at 14,000 feet owing to having only three engines. Thus a fairly large vector error of 214 yards (Converted to 20,000 feet) resulted, but the bomb aimer’s error was only 16 yards at 14,000 feet, which is an error of 19 yards when converted to 20,000 feet.
[Underlined] BOMBING LEADERS’ CORNER [/underlined]
Bombing Leaders in 54 Base are:-
83 Squadron – F/L Bedell
97 Squadron – F/L Rogers, D.F.C.
627 Squadron – F/L Mitchell
[Underlined] F/L Harris, D.F.C. [/underlined] has arrived from H.Q. 6 Group to take over Bombing Leader duties at No. 5 L.F.S. Syerston.
[Underlined] F/L Honnibal [/underlined] (ex 92 Group) has succeeded F/L Keats as Bombing Leader to 57 Squadron.
[Underlined] F/L Keats [/underlined] (57 Squadron) has moved to H Q 92 Group.
[Underlined] BOMBING LEADERS’ COURSES [/underlined]
F/O Clegg (44 Squadron), F/S. Booth (619 Squadron) and F/O Linnett (207 Squadron) obtained “B” Categories on No. 84 Course and F/O Nugent (61 Squadron) obtained “B” Category on No. 85 Course.
[Underlined] SQUADRON BOMBING COMPETITION [/underlined]
The month of June was notorious for bad weather, numerous operations and stand-by’s. Hence the competition entries were fewer in number than of late. It has been decided to include the Conversion Units in the Competition under the same rules as for the Squadrons. It is realised, however, that they have an advantage over Squadrons in so far as they have considerably more qualifying entries from which to make selection. However it is hoped that squadrons will make determined efforts to beat the Conversion Units in July. Out [sic] congratulations are extended to 51 Base for their high standard, and their commanding positions in this, their first entry!!
PILOT AND AIR BOMBER’S ERROR AT 20,000 FEET
1st 1654 C.U. – 60 yards
2nd 619 Squadron – 62 yards
3rd 1660 C.U. – 68 yards
4th 1661 C.U. – 69 yards
5th 44 Squadron – 70 yards
6th 467 Squadron – 78 yards
7th 5 L.F.S. – 83 yards
8th 49 Squadron – 85 yards
9th 83 Squadron – 90 yards
10th 9 Squadron – 92 yards
11th (630 Squadron- 96 yards
(106 Squadron 96 yards
13th 463 Squadron- 107 yards
14th 97 Squadron – 109 yards
15th 207 Squadron – 116 yards
16th 57 Squadron – 124 yards
Non-qualifying Squadrons:-
17th 50 Squadron (6 exercises)- 106 yards
18th 61 Squadron (3 exercises)- 91 yards
[Underlined] BOMBING LEADER COMPETITION [/underlined]
F/Lt Walmsley, D.F.C. – 52 Base – 76 yards
[Underlined] BIGCHIEF COMPETITION [/underlined]
G/Capt Johnson, D.F.C., A.F.C. – 88 yards
(R.A.F. Station, Syerston)
[Underlined] ? ? AIR BOMBERS’ QUIZ ? ? [/underlined]
1. What can cause an apparent Vector error in practice bombing?
2. List the possible causes of Large Random Errors.
3. What errors in practice bombing will be caused by low suction?
4. If you set the wrong T. V. what kind of error will you get?
[Underlined] MARK XIV BOMBSIGHT – DO’S AND DON’T’S [/underlined]
DO:- (i) set Bomb T.V. (the TV’s of all bombs likely to be dropped should be recorded on the levelling card on the top right-hand corner of the computor).
(ii) Set Target height against Q.F.E. ([underlined] SEA LEVEL PRESSURE [/underlined]).
(iii) Set [underlined] INDICATED [/underlined] Wind Speed because Bombsight Computor works on Indicated Air Speed and indicated height (indicated wind can be found from true wind by SUBTRACTING 1.5% per 1000 ft of height).
(iv) Synchronise bombsight compass with Pilot’s D.R. repeater (by pressing in and turning the synchronising knob on the side of the Computor box.)
(v) Check that sufficient suction is reaching the bombsight gyros.
(vi) Remember to turn on air supply to the bombsight by means of the Bombsight Cock.
(vii) Be sure that the Pilot puts main control cock of “George” to OUT when Bombsight is to be used, or no compressed air will be available.
(viii) Keep the bombsight clean and check all the loads are correctly attached.
(ix) Liaise with the Instrument Section who maintenance [sic] your bombsight.
DON’T (i) Use the Emergency Computor until you have checked the bombsight and tried to correct the fault.
(ii)Touch the reflector glass of the Sighting Head when the gyro is running (the gyro is always running when the engines are running).
(iii) Forget to adjust the levelling scales for the all-up weight. (The Flight Engineer will know the A.U.W.).
(iv) Put any pressure on the reflector glass – even the edge of a map may lead to the toppling of the gyro when the engines are running.
(v) Let anything, not even your oxygen mask, press on the Sighting Head. (The upper part is supported on anti-vibration mountings which prevent the bearings of the gyro being damaged – the least pressure can make the alignment inaccurate).
(vi) Stow parachute, window, etc. near any of the leads to the Computor Box or Sighting Head.
(vii) Forget to liaise with the bombsight maintenance staff.
[Underlined] OPERATIONS (Continued from back page) [/underlined]
were daylight attacks) with varying degrees of success. Notable among these attacks were the operations in daylight against WATTEN and SIRACOURT on the 19th and 25th respectively. In both cases direct hits are claimed on the launching ramps involving damage which, it is hoped, will put them out of -commission at least temporarily.
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 4
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NAVIGATION
No long range sorties have been carried out during the month; in fact almost all the targets have been in Gee range. No Navigational difficulties therefore have been experienced. Broadcast winds have not been attempted during the month because of shallow penetration.
One major navigational “boob” was, however made during the month by a Navigator of No. 106 Squadron. The aircraft was detailed to attack a Ruhr target, and reached the enemy coast on track and on time. The Navigator then gave the next course to the pilot who in error steered 100° different from that given him. The Navigator was at fault in not checking the course with the pilot. The aircraft continued on the wrong course for six minutes until a Gee fix was obtained. The sortie was eventually abandoned because of the time element. This is another example of what can happen if you do not carry out the correct drills. Immediately the pilot says “on course” make it your first duty to check the true course steered.
[Underlined] ANALYSIS OF WIND FINDING. [/underlined]
During the month an analysis of errors which may arise in windfinding has produced the following probable error:-
Probable Error
(i) Inability to read A.P.I. to nearest half minute of Lat. and Long. 1 mile
(ii) Inability to plot a position in Lat. and Long. accurately (e.g. Air Position and Gee fix) 1/2 mile (at least)
(iii) Inherent error in H2S fixes of at least half a mile. 1/2 mile
(iv) Inability to plot an H2S fix to within 1/2 mile because of mile scale limitations on chart 1/2 mile
(v) Probable error in synchronising of D.R. compass repeaters when airborne. 1 mile
(vi) Error in Compass swing of at least 1°. 1 mile
(vii) Probable error in measuring off length of wind vector, because of mile scale limitations, on chart. 1/2 mile
[Underlined] Total [/underlined] 5
Therefore if a wind was found over a period of 15 minutes it would be possible to obtain an error of 20 m.p.h!! Fortunately, of course, some of the errors will cancel out, but even then there will always be a residue which, multiplied by four, may still give a large error.
It will be noticed that careless errors in taking of Gee and H2S fixes, reading off A.P.I. co-ordinates, incorrect plotting etc. have not been mentioned.
The problem now is, how can we eliminate the above errors. Action has already been taken to eliminate points (iv) and (vii). Station and Squadron Navigation Officers are urged to discuss the above list with all Navigators on the Squadron, and submit any suggestions to Group Headquarters immediately.
Don’t be afraid to give us all your suggestions. Remember, the more accurate w/v’s we obtain, the more accurate the bombing, concentration and timing.
Referring back to careless errors, by far the largest of these are plotting and computing errors. A list of exercises to improve plotting and computation was forwarded to each S.N.O. some weeks ago. It is the responsibility of each S.N.O. to see that these exercises are completed at regular intervals. Short computation tests, lasting 15 – 20 minutes should be completed every morning if this is possible. There is always a spare half hour between assembly at the flights and commencing N.F.T’s. The plotting tests should be carried out at least once every fortnight, particular stress being laid on wind finding. Make it a point always that the tests are analysed immediately after completion, and the results made known as soon as possible.
Many Squadrons have adopted the above procedure, and are being well repaid. There are still one or two Squadron Navigation Officers, however, who say they are too busy to do such things. Don’t let this be your excuse – try it conscientiously and well for the next fortnight, and note the improvement in the work of your Navigator.
[Underlined] AIR POSITION INDICATOR [/underlined]
All Navigators will now be conversant with the resetting modification fitted during the past months. It is hoped that maximum use is being made of this device, which should considerably simplify resetting.
Yet another modification to simplify resetting has been suggested by the Navigation Staff at Syerston. It is the fitting of a “winder handle” to the resetting knob. Only one handle need be used when resetting and, much more important, the time taken to reset will be reduced by at least 2/3rds. The above modification has been submitted to Bomber Command for approval, and as soon as this is obtained, all aircraft will be modified.
Several Squadrons have been persevering with the graphical resetting procedure, but this has not proved very successful. When the modification suggested by Syerston has been fitted to all aircraft, all objections against resetting regularly will have been overcome, and it will be possible to adopt the standard procedure of resetting the A.P.I. regularly.
[Underlined] NAVIGATION TECHNIQUE [/underlined]
During the summer months it is hoped we may further the Navigation technique to such an extent that Navigation will be considerably simplified during the winter period. We must aim for simplification and standardisation in use of A.P.I., H2S and log and chart keeping. This will be of considerable benefit to the Conversion Units. At the present time a Navigator is taught one method at the Conversion Unit and another on the Squadron – consequently he is proficient at neither. Ideas are being collected from Squadrons and it is hoped to present to Squadrons and Conversion Units the ideal Navigation technique. Let us have your suggestions.
[Underlined] PRACTICE BOMBING WINDS [/underlined]
The results of the drive on practice bombing and wind finding have, on the whole, been satisfactory – but in certain cases they have been disappointing. The Conversion Unit Navigators have surpassed many operational Navigators. A vector error of less than 5 m.p.h. should be your aim.
Improvements have been made during the last 7 or 8 weeks, and the average vector error produced this month is 7 3/4 m.p.h. – a commendable effort on the whole but there is still room for improvement.
It was stated in last month’s News that a monthly Bombing Wind Finding Competition would be held. It was the intention to publish the best eight vector errors for the month, but so far there have been 14 instances where NIL vector error was obtained and a further 14 instances of vector errors of 2 m.p.h. and below! It has therefore been decided to issue the AVERAGE vector error obtained by each Squadron and Conversion Unit for the month. The order is as follows:-
[Table of Average Vector Error by Squadron]
[Underlined] Average Error: [/underlined] Squadrons – 7 m.p.h.
Con. Units – 8 m.p.h.
It will be noted that only one Squadron has achieved the ideal, i.e. a mean vector error of 5 m.p.h.
[Underlined] UNION NEWS [/underlined]
S/Ldr Day, D.F.C. Base Nav. Officer, Scampton to Ops.II H.Q. 5 Group.
S/Ldr Mould, D.F.C. S.N.O. Dunholme to Base Nav. Officer, Scampton.
F/Lt. Bray, D.F.C. 207 Sqdn. to S.N.O. Dunholme.
F/Lt. Woodhouse, D.F.M. 44 Squadron Nav. Officer reported missing.
F/Lt. Craven 50 Squadron Nav. Officer reported missing.
F/Lt. R. Adams, D.F.C. 630 Squadron Nav. Officer reported missing.
F/Lt. Lascelles, D.F.C. 1654 C.U. Navigation Leader to be Squadron Nav. Officer No. 50 Squadron.
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 5
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ARMAMENT
[Underlined] A RECORD MONTH [/underlined]
The month of June produced two new records when a total of 3000 sorties was flown, resulting in 11,708 tons of bombs dropped on enemy territory, an increase of 3,000 tons over our previous record in May. All armament personnel can be justifiably proud of their contribution, particularly as this phenomenal tonnage represents only a fraction of the tonnage actually handled during the month.
[Underlined] ELECTRICAL BOMBING GEAR [/underlined]
One drop of water in the wrong place may result in several thousands of pounds of high explosive failing to reach the target – a startling yet true statement. Bad weather has necessitated leaving aircraft bombed up for several consecutive days, and as no aircraft can be guaranteed waterproof, it is quite possible that some of our recent “summer weather” has seeped into the bombing circuit.
All Armament Officers are reminded if the correct procedure to be carried out when aircraft are left bombed up after the cancellation of operations, and a quick reference to Air Staff Instructions would not be amiss at this stage. Are your electrical circuits tested each day, and do you always remove pyrotechnics from the aircraft immediately after the cancellation? Check up on these and all other relevant points, and ensure that the [underlined] full [/underlined] load reaches its destination, and not just a small fraction of it.
[Underlined] ARMAMENT BULLETIN [/underlined]
The Bomber Command Armament Bulletin for June has now arrived and contains some very interesting and useful information, particularly the suggestions made for improving the condition of bomb dumps in general. Page 9 of the Bulletin refers to the difficulties encountered in the storage of cluster projectiles and introduces a new type of tracking which is intended form a temporary hard standing in bomb dumps which have no suitable storage space for this particular weapon. Supplies of this Summerville tracking have already arrived at some stations in the Group and although it is, as yet, too early to express an opinion as to the efficiency of this equipment, it is considered that it will prove to be a very great asset.
FAILURES TABLE
[Table of Armament Failures by Types and Squadron]
A= MANIPULATION B = MAINTENANCE C = ICING
D = TECHNICAL E = ELECTRICAL F = OBSCURE
[Underlined] GUN FREEZING [/underlined]
Although the immediate danger of gun failures due to freezing has now passed, the problem of preventing such failures is still being very carefully investigated, and to assist in this investigation samples of hydraulic fluids have been taken from gun turret systems of operational aircraft for analysis by the Ministry of Aircraft Production.
A [indecipherable] of water in suspension in hydraulic fluid is sufficient to cause the oil to freeze at a considerably higher temperature, and consequently the importance of ensuring that oil containers used to fill gun turret systems are free from water, cannot be too strongly stressed. Results of this analysis will be forwarded to all Bases and Stations when received. We hope that they will be negative.
[Underlined] AMMUNITION [/underlined]
The repeated changing of ammunition from night to daylight sequence results in all ammunition bolts being handled several times a week. If ammunition is transported in suitable containers and handled carefully when being loaded into the aircraft, no misalignment should occur.
The necessity for ensuring that only correctly aligned ammunition is loaded into gun turrets should be brought to the attention of all armourers and air gunners.
NAVIGATION TRAINING
The emphasis during the past month has been on wind finding for practice bombing, and we are pleased to say that Navigators on the Training Base have risen to the occasion and produced excellent results. The most notable performances have come from Winthorpe, where seven Navigators obtained a Nil vector error. This drive on wind finding has created a desire to find equally correct winds during Navigational exercises. The result has been a big improvement in track keeping and timing.
From time to time improvements on the A.P.I. are suggested. The latest suggestion comes from F/O Richardson of No.5 L.F.S., who has suggested a modification to facilitate re-setting. This modification, if adopted, will reduce the time taken to reset the A.P.I. by at least 2/3rds. Good work Syerston!
H2S training is getting into its stride at Wigsley, and 1/3rd of each course is now being trained. Only one trainer is available at Wigsley at the moment, but as soon as the second trainer arrives it is the intention to train 50% of all crews. Winthorpe and Swinderby Conversion Units are already training half their inputs. Pupils are receiving approximately 14 hours air training, and at least 20 hours ground training. When more aircraft are available it will be the policy to train more crews rather than increase the number of flying hours per pupil.
Bullseye exercises have been seriously interrupted by bad weather, but 10 and 12 Groups have co-operated to the maximum extent on every possible occasion, and several good exercises have been completed.
[Underlined] THIS MONTH’S “OVER KEENNESS” [/underlined]
A Navigator on a cross country flight who was endeavouring to work the Swinderby system of obtaining six minute fixes and winds, experienced Gee failure. He immediately instructed his W/Operator to obtain a M/F fix every six minutes. The W/Op. found the ether rather congested, so he attempted priority fixes – much to the concern of the M/F Section, R.O.C, 5 Group and No. 51 Base!
Public Relations
Public Relations work during June has been rather confused owing to the altered nature of the Command’s operations, and the uncertainty of many circumstances. Only a few reports were issued to the press at any length by the Air Ministry News Service.
Three war correspondents have flown in Group aircraft on operations: Mr. Ronald Walker, of the “News Chronicle” who went over Caen with S/Ldr. Fairburn of 57 Squadron on June 12/13; Mr. R.J. Kiek, of the Netherlands Press Agency, who flew over a French target with his countryman, F/O Overgaadu of No. 207 Squadron, on June 16/17; and Mr. Kent Stephenson, B.B.C. War Reporter, who unfortunately failed to return with W/Cdr. Crocker of No. 49 Squadron on June 21/22.
(Continued in Column 2)
(Continued from Column 3)
Three parties came to our stations: June 1st, Dunholme, Mrs. Billingham (Reuters), Miss Tredgold (South African Argus) and Mr. Fletcher (Sport and General Press Agency Photographer) for the visit of the Prime Minister of Southern Rhodesia: June 17th, Waddington, Mr. W. Farmer, of the “Melbourne Herald”; and June 22nd, Waddington, Mr. Wilkins and Miss Elizabeth Riddell (journalists) and Mr. J. Warburton (Sport and General photographer), for the visit of the Duke of Gloucester.
A party of employees of the Firma Chrome Plating Co., of Sheffield, visited the Sheffield Squadron (No.49) on June 3rd.
5 GROUP NEWS. NO.23. JUNE, 1944.
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SIGNALS
[Underlined] WIRELESS OPERATORS (AIR) [/underlined]
June was quite a fair month from the aircraft signals point of view, but improvement can and must be made. It is hoped every endeavour will be made by Signals Leaders to raise the standard of Aircrew Signals operating to a high state of efficiency.
Have all Signals Leaders read and digested 5 Group Signals Instruction No. 13, and acquainted all their operators with its contents?
This instruction lays down the requirements for W/T Control Operators. Endeavour should be made to bring every Operator up to the standard required. Two Squadrons have already carried out air tests with quite satisfactory results. One important point – once an operator reaches the standard required, he must, by constant practice maintain that standard, and to ensure that he does, he may be required to do an air test with Group at any time, without previous warning.
[Underlined] DAILY INSPECTIONS. [/underlined]
Signals Leaders, do you ever take a quick run out to your aircraft and check over the “Daily” done by your W/Ops?
An aircraft of this Group took off on Ops one night, was only airborne a short time when the intercom. failed. Cause – faulty 2v 20 Acc! The W/Op did not carry out the correct drill for the use of emergency intercom. as laid down in 5 Group Aircraft Drill No.11, Appendix “A”. Result – one early return and one load of bombs the Hun did not receive. Was this the only dud 2v 20 Acc. airborne that night? Or was he the unfortunate W/Op. who, through his lack of knowledge or carelessness in carrying out his emergency drill, was found out? We wonder!! It would be worthwhile checking up on these accs. in the aircraft. Yes, there was a lot of truth in the film “BOOMERANG” !
The new Wireless Operators (Air) log has now gone to the printing press and should be available for issue very soon. We hope to see some very neat and fully detailed logs returned, just to show your appreciation.
[Underlined] GOOD SHOWS [/underlined]
This month’s Good Show comes from 57 Squadron, by an operator who showed coolness and initiative in fixing up his broken dinghy aerial (fixed) and operating his dinghy radio, thus enabling the rescue aircraft to “home” on his signal.
The aerial mast was broken while erecting, and the operator fixed his aerial lead into the aerial part while other members of the crew took turns at holding the aerial aloft, by the insulated part which separates the aerial from mast.
This is an excellent example of cool and intelligent thinking under very difficult circumstances.
[Underlined] EARLY WARNING DEVICES [/underlined]
The co-operation of W/Op. and Gunner reporting on unserviceability of Early Warning Devices is improving, but there are still the few cases of discrepancy appearing in these E.W.D. reports and Combat reports. Just a little more drive in this direction will eradicate this, so Signals Leaders and Radar Interrogators, do your stuff.
Manipulation failures are still occurring, mostly due to lack of experience, and every effort must be made to eliminate them. Efforts are being made for every Squadron to have one Early Warning Device Instructor, and quite a few Squadrons have them already. Signals Leaders, get your W/Ops over to them for that little extra instruction which means all the difference between failure and serviceability of your E.W.D. and sends your Squadron percentage of serviceability soaring.
The cards, depicting combats on Monica, sent from this Group to Headquarters Bomber Command, are now in the process of being reproduced and will soon be available for issue to Squadrons and Conversion Units.
[Underlined] GROUP W/T EXERCISE [/underlined]
The alteration to the time of the Group W/T exercise has met with universal approval from all Squadrons, and there has been some good operating. The reallocation of Squadrons to Sections 1 and 2 should also help to make the exercise more interesting by eliminating the possibility of any two transmitters “blotting out” each other due to their close proximity.
[Underlined] VALETE ET SALVETE [/underlined]
Our heartiest congratulations to W/Cdr. Skinner on his promotion and his appointment as Officer Commanding No. 14 Radio School. We wish him every success in his new sphere.
Our congratulations also go to S/Ldr. Andrews on his appointment as Signals Leader, 92 Group.
Five Group are poorer by two very popular officers.
44 Squadron will welcome F/O Hughes (a former 44 Sqdn. W/Op) as Signals Leader.
[Underlined] W/T FAILURES [/underlined]
The W/T failures percentage against total operational sorties has shown a great decrease during the month. There were 27 failures reported out of 3,000 sorties – the percentage being 0.9, the lowest figure for many months. The maintenance personnel are to be commended for repeating last month’s record of zero maintenance failures. Out of this enormous number of sorties, only two aircraft returned early as a result of signals defects. The number of component failures (equipment) was 14. Surprisingly enough, not one condenser or resistor defect was reported; R. 1155 output valves again proved troublesome.
[Underlined] V.H.F. FITTING [/underlined]
At the time of going to press, 200 aircraft are fitted with V.H.F. equipment. The speed of fitting has placed us well ahead of schedule. Units are reporting that they are receiving a considerable number of crystals which on test have been found inactive. R.A.E., Farnborough, have evolved a modification (R.T.I.M. No.629) employing a choke unit type 45, which, in A. D. G. B. aircraft has proved quite successful. When the choke units become available, units will be notified.
[Underlined] MANDREL [/underlined]
There are two main reasons why the total number of Mandrel fitted aircraft in this Group has fallen. They are (a) supplies of Col.9 not forthcoming, and (b) large scale V.H.F. fitting drive, which has absorbed all available Signals manpower in the squadrons. It is emphasised, however, that squadrons must ensure that all their complete Mandrels are fitted as soon as possible. The Countermeasure Party is still available at Group Headquarters in readiness to offer assistance.
[Underlined] CARPET II [/underlined]
Contrary to many beliefs, Carpet II is in no way connected with Persian Markets. It is, however, a new radio countermeasure device fitted to the Illuminating Force aircraft of this Group. It is quite popular with the C.S.O!
[Underlined] RADAR [/underlined]
Base Signals and Radar Officers attended a conference at Group Headquarters on 16th June, to discuss the Bomber Command proposed establishment of Radar personnel. After considerable discussion and divergence of opinion the proposals were accepted. Some alterations were suggested in connection with accommodation and holdings of spare equipment, and these were forwarded to Bomber Command. It is understood that the proposals are now being considered by the Establishment Branch at Bomber Command.
[Underlined] BOOZER [/underlined]
Sufficient Boozer equipment became available during the month to enable fitting to proceed in our two Boozer squadrons. As this equipment is in very short supply, every effort must be made to make immediate use of all that is available. Test equipment is at the moment, difficult to obtain, but a proposed re-distribution of the total Command holdings should ease this situation.
[Underlined] REPEATER INDICATORS [/underlined]
It has become increasingly obvious from scrutiny of combat reports that Tail Warning Devices are not being watched continuously by the Wireless Operator. Originally it had been hoped that with training and experience a W/Op would be able to carry out his W/T work whilst, at the same time keeping one eye on the Tail Warning Device, but this has been found to be very difficult. The possibility of repositioning the Tail Warning Indicator so that two of the crew can watch it, has been thoroughly investigated, and found impracticable. Experiments have been made to ascertain the possibility of using a second indicator. This repeater indicator is located adjacent to the Gee indicator. An indicator standard for both Monica IIIA and V, has been designed and tested by the Group Trouble Shooting Party. It has proved quite satisfactory and Bomber Command have been asked to arrange for its early introduction. The design of a simple Fishpond repeater indicator proved too great a problem, and it is now expected that a second standard Fishpond indicator will be the only answer.
[Underlined] GEE [/underlined]
Gee was once again the leader in serviceability, showing a new high percentage of 97.77 out of 2,639 sorties. This was obtained in spite of the decrease in new equipment available, and a consequent reduction in the spare sets which squadrons were able to hold.
(Continued on Page 8 Column 1)
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 7
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SIGNALS (CONT.)
[Underlined] H 2 S [/underlined]
A total of 1249 sorties was completed by aircraft equipped with H 2 S Mark II, and of these 103 experienced difficulty; the remaining 91.76% were serviceable throughout the sorties. The fitting of this equipment to 619 Squadron has not yet been completed, but it is proceeding as fast as circumstances will allow. The movement of the Bomber Command Fitting Party to Dunholme will ease considerably the strain of fitting now being carried out by squadron personnel. The supply of fitted aircraft is keeping pace with the number of trained crews.
Mark III H 2 S has shown a decided improvement and the 76 sorties completed resulted in a serviceability of 92.11%. Supply of this equipment is still very grim, but does show signs of improving.
[Underlined] FISHPOND [/underlined]
As is to be expected, this equipment followed in step with H2 S, 92.72% of the 1236 sorties being free of difficulty. Training has shown very decided improvement and the operational reports indicate that W/Ops. are having increased success with this equipment.
[Underlined] MONICA [/underlined]
Monica IIIA remained at almost the same level as May. 830 sorties were completed, and there were 39 difficulties reported. The remaining 95.31% gave completely satisfactory results. Monica V came closer than ever to overtaking its predecessor with a percentage serviceability of 93.91. The more prevalent causes of unserviceability have been almost eliminated, and the lesser difficulties will no doubt diminish as further experience is gained by Radar personnel. The supply position of both types of Monica becomes increasingly difficult, so squadrons must do their utmost to conserve their existing equipment, and to keep all sets serviceable. The delivery of a Monica Trainer to the Aircrew School at Scampton should help squadrons considerably in their training programme.
The serviceability figures for the month are very gratifying. They indicate a decided increase in the standard of training and workmanship of Radar personnel. In these days of intensive operations, it requires hard work to keep all our equipment serviceable, but the bombing results are more than worth the effort. With the introduction of the proposed establishment, and an adequate number of Radar vans, we should be able to meet the rain and altitude trials of winter on better than equal terms.
[Underlined] TELEPHONE EXCHANGES [/underlined]
Last month’s issue of the News contained a cartoon for which we, in Signals, accept no responsibility. We are delighted, however, to be given the opportunity to refute the allegation of inefficiency which was inferred by publishing the following bouquet.
Skellingthorpe has produced some surprising figures showing the number of calls handled by the Admin PBK during a 24-hour non-operational period. A total of 3,725 calls was handled during this period, and of these 3,143 were extensions – to – extension calls. The Station Commander comments – “My opinion of our operators, always high, has gone up still further”, and – “at Skellingthorpe we have an exchange staff second to none”. We hope that this latter remark will be accepted as a challenge by other exchanges within the Group.
[Underlined] TELEPRINTER TRAFFIC [/underlined]
In April of this year, this Headquarters Signals Office was handling about 9,000 teleprinter messages per week. A drive was then inaugurated to divert traffic to less congested channels, such as D.R.L.S., and our weekly total fell in five weeks by 4,000 messages!
Now that “D” Day has passed, however, the total is commencing to rise. This must be checked, since as the Western Front develops, our commitments increase – It’s often quicker by postagram – at any rate for Admin messages.
EQUIPMENT
[Underlined] LANCASTER SPARES [/underlined]
This month sees a changeover in our method of demanding spares for Lancasters. Instead of demanding straight on to the M.P.O. demands are now placed on No.207 M.U. who are in a position to supply.
Equipment Officers will help No. 207 M.U. provisioning to a great extent by keeping a close watch upon demands for Lancaster spares, and ensuring that demands are going to No.207 M.U. and not to the M.F.O.
[Underlined] MECHANICAL SWEEPERS [/underlined]
A point to watch is the serviceability of mechanical sweepers. If these machines go u/s it means that runways cannot be kept clear of flints and stones, which means a rise in consumption of tyres. The aircraft tyre situation is still acute, and every care must be taken to get the maximum amount of life out of every tyre.
Equipment officers should therefore look into the holdings of spares for mechanical sweepers, and in conjunction with the M.T. Officers provision wisely on those parts which have a habit of going u/s. This will keep the sweepers serviceable and the consumption of tyres down.
[Underlined] WINTER CLOTHING [/underlined]
Now the English summer is upon us it would be wise to overhaul items of winter clothing such as overcoats, waterproof overalls, leather jerkins etc., and get them into good trim for the forthcoming winter.
It would be better to do it now instead of waiting for the winter when these items will be in great demand.
[Underlined] BLANKETS [/underlined]
Instances have occurred where it has been found that Stations have been holding blankets far in excess of their entitlement as laid down in A.M.O. A. 700/43. A quick check of stocks may mean the release of many blankets with a subsequent saving of man-hours at the factory which manufactures them.
[Underlined] EQUIPMENT (Continued from column 2) [/underlined]
[Underlined] OXYGEN TRANSPORT CYLINDERS [/underlined]
Attention is drawn to Headquarters Bomber Command letter BC/S.21459/E.6, dated 30th June, 1944.
The scale of issue of these items is 32 per squadron. Equipment Officers should make every effort to reduce any surplus holdings and return these cylinders to the M.U.
GARDENING
5 Group’s gardening this month amounted to two small but useful operations by No.44 Squadron against two of the Biscay U-Boat lairs, on the nights of 6/7th and 8/9th. Planting was done in H 2 S from high altitude and some excellent P. P. I. photographs were obtained. A total of 30 vegetables was planted.
Although the record breaking figures of April and May were not reached, the Command planted the considerable total of 1772 vegetables, in some 20 gardens. Over 1,000 were directed against the U-Boats – off their bases and in their approach routes to the Western end of the English Channel. This, combined with vigorous and successful action by air and surface striking forces has brought almost to nothing the threat to our Invasion supply lines, in spite of the massing of the U-Boats to the West of the Channel in the first few days. Nearly 600 vegetables were laid in the Channel itself, to impede enemy surface craft – principally E-Boats – in their anti-invasion operations. (Here, we gratefully admit, we were helped more than a little by the wholesale slaughter of these vermin in their harbours by the bombers). Certain North Sea gardens received some 150 vegetables, and Mosquitos of 8 Group planted a small number in the Kettegat.
During the three months preceding “D” Day well over 7,000 vegetables were planted by the Command, 5 Group being responsible for 908. These figures show that in actual quantity we distributed about one eighth of the Command total. What they do not show is that nearly all our operations were special ones, involving either exceptionally long distances (DANZIG); exceptional accuracy from very low level (KONIGSBURG CANAL); exceptional weight of attack in one night (KEIL BAY) or gardening in daylight (KATTEGAT). We do little routine gardening, and so do not get regular practice, but our recent successes show the value of keeping up to date in slack periods.
Results are beginning to come through, but details of casualties still refer to at latest three months ago; in fact, in the latest list we discover that 5 Group sank a U-Boat in April [underlined] 1943! [/underlined] Fortunately some reports get through more quickly than that, and news of the tremendous indirect effects of the pre-invasion gardening is plentiful. We hear of the route from TRELLEBORG to KIEL (150 miles) being marked with a [underlined] WRECK [/underlined] buoy every 1 – 2 miles; of Swedes and Finns laying up their ships rather than risk out mines, and the Ministry of Economic Warfare states that the mining of the Kiel Canal, backed up by the mining which preceded and followed it in the Baltic and North Sea approaches to the Canal, caused an [underlined] IRRECOVERABLE [/underlined] loss of 3 million tons of overall imports/exports to the German War Machine.
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 8
[Page break]
AIR SEA RESCUE
June brought a record number of operational sorties and, at the same time, an increase in the known number of incidents involving Safety Drills.
A squadron aircraft disappeared over the Irish Sea on a navigational exercise with the loss of the entire crew. Four crews had occasion to use the Parachute Drill, two were successful; in the third, four members who baled out were lost in the sea; in the fourth the rear gunner had a cannon shell through his parachute, and a gallant attempt by the Air Bomber to share his own parachute was un successful.
[Underlined] 9/10th June. [/underlined] S/44 Squadron returning from operations, got out of control in bad weather. Its position was uncertain, and the captain ordered the crew to abandon the aircraft. Four members had jumped when the pilot regained control. They fell into the Thames Estuary and were drowned. The aircraft landed at base. None of those lost attached their K-type dinghies before jumping. [Underlined] MORAL [/underlined] – If in doubt about your position always take your dinghy with you.
[Underlined] 21/22nd June. [/underlined] Z/44 Squadron was hit in the starboard elevator from extreme range by a night fighter over enemy territory. The aircraft dived sharply with the elevators jammed, and when over the vertical the pilot considered he had no hope of recovery and ordered the crew to abandon. The Air Bomber was jammed against the rear of his compartment. The Rear Gunner was caught in his turret and trapped by piles of ammunition on his lap, caused by a runaway servo feed. Four members baled out and their parachutes were seen to open. The captain eventually regained control and flew the aircraft back to base, navigated by the Air Bomber.
S/630 Squadron was badly shot up by a fighter. Wings and fuselage were riddled, and the rear turret so badly damaged it was a wonder the gunner escaped injury. The rear gunner had a cannon shell through his parachute.
With the assistance of two crew members, the pilot flew the aircraft back to this country where, due to damage, he found he could not turn and so was forced to bale out his crew.
At the risk of grave personal injury, the Air Bomber allowed the Rear Gunner to attach his parachute clips to the “K” Dinghy ”D” rings of his (the Air Bomber’s) harness, and the two went out together. Unfortunately, his “D” rings tore through the webbing when the parachute opened and the Gunner was lost.
[Underlined] SUCCESSFUL DITCHING [/underlined]
A/57 Squadron on the same night was returning across the North Sea at 7000 feet when all engines failed, apparently through shortage of fuel. The Captain immediately warned his crew, and ordered the Wireless Operator to transmit S.O.S. The Wireless Operator switched I.F.F. to “Distress” and transmitted “S.O.S.” and the aircraft callsign about ten times before being ordered to his ditching station.
The aircraft ditched ten minutes later. The pilot made use of his landing light which helped him to judge his height, but having no power the aircraft struck the water very severely breaking off the tail. The Captain’s harness had not been tightened sufficiently and he was flung upwards, making a large hole in the perspex and cutting his face deeply. The pilot left the aircraft by means of this self-made hole. The Flight Engineer was also flung upwards and cut his nose on the fuselage roof. The gunners were flung over the flapjack but were uninjured, falling on top of the Air Bomber who was also unhurt, and the Navigator cut the back of his head.
Exit was made from the aircraft “except-
(continued on page10, col.3)
[Underlined] SAFETY DRILL COMPETITION RESULTS [/underlined]
[Underlined] Place Dinghy Drill Parachute Drill [/underlined]
1 52 Base 52 Base
2 53 Base 55 Base
3 55 Base 53 Base
[Table of Drill Results by Squadron]
No crews in No. 54 Base were tested during the month.
[Underlined] Points arising from Safety Drill Tests. [/underlined]
(a) A number of crews have not thoroughly read “5 Group Aircraft Drills”.
(b) Insufficient use of made of the intercom in practicing “Safety Drills” – the more use that is made of the intercom the more informed and less worried the crew will be.
[Underlined] FOOTNOTE. [/underlined]
The monthly summary of Ditchings in Home Waters for May, 1944, shows that 508 airmen were concerned, of whom 242 (47.2%) were saved – a marked percentage increase in lives saved.
RECENT GOOD SHOWS
An aircraft of No. 207 Squadron, flown by F/O Smart, collided over the target with another Lancaster which broke cloud above on the port quarter. In spite of the fact that the entire port fin and rudder were torn away and the port tail plane, elevator and aileron badly damaged, F/O Smart completed the bombing run and showing great skill, flew the aircraft back to this country where he made a successful landing.
By his prompt action, F/O Sanders of No. 463 Squadron averted what could have been a serious accident. He was taking off with full bomb load when the starboard tyre burst at a speed of approximately 90 m.p.h. Displaying great skill, he controlled the swing and made a successful take off, and after completing the sortie landed his aircraft in such a way that only minor damage was sustained.
P/O. Meggeson of No. 83 Squadron showed a fine example of airmanship. The port inner of his aircraft caught fire. Though he was unable to operate the fire extinguisher or feather the propeller, by maintaining a very low airspeed, he succeeded in controlling the fire and few his aircraft back to base, where he made a successful landing.
As a result of combat with an enemy fighter, and aircraft of No. 61 Squadron, piloted by P/O Passant, was severely damaged. The starboard fin and rudder were shot away, the fuselage and starboard main plane badly damaged, and the starboard tyre burst. P/O Passant displayed great skill and determination in flying the aircraft back to this country where he made a successful landing.
- AND SHOWS NOT SO GOOD
Whilst making a night approach in 7 miles visibility, and aircraft struck a tree 1000 yards from the end of the runway. When the aircraft eventually landed the Pilot stated he had had a successful trip but that the aircraft felt very heavy to handle. This was not surprising as he was still carrying full bomb load when he landed.
Whilst flying at 8000 feet, all four engines of a Stirling cut. The aircraft lost height to 600 feet before the engines were re-started. The First Engineer was changing tanks when the engines cut. They started again when the Second Engineer turned the petrol on!
In broad daylight, after a clear straight run of 200 yards, a pilot taxied his aircraft into an M.T. vehicle standing on the perimeter track.
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 9
[Page break]
ENGINEERING
The number of sorties carried out totalled exactly 3,000; this constitutes an excellent effort when it is considered that this number of sorties affected serviceability very little and a much larger number could have been laid on had the weather permitted and circumstances required them.
A large number of acceptance checks had to be carried out during the month and some excellent work was carried out by the Group Servicing Section, and the very fine spirit which exists within the Group was made evident by bases which had few acceptance checks to carry out volunteering to accept aircraft for check from other bases. This greatly decreased the period which would normally have elapsed to bring this large number of Lancasters to operational standard.
1.003% of aircraft which either failed to take off or returned early were due to technical faults for which the Engineering Branch is responsible. This 1.003% includes defects beyond our immediate control and remedial modification action is being taken in respect of many of the defects. It is good to know that not one of these aircraft failed due to a maintenance defect, and squadrons are to be congratulated on this aspect. The following squadrons had no early returns or cancellations due to Engineering defects during June, and are awarded a “big hand”:-
44, 83, 97, 467 and 619 Squadrons.
Failures are still occurring of the now famous oil pipe from relief valve to dual drive, and it is hoped that all promises made during June will reach fruition during July.
[Underlined] GROUND EQUIPMENT [/underlined]
The effort which is put in by maintenance personnel to maintain this high standard of aircraft serviceability has been increased on many stations to maintain a similar high standard of serviceability of ground equipment. It is pleasing to see the drive which is progressing to maintain these essential aids to serviceability. When a “set-up” looks efficient, it invariably is efficient. Nothing looks so inefficient as a dirty hangar with trestles, wheels, cowlings and any odd items lying around the floor in pools of oil, whilst engine platforms are oil saturated and the equipment generally filthy. This state of affairs does not exist at any station in this Group, but there is considerable room for improvement on certain stations. Once a high standard of efficiency has been achieved it can easily be maintained, but don’t sit back and maintain your present standard unless it is highly efficient.
Many grand jobs have been carried out during June to keep the serviceability high and it is very difficult to pick out any single base in this News.
[Underlined] ELECTRICAL AND INSTRUMENTS [/underlined]
During the past month a drive was made to improve the maintenance of the Mark XIV Bombsight. Results have shown a marked improvement, but we will not be satisfied until every sight in the Group can be guaranteed accurate. Much more care must be taken in the levelling and lining up, as it is in these operations that most of the errors occur. The Mark XIV Bombsight is one of those instruments which requires plenty of liaison between Electrical officers and the Air Bombers’ Union, and it has been noted that this is now very effective.
Electrical sections deserve a pat on the back for the very intensive efforts they have put in during the latter half of the month. The list of modifications does not get any shorter, yet initial checks are still being completed in 24 hours.
[Underlined] TRAINING UNIT SERVICEABILITY [/underlined]
[Table of Aircraft Serviceability for Stirlings and Lancasters]
Flight Engineers
[Underlined] ADMINISTRATIVE ADJUTANTS [/underlined]
Many more administrative adjutants to the Chief Technical Officer are required; these adjutants will be volunteers from tour expired commissioned Flight Engineers. They will be responsible to the C.T.O. for the efficient administration of the Servicing Wing, and for the discipline and welfare of all the technical personnel on its strength.
Apart from this new post for Flight Engineers, there are also vacancies for administrative duties in the M.T. Section on Base Stations, and the duties will generally be the same as Adjutant to the C.T.O.
It will be seen that these posts have created quite a new avenue for Flight Engineers, but every facility will be given them to improve their engineering knowledge while undertaking administrative duties as their primary roles.
Flight Engineer Leaders must bring those vacancies to the notice of the commissioned Flight Engineers who are about to finish their tour of operations.
[Underlined] NON-COMMISSIONED FLIGHT ENGINEERS [/underlined]
A course of instruction for newly screened N. C. O. ‘s commenced at St. Athan on 7th June 1944. The object of this course is to train screened Flight Engineers to take up their new duties as Instructors in Heavy Conversion Units and Lancaster Finishing Schools.
Revision and technical subjects are included in the syllabus, but the course is designed mainly to teach the technique of lecturing.
As this course is most important to new instructors, it is hoped that all Flight Engineers will be enthusiastic, for much will depend on their results if the standard of lecturing is to improve in our Conversion Units and Schools.
TRAINING
Despite the bad weather towards the end of the month, 51 Base flew a total of over 8,000 hours and produced 130 crews for Squadrons.
Twice during the month, 1654 Conversion Unit, taking a leaf from the book of 1661 for May, laid on “operational” take offs for aircraft on night exercises. They got 17 and 22 off on these occasions in almost as many minutes.
Re-organisation of the Heavy Conversion Units commenced in the last week of the month to ensure that training of crews under the summer output can be increased to the highest level. Under this new system intakes of 11 every six days will go into the Heavy Conversion Units and the Group target figure for the month is 160 crews.
Each Conversion Unit now consists of 3 large flights, each of which is sub-divided into two. The Stirling Academy has also been split up into three parts, each one becoming the nucleus of a small flight at each Conversion Unit.
The Base had a very much better month from the accident point of view, and tyre bursts are now the only chronic complaint left. Undercarriage pylon failures have been reduced and coring has slipped rapidly out of the Base vocabulary.
New appointments within Base include Wing Commander Derbyshire, D.F.C., as Chief Instructor, 1660 Conversion Unit, and Wing Commander Kingsford Smith as Chief Instructor 1654 Conversion Unit.
[Underlined] AIR SEA RESCUE (Continued from page 9) [/underlined]
ionally quickly” and all the crew members were in the dinghy almost before they knew it. The kite container was lost in transit, but all other equipment was transferred to the dinghy – a parachute found its way in, but was afterwards lost in the excitement of getting clear of the aircraft which was keeling over and threatening to come down on top of the dinghy.
This crew merely got their feet wet in boarding the dinghy but later got the seats of their pants wet because of a small hole in the dinghy which was subsequently plugged.
The pilot was weak from loss of blood, and shock, so the Air Bomber took charge and bullied the rest of the crew into activity. They say this did the world of good. The aircraft floated for about 10 minutes.
The dinghy mast was broken when being stepped, but the Wireless Operator managed to connect the aerial to the dinghy radio and almost continuous transmissions were made with other crew members holding the mast erect. Some hours later they were spotted by 91 Group Wellingtons which brought in an A.S.R. Hudson. A Lindholme dinghy was dropped, but failed to inflate though the crew managed to collect three of the ration containers. About 14 1/2 hours later a Naval Launch picked up the crew and took them into Yarmouth.
This crew had done a practice dinghy drill on the day before the incident, and attribute much of the success of this ditching to that fact.
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 10
[Page break]
ENEMY AGENTS – CARELESS TALKERS
On the 30th January, 1942, there was published a document of some importance – to wit A.M.C.O. A.9 of that year.
It was important because it cleared the air of a good deal of confusion on the subject of security, and it achieved this by defining the functions of Security Organisation – thereby defining what is meant by the term ‘Security’ – and it laid down the organisation by which these functions were to be performed.
Security was by no means a new subject. Prior to the appearance of A.M.C.O. A.9/42, a vast number of thoughts on the subject had already made themselves felt, chiefly in the form of posters. They bore a slogan – “CARELESS TALK COSTS LIVES” – they sought to impress the truth of this slogan by representing pictorially such distressing events as ships being blown up, aircraft being shot down, and so on, all, by implication, the result of the wrong word being spoken at the wrong time in the wrong place. These were reinforced, in lighter vein, by coloured drawings, more or less amusing, of Hitler listening beneath a table at which, presumably, two people were discussing the future plans of the Allies; of Hitler repeated ad infinitum in the pattern of the wall paper; of Hitler looking out of the frames of otherwise harmless pictures: all of them indicative of the ubiquity of Hitler, and of the truth of that apalling [sic] statement “Walls have ears”.
And since the appearance of A.M.C.O. A.9/42, these pictorial exhortations to verbal discretion have been emphasised to us, in the R.A.F., by a quantity of printed matter in the form of lectures, bulletins, reports, instructions which, if expressed in terms of tonnage of paper they consumed, or if placed end to end, or on top of each other in one column, would, one feels sure, provide much indigestible food for thought in the shape of one of those totals which impress more by number of their digits than by any meaning they are able to convey to the ordinary mind. Add to this the number of words which must have been spoken in lectures on this subject since the 30th January, 1942, the countless man-hours devoted to the study and promulgation of this gospel of silence, and our total will become more astronomical and, therefore, more meaningless than ever.
Staggering as this total would be, however, it would never reach the dimensions of those our enemies could provide in the same field of endeavour, for the very good reason that they had been at it long before we commenced piling ours up. Japan, for instance, had been preaching the gospel of silence to her people for something like twenty years before Pearl Harbour. She taught it not only to her soldiers, sailors and airmen, but to the man in the factory, the woman in her home, the pedestrian on the street; with the result, as the writings of any of the foreign newspaper correspondents, some of whom had been in the country for years, will tell you, it was next to impossible to find out anything worth knowing about the country’s strength, or her intentions.
And what of Germany? Those Germans who were not born silent, or had not achieved silence by the time Hitler took them over, had silence so thoroughly thrust upon them that they really came to understand how and to know that even the walls of their own homes could grow ears. They were left in no doubt whatever upon the value of silence when it came to discussing either the affairs of the Party or of the Fatherland.
All of which surely points to the conclusion that silence in war-time, or, in other words, Security of Information, must be a matter of very great importance. Of course it is. You know that already. The meanest intelligence, you will point out, can grasp quite easily the simple truth that, if you prevent the enemy from knowing what you are up to, you place him at a serious disadvantage; you render him, so to speak, both deaf and blind, and, therefore, easier to deal with. Any fool knows that.
They [sic] why do people talk? Why do they write home letters full of chatty information about their stations? Why does one feel so certain that, were it possible to tap, at once all the telephone lines in the vicinity of our stations all over the country, one would become possessed of a mass of service information about all sorts of things and people – whither, why and when such a squadron is moving, who have finished their tours, where people are posted to, who didn’t come back last night, who the new C.O. is, and where he comes from, what the weather is like, what are the chances of a scrub tonight, how the R.A.F. is fed, clothed, housed, organised – and so on and so on? Not to be too depressing about it, let it be stated at once that one would probably, even certainly, gain much less information than would have been the case say two years ago; but who would like to bet that there still wouldn’t be plenty to be picked up?
So, why, after all the effort that has been made, all the money that has been spent, the paper that has been used, the words that have been spoken, should this be so? Now here, it is suggested, lies the root of the matter, and if this root can be dug up and examined, the apparently indestructible weed of Service Gossip, a weed which, while harmless, perhaps, nine times out of ten, can, on that tenth time, produce enough poison to be fatal to precious lives and expensive material, can be understood, and to understand any problem is the first step towards solving it.
Let us examine it then. People talk because that is the easiest and most natural way for them to express their thoughts. They talk their thoughts, they think about their daily lives; therefore, they talk about their daily lives. Now apply that formula to the R.A.F. and what do you find? You discover a service filled, for the most part, with very young people, a number of them still in their formative years. They talk their thoughts, they think their lives, their lives are, at the moment, the R.A.F; therefore they talk about the R.A.F. To go on from here; they are young people who have been brought up in countries in which free speech, outside the debateable limits of the law of scandal, is as instinctive as breathing. They have never had occasion to practice this habit of silence - a most difficult habit to acquire – and finally, they serve in a force which has been publicised, photographed and if one may use such a word, glamourised, more than any other organisation ever has before. Flying, as the R.A.F. flies, is a continual source of wonder to the lay mind. This business of lifting tons of explosive material off the earth at one spot, transporting it at phenomenal heights to another spot hundreds of miles away, and there dropping it in spite of such discouragements as flak, fighters, the weather, and so on, is something of a miracle to the civilian, and, naturally enough, he wants to know about it. The youngsters of the R.A.F. are, of course, the horse’s mouth, which is given every encouragement to open itself, and to remain open. And when a W.A.A.F. goes home on leave Mother wants to know what it’s all like – the food, the quarters, the station, what they do there and that gives her mother something to talk about to somebody who will pass it on to somebody else who will…..why go on?
It is, you see, a personal problem. There is no mass-produced solution to it. It is every man and woman for himself, and only he and she can deal with it. How? Well, try this recipe. Try writing home letters in which you never even refer to the Station upon which you work, beyond, of course, the address in the top left hand corner. Apply the same rule when you leave your Station, even when you meet another R.A.F. type. Regard every telephone you use as a menace because it is you who are using it, and finally, when you have finished your work for the day, don’t make conversation out of it in the mess or the canteen. Try these four riles as an act of self-discipline, and never relax, and you will solve all your problem and, what is far more important, you will solve one of the great problems which confront your country. Difficult? Yes, very. Impossible? No. It has been done. There is a station which once had the privilege of guarding part of a great and important secret. It wrote its letters by the thousand, it went to the nearest town, it went on leave. But never a word got out. No less than 12,500 letters from that Station were opened over a period of three weeks, and only two minor indiscretions were discovered in them, both after the great event. If you were a stranger, you couldn’t get very far on that station without being questioned; every rumour heard on or off it was faithfully reported – just in case. The result is history, not only because the event referred to was one of the best kept secrets and, therefore, one of the most successful undertakings of the war, but because it provided proof that, with the problem fully explained to them, the A.C.2. and A.C.W.2. can keep a secret, can keep their mouths shut and their pens discreet, and can do so as a matter of conscience, and as an act of self discipline.
Now if only the civilian could be persuaded not to make the R.A.F. talk……
(Continued from Col. 3 page 12)
(c) I.A.S. within 2 m.p.h. and height within 50 feet.
It’s practice which, makes perfect.
Gunnery is the order of the day for you and your crew again. Keep a banking search going. See that your guns and gunners are in first class condition. Check up on your corkscrew and patter.
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 11
[Page break]
[Cartoon] SPORTS [Cartoon
[Underlined] CRICKET [/underlined]
June was not a cricketers’ month; the weather was “flaming [sic] but not in the sense of the old adage. Fielders and batsmen alike quailed before wind and rain. As a cricketers’ month it was grand for Rugger. In spite of the weather, however, several stations got in a full programme.
[Underlined] SCAMPTON [/underlined] – This station managed to complete the amazing total of 25 games. In addition, W.A.A.F. personnel played four games. Any challengers for an inter-station W.A.A.F. game? The Aircrew School represented the Station in five of the games, and themselves played 10 inter-course matches.
[Underlined] FISKERTON [/underlined] – had five station matches, one of which, with Woodhall, was abandoned after Fiskerton had knocked up 87 for 8. Their other games were as follows:-
V Dunholme at Dunholme – Fiskerton 72 for 7 Dunholme 68 all out
V Fiskerton Village at the Camp – Fiskerton 108 for 6 Village 29 all out
V Bardney at Fiskerton – Fiskerton 62 all out Bardney 22 all out
V Scampton at Scampton – Scampton 120 for 9 Fiskerton 71 all out
In addition to this successful record several inter-section games were played.
[Underlined] BARDNEY [/underlined] managed five station games, and are now getting into their stride under the captaincy of F/Lt Wardle.
[Underlined] DUNHOLME LODGE [/underlined] had three wins, one draw, and one loss from five games. They beat 5 Group H.Q., Welton Home Guard and Scampton, drew away with 5 Group H.Q. and suffered their only defeat at home with Fiskerton. An inter-section knock out is in full swing, with 12 teams competing.
[Underlined] METHERINGHAM [/underlined] had an unlucky month, with four postponed matches out of the six arranged. Against Coningsby, Metheringham scored 37 for 1 (Coningsby 179 for 7) before rain stopped play. The only completed game was with R.C.A.F. Digby, who hit 60 for 6 against Metheringham 56 all out.
Inter-section games produced some close results, viz:
Flying Control 55 for 7 V R.A.F.Regt. 50 all out
“B” Flight 60 all out V “A” Flight 36 all out
Servicing Wing Fitters 60 all out V Servicing Wing Riggers 65 all out
“B” Flight 43 for 5 V “A” Flight 39 for 9
In the Base Commander’s Trophy, 106 Sqdn dismissed 617 for 70 runs, but they could not bat and the game was abandoned.
[Underlined] 5 Group H.Q. [/underlined] played five games, four of them being away, since the 5 Group pitch has not yet “settled down”. They produced the following results:
V Dunholme, at Morton. 5 Group 148 for 8 Dunholme 89 for 8 (Draw)
V Dunholme at Dunholme. Dunholme 129 for 6 5 Group 64 all out (Lost)
V Swinderby at Swinderby. Swinderby 88 for 7 5 Group 83 all out (Lost)
V 93 M.U. at Collingham M.U. 77 all out 5 Group 84 for 6 (Won)
V Newark Town at Newark Newark 77 for 8 5 Group 72 for 5 (Lost)
There were two intersection games, in one of which the “Hall” beat the rest by 136 for 8 against 99 for 8.
[Underlined] GROUP CRICKET COMPETITION [/underlined]
Woodhall beat Coningsby in the final of “A” Section, so now Syerston (winners of “B” Section) meet Woodhall in the deciding game for the Trophy. The game will probably be decided on Saturday or Sunday (July 15th or 16th) at Woodhall Spa. Woodhall have taken over the town’s local ground, and with the addition of a score board and sight screens now have one of the finest grounds in the Group. The game will be one of the features of Woodhall’s “Wings for Victory” Week, and given good weather will be a highly successful event between two of the strongest Group teams. It is hoped that the A.O.C. will be able to present the handsome silver bowl to the winning side.
[Underlined] ATHLETIC MEETINGS [/underlined]
[Underlined] METHERINGHAM [/underlined] ran a highly successful Athletic Meeting on Saturday, 3rd June, when favourable weather for once coincided with a stand-down. Fourteen events were contested on an inter-section basis, the trophy being a shield presented by Corporal Ward, Instrument Section. The final placings of the teams were as follows:-
Winners: Navigators – 137 points
Second Pilots – 93 points
Third W/Ops. – 83 points
Fourth Rear Gnrs. – 82 points
Fifth Air Bombers – 78 points
Sixth Engineers – 63 points
Seventh M.U.Gunners – 43 points
Mrs. McKechnie presented the shield to F/Sgt. Croft, who assisted the Navigators by winning the 440, 880 and mile. Another outstanding performance was by F/O Gantschi (Air Bomber) who won the 100, 200, 220 and Long Jump.
[Underlined] 54 BASE INTER-SQUADRON SPORTS MEETING [/underlined] was on Saturday 17th June. 83 Squadron won the Base Commander’s Trophy, scoring 35 points, but 106 Squadron, with 33 points and 617 with 32 points, were good losers. 106 Squadron, feeling fit, provided winners for the 440, 880, mile, 3 miles and Long Jump. F/Sgt. Croft again had a field day, winning the 440, mile, 3 miles, and running second in the 880 yards. There was a big crowd at the games, and enthusiasm ran high. Lord Brownlow, Lord Lieutenant of the County, presented the prizes.
[Underlined] 93 M.U. SPORTS [/underlined] 93 M.U., whose work is so completely bound up with 5 Group, ran a highly successful Field Day on June 24th. Besides the usual athletic events, side shows, boxing and dancing made up an excellent programme. They plan another Gala Day, in aid of the P.O.W. Fund on August Bank Holiday Monday, and any personnel who can reach Swinderby will be sure of an enjoyable day.
SECOND THOUGHTS FOR PILOTS
[Underlined] FRESHMEN [/underlined]
Get down to crew Gunnery problems in July. Check your knowledge of the corkscrew, polish up your patter and do all the fighter affiliation you can.
Careful trimming of your aircraft ensures accurate flying. The correct sequence of action is:-
Fly the aircraft straight and level, trim the elevators, trim all load off the rudder and finally trim out any aileron load.
2.5° of skid at 10,000 ft. means an error of 250 yards on the ground. This common bombing error is often unconsciously caused by pilots sitting tense and rigid on the bombing run. Ensure the aircraft is properly trimmed and the [underlined] relax [/underlined] and fly the aircraft naturally and carefully.
If you find it difficult to read the instruments when coned by searchlights, get your navigator to call the airspeed. Make it a standing arrangement with him.
Here are the common faults in night circuits, don’t allow these errors to “creep” in.
(i) Edging in towards the flare path on the down wind leg.
(ii) Not allowing for drift on approach.
(iii) Failing to close the throttles when touching down.
(iv) Going too far across wind before the final turn in.
Should you have to land without flaps, remember to lengthen your downwind leg as the approach will be flatter and therefore longer. Start the final turn in earlier since the turn without flap will be wider, and approach at 125 m.p.h. Touch down as soon as possible and expect a longer landing run, and be prepared to use brake progressively.
[Underlined] VETERANS [/underlined]
Are you brake conscious? Brake efficiency falls off with rise in temperature of – brake shoes and drums. Avoid continual use of brakes, control direction by engine and release brakes as soon as possible to allow heat to go into the air and not up into the tyres. Never apply full brake at once. This induces tyre creep.
If you have to land in a very strong, gusty wind, use only 40° of flap and aim to do a wheel landing. Make a normal approach and when the wheels touch, ease the stick [underlined] slightly [/underlined] forward and keep it steady till the tail sinks on to the ground.
A word on Met; remember that forecast height of cloud base id always height above sea level. Bear this in mind if you are forced to break cloud at a diversion aerodrome, and allow for height of ground.
Have you and your crew an “A” category for bombing? You can have if you accept nothing less than these limitations;
(a) Course within 1° (b) Bank within 2°
(Continued on page 11 Col.3)
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 12
[Page break]
ACCIDENTS
The award of the Silver Model Lancaster to the Unit having the best accident rate for the six months ended June goes to No. 106 Squadron. This squadron had one accident for a total of 6,848 flying hours. Nos. 49 and 57 Squadrons also had one avoidable accident, for a total of 6,743 and 6,294 hours respectively. These squadrons are to be congratulated on a splendid achievement, It’s up to the other Squadrons to dethrone the champions during the next three months. GO TO IT!!
Altogether there was a decided improvement in the number of avoidable accidents during June.
36 aircraft were damaged in the Group by causes other than enemy action. This is a reduction of 15 compared with May, and the improvement is also reflected in the avoidable accident total which stands at 16 for June as opposed to 20 in May.
Of the aircraft damaged, 12 were CAT A, 5 CAT AC, 5 CAT B, and 14 CAT E.
[Underlined] AVOIDABLE ACCIDENTS – 51 BASE RECORD [/underlined]
51 Base are to be congratulated for the lowest number of avoidable accidents for a long time; 4 aircraft were damaged under this category. The squadron total of 12 for the month was an increase of 2 over May’s total. Details are as follows:-
Squadron – Ground collisions (taxying) 3; overshoots landing 2; undershooting 1; Swings landing 1; Flying into high ground 1; Collision in air 1; errors of judgement 3; TOTAL 12.
51 Base – Swings taking off 1; Swings landing 2; Taxying 1; TOTAL 4
[Underlined] ACCIDENT CAUSES [/underlined]
[Underlined] Taxying. [/underlined] 3 of the 4 taxying accidents in the Group follow the usual pattern. One struck a trestle outside dispersal at night, and no taxying light was being used. Another hit an M/T van left unattended just off the perimeter track, while a third (a Stirling) broke its tail wheel when it ran off the perimeter track. The 4th taxying accident was caused by a Flight Engineer starting up the engines of a Lancaster without permission. Brake pressure was low and the aircraft moved forward and struck another parked alongside.
[Underlined] Swings [/underlined] Three of these occurred on landing. One was a Mosquito in which the pilot, flying a Mosquito for the first time, was not quick enough in correcting. The other two landing swings were by pupil pilots on Stirlings, and were due to inexperience more than anything else. They both knew the correct drill, however, but were slow to react. The swing on take off occurred in a Stirling, when a pupil pilot opened the throttles too quickly and failed to control the violent starboard swing which followed. The undercarriage collapsed.
[Underlined] Other Accidents. [/underlined] A Lancaster returning in poor weather descended through cloud and hit a hill 500 feet above sea level. This accident has not yet been fully investigated, but preliminary evidence indicates that the pilot lost height contrary to orders at briefing.
Another Lancaster on return from Ops. in good weather hit a tree 1000 yards from the runway on his approach. The wing tip was torn off but the pilot went round again and made a good landing on his second attempt. In this instance the bombs were still on board unknown to the pilot. His Air Bomber had told him that all bombs had gone. Air Bombers please note!!
Two Lancasters overshot on landing at strange airfields on return from operations. The bomb load exploded after one of them crashed.
A formation flying collision resulted in the destruction of two aircraft this month. Number 3 of a “Vic” formation knocked the tail off the Leader.
The two remaining avoidable accidents cocurred [sic] on operational flights. One pilot lost control in cloud on return and ordered his crew to bale out. Four of them left before control was regained. They had not been told to take their ‘K’ type dinghy packs with them and landed in the sea. The aircraft made a safe landing at base.
A Mid-Upper Gunner firing at searchlights on the ground damaged the port fin of his aircraft with a burst. The solenoid had jumped from its bracket. The gunner was at fault.
RADAR/NAV
[Underlined] GEE [/underlined]
Most operations were within normal Gee range and no exceptional results have been recorded. There has, however, been a substantial decrease in jamming which may be due to the increase in the number of frequencies now in use.
Non-H 2 S squadrons are now equipped with the new R.F. Unit 27 and have had several chances of using it during the month. As yet there has been no opportunity to test its efficiency at long range, but reports indicate the signal strength to be good with little or no interference. It is hoped that the supply position in regard to these new units will improve shortly and H 2 S Squadrons can then be equipped.
Several changes in Gee transmissions have taken place recently, and it would be advisable for all navigators and wireless operators to check upon these and make sure they are using the right frequencies and aerial loading stud at the right time.
One word regarding Gee homing. It is apparent from recent operations that navigators are not checking up with Gee on the position of the markers. There is little excuse for this, as most operations at the present time are within normal Gee range and subject to little or no interference. Navigators would be well advised to check up on their homing procedure now – because sooner or later the time will come when owing to weather conditions bombs may have to be released on Gee.
With regard to Gee training, a modification is being issued shortly which will enable navigators to carry out dry swims and Gee homing procedure with the trainer. The first will be issued to Scampton Aircrew School and should prove an interesting and invaluable “toy”.
[Underlined] H 2 S [/underlined]
The targets this month have been rather disappointing for the H 2 S operator, and H 2 S has been little used. Whilst Gee may seem much simpler to use it is essential for all operators to use H 2 S as much as possible on these short range operations to augment training. We may switch to the longer range targets with little or no notice, and if operators have been relying to a very great extent on Gee, some difficulty with H 2 S may be experienced.
Just a word to Captains; your navigator depends to a very great extent upon the bomb aimer and his efficient manipulation of the equipment. If you are keeping him in the nose the whole of the time on these short operations he is getting little or no H 2 S training. A.S.I. BL/17 dated 26th April, 1944, details the duties of Air Bombers in H 2 S aircraft and however short the operation, Captains must see that this instruction is complied with.
One word with regard to H 2 S training on operational squadrons. With the present commitments there is very little opportunity for air training, but this does not prevent operators from obtaining as much ground training as possible. Ground trainers are available at all Units and they are yours to use at will. Squadron Navigation Officers and H 2 S Instructors should ensure that all operators get at
(Continued in Col. 2)
[Underlined] RADAR/NAV (Continued from col.3) [/underlined]
least 30 minutes practice every day and should make periodic tests to see that operators are remaining efficient.
H 2 S operators will be interested to hear that 54 Base have been carrying out some experiments in the assessment of a Paramatta attack, and conclusions reached show that assessments can be made to within approximately 1/2 mile of the correct position. If this assessing can be carried out on operations it may prevent many attacks from developing around T.I’s a considerable distance from the aiming point. Preliminary trials are now being attempted with regard to Wanganui attacks and it is hoped that something useful may be produced for next winter’s operations.
Training at Conversion Units is progressing satisfactorily and Wigsley is now producing H 2 S trained crews.
There are still a few people in the Group who are sceptical about the amount of H 2 S. training carried out at No. 51 Base and in fairness to the effort being made by the Conversion Units, it would be advisable to outline the training being carried out by them.
Up to June 1st this year, 111 H 2 S trained crews have been produced by the Conversion Units, of which only 6 were sent to non-H 2 S squadrons (of these crews, 3 were Flight Commanders and 3 Australians).
With the increase in the number of H 2 S squadrons it became increasingly apparent that more crews would have to be trained by the Conversion Units and instructions were issued to that effect.
Despite the fact that [underlined] extra time or aircraft [/underlined] are allowed for this training, the Conversion Units are now taking 50% of the
(Continued on page 14 col.1)
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 13
[Page break]
HONOURS & AWARDS [Cartoon]
The following IMMEDIATE awards have been approved during the month:-
[Underlined] 44 SQUADRON [/underlined]
F/L P.A. DOREHILL, D.F.C. D.S.O.
F/O McKENZIE D.F.C.
[Underlined] 50 SQUADRON [/underlined]
F/O B.H. BOTHA D.F.C.
[Underlined] 57 SQUADRON [/underlined]
P/O R.E. WALKER D.F.C.
[Underlined] 106 SQUADRON [/underlined]
W/O J.A. CUNNINGHAM D.F.C.
[Underlined] 207 SQUADRON [/underlined]
F/O T.T. SMART D.F.C.
F/O W. McINTOSH, D.F.M. D.F.C.
P/O C.B. SUTHERLAND D.F.C.
[Underlined] 617 SQUADRON [/underlined]
F/O G.S. STOUT D.F.C.
[Underlined] 627 SQUADRON [/underlined]
F/L H. STEERE, D.F.M. D.F.C.
F/L R.F. DAVIES, D.F.C. Bar to D.F.C.
[Underlined] 630 SQUADRON [/underlined]
A/F/L/ G.H. PROBERT D.F.C.
The following NON-IMMEDIATE awards were approved during the month:-
[Underlined] 9 SQUADRON [/underlined]
F/L L.C.A. HADLAND D.F.C.
F/O W.W.W. TURNBULL D.F.C.
A/F/L E.M. ARMSTRON D.F.C.
F/O M.J. MAY D.F.C.
F/O F.B. HALL D.F.C.
F/SGT J.W. GREENWOOD D.F.M.
SGT J. WATERHOUSE D.F.M.
P/O A.E. GILES D.F.C.
P/O B.G.L. ROGERS D.F.C.
[Underlined] 9 SQUADRON (Contd.) [/underlined]
P/O W.A. GALL D.F.C.
F/O J.A. PRIOR D.F.C.
P/O W.F. POSSEE D.F.C.
P/O F.G. HAYLER D.F.C.
F/SGT J. LEVER D.F.M.
F/SGT W.I. WILKINSON D.F.M.
F/SGT J.C. DICKINSON D.F.M.
SGT D.E. LAYSHON D.F.M.
F/SGT R.H. McFERRAN D.F.M.
F/SGT F. LOMAX D.F.M.
F/SGT J. RYAN D.F.M.
SGT J.H. TURNER D.F.M.
F/SGT LOMAS D.F.M.
F/O D.H. PEARCE D.F.C.
F/O McMASTER D.F.C.
P/O J.D. DUNCAN D.F.C.
P/O S.W.A. HURRELL D.F.C.
P/O H. BLOW D.F.C.
F/SGT H.F. SMITH D.F.M.
[Underlined] 44 SQUADRON [/underlined]
SGT L.J. HUMMELL D.F.M.
SGT F. GARRETT D.F.M.
P/O F.B. SOAPER D.F.M.
F/SGT K.R. BLUNDELL D.F.M.
SGT R.H. BATEMAN D.F.M.
A/F/L R. McCURDY, D.F.C. Bar to D.F.C.
P/O T.W. BLACK D.F.C.
F/SGT E. BARTON D.F.M.
F/SGT P.A. DEACON D.F.M.
F/SGT M.C. WRIGHT D.F.M.
F/SGT E.D. PRATT D.F.M.
P/O A.C. BAKER D.F.C.
F/O R.H. MAURY D.F.C.
F/O A. RIMMER D.F.C.
SGT D. CHARLES D.F.M.
F/SGT A.J. GURR D.F.M.
F/SGT W.H. BARKER D.F.M.
SGT WILLETT D.F.M.
SGT R.H. TURRELL D.F.M.
P/O J.A.W. McCALLUM D.F.C.
SGT H.G. CAPPS D.F.M.
F/SGT H.S. TILLER D.F.M.
SGT J.C. THOMPSON D.F.M.
F/SGT F.H. BARNES D.F.M.
SGT E. HEDLEY D.F.M.
F/SGT M.M. SCOTT D.F.M.
[Underlined] 49 SQUADRON [/underlined]
F/SGT J.H. PRYOR D.F.M.
[Underlined] 49 SQUADRON (Contd.) [/underlined]
P/O J.V. REDDISH D.F.C.
F/SGT S.E. STEVENSON D.F.M.
P/O C.R. ROANTREE D.F.C.
F/SGT D. ANDREW D.F.M.
P/O BLACKHAM D.F.C.
F/SGT M.R. PRICE D.F.M.
F/SGT V.F. PITCHER D.F.M.
P/O D. JONES D.F.C.
F/O W.J.V. HAMILTON D.F.C.
F/SGT J.J. PAGE D.F.M.
P/O G.M.E. WELLER D.F.C.
SGT J.A. KIRWAN D.F.M.
W/CDR A.A. ADAMS D.F.C.
[Underlined] 50 SQUADRON [/underlined]
P/O D.J. LUNDY D.F.C.
P/O L. DURHAM D.F.C.
F/O M.J. BEETHAM D.F.C.
P/O P.E. THOMPSON D.F.C.
F/O H.R. MOSSOP D.F.C.
F/O K.W. ODGERS D.F.C.
F/O P.A. CUNNINGHAM D.F.C.
F/O A.H. BIGNELL D.F.C.
F/SGT J.C.A. RODGERS D.F.M.
F/SGT N. HORSLEY D.F.M.
F/SGT A.D.F. SPRUCE D.F.M.
F/O L. HORNER D.F.C.
F/O H.S. SHORTT D.F.C.
F/O R.G.G. PAGETT D.F.C.
F/SGT D.E. WESTERMAN D.F.M.
F/SGT R.A. COLLINGWOOD D.F.M.
F/SGT C. TURNER D.F.M.
F/SGT R. STANWIX D.F.M.
F/SGT A.L. BARTLETT D.F.M.
F/O A.S. KEITH D.F.C.
P/O A. MORRISON D.F.C.
W/O J.A. WILDING D.F.C.
SGT W.M. RUNDLE D.F.M.
[Underlined] 57 SQUADRON [/underlined]
F/L D.H. REID D.F.C.
SGT J.C. EVANS D.F.M.
P/O E.A. DOWLAND D.F.C.
P/O C.J.M. MARTIN D.F.C.
SGT T. DAVIES D.F.M.
F/O J. SIMMS D.F.C.
P/O J.H. COLLINS D.F.C.
(Continued on page 15, Column 1)
[Underlined] RADAR/NAV (Contd. From page 13 Col.2) [/underlined]
crews passing through and giving them full H 2 S ground training with 10 – 15 hours air training. This output will be sufficient to satisfy the requirements of all H 2 S squadrons. These crews should reach the squadrons by the middle of August.
In the meantime H 2 S squadrons will have to put up with a quota of non H 2 S crews and continue to train them.
To further ease the training commitments of both the Conversion Units and squadrons, it is hoped that H2S training will be introduced into the Scampton Aircrew School by the middle of August. This training will consist of approximately 5 hours lectures with further time in manipulation of the H 2 S synthetic trainer. It is to be appreciated that this training will have to be in addition to the present essential navigational training carried out at the School, and navigators and air bombers must be prepared to undertake some of it in their spare time.
PHOTOGRAPHY
[Underlined] SUMMARY OF PHOTOGRAPHIC RESULTS [/underlined]
[Table of Photographic Results by Squadron]
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 14
[Page break]
Aircrew Volunteers
(a) New Volunteers
(b) Accepted by A.C.S.B.
(c) Posted for training
(d) Awaiting interview by A.C.S.B.
[Table of Aircrew Volunteers by Base and Station]
WAR SAVINGS
(a) Pence saved per head of strength
(b) %age of personnel contributing
(c) Total amount saved
[Table of War Savings by Station]
TOTAL £15,498 13 9
LINK TRAINER
The number of hours link practice carried out by pilots during the month shows an increase over last month’s total. There is, however, still room for improvement in the standard of instrument flying. This can only be achieved by close co-operation between Link Instructors and Pilots.
The new Link Syllabus was distributed to Stations in the middle of the month and should now be in use at all Units. It is again emphasised that this Syllabus is progressive and if full value is to be obtained from it, Pilots and Flight Engineers must ensure that they complete all exercises, and keep an accurate record of the exercises carried out.
[Table of Link Trainer by Squadron]
[Page break]
[Blank page]
[Page break]
HONOURS & AWARDS
(CONTINUED)
[Underlined] 57 SQUADRON (Contd.) [/underlined]
SGT J.T.WATTS D.F.M.
SGT F.A. SIMMONDS D.F.M.
F/O G.S. JOHNSON D.F.C.
SGT F. ROBERTS D.F.M.
F/O R. DAVIS D.F.C.
F/SGT R.W. CLEARY D.F.M.
F/O K.D. SMITH D.F.C.
[Underlined] 61 SQUADRON [/underlined]
P/O E.A. WILLIAMS D.F.C.
P/O J.E.R. WILLIAMS D.F.C.
SGT L.G. BOLTON D.F.M.
F/SGT C. BALDWIN D.F.M.
P/O E.H. WALKER D.F.C.
F/SGT L.W. CROMARTY D.F.M.
F/SGT R.A. BUNYAN D.F.M.
P/O W.C. MacDONALD D.F.C.
F/O N.F. TURNER D.F.C.
P/O D.E. TREVETHICK D.F.C.
P/O G.A. TURNBULL D.F.C.
SGT. W.A. LEE D.F.M.
P/O J. BARR D.F.C.
P/O C.A. HAIGH D.F.C.
F/SGT LYNCH D.F.M.
F/O S.J. BEARD, D.F.C. Bar to D.F.C.
F/SGT C.P. STEEDSMAN D.F.M.
SGT G.M. WARD D.F.M.
SGT McQUILLAN D.F.M.
F/SGT C. WILCE D.F.M.
[Underlined] 106 SQUADRON [/underlined]
P/O J.C. BELL D.F.C.
F/O A.F. POORE D.F.C.
F/O G.E.D. TOOGOOD D.F.C.
P/O A.E. BRISTOW D.F.C.
F/SGT J. GRAVES D.F.M.
F/O R.J. ELSEY D.F.C.
F/O R.A. ROBERTS D.F.C.
F/SGT V. LYNCH D.F.M.
P/O P.J. RICHARDS D.F.C.
F/O W.R. LEE D.F.C.
F/O J.H.S. LEE D.F.C.
SGT T.C. WALLER D.F.M.
F/SGT G.R. CARLILE D.F.M.
F/O F.M. MIFFLIN D.F.C.
F/SGT A.D.J. GROOMBRIDGE D.F.M.
F/O C.J. DUNN D.F.C.
P/O R.A. HINCKLEY D.F.C.
F/O D.L. CRAMP D.F.C.
F/O D.V. GIBBS D.F.C.
F/L C.J. GINDER D.F.C.
F/SGT D. PINCKARD D.F.M.
F/SGT F. MYCOE D.F.M.
F/LT W.A. WILLIAMSON D.F.C.
F/SGT F.L. HIGGINS D.F.M.
F/O D.A. PAGLIERO D.F.C.
F/O R.L. WAKE, D.F.C. Bar to D.F.C.
F/SGT R. APPLEYARD D.F.M.
SGT V.H. BLACKWELL D.F.M.
P/O J. O’LEARY D.F.C.
F/O A.V. WITHERS D.F.C.
F/O R.P. RAMSAY D.F.C.
F/SGT S.J. HALVORSEN D.F.M.
SGT J.G. LANCASTER D.F.M.
F/SGT E. CLODE D.F.M.
SGT R.F. LAWRENSON D.F.M.
[Underlined] 207 SQUADRON [/underlined]
F/SGT J.G. MYERSCOUGH D.F.M.
SGT D. FRISKEY D.F.M.
F/SGT E.C. THOMPSON D.F.M.
P/O C.W. BARNETT D.F.C.
SGT W.G. LAMONT D.F.M.
F/SGT J. SKELTON D.F.M.
P/O R.G. CAMPBELL D.F.C.
P/O D.R. DEARMAN D.F.C.
P/O K.L. WRIGHT D.F.C.
F/SGT E.H. BUNN D.F.M.
SGT D.C. MARK D.F.M.
SGT F.H. HAZEL D.F.M.
SGT F.C. DOWLING D.F.M.
SGT R.M. GALLOWAY D.F.M.
[Underlined] 207 SQUADRON (Contd.) [/underlined]
F/LT H.L. McCARTHY D.F.C.
F/O D.S.P. SMITH D.F.C.
F/O C.T. HARPER D.F.C.
F/O A. HOLLINGS D.F.C.
[Underlined] 463 SQUADRON [/underlined]
F/O R.A. CURTIS D.F.C.
F/O E.R. FREEMAN D.F.C.
F/O A.E. VOWELS D.F.C.
F/O W.H. BROOKER D.F.C.
P/O H.R. MAHON D.F.C.
F/O F.B.M. WILSON D.F.C.
F/O J.E.R. REES D.F.C.
F/SGT J.B. CHILDS D.F.M.
[Underlined] 467 SQUADRON [/underlined]
F/LT D.F.S. SMITH D.F.C.
F/O F. MORRIS D.F.C.
P/O A.R.T. BOYS D.F.C.
F/O W.H. GOLDSTRAW, D.F.C. Bar to D.F.C.
W/O H.C. CHANDLER D.F.C.
F/O D.T. CONWAY D.F.C.
F/O J.A. COLPUS D.F.C.
P/O M.F. SMITH D.F.C.
P/O N.D. MARSHALL D.F.C.
F/O F.J. NUGENT D.F.C.
F/O H.S.L. CROUCH D.F.C.
F/O G.G. ABBOTT D.F.C.
P/O A.A. TAYLOR D.F.C.
P/O A.P. SPERLING D.F.C.
F/SGT G. NOBLE D.F.M.
[Underlined] 617 SQUADRON [/underlined]
F/O P.N. BUTTLE D.F.C.
P/O P.E. PIGEON D.F.C.
P/O H.A. WEEKS D.F.C.
P/O J.H. CLAY D.F.C.
F/O E. WILLSHER D.F.C.
W/O J. DACEY D.F.C.
F/O J.S. WATSON D.F.C.
F/SGT McCLELLAN D.F.M.
F/SGT L. EATON D.F.M.
F/SGT R.J. HENDERSON D.F.M.
F/SGT APPLEBY D.F.M.
F/SGT W. HOWARTH D.F.M.
F/O R. ADAMS D.F.M.
F/O A. HILL D.F.C.
F/LT WILSON, D.F.C. Bar to D.F.C.
[Underlined] 619 SQUADRON [/underlined]
F/O J.G. THOMPSON D.F.C.
F/O H.L. VICKERSTAFFE D.F.C.
F/O W.E.D. BELL D.F.C.
P/O G.G. TAYLOR D.F.C.
F/SGT J.A. FEATHERSTONE D.F.M.
F/O N.B. MORRISON D.F.C.
W/O B.T.J. HUCKS D.F.C.
W/O C.G. TURNBULL D.F.C.
SGT M.H.G. KING D.F.M.
P/O J.P. HIND D.F.C.
P/O J.I. JOHNSON D.F.C.
P/O E.K. ALLEY D.F.C.
P/O R.T. BOULTBEE D.F.C.
F/O P.H. TAYLOR D.F.C.
W/O R.A. WESTAD D.F.C.
F/O T. WILKIE D.F.C.
F/O JOHNSON-BIGGS D.F.C.
F/LT R. AYTOUN, D.F.C. Bar to D.F.C.
F/SGT J.H. BRYANT D.F.M.
[Underlined] 630 SQUADRON [/underlined]
P/O A.C. BLOIS D.F.C.
P/O T. SMART D.F.C.
W/O L.H. TODD D.F.C.
P/O R.T. HUGHES D.F.C.
F/O G.W. BRAKE D.F.C.
W/O D. ROBERTS D.F.C.
F/O A.J. WRIGHT D.F.C.
F/O K.R. AMES, D.F.C. Bar to D.F.C.
P/O F.R.G.A. HIGGINS D.F.C.
W/O H. GLASBY D.F.C.
F/SGT T.H. SAVAGE D.F.M.
FLYING CONTROL
All stations are to be congratulated on the excellent landing times produced this month, in which the average for the Group is below the 2 minutes per aircraft mark. In particular, Waddington recorded consistently good times for each operation. One [sic] the night of the 24/25th June this Station landed 32 AIRCRAFT IN 31 MINUTES, the average being less than 1 minute per aircraft. This is a record for the Group, and probably for the Command.
One word of warning, however; recently aircraft from another Group were diverted and on arrival at the diversion airfield proceeded to use their own Group landing scheme, with which the diversion control staff were not familiar. It is sufficient to say that confusion followed, with extreme danger to the aircraft and crews concerned. A.S.I. FC/11 contains the standard diversionary control procedure and must be adhered to.
[Underlined] STONES, CONCRETE AND METAL [/underlined]
Every stone, every sharp edge of concrete, every spent cartridge or piece of metal, constitutes a menace to tyres.
During the last 3 month there has been a very high average of tyres changed on accounts of cuts – (25 per station per month). Recently, endeavours have been made on stations to overcome this menace, but the intensified clean-up of perimeters, runways and dispersals must be maintained.
FLYING CONTROL must ensure that not the smallest break in the perimeter track or runway is overlooked, that grading does level up with the perimeter track and runways, and that any looseness in the surface of the French drains is attended to at once. Station Admin and Clerks of Works must help to the utmost.
GROUND CREWS must assist by seeing that their dispersals are thoroughly clean, and AIRCREWS watch carefully that cartridges cease to be a menace to tyres.
TRANSPORT – keep the sweepers fully serviced and see that nothing is loose on vehicles employed on the airfield.
ARMAMENT, too, can assist by ensuring that the access roads to the bomb dump are clear of stones and that wooden chocks from bomb trolleys are recovered before aircraft move. A 4” x 3” block with nails in it is not healthy treatment for a tyre!
ONLY BY FULL CO-OPERATION CAN THE ULTIMATE AIM BE ACHIEVED-AN AIRFIELD 100% SERVICEABLE.
JUNE LANDING TIMES
[Table of Landing Times by Station]
5 GROUP NEWS. NO.23. JUNE, 1944 PAGE 15
[Page break]
OPERATIONS
At dawn on the 6th of this month, the first Allied troops landed on the Normandy coast. A contribution towards the success of this amphibious operation was no doubt made in the effective silencing of most of the shore batteries. During the last month and again on three nights prior to D – Day this was one of the Group’s tasks. The heavy railway gun battery at WIMERAUX was attacked on the 2/3rd and although the interpretation report embraces previous attacks, there is no doubt that severe damage was inflicted; a large number of new craters being seen around the target. Both the western turntables have received direct hits.
The coastal defence batteries at MAISY (4/5th), ST PIERRE DU MONT (5/6 th) and LA PERNELLE (5/6th) next received our attention. Little could be gleaned from photographic cover as to the precise damage to the targets, but their apparent failure to contest our landing bears testimony to the success of the raids.
Another pre-invasion target was the Radar Jamming Station at FERME D’URVILLE. This target was attacked on 3/4th and, to quote A.I.C.U. “The station is completely useless”.
Our beachhead having been secured, our bombing role turned to close support of the land forces. The 21st Panzer Division was moving into CAEN to threaten the British Beaches. Two road bridges in this town were accordingly scheduled for attack on the 6/7th; both bridges were hit, and the road approaches heavily cratered, presenting an embarrassing obstacle to the Hun. On the same night an attack was directed against the ARGENTAN Railway centre. This raid also was calculated to hamper the arrival of reinforcements, which object was achieved by the severing of almost all the tracks and the destruction of many essential buildings.
During the day of the 7th, elements of the 17th Panzer Division were concentration [sic] in the FORET DE CERISY, a number of ammunition dumps, fuelling points and tank harbours having been located in this area. This was our assignment for the night 7/8th, and although results were not spectacular, many bombs fell on the aiming point.
The battle of communications continued on 8/9th against targets south of the battle area, when the marshalling yard at RENNES and rail junction at PONTAUBAULT were attacked. Severe damage was sustained at the former target while at the latter, the tracks were cut at several points.
One of the outstanding operations of the month was against the SAUMUR tunnel on the 8/9th. Already the railway junction had been attacked on 1/2nd with excellent effect, but the later attack on the tunnel left no doubt that the line would be denied the enemy for some time to come. A direct hit on the roof of the tunnel at its southern entrance has probably caused a major collapse while the tracks and embankments are severely damaged.
Our attack on the railway junction at ETAMPES on 9/10th was rendered extremely difficult owing largely to adverse weather, although hits were scored on the electrified railway north east of the junction.
The possibility of the enemy using the PARIS/ORLEANS route to effect troop movements led to a request for the destruction of the marshalling yard at ORLEANS on 10/11th. The mission was successfully undertaken, all through lines being severed and further damage sustained to rolling stock railway depots etc.
The attack on POITERS on 12/13th in which very severe damage was inflicted on the railway facilities was designed to delay the 2nd S.S. Division, believed to be moving up from South France.
On the same night support was given to our troops advancing East and West of CAEN, by the further bombing of the town’s road bridges.
The Lehr Panzer Division is reported to have visited AUNAY SUR ODON on the same night as aircraft from this Group, namely, 14/15th. AUNAY is completely obliterated – speculation is rife as to the fate of the Panzers.
Photos taken the day following the attack on the LIMOGES marshalling yard (23/24th) indicate that fires were still burning in the area, and that all tracks in the sorting sidings have been blocked.
AT VITRY LE FRANCOIS on 27/28th damage was almost entirely confined to the west end of the marshalling yard where all the tracks have been cut. Other damage throughout the yard is apparent.
For 48 hours the spotlight of war turned from the battlefield to the sea, to the harbours of LE HAVRE and BOULOGNE where a powerful force of small craft had been assembled by the enemy with a view to menacing our supply lanes. It is now reported that as a direct result of the two raids on 14/15th and 15/16th no fewer than 80 vessels have been sunk or seriously damaged. Damage to port installations is also severe.
Oil targets have been attacked sporadically since the war began, but in the knowledge that the enemy is suffering from fuel shortage we returned on three occasions to attack his resources.
At CHATELLERAULT on 15/16th a fuel dump was raided, considerable damage resulting to storage units.
The attacks on WESSELING and SCHOLVEN Synthetic Oil Plants on 21/22nd were not, however, satisfactory and, influenced by bad weather conditions, were off the mark.
During the month two gardening operations were undertaken, on 6/7th and 8/9th.
In the concluding phases of June our attention was diverted from Normandy to the rather more immediate problem of combating the flying bombs which had commenced to operate over this country on 12/13th. On the whole, weather was exceedingly unco-operative, but, despite this, 10 missions were launched (three of which,
(Continued on page 4 Col. 2)
WAR EFFORT
[Table of Operations with Sorties, Accidents and Stars Awards, 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. 83, 97, 617 and 627 Squadrons are shown separately. In cases where a crew has flown aircraft of another squadron, the sortie is divided between the two squadrons.
5 GROUP NEWS. NO.23. JUNE, 1944.
Dublin Core
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V Group News, June 1944
5 Group News, June 1944
Description
An account of the resource
Five Group Newsletter, number 23, June 1944. Includes a foreword by the Air Officer Commanding, and features about gunnery, air bombing, navigation, armament, navigation training, public relations, signals, gardening, equipment, air sea rescue, recent good shows, and shows not so good, engineering, training, flight engineers, enemy agents - careless talkers, signals, second thoughts for pilots, accidents, radar / nav, honours & awards, photography, aircrew volunteers, war savings, link trainer, flying control, operations, and war effort.
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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1944-06
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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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18 printed sheets
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eng
Type
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Text
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MStephensonS1833673-160205-27
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Royal Air Force
Royal Air Force. Bomber Command
Temporal Coverage
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1944-06
1944-06-05
1944-06-06
1944-06-08
1944-06-09
1944-06-14
1944-06-15
1944-06-16
1944-06-19
1944-06-20
1944-06-22
1944-06-24
1944-06-25
Spatial Coverage
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France
Germany
Great Britain
Atlantic Ocean--English Channel
England--Lincolnshire
England--Nottinghamshire
France--Boulogne-sur-Mer
France--Caen
France--Étampes (Essonne)
France--La Pernelle
France--Le Havre
France--Limoges
France--Paris
France--Rennes
France--Saint-Pierre-du-Mont (Landes)
France--Saumur
France--Vitry-le-François
Germany--Wesseling
France--Villers-Bocage (Calvados)
Germany--Ruhr (Region)
5 Group
617 Squadron
627 Squadron
83 Squadron
97 Squadron
air gunner
air sea rescue
aircrew
bomb aimer
bomb dump
bombing
bombing of the Boulogne E-boats (15/16 June 1944)
bombing of the Le Havre E-boat pens (14/15 June 1944)
bombing of the Normandy coastal batteries (5/6 June 1944)
Bombing of the Saumur tunnel (8/9 June 1944)
bombing of the Siracourt V-weapon site (25 June 1944)
bombing of the Watten V-2 site (19 June 1944)
bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Distinguished Flying Cross
Distinguished Flying Medal
ditching
flight engineer
Gee
H2S
Heavy Conversion Unit
Lancaster
mine laying
navigator
Normandy campaign (6 June – 21 August 1944)
pilot
radar
RAF Dunholme Lodge
RAF Scampton
RAF Swinderby
RAF Syerston
rivalry
service vehicle
tactical support for Normandy troops
tractor
training
wireless operator
-
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Stephenson, Stuart
Stuart Stephenson MBE
S Stephenson
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IBCC Digital Archive
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Stephenson, S
Description
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.
Transcribed document
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Transcription
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V GROUP NEWS V
[Picture]
[Page Break]
[Underlined] BASE INTELLIGENCE [/underlined] [Indecipherable]
[Drawing]
[Stamp] [Underlined] Copies to Stns [/underlined]
Base.
[Circled] [Indecipherable [/circled]
FIVE
GROUP
NEWS
JULY
No. 36
1945
[Page break]
[Blank page]
[Page break]
Foreword by A.O.C.
At mid-night yesterday, Mr. Attlee, our Prime Minister, our Prime Minister, announced the final cessation of the War with Japan. This is great news. At last the world is at peace. To-day, August 15th, is VJ-Day and there can be no doubt in anyone’s mind that we are all greatly relieved that the end of hostilities has at last come. Nevertheless, for some, and particularly those who had volunteered to go to the Far East, there must be a certain sense of disappointment and, no doubt, many will feel annoyed that they personally have not been able to have a crack at the Japs.
The future of 5 Group is now very much in the air and I am unable to give you the answer to the many queries you may have at the moment. I doubt if many heavy bomber Squadrons will be required as part of the occupation forces in Japan, although it is more than possible that one or two of the Squadrons will proceed somewhere out to the East in the near future. It is unlikely that the Government and the Air Ministry will be able to review the many difficult problems and agree on new policy for some days, and, until definite orders are received, all Squadrons should continue their normal training and their normal routine of work.
More than any other Group, 5 Group has had a particularly difficult time since VE-Day. The Squadrons have undergone many changes; some Squadrons have been disbanded; others moved to new Stations; there has been a vast change round of personnel to ensure that only those fit and eligible for the Far East were left in those Units proceeding overseas. Many others have left the Service but, in spite of all this change, I have noticed that many long and arduous hours of training have been put in by Squadron and Station personnel to prepare themselves for what was to have been a very hard role in the Pacific. In addition to this training, I decided to carry out a series of inspections of all Stations. I have now completed six out of the ten and have been very impressed with the high standard of smartness and efficiency which have been attained at those Stations which I have inspected. I realise that many man hours of hard work have been put in by all ranks, both in the training and preparation of Squadrons for war against Japan and also to attain such a high standard of cleanliness at Stations.
Much of the material and information contained in this “5 Group News” is now out of date, but I have, nevertheless, decided to issue it in spite of the fact that all hostilities have now ceased. I thank all ranks for their hard work and fine spirit of co-operation during these last few months, and I know full well that, if 5 Group had managed to reach the Pacific before the end of hostilities, the various Units that have been preparing themselves for War, would have put up a very fine show.
MORTON HALL,
[Underlined] 15th August, 1945. [/underlined]
“V” GROUP NEWS. NO.36. JULY, 1945.
[Page break]
[Blank Page]
[Page break]
[Drawing] training
The weather, particularly at the beginning of the month, did not prove very helpful in enabling the Group to put in as many flying hours as was hoped for. The G.T.I’s Flying Training Chart shows little or no increase in night flying training from the period 6th – 11th July to the period 23rd – 29th July, while the day flying line shows a steady rise with very few breaks throughout the month.
During their visits to Stations and Squadrons throughout the Group, the G.T.I. and his training Specialist Officers have noticed a lethargic attitude in some Squadrons to Tiger training. Such phrases as “We’ve got plenty of time to go yet”, “The War will be finished before we get there”, and “Do you think we’ll go?” have been heard time and time again. It should have become apparent by now that there is only a limited time available for training and that every opportunity should be made to seize every spare hour for ground training and every period of fine weather for air training. Certain Squadrons have already found out that there is even less time than they thought left for training on this side of the world.
As for the phrase “The War will be finished before we get there” – unless crews finish their training thoroughly they won’t get there at all, and it is to be borne in mind that there are still immense areas of land and sea yet to be regained. As is well known, the Jap is a fanatical fighter and does not give up until he is dead. There are millions of Japs who have yet to be made to give up in Burma, Malaya, Borneo, Sumatra, Thailand and French Indo-China, to say nothing of Japan, China and Manchuria, where the Japs are most firmly rooted. As regards to the question “Do you think we’ll go?” – the answer is “Yes”.
The G.T.I. and the Training Specialists welcome 460 and 75 Squadrons into the Group. When the G.T.I. first visited these Squadrons and explained the number of hours flying and number of hours ground lectures required from them, one of the first remarks was “What – only 22 1/2 hours training per crew per month: that is 675 hours per Squadron … We shall get over 1,000 hours in next month”.
Whilst figures of flying times are not a perfect indication of training done, they provide a fairly sound means of assessing the training efforts of individual Squadrons. Therefore to enable Squadron Commanders to appreciate the position of their Squadron in relation to the rest of the Group, the flying times for June and July are given below:-
[Table of Flying Times by Squadron]
“V” GROUP NEWS. NO.36. JULY, 1945.
[Page break]
[Underlined] TRAINING [/underlined]
[Underlined] OTHER SPECIAL UNITS [/underlined]
[Table of Flying Times by Unit]
No. 467 Squadron is congratulated on its training effort, particularly since it has been at R.A.F. Metheringham, where it has done over 1,000 hours during July.
[Underlined] LINK TRAINER [/underlined]
Tiger Squadrons in Nos. 53 and 55 Bases and R.A.F. Stations Syerston are progressing satisfactorily with Link Training in B.A.B.S. and Radio Range. No.54 Base Squadrons, however, are a long way behind and there is room for great improvement.
Nos.44 and 619 Squadrons put in a total of 90 hours before they left the Group in the middle of the month.
[Table of Aircrew Hours by Base and Squadron]
Total hours by Group – 1,285
[Underlined] CATEGORISATION OF PILOTS [/underlined]
[Table of Pilot Categorisations by Base]
Total Categorised in Group = 270
“V” GROUP NEWS. NO.36. JULY, 1945.
[Page break]
[Drawing] signals
Group Captain Vickers, D.S.O., Chief Signals Officer, Tiger Force, who has just returned from a tour of the American Theatre of Operations, visited this Headquarters on Saturday, 4th August, and gave us a very interesting and descriptive lecture on the Signals facilities in use there. As the Tiger Force will be operating in conjunction with the American Air Forces, the existing facilities are practically those which Tiger Force will be required to adopt. A brief outline of these facilities is given below.
[Underlined] AIR-GROUND COMMUNICATIONS [/underlined]
Group or Wing (American equivalent to our Group) have W/T control channels in the 3 mc, 6 mc and 8 mc bands, keyed simultaneously throughout the 24 hours, thus affording the air operator three channels of reception, dependent upon the time of day or night the aircraft is airborne. Broadcasts are made at half-hourly intervals and control, in general, is similar to that of our G.C.F. Weather information is broadcast on these channels every hour in the U.C.O. P.A.C. (the weather code used in that theatre).
H.F./D.F. facilities are available, but our Wireless Operators must train themselves to request QUJ instead of QDM as used in this country. H.F./D.F. fixing facilities are available in an emergency. MF/DF facilities are not available, but other aids, such as M/F Beacons, Radio Ranges and V.H.F. Homing facilities are numerous. I.F.F. is also carried and can be used for fixing purposes in an emergency. R/T communication is by V.H.F. and each Group or Wing has V.H.F./D.F. facilities for homing when within 100 miles from Base. Weather information is also broadcast by R/T at four minute intervals once aircraft are within 100 miles from Base.
[Underlined] CODES AND PUBLICATIONS [/underlined]
As all ground W/T Stations already hold C.S.P.1270 (the American Aircraft Code) the problem of supply is greatly reduced if Tiger Force adopt the same code. Wireless Operators will find this code similar to our own C.D.0250 except that it is a four letter code instead of two as in C.D.0250. The lay-out is similar and spare groups are allotted for any specific requirement. In each of these codes, which change about every four days, is an authenticator table which is used extensively. The method of authentication, while not quite similar to that in C.C.B.P.127, is on the same lines, and Wireless Operators should have no difficulty in learning the procedure. Weather information is obtained, normally by the Group or Wing W/T broadcasts, in code, using the U.C.O. P.A.C. – a code similar to our own U.C.O. Request. If a more detailed weather report is required, it can be requested, and this information is supplied in another weather code – W.A.F.3. In any message where the need for speed outweighs the need for security, Q Code or plain language can be used.
[Underlined] AIR/SEA RESCUE [/underlined]
As most operations involve long hours of flying over water, the facilities for Air/Sea Rescue are well organised. Practically every island in Allied hands has an Air/Sea Rescue Unit located on it. In addition to these units, which maintain a continuous W/T watch on two
“V” GROUP NEWS. NO.36. JULY, 1945.
[Page break]
[Underlined] SIGNALS [/underlined]
exclusive distress frequencies, there is an elaborate organisation of Naval aircraft (Dumbos) at rendezvous points along the track. B.29 aircraft (Super Dumbos) are also circling rendezvous points on track, and submarines and destroyers are at pre-arranged stations on the route. Aircraft, surface vessels and submarines all maintain a continuous listening watch on the above two distress frequencies, and in addition on the international distress frequency (500 k/cs). A V.H.F. watch is also maintained so that aircraft in distress have no less than four channels of communication with rescue craft.
[Underlined] CLIMACTIC CONDITIONS AFFECTING RADIO RECEPTION [/underlined]
The climactic conditions in the theatre where Tiger Force aircraft will be located, will at times adversely affect radio reception, and Wireless Operators must be trained to overcome “atmospherics”. Morse reception through interference must be regularly practiced to enable Wireless Operators to overcome the conditions which prevail.
[Underlined] SIGNALS SECURITY [/underlined]
W/T and R/T silence are normally maintained throughout an operation, unless otherwise ordered, or when aircraft are in an emergency or distress.
[Underlined] BULLSEYES [/underlined]
As everyone must know by this time, the latest Bullseye exercise carried out by this Group was practically ruined by another case of inadvertent radiation of intercomm. on V.H.F. The details have been fully covered in this Headquarters letter 5G/S.14500/9/Sigs., dated 3rd August. At the risk, however, of being accused of emphasising the obvious, the main points to be noted are repeated below:-
(a) If satisfactory V.H.F. reception is not obtained by H – 10, the whole set is to be switched off. Instructions can still be obtained by W/T.
(b) All crews of Marker Force, Flare Force and Master Bomber aircraft are to be reminded of the need to watch the neon “V.H.F. R/T on transmit” indicator lamp from H – 30 until the end of the attack.
(c) Captains of Nos. 9 and 617 Squadron aircraft which require V.H.F. for landing, are to ensure that the V.H.F. H/T switch is not put in the “On” position until the aircraft are within 50 miles of Base on return.
(d) All crews must receive constant instruction on the contents of 5 Group A.S.I. Part VI, Sigs/1.
(e) The transmissions made by the Master Bomber, his deputy and the Link aircraft during the period H – 16 to H – 10 serve as the V.H.F. R/T reception test for all other aircraft. These transmissions must therefore be made in a precise, deliberate manner. All volume controls should be set at maximum volume during this period.
[Underlined] WIRLESS OPERATORS (AIR) [/underlined]
[Underlined] Tiger Training [/underlined] Throughout July the training of Wireless Operators (Air) for Tiger Force continued satisfactorily and results so far obtained are gratifying. Many Squadrons have almost finished the Ground Training Syllabus and revision will ensure that all Wireless Operators are 100% trained. The results of loop and Radio Range training have been very good – Wireless Operators obtaining good loop bearings and Pilots carrying out successful Beam flying. Perfect-
“V” GROUP NEWS. NO.36. JULY, 1945.
[Page break]
[Underlined] SIGNALS [/underlined]
ion in this type of homing to an airfield is absolutely essential in the new theatre and only constant practice at every available opportunity will ensure this. It Is hoped to have all aircraft fitted with American type Radio Range Receiver for use by Pilots only, thus the Wireless Operator will have his Marconi equipment free to use for any other purpose. The training on “Consol” beacons has been held up due to lack of information regarding the beacons in use and for charts to cover them. It is hoped, however, to have all the information of these beacons which are in operation in the European Theatre very soon, so that air training can be carried out, but as there are not yet “Consol” facilities in the new theatre this training should come at the bottom of your priority training list.
[Underlined] Squadron Signals Training Trophy [/underlined] The result of the Squadron Signals Training Trophy competition was announced during July. The winner was No.44 Squadron, whose training room was an outstanding example of what can be done to make these rooms places where Wireless Operators can really find inspiration and interest in every phase of their work. Second and third places in the competition were won by 57 and 83 Squadrons respectively. The standard of all Signals training rooms was very high throughout, and showed that Signals Leaders and Wireless Operators really had taken a keen interest in their layout and cleanliness – Good work chaps – keep it up, and remember when you may be in a tent in some far land, that these too can be kept clean, tidy and made places of interest. The same spirit which prevailed in your training rooms here can be maintained despite all they may say about fungus, mosquitoes, sunshine and rain – not to mention some yellow rats which will soon be dealt with.
[Underlined] Group W/T Exercise [/underlined] This exercise has been re-arranged, thus enabling the two new Squadrons to No.5 Group to take part. The work carried out during July has been up to standard, though there are still a few cases of incorrect tuning which must be eliminated. Nos.75 and 460 Squadrons will find this exercise their introduction to 5 Group W/T Control, and practice will soon make them quite familiar with the procedure.
[Underlined] W/T Controllers’ Test [/underlined] Nos. 83 and 97 Squadrons are to be congratulated on their splendid efforts to get all their Wireless Operators qualified as W/T Controllers. At the end of July only four Operators of 97 Squadron and 7 of 83 Squadron had still to pass the tests laid down in 5 G. S.S.I. No.13. We should like to see a percentage of all Wireless Operators in each Squadron passing out as W/T controllers, as there is always the possibility that they may be called upon to carry out these duties.
[Underlined] Signals Leaders [/underlined]
We extend a hearty welcome to the two new Signals Leaders to the Group, namely F/Lt Baxter, Signals Leader, No.75 (N.Z.) Squadron and F/O Moir, Signals Leader, No.460 Squadron. We hope that they are now settled down in their new quarters and will soon be familiar with 5 Group Signals technique.
[Underlined] RADAR [/underlined]
[Underlined] Gee [/underlined] The news came as a bombshell late last month, that as a result of consultations in the Theatre, and the need to conserve shipping space, Gee was not to be used by the Tiger Force. Training in this equipment for both aircrew and maintenance personnel was to cease immediately. Although the consternation of the navigators was great, the maintenance side was no less concerned, because in three years of operational development Gee became a sound and reliable equipment, easy to maintain and relatively fault free. However, the Loran and Rebecca combination will do the work of Gee from the operational point of view. We have had experience of Loran, and if our efforts to obtain Modification IV are successful, with the divider troubles elimin-
“V” GROUP NEWS. NO.36. JULY, 1945.
[Page break]
[Underlined] SIGNALS [/underlined]
ated, we can hope for high serviceability. Few of us have had experience with Rebecca, but the equipment was developed by other Commands and with constant practice there should be little difficulty in maintenance.
[Underlined] Workshop Convoys [/underlined] At a rather sultry conference at Coningsby the final form of the workshop convoys was decided. Bomber Command rules that the 3 H.P. Motors were not to be removed from the R.V. 421B, although provision could be made to allow this to be done in the Theatre. The only major modification what was approved by Bomber Command was the installation of a scanner on the roof of the R.V.420B, this work to be carried out by Coningsby.
The task of the preparation of these vehicles for operational use fell on the No.381 M.U. detachment at Coningsby. The work included the installation of bench sets, the scanner modifications, minor re-arrangement of shelving and other work. Five convoys had to be completed in ten days, and the fact that the work is well up to schedule reflects great credit on F/O Milsom in charge of the job, and the remainder of the personnel concerned.
[Underlined] ADMONITORY SONNET [/underlined]
O, ye who venture forth in War’s array
To fight vile Nippon’s hordes, the yellow foe,
From some Pacific islet far away,
Know ye that there ye’ll find no G.P.O.?
All those of ye with gadget minds take heed,
The surplus fittings of the German war
Will vanish quite. Austere will be, indeed,
Your future days compared with those of yore.
Reproach us not in future when you find
That telephones are quantitively few,
And qualitively very far behind
The standards which in England you once knew.
One cheerful note! Be very sure we’ll fix
That telephones supplied aren’t candlesticks!
(Anon. (Circa 1945))
“V” GROUP NEWS. NO.36. JULY, 1945.
[Page break]
[Drawing] navigation
[Underlined] PROGRESS OF NAVIGATION TRAINING [/underlined]
The training programme is proceeding satisfactorily. Navigators and Set Operators are making ample use of the aids available with the exception of loop and radio range bearings. These seem to be avoided like a plague, or, if they are not entirely neglected, the Navigators [underlined] do not use them. [/underlined]
They lack faith in them. Why? Providing the loop is swung satisfactorily and the Wireless Operator takes great care in obtaining his readings, the resulting bearings should be very accurate. “Alright”, you may say, “but the bearings we get are hopeless, never nearer than 10 miles to the actual position.” Well, you have the solution in your own hands – either the loops are not correctly swung or the Wireless Operator is not doing his job properly. We repeat, the solution is in your own hands.
Apart from these two aids, however, the impressive array of navigational aids are being used to full advantage. In fact, too much so in the case of Gee. A few navigators have taken a commonsense attitude towards “Gee” and so not use it unless it is required in an emergency. They navigate with the assistance of the other and more difficult-to-manipulate aids. This is sound common sense and can result in one thing only – a very high standard of efficiency. But what of those people who do not adopt this rightful attitude, who continually obtain Gee fixes even though they have serviceable H2S, Loran and loop? By pursuing this policy they will never attain a high degree of manipulation skill, nor will they gain real confidence in other aids. Therefore, leave Gee alone. Discard it altogether. Use it only in an emergency – then you will quickly gain efficiency – and confidence – in all your other “boxes of tricks”.
The Drift Sights and G.P.I’s are not yet available in sufficient quantities to allow fitting to aircraft, and it may not be possible for crews to obtain flying practice with these instruments until Squadrons receive their new aircraft, which is leaving it very late. To compensate for this crews must get the maximum ground practice. It is not quite the same thing, but nearly so. Both these instruments are easy to manipulate and it requires but a little time and effort to become proficient in their use. Therefore, get as much practice as you can, reduce the drills to habit and then you can perform the actions automatically. (A tip here- always try to reduce your work to a series of habits, it then becomes much simpler to perform. If you have to think about a thing before you can do it, you use up energy – a lot of energy. If you can do it habitually then very little energy is required. There is no need to wear yourself out navigating for a few hours – so, make a habit of each and every drill. On every occasion you obtain a fix, go through the complete cycle of obtaining a wind, G/S and E.T.A. check and altering course if necessary. Do this a few times and you have reduced the whole thing to a habit – a very good habit too, because as a result you will be a very reliable and efficient Navigator).
To sum up, Navigation training is proceeding satisfactorily, but a little more attention is required in the direction of Loop bearings, Drift Sights and G.P.I’s. Polish off these three and we may
“V” GROUP NEWS. NO.36. JULY, 1945.
[Page break]
[Underlined] NAVIGATION [/underlined]
consider the training situation very satisfactory.
[Underlined] FAR EASTERN NAVIGATION FLASHES [/underlined]
(a) Serviceability of Radar aids ‘out there’ is approximately 92%.
(b) Loran ranges fluctuate violently, maximum 1500 nautical miles, minimum 700 nautical miles.
(c) Wireless reception satisfactory, no undue interference from any source. Bearings and emergency fixes therefore easily obtainable and reliable.
(d) Maps and Charts for the Far East are now ready. Two copies of each sheet are being forwarded to Squadrons for perusal.
[Underlined] ASTRO COMPASS [/underlined]
Agreement has at last been reached on the position to be occupied by the Astro Compass in Lancaster aircraft. This is on the starboard side of the coaming which is just forward of the Navigator’s table. A trial installation was held at an 8 Group Station recently and this position seemed very satisfactory. It is easy to get at, very easy to manipulate and is also easily stowed.
Owing to great pressure of work it may be impossible for the Astro Compass to be mounted in this position in the existing aircraft, but some compensation will be found in the fact that the new aircraft which we shall shortly receive will have the Astro Compass correctly positioned. Crews will, therefore, not have much opportunity of practice in using this instrument in the correct position, but continue to obtain the maximum possible practice whilst it is situated in the present position, so that when you do get the new aircraft you will require only familiarisation.,
[Underlined] DRIFT SIGHT [/underlined]
A final position for the fitting of the U.S. Navy Mark VI Drift Sight into Lancaster aircraft has not yet been decided. The present approved position is aft of the flare chute; it is considered to be far from ideal. We in this Group are therefore experimenting by fitting the sight in different positions in the nose of the aircraft. The most obvious and easily accessible position has been vetoed by the larger escape hatch about to be incorporated in the production line aircraft. A second position just aft of the bomb sight is now being perfected and it is earnestly hoped that it will be satisfactory for everyone. A decision on this matter will be reached before the end of August.
Once again, however, no matter what the approved position, it will be impossible to have the sights installed in the existing aircraft, so crews must obtain the maximum practice, ground practice in this instance, on the instructional “mock up”. It is not very difficult to manipulate this new drift sight and fifteen minutes practice should be sufficient to make everyone at least partly proficient. Much experience can be gained of course, either during the short time between the arrival of the new aircraft and the “fly out”, or whilst on the “fly out”.
[Underlined] UNION NEWS [/underlined]
(a) [Underlined] Station Navigation Officers. [/underlined]
53 BASE – Waddington – S/Ldr Evans, D.F.C.
Bardney – S/Ldr Rumbles, D.F.C.
Skellingthorpe – S/Ldr Bray, D.F.C.
551 Wing - F/Lt Johnson.
“V” GROUP NEWS. NO.36. JULY, 1945.
[Page break]
[Underlined] NAVIGATION [/underlined]
54 BASE – Coningsby – S/Ldr Baxter, D.S.O., D.F.C.
Woodhall – S/Ldr Bennett, D.F.M.
Metheringham – S/Ldr Martin, D.F.C.
552 Wing – S/Ldr Hatch, D.F.C.
553 Wing – S/Ldr Ayles, D.F.C., D.F.M.
55 BASE East Kirkby – S/Ldr St.Clair Miller, D.F.C.
Spilsby – F/Lt McKinnon, D.F.C.
SYERSTON – S/Ldr De Friend, D.F.M.
(b) [Underlined] Squadron Navigation Officers. [/underlined]
53 BASE 9 Squadron – F/Lt Peasfield
189 Squadron – F/Lt Booth
463 Squadron – F/Lt Markham
617 Squadron – F/Lt Martin
54 BASE 83 Squadron – F/Lt Bowes
97 Squadron – F/Lt Woolcott
106 Squadron – F/Lt Curry
467 Squadron – F/Lt Pickard
627 Squadron – F/Lt Tyce
55 BASE 57 Squadron – F/Lt Bradley
75 Squadron – F/O Parsons
207 Squadron – F/Lt Gully
460 Squadron – F/Lt Young
SYERSTON 49 Squadron – F/O Prentice
This month we have said goodbye to two stalwarts of the “Union”, namely S/Ldr Mould, D.F.C, and S/Ldr Crowe, D.F.C. Both of them have been with us for a very considerable period and have done outstanding work. They have been responsible in no small part for the progress of Navigation in this Group during the last two years. We are very sorry to see them go, because they will be sorely missed, but we wish them every success and the very best of luck in “civvy street”.
[Underlined] BOUQUETS [/underlined]
After omitting the “bouquets” for two months, it has been decided to re-introduce them. Below is a list of the two best training efforts from each Base during the month of July. The navigators have been chosen for their consistently accurate work, rigid adherence to system, constant checking of winds, ground speeds and E.T.A’s, and log and chart work, particularly chart work, of a very high order.
53 BASE 1. F/O Burke 463 Squadron
2. F/O MacIntyre 453 Squadron
54 BASE 3. F/Lt Stevens 106 Squadron
4. F/S Barker 97 Squadron
55 BASE 5. F/S Mancer 57 Squadron
6. F/O Huggins 57 Squadron
SYERSTON 7. F/O Prentice 49 Squadron
No one is barred from this competition. We do not ask for ultra neatness; the qualifications are as stated in the introductory paragraph. All of you can produce exemplary work if you try. You have the knowledge, you have the necessary Navigational aids available, and all that is required is hard work and common sense on your part. You will
“V” GROUP NEWS. NO.36. JULY, 1945.
[Page break]
[Underlined] NAVIGATION [/underlined]
see that it is possible for anyone to qualify as one of the seven best Navigators in the Group. You have been given knowledge, now apply it, and produce some really first-class work. We do not like to see the same name appearing each month and are always anxious to replace the “old timers” with a newcomer. Let us therefore see a new list of names next month, and YOU make sure your name is on the list.
[Underlined] ALLOCATION OF DUTIES IN THE NAVIGATION SECTION [/underlined]
Checks carried out in all Navigation Sections throughout last month have shown that a number of Navigation Officers are loath to appoint the more senior Navigators to assist them in their multifarious tasks. It is the view of a few of them that as they are responsible for the entire section they should do all the work; but this is an unwise policy. It is impossible for a Squadron Navigation Officer to carry out all the necessary work himself. Consequently it is necessary to delegate authority to the senior Navigators in the Section. In nine out of every ten cases it will be found that these people are only too willing to assist the Navigation Officer in any way. Therefore, Squadron Navigation Officers, do not take upon yourselves entirely the burden of the Navigation Section – share this responsibility with your experienced Navigators and make your task, and in fact your life, much easier to bear.
A word to you Senior Navigators – do your bit for the “Union” and give your Navigation Officer all the assistance you possibly can. Take over one or two of his minor duties, such as looking after Order Books, supervising stores etc., By such action you will help not only the Squadron Navigation Officer, but you will also improve the efficiency of your Section.
[Underlined] PRACTICE BOMBING VECTOR ERRORS [/underlined]
The average error for the month was 2.7 knots, an improvement of .3 knots on the last two month’s figures.
Once again we are treading the path of progress! By the combined and determined efforts pf every Navigation team the bombing vector error is being systematically reduced to what may well be considered a negligible error.
Don’t forget that we set ourselves the task of reducing this error to 2.5 knots. It can be done as five Squadrons have shown this month; press on therefore, and let us obtain our objective immediately.
[Table of Vector Errors Ranked by Squadron]
No.189 Squadron have dropped with a very big bang from 3rd place last month to bottom of the ladder this month. This month’s vector error is the highest ever obtained by No.189 Squadron since their formation. We hope they will never again obtain such a distinction. Come on now 189 Squadron, make a really determined effort this month and let us see you at the top of the ladder next month!
“V” GROUP NEWS. NO.36. JULY, 1945.
[Page break]
[Underlined] NAVIGATION [/underlined]
[Underlined] NAVOGRAPHS [/underlined]
Did you decipher the word picture couplets included in last month’s News? If you didn’t here they are:-
[Underlined] Couplet No.1 [/underlined] “Destination Tokyo – a very long hop,
Maintain track or you’ll get the chop.”
[Underlined] Couplet No.2 [/underlined] “Loran, H2S. Rebecca and Gee,
Keep your future trouble free.”
[Underlined] Couplet No.3 [/underlined] “Accurate winds so timing sound,
Target pranged, then homeward bound.”
Now, although these word pictures may have provided a very welcome diversion when reading through the News, it was our intention that they should bring home to you, with great force, the morals enclosed therein. Did they have this effect on you, and did you apply the morals immediately?
Those of you who did not decipher them and did not, therefore, get the gist of the thing, now have the answers given to you – now it is up to you to apply them immediately [underlined] and always. [/underlined]
“V” GROUP NEWS. NO.36. JULY, 1945.
[Page break]
[Drawing] radar nav:
[Underlined] GEE [/underlined]
Considerable changes have taken place amongst the Gee transmitting stations during the past month – changes intended to standardize [sic] the system in Europe for peace time Air Force flying, for certain operations taking place in the Italian zone, and to bring all frequencies on the same RF Unit.
As the majority of these changes have taken place with little or no warning, there may still be doubt amongst some Navigators as to the correct frequencies to use for the now standardized [sic] chains. To counteract this confusion, details of the new frequencies are outlined below.
[Table of Gee Chain Frequencies and Ident Blinks]
+ New chains – not yet working.
Information relating to Gee in the Far Eastern Theatre is going to cause considerable heartburning amongst Navigators and Pilots alike, as it is now definitely known that no Gee Chain is to be provided there. To ensure that crews reach a high standard of efficiency in navigating without this aid, it is expected that instructions will shortly be issued for Gee to be taken out of all aircraft. It must, however, be emphasised that Gee is not the be all and end all of navigation and has never superceded [sic] the basic principles of navigation. Therefore, however great the loss of this aid may seem at first, air navigation will not become impossible. Other aids are available, equally as accurate, and crews must develop them to a high standard.
When this instruction is issued, Pilots, Navigators and Set Operators must therefore concentrate on Loran, to ensure a higher standard of fixing accuracy, and on Rebecca and Radio Range for more accurate homing. Only by determination and continued training can crews overcome the disadvantages which will necessarily result from the taking out of Gee.
[Underlined] H2S [/underlined]
The training of crews in H2S Navigation and Blind Bombing is progressing satisfactorily throughout the Group despite the shortages of equipment and the lower serviceability rate.
With the expected loss of Gee, H2S is quickly becoming the most accurate method of overland navigation, and much greater importance must be paid to its homing facilities in view of the nature of the Pacific Bases.
“V” GROUP NEWS. NO.36. JULY, 1945.
[Page break]
[Underlined] RADAR/NAVIGATION [/underlined]
An accuracy in fixing, equal to that of Gee, is not expected but one of less than 1 1/2 miles (this is about the present error) is demanded and can be obtained, providing set operators are made aware of their responsibilities, particularly when using H2S fixes for windfinding. The less accurate a crew is in H2S fixing, the lower will be their standard in blind bombing.
No relaxation in H2S training can therefore be allowed, in fact greater effort is essential and instructors and crews alike must take every opportunity of furthering their ability in the use of H2S, both for navigational and blind bombing purposes.
On the last Bullseye, instructions were issued for all crews to blind bomb on Bristol and take a P.P.I. photograph within 30 seconds of release. The results obtained were far from gratifying, and it was noted that many operators had forgotten the most elementary principles of blind bombing and P.P.I. photography.
It is hard to realise that some crews even attempted bombing on the 30 mile scan, others had too large 10 mile zeros, and many did not make any serious attempt at obtaining a decent photograph.
Great emphasis is being placed upon Blind Bombing and P.P.I. photography in the Far East, and results such as these reflect seriously upon the upon the attitude which is being adopted in the training for the Pacific. No.5 Group has been, and is, a precision bombing Group on visual targets, it must retain that distinction in Blind Bombing. Let the results obtained on the next Bullseye prove this beyond doubt. It is up to every crew to see that it turns in the best effort possible, and Instructors must watch their briefing if this is to be achieved.
No.97 Squadron have challenged the remainder of the squadrons in 5 Group to a blind bombing competition. This competition to take place as soon as sufficient crews are blind bombing trained and the Plotting Unit at Ipswich is operating. By the use of IPSWICH and the plotting unit all crews will have the same advantages and each aircraft will be plotted within the same degree of accuracy. Conditions of the competition are to be agreed shortly and forwarded to all Units. The results should prove interesting in view of the various types of equipment which will have to be used.
[Underlined] REBECCA [/underlined]
More Rebecca equipment is becoming available daily, and many crews will soon have the opportunity of testing this aid for themselves.
With the likelihood of Gee being taken out of aircraft, Rebecca will be the main Radar homing aid, and if used correctly is far more accurate than Gee.
Training is comparatively simple and quick, but requires constant practice. Don’t let the equipment lie forgotten once you’ve learnt how to use it. Make it your job to home on Rebecca to your Base after every flight – you may have need of it someday.
[Underlined] LORAN [/underlined]
Loran is coming into it’s [sic] own. Gee is out in the Pacific Theatre.
This is a plain statement of fact, not to be passed over lightly. Loran facilities in the Far East are not all they ought to be but providing an operator has the basic principles at his finger-tips, can take a fix accurately and can correct simple faults, navigation in the Far East should be just as simple as in Europe.
“V” GROUP NEWS. NO.36. JULY, 1945.
[Page break]
[Underlined] RADAR/NAVIGATION [/underlined]
It is known that the United States Army Air Forces are obtaining Loran with a reasonable degree of accuracy to the coast of Japan. A further Master Station and Slave are being provided to give position lines running N.E. to S.W. and coupled with the present facilities, reasonable coverage should result.
It has been evident from reports received after Cross-countries and other flying exercises that insufficient care is being taken in fixing. Complaints have been made that Loran is inaccurate over this country, fixes being in error etc. Investigations often prove that the wrong skywave has been used, or that the count has been made incorrectly. Watch these points carefully, particularly identification of skywaves, as this will be extremely important in the areas in which you may be operating in the Pacific Theatre.
[Underlined] RADAR ALTIMETER SCR718C [/underlined]
Supplies of this equipment are extremely short, and up to the present time little use has been made of the aid.
There is one little point to stress however. This altimeter can be used to show when an aircraft is over sea or over land. Over sea the reflected pulse is very steady – over land the pulse moves about most irregularly. Watch this point when you have a chance and see if you can detect your change from sea to land.
“V” GROUP NEWS. NO.36. JULY, 1945.
[Page break]
[Drawing] air bombing
During the month S/Ldr S.J. Abbott relinquished the post of Group Bombing Leader to go back to “Civvy Street” and his old job in the Special Branch, Metropolitan Police Force.
Never the spectacular type, as probably became his Police Force training, S/Ldr Abbott’s quiet efficiency was a contributory factor in the Group’s present high standard of bombing accuracy. Much was achieved during his 10 months spell of duty, and, in saying farewell, all of us wish him every success in his new post.
His is one job where the bowler hat will be useful anyway!!
[Underlined] CATEGORISATION [/underlined]
Far too many crews saw the end of July without achieving a bombing category. It is realised that most crews were starting July from scratch, owing to re-shuffling, but every effort must be made to categorise all crews as soon as possible.
[Underlined] AN OUTSTANDING RESULT [/underlined]
No.97 Squadron (F/Lt Coates) report a magnificent effort on the part of F/Lt Wilkinson and crew. The error achieved was a CREW error of 23 yards converted to 20,000 feet. This is really excellent, particularly so as their Air Bomber is actually a Squadron trained PILOT/FLIGHT ENGINEER; what makes the feat even more remarkable is that it was the first exercise completed by this crew.
This is an all time record for No.5 Group, and can’t possibly fall far short of the “best ever” for Mark XIV bombing.
Congratulations to:-
F/Lt Wilkinson (P) F/Sgt Salter (P/FE) F/O Collins (Nav)
not forgetting the Rear Gunner for keeping his turret still!!
[Underlined] REMOTE CONTROL INDICATORS [/underlined]
No.207 Squadron have been carrying out trials with a Remote Control attachment to the Mark XIV Sighting Head. This attachment is operated by the Navigator who feeds Sighting Angle and Drift to the Sighting Head. The object of the attachment is to cope with winds above those for which the Mark XIV is built (i.e. over 66 knots Indicated) and it is worked in conjunction with the Emergency Computor [sic] You will be hearing more of this later.
[Underlined] THE M.P.I. TRAINER [/underlined]
The purpose of this trainer is to give Air Bombers practice in judging the Mean Point of Impact of various Target Indicator Patterns. S/Ldr Graham Rogers (No.54 Base Bombing Leader) reports that the Trainer is proving extremely popular and Air Bombers are not finding it easy to judge the centre of a group both quickly and accurately. The trainer works on a similar principle to the A.M.B.T. and is about the size of a
“V” GROUP NEWS. NO.36. JULY, 1945.
[Page break]
[Underlined] AIR BOMBING [/underlined]
pin-table (hence its popularity!) Twenty slides are provided, each having a pattern of six Green T.I’s. No.1 slide being a compact group, the groups becoming more scattered as the slide number increases until finally, No.20 requires considerable thought. Errors can be measured both for Line and Range from the scales provided. It is hoped that all Air Bombers will see that they derive maximum benefit from the trainer when it is allocated to their Squadron.
[Underlined] NEW INCENDIARY BOMBS [/underlined]
Models of new incendiary bombs, which we shall use “out there” will be coming along to all Squadrons. Study these and get all the gen you can on them from your Armament Officer.
[Underlined] “GEN” FROM WAINFLEET [/underlined]
The N.C.O. i/c Wainfleet Bombing Range reports that 2,286 bombs and 667 T.I’s were plotted during the month. This number could be stepped up considerably if only Squadrons would spread their bombing times more evenly throughout the day. Early morning and evening details are the answer.
[Underlined] BEST CREW ERRORS FOR JULY [/underlined]
Squadron Pilot Air Bomber Navigator Crew Error
9 F/O Bloodworth F/S Turner F/S Walker 64 – 75
F/O Plowman F/O Frazer F/S Esterman 48 – 57
F/O Myatt F/S Cubitt F/S Smith 62
S/L Blair F/O Skinner F/O Herks 58
57 F/L Nichols F/S Knight F/S Sheldon 72
S/L King F/O Crate F/O Thom 67
F/L Karop F/S Drackett F/S Fishman 76
F/O Wood F/S Crowther F/S Streathfield 72
F/L Appleton F/S Stevens W/O Cobb 68
97 F/L Wilkinson F/S Salter (P/F.E.) F/O Collins 23
463 F/O Houngan F/S Niblock P/O Pepper 58
F/O Ferris F/S Cliff F/O Richardson 74
467 F/L Morris F/S Gillespie F/S Silver 51
617 F/O Taylor F/S Shires F/S Bache 54
F/O Young F/S Hill F/S Howell 53
F/L Martin F/S Tedder P/O Barlow 65
S/L Ward F/L Sumpter F/O Christian 66
[Underlined] SQUADRON BOMBING COMPETITION [/underlined]
[Table of Bombing Competition Results]
“V” GROUP NEWS. NO.36. JULY, 1945.
[Page break]
[Underlined] AIR BOMBING [/underlined]
[Underlined] HIGH LEVEL BOMBING PRACTICE [/underlined]
[Table of High Level Bombing Practice Results by Base and Squadron [/underlined]
[Underlined] No.627 Squadron [/underlined] 668 T.I’s – Average error 118 yards.
176 Practice Bombs – Average Error 81 yards.
F/O George’s average error was 54 yards for 5 exercises – good show!
“V” GROUP NEWS. NO.36. JULY, 1945.
[Page break]
[Drawing] gunnery
Since our last issue, Squadrons preparing for service with the Tiger Force have completed 75-80% of the Training Syllabus. This is a remarkably good effort, and Gunnery sections concerned are to be congratulated on the fine showing and the results obtained.
During the next few weeks it is hoped that aircraft recognition will be given as much priority as possible, in order that there will be no doubt in the mind of any gunner when called upon to identify aircraft. Most gunners by now have an excellent working knowledge of the .5 and a little study in one’s spare time should be sufficient to keep in touch with this gun.
It is refreshing to note that gunners have taken an active interest in subjects dealing with the “other fellow’s jobs” and Base Gunnery Leaders report that of the many gunners questioned, quite 75% have exhibited a marked degree of “gen”.
The new type of flying suit has been tested recently and most gunners have commented with enthusiasm on this equipment. The diligence displayed during the test of this clothing has given satisfaction, and we look forward to a general issue of the new suits as and when such issue becomes possible.
Owing to the fact that all Squadrons within the Group are conforming to the Tiger Training Syllabus, the “Order of Merit” for Fighter Affiliation Exercises is now cancelled.
Trials have been carried out in the FN.82 – reports of which have been submitted to Bomber Command. In the meantime, gunners are advised to rehearse speedy exit from the FN.82 – one or two helpful points being:-
(i) Avoiding the V.O.M. adjacent to the right leg.
(ii) Ensuring the freedom of the right foot before falling out.
(iii) Familiarising oneself with the Hand Rotation Lever (This is difficult to operate in its present position and will call for practice in manipulation).
[Underlined] SUMMARY OF AIR TRAINING EXERCISES [/underlined]
[Table of Air Training Exercises by Squadron]
Total Day Affiliation = 333: Total Night Affiliation = 142.
Total Number of Affiliation Exercises for July = 475.
“V” GROUP NEWS. NO.36. JULY, 1945.
[Page break]
[Drawing] tactics
Recent reports from 21st Bomber Command, U.S.A.A.F., have shown that Japanese night ground defences are rapidly assuming the proportions, if not the accuracy, of the Germans’. Superforts operating at night have reported accurate coning by radar controlled searchlights, with intense concentrations of heavy and light flak in the cones. The Japs’ task is, of course, made easier by the low altitude at which the Superforts operate at night, and also by the very low concentration rate over the target, allowing a large proportion of the attacking aircraft to be engaged individually.
Japanese night fighters have still apparently got a lot to learn, and are learning the hard way by attacking with navigation and cockpit lights burning. They have, however, had some success when attacking aircraft illuminated by searchlights, the old German “Wilde Sau” technique, and have on occasion pressed their attacks to very close range. We can expect an increase in this form of attack, as it has the advantages of not needing efficient A.I. and also, day fighters can be used.
The latest phenomenon over Japan at night is the “Ball of Fire”. Variously described as a “flaming onion” or “Fiery rocket”, it has all the hallmarks of the rocket projectile used by the Germans in the closing weeks of the war. In fact, one Superfort crew has reported “a small winged projectile with flames emitting from it”. Unless it is a great improvement on the German model it is likely to be merely an interesting addition to the other fireworks commonly seen over a target at night.
[Underlined] FIGHTER AFFILIATION ON THE BULLSEYE [/underlined]
The one Bullseye flown this month, on the night off the 23rd, showed once again the overwhelming advantage possessed by night-fighters in moonlight conditions. We had 154 Lancasters airborne and the fighters claimed 161 successful combats, a total amassed by only 24 Mosquitos! The fighter pilots reported that our Gunners were keeping a very poor look-out over the Channel, but improved over the land. One Mosquito carried out 12 unseen attacks, although burning navigation lights! The loss of mid-upper gunners has, of course, made the carrying out of a thorough search more difficult, but the figures show that a great many crews either have incompetent gunners or else are not taking sufficient interest in a training exercise designed to increase their chances of survival once they start operating over Japan. It cannot be overemphasised that a Group Bullseye is the best experience a crew can get without risking being shot down, and as such it should be treated as a real operation from take-off to landing. The pilot who thinks that a Bullseye is just another training bind is heading right for a posthumous Pacific Star.
“V” GROUP NEWS. NO.36. JULY, 1945.
[Page break]
Jap Fighter Control
As yet there is no comparison between Allied and Japanese fighter control, for though the enemy early warning system is considered adequate for giving general warning of the approach of large Allied air formations to Japan, Japanese fighter control is in an undeveloped state. The limited scope of Japanese fighter operations control is demonstrated by the type of fighter reaction experienced on Allied bomber missions over Japanese-held territories and by the poor performance characteristics, for purposes of fighter control, of radar and communications equipment known to be in operational use in the Japanese Air Force. The Japanese have under development a number of special devices for use in ground and air-controlled interception and they have been conducting research and experiments in fighter control organisation and procedure. Eventually, these activities may be expected to result in fighter control operations of wider scope.
The present Japanese early warning and fighter control system for air defence, however, is in a state of development roughly comparable to German development in the period from 1939 to 1941. The Germans also used picket boats to supplement the early warning radar and their first night interception system depended on illumination of raiders by searchlights. The Japanese early warning system appears to be adequate for the purpose of giving general warning of the approach of Allied aircraft to Japan. In view of the inferior performance of the radars, however, and of the apparent lack of a well organised filtering system, it is doubtful if accurate and prompt information on pin points, courses, speeds, heights, identifications and strengths is being supplied to Japanese Air Force Control Centres.
Without such information, the operations of these Control Centres must be quite restricted, and it is not likely that they are in a position to make material changes in the disposition of fighter squadrons to meet the special tactical requirements of individual raids. As a corollary, it may be stated that Allied diversionary raids staged in connection with bomber attacks against primary targets in Japan probably have little effect on lessening the number of fighters available for attack against the main force.
Operations at Japanese Fighter Control Centres appear to consist of scrambling fighters, broadcasting warning to airborne aircraft of the presence of enemy aircraft, and ordering fighters to proceed to designated general areas in the vicinity, most often a target area, for “attack” , or in other cases to take appropriate action for evasion.
Night interceptions are accomplished by co-ordination of night fighters with searchlights and in other cases by night fighters free-lancing in the target area, often with no detection aid of any kind.
It is possible that in the immediate future the Japanese will perfect a system of air control interception based on homing fighters on to a shadowing aircraft by means of airborne detection finders. This system might be fairly effective for day operations, when spotting and closing can be done visually, but does not seem to be suited for night operations.
It is unlikely that the Japanese Air Force will be able
“V” GROUP NEWS. NO.36. JULY, 1945.
[Page break]
[Underlined] JAP FIGHTER CONTROL [/underlined]
to organise an effective system for ground control interception or fighter control, especially for night operations until such time as they have in operation ground and airborne radar more suitable for the purpose than any now in operation. It is possible, however, that the Japanese are developing specially designed fighter control radar, perhaps an adaptation of the Giant Wurzburg, and also A.I. equipment possibly adapted from Allied airborne 10-centimetre equipment.
[Underlined] Extracted from H.Q. Air Command, S.E. Asia. W.I.S.86. [/underlined]
Further light on this subject is now cast by the capture of a document on Luzon which gives a description of Japanese fighter direction methods, as they existed in April, 1944. It is reprinted from A.T.I.S. Translations, No.156. Particularly interesting is the dependence of the Japanese on reconnaissance aircraft – which should make good targets – and on a constant speed and course of the attacking aircraft.
The physical system is not unlike our own shore-based system in basic respects. Various radars report to a control station which we should call a filter centre. At this location pilots are displayed and evaluated and action is taken. (Apparently each radar reports bearing and range from itself and does not convert to a common reference point; nor does it appear to use any sort of “grid” system). The Japanese have an organisation designated an “intelligence squad” which would compare to our intercept team. One sketch indicated that D/F equipment is used in some manner for tracking their own intercepting aircraft.
Numerous references in the document indicate that Japanese radar bearings and range discrimination are not reliable. Furthermore, the enemy does not seem to have any search radar which is dependable for altitude determination on incoming raids.
To compensate for shortcomings in bearing, range and altitude from their radar, scouting aircraft are sent out initially to contact our raids. These scouts shadow and report position, type, strength, altitude etc., as an aid to directing the intercepting group. This would suggest the conclusion that our raids frequently will be spotted by Japanese reconnaissance aircraft, which will act as shadows and not as attacking units. The reconnaissance aircraft represent an important cog in the intercept system.
Due to the time element required in the filter centre, the method of radio relay, and the fact that mechanical methods are utilised for computation of vectors, much time is wasted; time lag in plot is an obvious conclusion. All computation is on the premise that the “enemy raids” will remain on almost constant course and speed. This suggests that a few diversionary raids with marked changes in course and speed might create confusion in Japanese intercepts.
After their intercepting aircraft are given the initial “vector” and “range” on the “point of encounter” (intercept position), the subsequent changes in vector seem to be given in a manner similar to our clock-code method; e.g. “03.10” equals “right front ten kilometres”.
[Underlined] Extracted from H.Q. Air Command, S.E. Asia, W.I.S.87. [/underlined]
“V” GROUP NEWS. NO.36. JULY, 1945.
[Page break]
[Drawing] aircrew safety
There was no operational activity during the month. Four aircraft of No.54 Base “stood by” for a search on the 24th but were not required. This followed a report by a No.463 Squadron aircraft of what appeared to be a dinghy in the sea off the East Coast, and A.S.R. Warwicks carried out a search although there were no aircraft missing at the time.
Casual sightings are going to be just as important in the new theatre as they were over here, maybe more so, and all that is required to ensure a happy ending to someone’s troubles is:-
(a) A careful description of what is seen.
(b) The most accurate fix possible.
(c) The time of the sighting and good signals procedure.
Accurate information will assist both those below and those above – if passed quickly.
Training on all Squadrons has made good progress during the month. The Mark II Airborne Lifeboat commenced a Group tour, and a mobile parachute instruction unit is also going ahead.
Yet a third circus is lining up to spread knowledge on Air Sea Rescue and land and sea survival in all theatres.
[Boxed] [Underlined] “CAN YOU SWIM?” [/underlined]
(If you can’t you are missing a lot of fun and – by the way – if you ditch you may not reach the dinghy!! [/boxed]
As was stated in last month’s News, S/Ldr Becker left this Group to take up a Safety and Rescue appointment with Transport Command. B.B. was one of the earliest members of the team, then led by W/Cdr Dabbs, by whose efforts such vast improvements were made in Air Sea Rescue throughout Bomber Command, and to whom a lot of chaps indirectly owe their present existence.
During his long stay with No.5 Group, S/Ldr Becker played a big part in improving both training and equipment, and we wish him the best of luck in his new appointment and also when he returns to his tobacco manufacturing in Southern Rhodesia.
“V” GROUP NEWS. NO.36. JULY, 1945.
[Page break]
[Drawing] accidents
During July flying accidents in the Group rendered one aircraft Cat. B., one Cat. A., and completely destroyed four others. Three Formal Investigations were convened to inquire into the more serious ones and two of them are still incomplete. Evidence so far places three of the six accidents in the avoidable category, viz:-
Swing on take off – 1; Overshoot on landing – 1;
Crashed on overshoot on one engine (Mosquito) – 1.
In addition one aircraft burst a tyre and crashed on landing; another had an engine failure on take off and crashed with fatal results. The remaining accident in unclassified as results of the investigation are not yet to hand: the aircraft belly landed after engine failure on a three engined practice overshoot.
One accident is singled out for special mention this month as the errors made by the pilot provide lessons for all Mosquito pilots in the Group. A Mosquito with the port engine feathered returned to Base and was given permission to land (in daylight) on the 2,000 yards runway. The pilot made a [underlined] right hand [/underlined] circuit and turned in for his approach rather low. He came in too fast and purposely delayed his selection of wheels down. The aircraft levelled off 300 yards along the runway and floated for some 600 yards. At this stage the pilot [underlined] decided to go round again [/underlined] as the wheels had not locked down. Full flap had been applied. The aircraft climbed to approximately 40 feet, at which height the left wing dropped and the aircraft stalled. The pilot was killed and the Navigator seriously injured.
The greatest mistake this pilot made was to try to take a Mosquito, with one engine feathered and wheels and flaps down, round again from ground level. Pilots Notes state that going round again in only possible in these circumstances if the decision is made at an early stage in the approach when it is clear that the undercarriage and flaps can be raised and speed increased by diving in the height available. Contributory factors to this crash were the [underlined] right [/underlined] hand circuit and the low, excessively fast approach. Final approach speed should be 122 knots and circuits should be made left handed irrespective of which engine has failed.
[Underlined] CASUALTY SIGNALS AND FORMS (765C) [/underlined]
Of recent weeks some slackness in the compilation of casualty signals has been evident. Once again Units are reminded that [underlined] every type [/underlined] of damage to an aircraft, including straightforward engine failure, requires notification by signal. Under para. “G” should be stated “765(C) yes” or “765(C) no”. A.M.O. A.1348/43 gives detailed instructions on the compilation of casualty signals. This A.M.O. must be obeyed to the letter. Those Officers who are concerned in any way with signals for aircraft damage must have this A.M.O. by them at all times.
[Underlined] STAR AWARDS [/underlined]
All Units have Gold Stars this month with the exception of Nos.627 Squadron (Blue) and 97 Squadron (Red). The position of No.106 Squadron is still undecided.
“V” GROUP NEWS. NO.36. JULY, 1945.
[Page break]
[Drawing] engineering
The following are the main observations made during the Group Engineering Staff Inspection of Stations, prior to the A.O.C’s inspection:-
(i) On the whole the Base Servicing Sections and Servicing Wings are organised on sound and efficient lines.
(ii) The inevitable chopping and changing between Units of both aircraft and personnel is causing some dislocation in Servicing Wings.
(iii) A considerable amount of surplus equipment exists in most Servicing Wings.
(iv) M.T. Servicing leaves much to be desired on some Stations.
With regard to (ii). It is a well known fact that the standard of servicing in one Unit is not acceptable to another. The spirit behind this is natural and it cannot be expected that anyone will accept full responsibility for the serviceability of a strange part worn aircraft without a very careful and critical inspection. This applies particularly to engine, airframe, instrument and electrical trades, whose responsibility covers almost entirely the safety of the aircraft and a single point overlooked is liable to have most serious consequences for both the aircraft and crew and tradesmen concerned.
Although it is appreciated that the swopping od old aircraft is bad business, it is inevitable at this stage and in dealing with this problem the following points should be noted:-
(i) In view of possible changes it is now more important than ever that all defects are recorded on F.700.
(ii) The servicing of such aircraft on receipt should as far as possible be carried out by experienced tradesmen.
(iii) Cases of indifferent servicing by the previous holding Unit should be reported officially, the reports being confined to statement of facts.
The surplus equipment referred to in para.1 (iii) should be returned to the Equipment Section on paper and stored under arrangements made by the C.T.O. and equipment Officers pending final disposal.
The present shortage of personnel and equipment is undoubtedly reflected in the comparatively low standard of M.T. servicing. This standard has recently improved but there is still room for improvement with the existing resources. It was apparent during the inspection that some C.T.O’s were not keeping up to date with the progress of unserviceable vehicles and where this was the case, the number of unserviceable vehicles was comparatively high.
“V” GROUP NEWS. NO.36. JULY, 1945.
[Page break]
[Underlined] ENGINEERING [/underlined]
[Underlined] SQUADRON SERVICEABILITY AND FLYING HOURS [/underlined]
[Table of Aircraft Serviceability and Hours Flown by Squadron]
“V” GROUP NEWS. NO.36. JULY, 1945.
[Page break]
[Drawing] photography
Further information has now been received from Headquarters Tiger Force regarding the requirements and commitments of Photography. The growing importance of careful preparation is further emphasised, and the points enumerated below will prove to be of paramount importance to all concerned.
[Underlined] F.60 CAMERAS [/underlined]
It can now be stated that the F.60 (35 mm) fully automatic camera with scanner contact, and fitted with visor mounting, will be issued on 100% basis to all aircraft proceeding with Tiger Force. This camera will supercede [sic] the Bantam and Kodak 35 mm now in use, and will entirely eliminate manipulation failures. The camera is on a fixed mounting and is operated by the Bomb Firing Key. This feature will be greatly appreciated by the Set Operator, as he will have no knobs and triggers to bother about, and we are certain that operational photography will be thereby improved.
[Underlined] F.67 CAMERAS [/underlined]
In addition to the F.60 cameras, each Squadron will be equipped with two F.67 (16 mm) cameras. This camera is similar in operation to the F.60, being fully automatic and operated by the scanner contact making one exposure per second and like the F.60 it is operated by the bomb firing key.
[Underlined] TYPE 35 CONTROL DIAL [/underlined]
The existing Bromide Paper Control Dial is considered unsuitable for use in all conditions of high humidity. Arrangements have therefore been made for the production of dials manufactured from some suitable plastic material which would stand up to the wear and tear of exacting tropical conditions. The lay-out of the dial has been arranged to suit bombs having a terminal velocity above 1200 feet per second. In order to ensure accuracy, the R.A.E., Farnborough, are checking the dials against a stop watch, and will amend the calibrations as necessary. It is anticipated that 400 of these new dials will be ready for issue at an early date.
[Underlined] TYPE 20A, 35 CONTROL [/underlined]
In future the No.20 Controls will be fitted with contact springs and will be known as type 20A. These controls will be made a general issue to Units from 1st September, when they will be coming off production at 50 per week.
[Underlined] PHOTOGRAPHIC TENT – TRIALS [/underlined]
Good progress has been made by Nos. 54 and 55 Bases in the use of the photographic tent, and from the reports so far received, the tents appear very satisfactory. The chief difficulty with the equipment appears to be the limited size of the film drying drum and the fact that it has to be revolved by hand while the film is drying. For this reason the standard portable type 14B/528 complete with motor and belt is being issued instead. It is also hoped to include 3 or more table fans to ensure a speedier method of drying.
“V” GROUP NEWS. NO.36. JULY, 1945.
[Page break]
[Underlined] PHOTOGRAPHY [/underlined]
[Underlined] HIGH SPEED DAY FILM [/underlined]
The poor keeping qualities of High Speed Night Film has rendered it unsuitable for use in the East, and High Speed Day Film is to be issued instead. It will be necessary in the initial stages however, to cut the present 125 exposure lengths into 14 exposure lengths until such times as the manufacturers supply the film in the requisite size.
[Underlined] CAMERA – F.24 – TRANSPORTATION [/underlined]
It can now be confirmed that cameras will be housed in their storage cases with ancillary equipment and flown out direct to the Theatre of operations. Units have been instructed to demand storage cases for the purposes from the appropriate M.U.
[Underlined] INITIAL EQUIPMENT [/underlined]
As preparation against any unforeseen emergency, or the delay of equipment arriving by sea, quantities of photographic materials are to be conveyed by other methods ready for immediate use if necessary. Early in the campaign R.A.F. photographers may have to use the American type Photographic Tents pending the arrival of the standard R.A.F. equipment. Some considerable time may elapse before pre-fabricated buildings are erected, and in consequence use will have to be made of these tents until more permanent buildings are available.
[Underlined] PHOTOGRAPHIC PERSONNEL [/underlined]
Some anxiety has been experienced regarding the ever increasing problem of staff who are eligible for overseas service. The matter has been taken up with Records, and it is thought that we shall soon have a much clearer idea of the personnel required. The confirmed establishment of photographic personnel for two Squadrons proceeding with “Tiger” Force is as follows:-
1 F/Sgt. 1 Sgt. 2 Cpls. 13 A.C’s.
[Underlined] WATER SUPPLY [/underlined]
It is of interest to note that the estimated consumption of water by the Tiger Force for photographic purposes alone will be approximately 8,000 gallons per day! In order to secure this supply special well boring equipment is being taken to the area.
[Underlined] H2S PHOTOGRAPHY [/underlined]
Results now being received show a marked improvement in H2S photographs, but it is felt that there is still room for more care and attention in the developing and printing of the films. Special attention is necessary to ensure that each film has the “Start Frame” recorded, and also that cameras are in correct focus. On the last Bullseye training exercise carried out on the night of 23/24th July, several H2S films received at this Headquarters indicate that no attempt had been made to record the “Start Frame”. As pointed out in last month’s News, frank criticism is very necessary, and W/O’s i/c Bases and N.C.O’s i/c Sections should pay particular attention to this, and thereby ensure that such “snags” are brought to light. Bullseye exercises provide excellent training of personnel and it is important that this training is used as fully as possible.
[Underlined] CONCLUSION [/underlined]
Photography is a recognised indispensable factor in war;
“V” GROUP NEWS. NO.36. JULY, 1945.
[Page break]
[Underlined] PHOTOGRAPHY [/underlined]
the article of military intelligence in the Encyclopaedia Brittanica [sic], written by a great military authority, mentions photography as a main source of obtaining information form the enemy. We must always keep this in mind and realise that only by the continuous vigilance of all photographic personnel, and their extreme care and attention to detail, can this be achieved.
“V” GROUP NEWS. NO.36. JULY, 1945.
[Page break]
[Drawing] armament
[Underlined] 2,000LB. MARK II WINCHES [/underlined]
In our last issue we referred to the trials being carried out with the modified Mark II, 2,000lb Bomb Winches. We are pleased to say that these trials have been successful and the modified winches can be positioned on all bomb stations in the Lancaster aircraft.
[Underlined] RETURNS – GENERAL [/underlined]
Again!! We request Armament Officers to ensure that [underlined] ALL [/underlined] returns to this Headquarters are made on the appropriate days and [underlined] NOT [/underlined] three or four days later. Also, please ensure that the information is accurate. The importance of accuracy cannot be over-emphasised, because all information submitted to this Headquarters is consolidated and passed on to Higher Authority. Finally, to eliminate unnecessary telephone calls to Stations, please submit “NIL” returns where applicable.
And, while we are on the subject of telephone calls, may we draw your attention to the paragraph headed “Co-operation” in Issue No.28 of this News. We repeat that we are always prepared to help the Armament Staffs at Bases and Stations in every way possible, but please first try to settle your problems at Station and Base level. If you cannot obtain satisfaction there, then telephone us by all means. A day in this office would convince you that it was never more aptly named than by the word “Madhouse” which appears on one of our telephones.
[Underlined] DEMANDS [/underlined]
A tip! when a demand has been submitted, do not just sit back and wait. Periodically “chase” those concerned. With the end of the war in Europe, the pressure of work at Maintenance Units and Equipment Sections has, if anything, increased, but we are certain that an occasional reminder, stating fairly the reasons for your inquiry, will be received in the spirit in which it is given.
[Underlined] DEFECT REPORTS [/underlined]
Here we would like to draw your attention to the Editorial of the August issue of the Bomber Command Armament Bulletin, in which reference is made to Forms 1022 and 1023. Especially do we concur with the last paragraph, having noticed the fall-off in the number of 1023’s received. Please note that we require a “Nil” return, but it is very unlikely that such a return will be necessary.
Having relieved ourselves of these moans and as we are talking about the BOMBER COMMAND ARMAMENT BULLETIN – you will by now have received your copy of this month’s bumper issue. It is full of most interesting information.
As this Group us carrying out an extensive training programme, we feel sure that the Booklet on the Handling etc., of Practice Bombs, mentioned in the Bulletin, will be most useful in reducing the number of accidents, and look forward to receiving our copies.
Another matter likely to be of interest to Armament
“V” GROUP NEWS. NO.36. JULY, 1945.
[Page break]
[Underlined] ARMAMENT [/underlined]
Officers in the near future, is the article on Tropical Storage of Explosives. We recommend you study this thoroughly.
We are now beginning to receive reports on the effectiveness of our bombing of Germany. A very interesting article on this subject appears on Page 37 of the Bulletin. It is gratifying, to say the least, to know that the work of the Armament Sections throughout the War has yielded such worth while results.
To close this month’s News, we should like to wish those Armament Officers who will be leaving us for warmer climes, the best of luck in their new assignments, and hope that their job will not be a long one.
“V” GROUP NEWS. NO.36. JULY, 1945.
[Page break]
medical
In the forthcoming operations overseas, the following information may prove of value to all personnel concerned.
[Underlined] D.D.T. [/underlined]
The above initials represent a white, crystalline powder with the full chemical name of dichloro-diphenyl-trichlorethane. It is a comparative newcomer to the field of preventative medicine, but promises to be of the greatest value in the prevention of insect-borne diseases. Supplies of D.D.T. are now adequate for its full use on operational areas overseas.
In tropical and sub-tropical areas, many diseases are conveyed by insects which fly or crawl and which transmit the diseases by biting or being crushed into skin abrasions during scratching, and so convey to man the disease which the insect carries. Any substance which will kill insects in an efficient manner will thus help to reduce the incidence of disease. To date D.D.T. is the most effective substance to be discovered.
In brief, D.D.T. exercises its lethal effect by producing paralysis of the insect followed by death. The precise way in which D.D.T. reaches the body of the insect is uncertain, but absorption through its feet is believed to be the principal route. Swallowing, during feeding, of D.D.T. is also important. The absorption of D.D.T. is hastened by incorporating it into a liquid such as Kerosene or a water emulsion. The precise way in which D.D.T. is used will vary according to the insect. Thus, it may be dissolved in Kerosene, or in a water emulsion, and used as a spray, or incorporated in a dust with talc, flour or road-dust, and dusted onto the surface requiring such treatment.
In the prevention of malaria, the anopheline mosquito which carries the parasite of malaria, is attacked in all its stages.
The young mosquito, or larva, may be killed by covering the surface of the water in which the larva breeds with a dust containing D.D.T. Large areas of water may be dusted by aircraft. The adult mosquito is more effectively killed by spraying with a solution containing D.D.T. in Kerosene.
Typhus Fever, which is conveyed to man by the body louse, can be most effectively prevented by dusting the skin of people exposed to the disease with a dust of talc and D.D.T. The louse is killed before it can bite. Underclothing, such as shirts, can be impregnated with D.D.T. and is still lethal after a number of washings. The method of dusting was used in Naples in 1943, during an outbreak of typhus, with outstanding success. The whole civil population was dusted, and for the first time in history a typhus outbreak was halted.
The above information is only of the briefest, and should not be regarded as in any way exhaustive.
[Underlined] SCHISTOSOMA JAPONICUM [/underlined]
This disease is likely to be met with in the operational
“V” GROUP NEWS. NO.36. JULY, 1945.
[Page break]
[Underlined] MEDICAL [/underlined]
area overseas.
The schistosome is a small worm, 1 to 2 1/2 cms in length and is capable of living within the body of a man for long periods. It can cause serious disease unless treated adequately.
The young worm leaves the body of man as an egg. This egg will only hatch out in [underlined] fresh [/underlined] water, and the young worm so liberated enters, and lives for a period, in the body of a small water snail. Subsequently, it leaves the snail, and in swimming about, it will readily attach itself to and enter the human skin. Thenceforth it grows to maturity in the body of man, sets up disease, and produces eggs which are voided in the urine or faeces.
With the above in mind, it is easy to see how streams, rivers and water holes can easily become infected with the young worm in an area where the native population exercises no sanitary control.
To avoid infection one should never bathe in rivers or streams which are likely to be infected. Also, water for drinking or washing should come from an approved source – that is, water which has been filtered and chlorinated.
Sea-bathing is quite safe if well away from the mouths of rivers.
[Underlined] MALARIA PREVENTION BY SUPPRESSIVE MEPACRINE [/underlined]
In view of the lessening of the incidence of malaria in the operational area, it will not be necessary for personnel travelling by sea to take suppressive meparine. Parties travelling by air, however, will still take meparine from the date of their departure from the United Kingdom, as they will be living in malarious zones en route. The improvement has been effected by American anti-malarial unites and by R.A.F. anti-malarial workers already in the theatre.
Other anti-malarial precautions, already mentioned in previous articles in this section, will continue to be necessary.
“V” GROUP NEWS. NO.36. JULY, 1945.
[Page break]
[Drawing] decorations
The following NON-IMMEDIATE awards were approved during the month:-
[Underlined] 9 SQUADRON [/underlined]
F/SGT E.W. BAIRD DFM
P/O A.J. WILLIAMS DFC
F/O J.A. PETERSON, DFC BAR TO DFC
P/O A.E. BOON DFC
F/SGT F. WHITFIELD DFC
F/SGT F. STEBBINGS DFM
F/SGT H.R. LYNHAM DFM
F/SGT P.R. ASLIN DFM
P/O J.C.B. GRAN DFC
P/O J.W. SINGER DFC
F/SGT P.F. JACKSON DFC
[Underlined] 44 SQUADRON [/underlined]
W/CDR R.A. NEWMARCH DSO
F/L L.W. HAYLER DFC
F/O R.T.F. COVENTRY DFC
[Underline] 49 SQUADRON [/underlined]
F/L J.K. NOWRIE DFC
[Underlined] 50 SQUADRON [/underlined]
F/O R.W. FIRMIN DFC
F/O W.J.K. ENDEAN DFC
F/O A.H. NISBETT DFC
[Underlined] 57 SQUADRON [/underlined]
S/LDR E.G. WARD DFC
P/O K.G.W. MANTOCK DFC
P/O A.G. WEAVER DFC
[Underlined] 61 SQUADRON [/underlined]
S/LDR I.G. FADDEN DFC
F/L P.M.P. CRAMPTON, DFM DFC
F/O J.W. ATKINSON DFC
[Underlined] 83 SQUADRON [/underlined]
S/LDR H.L. CREETH DFC
F/O J.W. HUDSON DFC
F/L A.H. GIBSON DFC
F/O G.E. GAMBLE DFC
F/O R.B. PHILLIPS DFC
F/L J.E. DUNCAN DFC
F/L J.E. CARTWRIGHT DFC
P/O L. GRIMSHAW DFC
W/O L.R. GOULBURN DFC
F/O J.F. PRICE DFC
[Underlined] 97 SQUADRON [/underlined]
F/L D.H. SIMPSON DFC
F/L E.F. ROBERTS DFC
P/O J. RAYNER DFC
F/L F.W.A. HENDRY DFC
F/L J. MOLLISON DFC
F/SGT J.R. WHITEHEAD DFM
F/SGT J. SPRIGGS DFM
[Underlined] 106 SQUADRON [/underlined]
F/L J.K. DANIEL DFC
CAPT. A.E. HOWES DFC
F/L G.H. EAKINS DFC
CAPT. P.C. PECHEY DFC
[Underlined] 207 SQUADRON [/underlined]
F/O J.E.W. PRICE DFC
[Underlined] 227 SQUADRON [/underlined]
F/L M.R. CROCKER DFC
F/L F.E. WILSON DFC
P/O J.H. PECK DFC
P/O H.R. SEARLE DFC
[Underlined] 463 SQUADRON [/underlined]
P/O W. SINCLAIR DFC
S/LDR H.W. RADFORD, DFC BAR TO DFC
[Underlined] 467 SQUADRON [/underlined]
F/L A.B. EASTON DFC
F/O R.C. FAULKES DFC
F/SGT H.C. ADAMS DFM
[Underlined] 617 SQUADRON [/underlined]
F/L A.G. FARTHING DFC
P/O J.E. RONALD DFC
F/O E.L. McKAY DFC
F/SGT G.R. BRADBURY DFM
W/O D. HAMILTON DFC
F/SGT S.J. HENDERSON DFM
F/SGT J.A. DADGE DFM
F/O E.G. STROM DFC
[Underlined] 619 SQUADRON [/underlined]
F/O G.M. PROCTOR DFC
P/O W.L. REEVES DFC
F/O K.L. KELLY DFC
F/O K.R. HICKMOTT DFC
F/O R. DICKINSON DFC
F/SGT T.T. TURNBULL DFM
[Underlined] 627 SQUADRON [/underlined]
F/O R.G. BOYDEN, DFC BAR TO DFC
[Underlined] 630 SQUADRON [/underlined]
W/CDR J.E. GRINDON DSO
F/L H.B. ARCHER DFC
F/O F.E.H. MILLAR DFC
“V” GROUP NEWS. NO.36. JULY, 1945.
[Page break]
[Underlined] DISTRIBUTION LIST [/underlined]
[Underlined] EXTERNAL [/underlined]
NO. 53 BASE … 26
NO. 54 BASE … 27
NO. 55 BASE … 23
R.A.F. Station, SYERSTON … 10
No. 75 Base (For attention Base Intelligence Officer) … 4
Headquarters, Bomber Command. … 6
Headquarters, Bomber Command – Eng. Staff … 1
Dr. B.G. Dickins, O.R.S., Headquarters, Bomber Command …1
Headquarters, Flying Training Command … 1
H.Q. P.F.F. Wyton … 1
R.N.Z.A.F. Headquarters, Strand, W.C. (via H.Q.D.C.) … 1
R.A.A.F. Overseas Headquarters, Kodak House, 63 Kingsway, W.C.2. .. 2
Air Ministry, T.O.I. …1
Air Ministry (D.D.T. Nav.) … 2
W/Cdr Nairn, Map Room, 6123, Thames House, Millbank … 1
A/Cdr H.L. Patch, C.B.E., Air Ministry (D.Arm.R.) … 1
G/Capt. C. Dann, O.B.E., M.A.P., Millbank … 1
Air Chief Marshal Sir E.R. Ludlow Hewitt, K.C.B., C.B.E., C.M.G., D.S.O., M.C., A.D.C., 136, Richmond Hill, Richmond, Surrey …1
Air Marshal The Hon. Sir R.A. Cochrane, K.B.E., C.B., A.F.C., A.O.C. in C. , Transport Command … 1
Air Vice Marshal Coryton, C.B., M.V.O., D.F.C., A.O.C., 3rd Tactical Air Force, South East Asia … 1
Air Vice Marshal H.V. Satterly, C.B.E., D.F.C., R.A.F., Bushy Park, Teddington, Middlesex … 1
W/Cdr G.W. Gilpin, D.F.C., R.A.F. Staff College, HAIFA … 1
Headquarters, No.25 Group … 8
Headquarters, Nos.1, 2, 3, 4, 6, 7, 21, 23, 54, 91 Groups … 1
Headquarters No.29 Group … 9
Nos.11, 14, 16, 18 O.T.U’s … 1
No.16 O.T.U. (Intelligence Section) … 2
S.I.O., No.27 O.T.U., Lichfield … 1
S.I.O., No.29 O.T.U., Bruntingthorpe … 1
T.A.D.U., Cardington … 1
Director of Studies, Advanced Armament Course, Fort Halstead, Nr. Sevenoaks, Kent … 1
R.A.F. Station, Jurby … 1
R.A.F. Station, Manby …1
R.A.F. Station, Silverstone … 2
N.C.O. i/c Bombing Range, Wainfleet … 1
No.93 M.U. … 1
R.A.F. Staff College … 1
Polish Air Force Staff College … 1
Empire Air Navigation School, Shawbury … 2
No. 25 Group School of Air Sea Rescue … 1
R.A.E., Farnborough … 1
Headquarters, Tiger Force, R.A.F., Bushy Park, Teddington, Middx. 1
[Underlined] INTERNAL [/underlined]
A.O.C. … 1
S.O.A. … 1
OPS. 1. … 1
S. MET. O. … 1
C.S.O. … 2
O.R.S. … 1
G.T.I. … 1
G.F.C.O. … 1
P.R.O. … 1
OPS.RECORD BOOK … 2
CIRCULATION … 4
FILE …1
NO EXTRACTS OR QUOTATIONS MAY BE MADE FROM THIS PUBLICATION WITHOUT THE AUTHORITY OF THE GROUP INTELLIGENCE OFFICER, 5 GROUP. COMMUNICATIONS TO UNAUTHORISED PERSONS IS A BREACH OF THE OFFICIAL SECRETS ACT. COPIES NOT REQUIRED FOR RECORD PURPOSES AFTER CIRCULATION ARE TO BE DESTROYED AS SECRET WASTE IN ACCORDANCE WITH A.M.O. A.411/41.
“V” GROUP NEWS. NO.36. JULY, 1945.
[Page break]
Recognition Test
Here are the 17 aircraft hidden in last month’s puzzle – did you find and name them correctly?
[Drawing]
[Page break]
[Blank page]
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V Group News, July 1945
5 Group News, July 1945
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Five Group Newsletter, number 36, July 1945. Includes a foreword by the Air Officer Commanding, and articles on training, signals, navigation, radar navigation, air bombing, gunnery, tactics, Japanese fighter control, air crew safety, accidents, engineering, photography, armament, medical and decorations.
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IBCC Digital Archive
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1945-07
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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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41 printed sheets
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eng
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MStephensonS1833673-160205
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Royal Air Force
Royal Air Force. Bomber Command
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Great Britain
Japan
Pacific Ocean
England--Lincolnshire
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1945-07
5 Group
air gunner
air sea rescue
aircrew
bomb aimer
bombing
Distinguished Flying Cross
Distinguished Flying Medal
Distinguished Service Order
flight engineer
Gee
H2S
Lancaster
Mosquito
navigator
pilot
radar
RAF Wainfleet
rivalry
Tiger force
training
wireless operator
-
Dublin Core
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Stephenson, Stuart
Stuart Stephenson MBE
S Stephenson
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Stephenson, S
Description
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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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V GROUP NEWS V
9 Wadd.
10 Skell.
6 Bard.
JULY 1944 [deleted] SECRET [/deleted] [Stamp] NO.24
FOREWORD by A.O.C.
Within the past few months the German defence of occupied Europe by day has greatly weakened and in consequence new methods of attack have become feasible. Day fighters are unable to challenge our great superiority and night fighters have not so far been risked in daylight combat. Recently therefore an increasing proportion of attacks have been by day, and since these provide some novel problems, I would like aircrew to know the reasons behind our present tactics, and the developments which we hope to see.
Apart from enemy defences there is one difficulty which is at present inherent in daylight operations to a greater extent than in night operations, and that is smoke. By night markers can usually be seen through considerable clouds of smoke, but by day their brilliance is insufficient, and those crews who bomb towards the end of an attack will seldom be able to see the aiming point. It may therefore, be necessary to order crews to offset the bombsight, or overshoot from a clearly defined aiming point outside the target area. These are however palliatives and the solution for targets where cratering is required us the half-hour delay fuse which will enable the whole attack to be completed before the bombs start to explode. These fuses will shortly be available in quantity.
Another difficulty is cloud which by day is more prevalent than by night, especially the cumulus type which can so easily mar the bombing run by shrouding the target at a critical moment. For daylight attacks therefore, except where the sky is clear, I should expect a higher proportion of crews to have to bring their bombs back, because it is essential that they should not be released aimlessly over occupied territory. I hope all crews are now aware of the importance of this instruction and will never allow their natural wish to release their bombs to override their judgement on this point.
As regards the tactics to be adopted on daylight attacks there are, broadly speaking, two alternatives. The first is to adopt a close formation built up of Flights, Squadrons and Bases, with aircraft flying in tight Vics so as to provide supporting fire against fighters. The second method is to employ our normal night technique and to fly in an organised mass in which aircraft are evenly spaced in height and throughout the length of the stream.
The first alternative calls for considerable training and although it increases fire power such formations are difficult to manoeuvre and more vulnerable to flak. Heavy flak is more accurate by day than at night only to the extent that the operators of the various predictor instruments can pick out individual aircraft or formations, against which the fire of the batteries can be directed. If aircraft are flying in a close formation there is generally no difficulty in ranging instruments upon it and very accurate fire results. If however aircraft are flying in loose mass it is almost impossible to ensure that all the various “Predictor” teams will select the same aircraft and, in general, fire will be no more accurate than by night, that is to say, it will only be directed into the general mass of aircraft. This is an important point because it has been found by experience that large and tightly packed formations must fly at heights above 26,000’ to ensure reasonable immunity from flak, and such heights are beyond the present capabilities of the Lancaster.
The next point is protection against fighters. So far we have not come up against enemy fighter opposition when our own fighter escort has been present, but the danger is always present if the column loses cohesion, as was shown on the occasion of the attack against the Bois-de-Cassan, when the force became split up after flying through thunder cloud. Our fighters, numerous as they are, cannot protect a column or [sic] more than a certain length, and any aircraft which are outside the area of fighter cover must expect to be attacked. On the way to the target and on the return the column should be as short as possible, but should open out on approaching the target so as to enable crews to take a steady bombing run without having to worry unduly about other aircraft or falling bombs. This opening out will normally be achieved by providing a turn before and after the target so that Bases can spread out by making a wide turn and close in by cutting the corner, on the way through the target.
A daylight operation calls for a high measure of control and good flight discipline. Control will in future be by TR.1196 within the Squadron and Base formations and by V.H.F. to the Group as a whole when passing through the Target area. The “shepherd” in a Lightning or a Mosquito will continue to keep a watchful eye on any who may stray away from the protection of the mass and hand them over to the fighter escort.
Conditions in which daylight operations take place will change as the war develops, and crews must be prepared for evolution od the tactics employed. The tactics will, however, always aim at providing conditions in which every crew can attack the target with the utmost confidence and with all the accuracy of which the bombsight is capable.
July was a month of hard work but also a month of notable progress in the War. Over the past three years the weight of bombs dropped by this Group has gone up as follows:
May, June, July, 1942. – 2,780 toms
May, June, July, 1943. – 11,505 tons
May, June, July, 1944. – 31,107 tons.
This increased tonnage is a tribute to the steadily growing efficiency of all ranks throughout the Group and to the improvements which have been made in the reliability of aircraft and equipment. It is a magnificent effort to achieve such a tremendous aadvance [sic] in the striking power of the Group in so short a time, and the peak has not yet been reached, as August will certainly show.
During July, No. 51 Base raised their total figures once more and passed out 150 trained crews. No. 5 L.F.S. completed a second month is succession with no flying accidents and I again congratulate them on a fine achievement.
[Page break]
SECOND THOUGHTS FOR PILOTS
[Underlined] FRESHMEN [/underlined]
How much affiliation have you done? The facilities are now available in the Group and you should take every opportunity of crossing swords with the Hurricanes of 1690 B.D.T. Flight. A point about “rolling in the corkscrew”. Don’t “roll” on your ailerons alone. Use rudder firmly in conjunction with the ailerons and you will roll smoothly during a manoeuvre, Be precise in your air speeds and amount of bank. The Base Training pilots have picked up this point when giving you a final check over before going on operations. There is one good corkscrew and must be flown accurately. Your gunners should get the chance they deserve.
Instrument flying needs constant practice. You’ve got dark nights and long trips to come so don’t let your instrument flying get rusty because you are doing some “daylights”. The points to remember about instrument flying are:-
(i) Trim your aircraft carefully.
(ii) Trust your instruments.
(iii) Fly smoothly.
Take care in taxying when you are being marshalled by ground crew. Let the airman sit in the pilot’s seat in dispersal sometime and show him how limited is your field of vision when anyone is standing too close to the nose of the aircraft.
Don’t follow a “curve of approach” on your bombing run. Insist that your Navigator gives you the drift in degrees as the correct turning point for the run in to the target. If the target markers are not dead ahead when you first see them, correct immediately by means of an “S” turn so that the aircraft’s nose points at the markers along the predetermined track, then turn the aircraft port or starboard for the number of degrees of drift given by the Navigator. The aircraft should then be tracking towards the markers. The motto is “Bomb on the correct heading with the graticule intersection of the bombsight astride the aiming point”.
[Underlined] VETERANS [/underlined]
Your gunners are now to have categories. It is up to yourself to get A-plus category. Half the job depends on you. If your corkscrew is accurate and your gunners apply the right deflection, your Cine-Gyro film will be a good one and so will the category. Get all the practice you can with the Hurricanes of 1690 B.D.T. Flight.
Though priority for squadron practices belongs to Gunnery, you must keep your bombing category up as well. Some pilots are still doing flat turns. Avoid them like the plague. The Lancaster will [underlined] NOT [/underlined] flat turn but merely swings itself in the direction of the intended turn and then flies crab wise to its track in much the same direction as before. While the nose swinging the pilot has the illusion of turning for the following reasons:-
(i) The nose of the aircraft moves round the horizon.
(ii) The directional gyro revolves.
(iii) The turn indictor shows rates of turn
Have you given your Flight Engineers any experience in handling the controls? Flight Engineers are now officially recognised as the pilot’s mate in Lancasters, and as a result are getting some elementary training before joining the Group. This Headquarters has laid down that they must do regular Link Exercises, and, at the Captain’s discretion, be given 15 minutes at the controls during non-operational flights of more than an hour’s duration. There’s a drill issued by this Headquarters for changing seats in the air. Have you read it? It’s Drill No.10 of the 5 Groups Aircraft Drills.
There’s another drill which you may have overlooked now that the warmer nights are here. Drill No.12 – Oxygen and Anti-Frostbite Drill – which makes Captains responsible for inspecting air gunners in their crew once a week with the gunners fully dressed in operational flying kit. When did you last check your gunners?
GARDENING
Three Gardening operations were carried out this month by 5 Group; two in the Kattegat and one in a certain heavily defended and very restricted harbour. In the former area we were dependent upon cloud cover, which in the case of 55 Base’s effort let us down, but gave 44 Squadron its chance a few days later. The last operation was carried out by 57 and 630 Squadrons in the face of intense opposition. In all cases gardening was done on H 2 S and some good P.P.I. photographs were obtained. Two aircraft were missing.
The Command total this month was 708 vegetables, the majority of which were again directed against the U-boat bases. The interference which these pests have been able to cause to our invasion forces has been negligible and we have evidence that gardening has played a big part in producing this happy state of affairs.
Mr. Wood, of the Ministry of Economic Warfare, gave a most interesting lecture on the economic dislocation caused by our strategic gardening. He was able to give his lecture to 5 Group Air Staff, the Aircrew School and 44, 57, 630 and 207 Squadrons.
Vegetable stocks are now on the increase again and this probably presages some more planting before the Autumn harvest.
WAR EFFORT
[Table of War Effort showing Sorties with Star Awards 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. 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.
ERRATUM The one avoidable accident for 61 Squadron shown in the June issue occurred in May. The error is regretted, but it will not affect the next award of the Silver Lancaster Trophy which is based on the months July/September.
5 GROUP NEWS. NO.24. JULY, 1944.
[Page break]
[Underlined] SIGNALS (GENERAL) [/underlined]
The meaning of this heading may not be completely clear to Signals and Radar Officers. At a recent Command Conference recommendations were formulated regarding future establishments at Stations, Bases and Groups. It was considered that Officers who held the rank of S/Ldr. and above should be known as Signals (General) and should be qualified in both the Communications and Radar aspects of Signals. If this scheme is approved, only Officers thus qualified will be eligible for promotion to the higher ranks. Base Signals Officer are to afford Radar Officers every opportunity to absorb the communications side now. It is suggested that a good way of starting this is to bring Radar Officers on to the Duty Signals Officers Roster. At the same time Signals Officers must take more than a passive interest in Radar matters.
An experiment is being conducted within No. 53 Base to see how far it is possible to merge the duties of Wireless and Radar Mechanics. Miracles are not expected of this scheme, but it is felt that greater co-operation between the two trades will result in a saving of labour, test equipment and tools.
[Underlined] COMMUNICATIONS (OPERATIONS) [/underlined]
The success of the present type of controlled operation depends more and more on the efficiency of communications channels. Although all aircraft in the Group are now fitted with V.H.F., there must be no relaxation in the drive to perfect the W/T system of control since the latter must always be on standby in cases of VHF unserviceability or interference, or in cases where VHF cannot fulfil the requirement. The success achieved on our communications channels is due in no small measure to the hard work of the Wireless Mechanic. The C.S.O. would like to take this opportunity of congratulating all Signals Servicing personnel on having completed the third successive month with no failures due to faulty maintenance.
[Underlined] W/T FAILURES [/underlined]
Of the 2,856 sorties flown during the month of July, there were 36 W/T failure reports. The percentage shows a slight increase over the figure for June. The maintenance staffs have again come out on top with no servicing failures; as in previous months, equipment and component defects have been the cause of 75% of the total snags. There were three manipulation failures – one could have been avoided if the crew concerned had religiously tested their helmets prior to take off. Not a single aircraft throughout the month failed to take off on its mission as a result of signals equipment being at fault. There were, however, 3 early returns – one was due to the above mentioned manipulation fault.
From the equipment aspect the R1155 output valve (V8) again proved to be the most troublesome. Units must submit Defect Reports for these valves and so assist this Headquarters in hastening a remedy.
[Underlined] V.H.F. [/underlined]
All operational aircraft in the Group are now fitted with either TR.1143 or TR. 1143A The fitting programme proceeded particularly well and ended ahead of schedule. With the increased number of sorties and the consequent increase in work, the maintenance personnel have excelled themselves.
During the most recent operations, the interference that was being experienced on V.H.F. has decreased considerably, and there is every indication that this is due to the V.H.F. frequencies being used. R.A.E. Farnborough have evolved a series pulse transmission limiter, which, when fitted to the V.H.F. receiver, is claimed to supress all Radar pulse interferences. This modification is being tried at Coningsby, but since its introduction no interference has been apparent. A more detailed account of this device may be available for the next issue of the V Group News.
[Underlined] MANDREL [/underlined]
Mandrel has now been removed from all aircraft of the Group. This countermeasure is still being effectively operated by other means, and the equipment released from our aircraft is to be put to good use elsewhere. The Group Countermeasure Party is to remain in existence to assist with the maintenance of Carpet II in the Pathfinder Squadrons and, later on, will play a part in the installation and servicing of Boozer.
[Underlined] RADAR [/underlined]
Very extensive operations were carried out during July with the pace being stepped up considerably. Generally speaking Radar serviceability remained on the same footing as for June, although a few ups and downs were experienced on the various types of equipment.
[Underlined] GEE [/underlined]
The way was again shown by Gee with a percentage serviceability of 97.24 for a total of 2643 completed sorties. This was a slight decrease from the previous months [sic] record figure of 97.77. Although we had expected to see the serviceability increase instead of decrease, a period of approximately ten days in which we were unable to obtain replacements put a considerable strain on servicing. It is hoped that we shall not have to go through this again.
[Underlined] MONICA [/underlined]
By completing 478 out of a total of 501 sorties without any difficulty whatever, Monica V took over second position on the serviceability chart for July. This figure gives a percentage serviceability of 95.41, which is an increase of 1.52 per cent on June. The Squadrons who are using this equipment are to be congratulated for their progress in the standard of their servicing, and now let us look forward to August for a corresponding increase over July’s figures.
Monica IIIA fell to third position but we feel certain that despite the great difficulty in obtaining replacements, which are now almost non-existent, the 93.79 per cent serviceability obtained for 805 completed sorties, will be brought up during August and return this Tail Warning Device to its proper place.
By putting in a great number of late hours, and hard work, an excellent replacement has been developed during the past four weeks for Monica IIIA and Monica V. The two equipments which are in good supply, namely Monica I. Transmitters and Receivers and Fishpond indicators, have been combined to give us a further type of Visual Monica. The service trials and operational use of the first set have proved most satisfactory, and now by local production it is hoped to create a source of replacements for the present devices of which we are so sorely in need.
[Underlined] REPEATER INDICATOR [/underlined]
This secondary warning indicator, which we told you about in last months [sic] News has now reached the production stage and by the end of August we should see a large number of them in operational use. Production has had to be handled locally by the Base Workshops who are now turning out the boxes; when produced these will be delivered to No. 53 Base for final completion and testing.
[Underlined] H 2 S [/underlined]
This past month brought back several high level bombing operations, and with it a slight decrease in the percentage serviceability of H2S Mk. II. Of the 1298 sorties completed, 90.16 per cent were free of all difficulties. This is a drop of 1.6 per cent below June. Replacement of the high voltage condensers is now taking place on the production line but so far none have been received in the Group for retrospective fitting to units already held by Squadrons. Judging from the considerable number of cases of flashing, this remains one of the greatest sources of break-down. It is strongly emphasised that all causes of breakdown must be conscientiously reported in accordance with A.M.O. A. 869/43, as this is the only method by which these difficulties can be brought to light and dealt with effectively.
H 2 S Mk. III shows a slight improvement during July. A total of 6 difficulties was experienced out of 95 completed sorties, which gives a percentage serviceability of 93.69. Servicing conditions on 83 and 97 Squadrons are made rather more difficult because of the two types of H 2 S equipment and this calls for a high degree of organisation on the part of the Radar Branch. When the complete changeover to Mk. III has taken place conditions should ease quite considerably.
[Underlined] FISHPOND [/underlined]
The number of completed sorties with Fishpond carried out during the past month was 1260 of which 90.24 per cent gave very satisfactory results. The difficulties experienced were largely due, as was to be expected, to the unserviceability of H 2 S. With the higher degree of training now being carried out the benefit derived from this equipment has been increased to very large extent.
The intensity of operations will be still greater during the coming month, and this in turn will call for every effort on the part of Radar Sections. We have seen a very gratifying increase in the efficiency of all types of equipment during the past six months, and now we look forward to August to bring the efficiency even closer to the degree we all know possible.
(Continued on Page 4 Column 1)
5 GROUP NEWS. NO.24.. JULY, 1944. PAGE 3.
[Page break]
SIGNALS (CONTD:)
[Underlined] WIRELESS OPERATORS (AIR) [/underlined]
July brought no outstanding performance in aircrew signals but Operators did quite well in their reception of Controllers and Wind Broadcast messages, sometimes under difficult conditions due to static interference. This augers well for future operations, and with constant practice at the morse buzzer a higher standard can yet be reached.
A scheme will soon be in operation for the further classification of Wireless Operators in this Group, and tests will be set each operator to assess his eligibility for classification in the Grades laid down. The scheme will be an amplification of the tests laid down in 5 Group Signals Instruction No. 13.
[Underlined] CONTROLLERS WIRELESS OPERATORS [/underlined]
The standard of W/T operating by all Controller Wireless Operators during the past month was very good and 83 and 97 Squadrons are to be congratulated on their practice efforts which effected this improvement. Now the writer would like to see other Squadrons following their example and have their Wireless Operators carry out the tests laid down in 5 Group Signals Instruction No. 13. I know they can do it, so come along and have their names inscribed in the register of “Wireless Operator Controller”.
[Underlined] V.H.F. MANIPULATION [/underlined]
All aircraft in the Group are now fitted with TR.1143. How many Wireless Operators (Air) have been along to their W/T Maintenance Sections to find out how it works? What are the crystal frequencies? How many times is this frequency multiplied, and how? What are the power supplies? Where are the fuses? It is your duty to know all these answers and advise your Captain on its proper functioning.
[Underlined] W/T EXERCISE [/underlined]
The Group W/T Exercise has, like the Curate’s Egg, been good and bad in parts. Some very good exercises have taken place, particularly one exercise when sixty-two messages were transmitted and received correctly in one and a quarter hours operating, There is still the tendency of some Operators, however, to revert to the old idea of the “Survival of the Slickest”. Now this is definitely not good operating, and this tendency, once it is developed in an Operator, may lead to dire trouble both for himself and some other unfortunate Operator who happens to be in the air at the same time.
[Underlined] EARLY WARNING DEVICES [/underlined]
The majority of attacks were again reported over the target while the Wireless Operator was on W/T watch. The new instruction whereby the Wireless Operator does not log the Controllers instructions provided his Captain is satisfied with the serviceability of his V.H.F., should enable him to concentrate more on his E.W.D. in this vulnerable area.
[Underlined] CALLSIGNS [/underlined]
July saw the abolition of Squadron Callsigns within Bomber Command. This step, whatever prompted it, is desirable in that it is a simplification. Now the one R/T S.A.C.S. can be used at Base or elsewhere, on V.H.F. or H.F. on Darky or ‘L.F.C.’. the whole thing becomes a ‘Piece of Cake’. But one precaution must still be observed. On pre-operational flights to advanced bases, or during Squadron moves, an S.A.C.S. must be obtained from the station of destination. Should the terminus station not have an S.A.C.S. available then this Headquarters can supply, and this use of the appropriate callsign provides a simple little countermeasure designed to fox the enemy listening service.
WAR SAVINGS
(a) Pence saved per head of strength
(b) %age of personnel contributing
(c) Total amount saved
[Table of War Savings by Station]
TOTAL SAVED £21,504 0 10
ARMAMENT
The attention of Armament Officers has been fully occupied in dealing with operational bomb loads and changes of loads. The excellent way in which Armament staffs have worked has enabled the Group bombing effort to be maintained at a very high level. Considerable attention has been paid to the care in handling and loading bombs, thus avoiding damage to tail units, but some tails have been damaged due to various causes. Most of these tail units are repairable, but this takes time which could well be employed on other work. It is hoped that during August the number of tail units damaged will be reduced considerably.
BOMB DUMPS have been, to a considerable extent, reorganised and improved. It is well known that all bomb dumps are grossly overloaded and it is only by the careful planning and maintenance of tidy conditions that a reasonable degree of safety can be guaranteed; by far the biggest factor is careful planning and unloading stores in the right place, thus avoiding double handling and general loss of efficiency due to unnecessary work.
CO-OPERATION WITH BOMBING LEADERS has led to many excellent results. One particular case is quoted where the Station Armament Officer prepares a pro-forma whenever he suspects that an armament failure is due to manipulation. A Senior Air Bomber is appointed by the Bombing Leader to visit the Station Armoury daily and collect any forms relating to the past 24 hours work. The Air Bomber then interviews the crews concerned investigating all the details of the failure, reports this to the Bombing Leader, and if a difference of opinion exists, the Bombing Leader contacts the Armament Officer with all the facts available and the matter is settled amicably. This liaison is making a very considerable decrease in the number of failures due to manipulation recorded in the Squadron concerned. “No copyright is claimed – please copy”.
BOMB TROLLEYS. Care and maintenance of these items will always pay in the long run, and grossly overloaded trolleys, apart from being an unsafe practice, will lead to rapid wear or failure of the trolley itself.
(Continued in column 2)
Continued from column 3
Trolley maintenance must, therefore, be kept up, and more particularly so during the present period when trolleys are being used so frequently. A modification will shortly be introduced to render the type “D” trolleys more useful in dealing with the transport of 1000 lb and 500 lb bombs. Detailed information will be circulated immediately.
FAILURES TABLE
[Table of Armament Failures by Squadron]
A =AMANIPULATION B = MAINTENANCE C = ICING
D = TECHNICAL E = ELECTRICAL F = OBSCURE
5 GROUP NEWS. NO.24. JULY, 1944. PAGE 4.
[Page break]
NAVIGATION
This month has seen a return to medium range targets, and Navigators have had opportunity to put to the test their skill and efficiency. Broadcast W/V’s have been used on 3 occasions with varying degrees of accuracy.
Track keeping and timing was good, with one or two exceptions. On almost every operation there are 2 or 3 aircraft between 10 and 30 miles off track. In the majority of instances this is attributable to u/s Compasses or instruments but there are several examples of bad navigation. Track keeping and timing are vital to the success of any operation and everything must therefore be done to achieve concentration. There were no early returns through Navigational failures this month. This is as it should be. Every effort is to be made by Station and Squadron Navigation Officers to see that no early returns are caused through Navigational errors, such as incorrect fixing and computations, or through u/s Compasses. The vast majority of Navigational early returns are attributable to alleged D.R. Compass failures. If the D.R. Compass is suspected carry out the correct drill for synchronisation and checking. If the fault is still not remedied then press on immediately using the P4 compass. Check true course with the Astro Compass regularly, using the quick method of sighting on Polaris. But DON’T, on any account, turn back with a u/s D.R. Compass.
BROADCAST WIND VELOCITIES
The use of broadcast w/v’s on the three Stuttgart raids proved very useful practice. As stated above, they brought to light many mistakes and deficiencies, the most important of which are as follows:-
(a) Insufficient w/v’s found and transmitted. Difficulty is sometimes experienced by the W/Op when transmitting the winds to Base. This is being remedied by the Signals Section. Navigators MUST now do their share and find w/v’s regularly.
(b) Winds are often found over too large an area. The ideal windfinding period is 15 to 20 minutes. Winds applying for a period of 40 minutes or more are almost useless.
(c) Wind messages incorrectly coded.
Very few of the Navigators who were the “windfinders” of last winter are still operating, and therefore, it was expected that “teething troubles” would be experienced It is the responsibility of Base, Station and Squadron Navigation Officers to eliminate these various mistakes and errors. Do all windfinders appreciate the importance of their task? It must be made quite clear to them that non-H2S crews rely entirely on the broadcast w/v’s when out of Gee range. Serious consequences may be the result of poor or indifferent windfinding. The accuracy of bombing is also directly affected by the found winds since the broadcast bombing winds are forecast from those transmitted by aircraft.
The standard and accuracy of winds found by the detailed crews has, so far, been very good. If we eliminate points (a), (b) and (c) above, we shall achieve accuracy. So go to it, all of you, and let us see that you can do!
[Underlined] NAVIGATIONAL TECHNIQUE [/underlined]
It is difficult to arrive at a perfect navigational technique, e.g. how often to obtain a w/v check, E.T.A. check, etc. Many methods have been adopted and others experimented with, but the perfect technique has not yet been found. One school of thought argues that a Navigator should “work his fingers to the bone” and obtain maximum w/v and E.T.A. checks. Another school argues that this is a waste of time and unnecessary. The ideal is surely in between, i.e. regular, but not too regular fixes, w/v and E.T.A. checks, and a maximum amount of time available for checking of all computations. Skellingthorpe are working on these lines as an experiment. Their procedure is as follows:- Obtain a w/v and E.T.A. check every 20 minutes and a check fix every 10 minutes. All Navigators can easily cope with this amount of work and, what is more important, they have plenty of time in which to check and re-check all computations. The charts turned in by the Skellingthorpe Navigators using this system are good. The charts are not cluttered with a multitude of fixes and wind arrows and their work is very accurate. All Squadrons and Stations are urged to experiment with this or any similar method, and note whether greater accuracy is achieved. Whatever method if adopted, it must allow the Navigator time in which to plot the wind vector accurately. It must also allow him sufficient time in which to re-check all his computations and calculations.
[Underlined] ANALYSIS OF FOUND WINDS [/underlined]
The O. R. S. Section at H.Q. 5 Group have analysed the target winds found by all Navigators on the following three raids:-
KIEL 23/34 July, 1944.
POMMEREVAL 24/25 June, 1944.
REVIGNY 18/19 July, 1944.
The intention was to find the consistency of Navigator’s found winds and to compare the mean found wind with the forecast w/v. The analysis showed that the winds found by Navigators were very consistent and gave a probable vector error of 7 m.p.h; with the exception of Revigny where it was just under 10 m.p.h. This is good, but there were several “wide” wind velocities; some were almost reciprocals, obviously caused by incorrect resetting of the A.P.I. or by inaccurate plotting. On the Revigny attack the w/v was light and variable and consequently a large spread was experienced, 2/3rds of the wind velocities were in the Westerly section and 1/3rd in the Easterly section.
If the wind speed is only say 8 m.p.h. then 15 minutes wind is represented by a vector 2 miles in length. Any slight inaccuracy in either the Gee or H2S fix will make a very considerable change in wind velocity. The greatest possible care must therefore be taken when obtaining a gee or H2S fix for finding a wind velocity, and more particularly when the wind speed is very light.
From the three attacks analysed the mean found wind differed from the Met., forecast w/v by the following amount:-
(i) KIEL Vector difference of 17 mph.
(ii) POMMEREVAL Vector difference of 8 mph.
(iii) REVIGNY Vector difference of 8 mph.
Base and Station Navigation Officers can themselves very easily analyse all winds found over a certain area by plotting them on a large scale plotting rose. It does not take more than 10 to 15 minutes to plot all the winds for one Station. The mean average w/v can then be seen at a glance and from this it is possible to pick out the “wides”. This should be repeated for 2 or 3 areas of the same operation. The inaccurate windfinders will stand out. It is then possible to trace the causes of these “wide” w/v’s. Was the inaccurate w/v obtained immediately after resetting the A. P. I. or vectoring? If so, there is the answer. Was it caused by inaccurate transferring of Gee fixes? Did the Navigator measure the w/v vector correctly or otherwise? All S.N.O.’s are to report their findings to Group as soon as possible.
[Underlined] UNION NEWS [/underlined]
F/Lt Anderson, D.F.C. No. 1654 C.U. to be Nav. Leader.
S/Ldr Schofield SNO. Fiskerton posted to P.F.F.
F/Lt Kelly, D.F.C. No. 617 Sqdn. to be Station Nav. Officer, Fiskerton.
F/Lt Edwards, D.F.C. No.44 Sqdn to be Navigation Officer.
F/Lt Lascelles, D.F.C. No. 1654 C.U. to be Nav. Officer 50 Sqdn.
S/Ldr Stevens, D.F.C. Navigation Officer 97 Squadron missing on operations.
S/Ldr Galienne, D.F.C. Navigation Officer 83 Sqdn. posted to No. 8 Group – tour expired.
S/Ldr Blair, D.S.O., D.F.C. No.83 Squadron to be Sqdn. Nav. Officer.
F/Lt Martin, D.F.C. No.630 Squadron to be Sqdn. Nav. Officer.
F/Lt De Friend, D.F.M. H.Q. No.5 Group to be Squadron Nav. Officer No.57 Squadron.
[Underlined] A.P.I. WINDFINDING ATTACHMENT [/underlined]
This is a new instrument, designed to enable navigators to find a very accurate w/v over a short period of time. The instrument gives a reading to the nearest hundredth of a nautical mile and is very simple to use. The w/v is found by the closed ground circuit method, i.e. pass over a datum point, complete an orbit of 3 – 5 minutes duration and again pass over the datum point at the same height and on the same heading.
Numerous tests have been carried out by R.A.E. Farnborough and the average vector error of 63 winds found, checked by smoke puff w/v’s, was 3 m.p.h! Nos. 9 and 467
(Continued on page 6, col. 2)
5 GROUP NEWS. NO.24. JULY, 1944. PAGE 5.
[Page break]
RADAR/NAV
[Underlined] GEE [/underlined]
Gee ranges during the month have been considerably better than of late, probably due to the introduction of the 27 units into Squadrons. However, it is still noted that some Squadrons are capable of obtaining Gee to far greater advantages than others. This is mainly due to the attention paid by these Squadrons to the importance of constant training in reading signals through jamming or grass. Squadrons not so successful may well keep this in mind.
Serious consideration is now being paid to the probability of bombing on Gee, particularly when weather conditions in Northern France prevent a visual attack. The success of such an attack depends upon each individual Navigator taking part. Every effort must be made by each Navigator to develop the technique required in this type of blind bombing and to familiarise himself with the setting up and manipulation of the Gee Indicator. No Navigator should be satisfied until at least 75% of the Gee practice bombing runs he makes are within a quarter of a mile of the Aiming Point. Don’t waste your opportunities, the Watch Office on your airfield is as good a target as any, and every return to base in daylight should be turned into a Gee practice bombing run. Station Navigation Officers are to watch this point.
This month has brought us news of yet another Gee chain – the Channel chain, intended to give more accurate facilities over the Pas de Calais and Paris areas. Locking tests are being carried out and its facilities will be available on the RF.27 Unit in a short time. Lattice Maps are now available, and Stations should see that they have sufficient quantity of stock before the chain is made available. These Lattice Maps are 500:000 topographical maps overprinted with lattice lines. It is appreciated that, although the maps are not ideal from a Bomber Command standpoint, the demands of A.E.F. and T.A.F. had to be met and a compromise reached. A word of warning – the C lattice lines on the Channel Chain Series Maps are coloured BLUE. This is due to the green colouring of the map which prevents Green lattice lines being overprinted.
[Underlined] H 2 S [/underlined]
With the longer range targets now being attacked, H 2 S is once again coming to the forefront. Although Gee continues to give abnormal ranges, it still remains for the H 2 S Navigators to provide the majority of broadcast winds. Stress is therefore to be made in all stages of training on the navigational use of H2S, and its importance in windfinding.
With the numerous short range targets that have been recently attacked, considerable slackening off in the use of H2S has been noted. This was particularly evident in the raid on STUTTGART on July 28/29th, when the average number of H2S fixes taken by each by each operator on two Squadrons in the Group amounted to four. It is apparent that H2S operators on these two Squadrons, quite content with going round on Gee on short range targets, thought the same method could be applied in the case of a long range target and just didn’t make use of H2S to the full extent. H2S is the best Navigational aid produced, and it is a sheer waste of man hours in servicing if operators are not using it to best advantage. In addition operators on H2S Squadrons must remember that the non H 2 S Squadrons are dependent on them for broadcast winds when out of Gee range. Drastic action may have to be taken against operators who continue to regard H2S as a mere plaything and don’t use it to advantage.
Whilst emphasis is to be placed on the Navigational use of H2S, blind bombing is not entirely to be disregarded. An H2S Blind Bombing Competition is being held monthly and all Squadrons have been asked to participate. By means of this competition, a keen spirit of rivalry should be developed amongst the Squadrons and Bases, and some idea of the Group average error in blind bombing obtained. 54 Base have been carrying out trials during the month on blind marking by Wanganui flares, the idea being to lay an initial line of Wanganui flares downwind across the target and assess it for line. If correct, the backers-up line up visually on the initial line and release blind for H2S for range only. These trials have proved that by this method the concentration of Wanganui flares across the target can be kept within a band 1/2 a mile wide. This is a great improvement on the methods used in the past.
467 Squadron are now being equipped with H 2 S and it will be interesting to note the capabilities of the Australian crews on this equipment. Although training progress is slow due to heavy operational commitments, the Squadron does not lack enthusiasm for the equipment, and it may be well for the other Squadrons to look to their laurels.
NAVIGATION TRAINING
The total hours flown on navigational exercises during July were probably higher than ever before. In one night’s flying 218 hours were clocked by 52 aircraft on cross countries (including bombing). Several Command Diversions have been carried out, which have proved excellent training, especially in the use of Gee as the routes have been near enough to the continent to encounter jamming. Unfortunately they do not provide good H 2 S or searchlight training.
Considerable difficulty has been experienced by some pupil Navigators when using the Swinderby 6 minute system. The system was designed to assist the pupil in achieving speed and accuracy of work. This has been achieved in the main, but unfortunately a few pupils have become thoroughly confused and have not used fixes, wind velocities obtained, etc., in an intelligent manner. The 6 minute system is now not being used by any Navigator until he reaches the final stage of his Conversion Unit training. This is an experiment and we are now waiting to see if an improvement in the general standard of Navigation results.
Almost all aircraft in the Base are now fitted with API’s. Very little trouble has been experienced with these instruments and navigators arriving at Squadrons should now be 100% conversant with the use of them. If they are not, let us know immediately and action will be taken.
The Base is now training 75% of the input on H2S. The air training has had to be reduced for each crew, but every H2S crew passing out should have sufficient training to enable them to fly with the equipment immediately they reach the Squadrons – so relieving the Squadron Radar-Navs. of the basic ground training.
The “drive” on accurate windfinding, particularly for practice bombing still continues. The average vector error attributed to wind finding is the same as last month’s figure, i.e. 8 miles per hour. Every effort is being made to reduce this figure and our target for next month is a mean vector error of 5 m.p.h.
[Underlined] NAVIGATION (Continued from page 5.) [/underlined]
Squadrons have also tested the accuracy and efficiency of the instrument. All the crews concerned obtained equally good results.
It is unfortunate that the instrument can only be used effectively by completing a ground circuit, it cannot therefore be used for obtaining normal Navigational winds. We shall, however, be able to find a very accurate bombing w/v in the target area. A quota of A.P.I. attachments have been demanded and will be fitted to as many aircraft as possible.
[Underlined] PRACTICE BOMBING WINDs [/underlined]
The average vector error obtained by all Squadrons and Conversion Units this month is as shown in the adjoining table.
Average Errors: Squadrons – 7.5
Con. Units – 8.0
The Con. Unit figure is the same as last month’s, but the Squadrons average error has increased by 1/2 m.p.h. There is a very noticeable improvement in No. 57 Squadron, who have reduced last month’s error by 3 1/2 m.p.h.
[Table of Average Vector Error by Squadron and Conversion Unit]
5 GROUP NEWS. NO.24. JULY, 1944. PAGE 6
[Page break]
ENGINEERING
[Underlined] GENERAL [/underlined]
Again a large number of sorties has been carried out, and this has called for big efforts to maintain the normal high standard of serviceability. Enemy action damage forms quite the greatest cause of unserviceability, and C.T.O’s are to review carefully each aircraft which appears to be a CAT. AC. If it is at all possible the repair must be carried out by the unit, if normal maintenance commitments permit, as otherwise larger numbers of aircraft will be stacked up on the CAT. AC. repair list, the Contractors (C.R.O) will become overburdened and long delays will take place before the aircraft is back in service. The striking force will then be reduced accordingly, as replacements for the CAT. AC. awaiting repairs will not be available in sufficient numbers. Base Engineer Officers and Chief Technical Officers must watch this trend and take the action which will give the highest serviceability.
[Underlined] DEFECTS [/underlined]
Cancellations and Early Returns which were due to matters concerning the Engineering Branch reduced the Group effort by 1.29%. Whilst the majority of these were due to defects which will be covered by modification action in the course of time, at least five should not have occurred and could have been prevented by more efficient servicing. The responsibility for three rests with the electricians and two with the fitters. The total Group summary of defects will be passed to Stations separately. No.50 Squadron is the only Squadron which went right through the month without a single operational failure due to Engineering, and is given a “big hand”.
The failure of the pipe oil relief valve to dual drive should be entirely eliminated with the fitment of the rubber connections in accordance with Headquarters, Bomber Command modification Merlin/2.
[Underlined] MAINTENANCE EQUIPMENT [/underlined]
Many improvements are being effected in the design of ground equipment and ideas which have emanated from stations in this Group have been accepted for general application. For instance, the Wheel Transporter designed by R.A.F. Station, Fiskerton, has been accepted and in the near future should be issued to all stations. This device enables one man to transport a wheel fairly easily over short distances, and the transporter being also the carriage whereby the wheel is offered up into position on the aircraft, this gives a large saving in man power.
A Power Plant Transporter will be available in limited supply within the next few weeks and will enable two power plants to be moved at a time, the loading and unloading being comparatively simple and not requiring a crane. Adaptors will also be issued in due course to enable wheels or propellors to be moved on this same chassis. This item of equipment covers a long felt need in transporting the items mentioned, and was devised originally by 51 Base, Swinderby.
It is pleasing to see Bases taking the initiative in the manufacture of such items as Sand Blasting Machines so that an up to date sparking plug bay can be organised at each Base. Sufficient of the modern torque load tests are now available at each Base sparking plug bay, and when each is fully equipped with the items required to clean sparking plugs in an up to date manner, a great saving in personnel will be possible as the cleaning, gapping and testing of 1,000 plugs a day is a reasonable proposition with this modern equipment.
[Underlined] TRAINING UNIT SERVICEABILITY [/underlined]
[Table of Stirling and Lancaster Aircraft Serviceability]
DECORATIONS
The following IMMEDIATE awards have been approved during the month:-
[Underlined] 9 SQUADRON [/underlined]
F/Sgt J.J. SHIPLEY D.F.M.
P/O W.R. HORNE D.F.C.
[Underlined] 49 SQUADRON [/underlined]
P/O C. LACEY D.F.C.
P/O W.R. GREEN D.F.C.
F/O G.P. LACE, D.F.M. D.F.C.
F/O R.L. BIENVENU D.F.C.
[Underlined] 61 SQUADRON [/underlined]
F/L A.W. DOUBLEDAY, D.F.C. D.S.O.
P/O D.E. WHITE D.F.C.
[Underlined] 97 SQUADRON [/underlined]
A/W/C J. SIMPSON D.S.O.
W/O R.M. CLARK D.F.C.
A/F/L G.F. BAKER, D.F.C. Bar to D.F.C.
F/O A.H. JONES D.F.C.
[Underlined] 463 SQUADRON [/underlined]
W/Cdr R. KINGSFORD-SMITH, D.F.C. D.S.O.
Sgt K. De H. HAMBLIN D.F.M.
[Underlined] 467 SQUADRON [/underlined]
P/O S. JOHNS D.F.C.
[Underlined] 617 SQUADRON [/underlined}
F/O N.R. ROSS, D.F.C. D.S.O.
F/O W.A. DUFFY D.F.C.
[Underlined] 619 SQUADRON [/underlined]
P/O F.F. MOLINAS D.F.C.
Sgt T.F. FROGLEY D.F.M.
TRAINING
The intensity of operations in July was well-matched by the strenuous efforts of 51 Base to provide a maximum number of crews for Squadrons. The total of 150 crews trained and over 9,000 hours flown provided the highest figures in the history of the Base. [Underlined] The target for August is as many crews as Instructors, aircraft and weather can produce. [/underlined]
Gunnery was well to the fore. The training in Early Warning Devices was intensified and fighter affiliation was given a high priority. The Stirling Conversion Units returned a record figure of exactly 1,000 Gyro exercises during their affiliation. The categorisation of Gunners was introduced towards the end of the month and 51 Base in future will pass all gunners to Squadrons with a category which will be an invaluable guide to Base and Squadron Gunnery Leaders.
The categorisation of gunners follows closely on the bombing categorisation which has already proved its worth. Incidentally, 1660 Conversion Unit set a new record within the Base by returning an average error of less than 200 yards for all crews bombing in June. Proposals are in hand for the categorisation of the remaining members of the crew.
Instructors pressed on steadily with navigation and H2S training and 75% of all crews are now being trained to use H2S. The importance of accurate navigation is not being overlooked because crews commencing training now will be starting in Squadrons as the longer nights and the longer trips come along.
The standard of instructors is receiving special attention and the early formation of the Bomber Command Instructors School which 5 Group has campaigned for over a long period will give new Instructors a greater opportunity to get into their stride quickly and on the right lines. Until the school is in full operation, Flight Commanders can help new instructors tremendously by flying with them when they are giving dual, and passing on advice from their greater experience after the flight is over.
[Underlined] NEW CREWS IN SQUADRONS [/underlined]
The policy of giving new crews a short period of supervised training in Squadrons to “put on the final polish” before they operate has proved successful. During the month the Instructors attached to Bases completed the training of 134 new crews and carried out thirty-one 10 and 20 sortie checks.
The corkscrew received considerable attention in the Squadron training and 51 Base welcomed constructive criticism and suggestions to ensure uniformity on instruction. In the light of tests carried out by the instructors in the operational Bases, 51 Base is making a special point of checking the speed and angles of bank in the corkscrew and emphasising the importance of the bomber making good a mean track during fighter affiliation. One or two crews have been finishing up almost on a reciprocal after being engaged by a fighter.
[Underlined] NIGHT AFFILIATION WITH HURRICANES [/underlined]
To make night affiliation with Hurricanes easier the fighters of 1690 B.D.T. Flight which had been detached to Operational Bases were centralised as Scampton under S/Ldr. Munro, D.S.O., D.F.C., formerly of 617 Squadron. The fighter pilots put in some intensive night
(Continued on page 9, col. 2)
5 GROUP NEWS. NO.24. JULY, 1944. PAGE 7
[Page break]
A VISIT TO NORMANDY
There are few of us who can accept the speed of air travel as a commonplace thing. To be at one minute in Group Headquarters, studying the detailed maps of the aiming points in the late afternoon, and then to be having supper with the noise of the Normandy guns rumbling in the distance, gave one a feeling which, to say the least, was uncanny.
We picked up our Dakota at Northolt and crossed the French coast just East of the Cherbourg Peninsula. Flying along parallel to the coast it was evident that the task of unloading was still priority job No.1. Many landing strips were passed – I believe there are about 15 in all – looking very neat and tidy from the air. They are mostly single runway strips made from the rich brown earth which has been levelled and rolled, and provide a very good surface.
We landed on a strip North-West of Caen, and were transported to the Headquarters of the 2nd Army. The camp was quite small, being situated in a field, and relying on tents for its main accommodation. The Messes were semi-dugouts, but nevertheless quite comfortable. The dinner was excellent and was finished off by some very good Camembert cheese, made in Normandy.
The organisation of the staff of the Headquarters was very similar to a Bomber Group staff. The bulk of the planning was done by the Chief of Staff, who had to advise his various specialist officers, e.g. Plans, Intelligence, Artillery, Equipment, Engineering, C.S.O., etc. The nerve centre of Headquarters is the Operations Room, which consisted of four caravans in a square, the centre of which was covered over, thus forming a central room with four control rooms. Contact with forward troops and armour is maintained by R/T and W/T and all communications of progress or otherwise, terminate in this Operations Room, where a complete state of the advance is maintained.
We had a talk by the Intelligence and Operations Officers, who put us in the picture as to the disposition of our own and the enemy troops, and finally by the Chief of Staff, who detailed to us the plan of attack and what we were out to achieve. The main object of the bombardment, which was to take place early the next day, was to pulverise the positions South-East and East of Caen that our armour could move through with ease, and thus enable the bulk of our weight to cross the River Orne, and join the general advance Southwards. A great factor in the success of this operation was the absence of German Air Force activity. Through lack of space East of the Orne the bulk of our troops and armour had been drawn on the Western Banks with the vehicles right up to the actual Bridges, ready to move over as soon as the force on the Eastern side of the river had vacated their ground by moving South. Had the enemy reconnaissance spotted these columns, then no doubt the success of our attack would have been seriously impaired.
On the way to our tents we saw a lot of ant-aircraft activity in the form of tracer, star shells and heavy flak, and in addition there was a perpetual rumble of heavy guns operating on the front South-West of Caen.
We were called at 03.30 hours, and after breakfast set out in cars for a hill position to the North-West of the iron foundry at Colombelles, which was one of the 5 Group aiming points. The weather looked favourable, there were only very local patches of fog, and there was a clear sky. The journey was started in darkness, which was rather frightening as there was a vast amount of traffic on the roads, and only the very minimum of lighting was allowed. Dawn broke and the weather was still holding as we passed through village after village on route to our view point. The villages varied considerably, some having sustained only minor damage, whilst others had been virtually flattened. The stench in some of these ruins was appalling and was due to the dead animals and human beings buried in the ruins, and which we had not yet had time to extricate.
Eventually we drove into a wood, and parked the cars, and walked up through a village, past a ruined chateau, to our vantage point, where we could see the factory quite clearly. As we were arriving the artillery, which was some 1,000 yards behind us, started attending to the German anti-aircraft positions. To our unaccustomed ears the din was terrific, although an A.A. Officer, who was with us, said that was merely a softening up process and that the really heavy barrage would not start until H Hour, which was 07.45.
Our photographic Mosquito formed the vanguard of the mass of Heavies, which we could hear approaching. Then came a red T.I., from an invisible Mosquito, and shortly afterwards a yellow T.I., dropped by the P.F.F. Master Bomber, fell across the aiming point. The hum of Merlins had now developed into a roar, and the Lancasters came in an absolute horde. You could see the bombs leaving the aircraft and we saw the first four sticks fall straight across the factory. It was a grand sight to see the red flashes of light sweeping one after the other throughout the length of the aiming point, but unfortunately that was just about the last glimpse we had of any ground detail, for columns of smoke and dust arose and blocked out everything.
The newspapers have already described the bombardment and I cannot improve on their eloquence. The Heavies were in a continuous stream for some 20 minutes, and the noise, and particularly the feel of the blast, was out of all proportion to what one had anticipated. Then came the Mediums, Marauders and Bostons, dropping fragmentation and other non-cratering bombs over the central area, over which our troops and armour would advance, and then the American Heavies, in silver formations against a clear blue sky. Typhoon dive bombers were also in the fun; you could see them wheeling in the sunlight at about 8,000’ before they turned into their headlong dive and disappeared in the mushroom of smoke. So widespread was the dust and smoke that even where we were we all looked as if we had just come out of a flour mill.
At 07.45, which was the H Hour for the advance, the artillery opened up at full blast. We were directly between them and their objective, and there was a perpetual scream of shells going over our heads.
We watched the bombing for about three hours and then walked back to have a look at the chateau behind us. This had been a fine old residence, but had been severely damaged. It had been vacated at very short notice and contained some fine old furniture, in the way of old oak armchairs and long settles. However, all furniture, crockery, children’s toys, books and papers had been blasted about the rooms, which were sometimes two feet deep in debris. One odd thing which I saw just outside the chateau was a lock of human hair tied with a piece of pink ribbon. One wondered what story lay behind it.
We then walked back to the village and had a look at the gun positions. The guns were literally everywhere, and the crews were heaving shells in, pulling the string, and heaving in the next one, as fast as they could go. At close range you felt the blast hit you in the eyes and then heard a sharp report.
We then drove down the coast and on the way passed guns firing away incessantly. One would drive along a road and find a dozen or so lined up against the hedge and shooting over your heads, and yet it is odd how human beings, and even animals can accustom themselves to this din. What children there were didn’t seem to mind the noise, and in one field with approximately a dozen guns in it, there were four horses grazing quite unconcerned.
At the coast we looked around a German coastal concrete blockhouse, which was underground for the most part, and was very well equipped with central heating, air conditioning and periscope.
We then drove along to Arramanches, where we saw a conversion from a seaside resort to a busy port. Two concrete moles, each approximately a mile in length, had been towed across, piece by piece, and sunk into position to form an outer protection to the port. Inside these moles was the main dock consisting of a large concrete and iron structure, some 500 yards long and 50 yards wide. This had massive superstructures, cranes and derricks, and was handling cargoes from the large vessels which lay alongside. This quay was situated about 1/2 mile from the shore and parallel to it, and was connected to each end by large pontoon slipways, over which was a constant stream of heavy traffic to and from the ships. The whole installation had been towed over from this country, piece by piece, and assembled.
We had a quick snack at the dockside and then went down to Bayeaux [sic], a fine town which had received no damage at all, and which our forces had taken on the evening of D Day. Food was plentiful here, the shops being well stocked with bread, cheese and farm butter.
We returned from Bayeaux [sic] to the Headquarters of the 2nd Army, where we arrived about 5 o’clock. Roads everywhere were full of troops and amour on the move. The roads were dusty and tanks threw up vast clouds of dust which temporarily reduced visibility to nil. On arrival at the Headquarters we went straight to the Operations Room and learned that as far as could be ascertained, the
(Continued on page 9, col. 3)
5 GROUP NEWS. NO.24. JULY, 1844. PAGE 8
[Page break]
ACCIDENTS
During July 37 aircraft were damaged to an extent which rendered them unserviceable for more than 48 hours. 11 were the result of accidents known to be avoidable. Some of the others are classified as obscure at the moment, as investigations are incomplete, but will be recategorized later in the month.
Of the avoidable accidents 4 occurred in Squadron aircraft and consisted of 3 CAT AC. and 1 CAT E. 6 were damaged in 51 Base – 2 CAT AC., 3 CAT E. and 1 CAT B., and 1 was a CAT AC. Hurricane of 1690 Flight.
Classifications are as follows:-
Taxying – 3
Overshoots landing – 2
Swings landing – 2
Swings taking off – 1
Other taking off errors – 1
Miscellaneous – 2
Excluding those accidents at present unclassified, there were two fewer “avoidables” in July than in June, and, what is more, the past two months have produced a far smaller of this type of accident than the average for March to May. Keep it up and we will reach the top of the Bomber Command ladder and remain there.
Here is a selection of the month’s avoidables:-
[Underlined] TAXYING. [/underlined] A Lancaster was taxying down a runway where another was stationary (compass swinging) in broad daylight. The pilot made the old mistake of assuming he could get past. He didn’t – until his wing smashed the nose of the other aircraft.
A Stirling was returning to dispersal. The pilot reports he was unable to throttle back his port outer engine. He ran off the track and hit an oil bowser.
[Underlined] OVERSHOOTING. [/underlined] At night a Mosquito overshot a 1400 yards runway in good visibility. It entered the overshoot area and as then taxied back through a wire fence. No taxying light was used. This speaks for itself.
A Stirling pupil on his first solo was caught out in bad weather and after trying various airfields finally found one where he attempted to land. He overshot mainly because of poor visibility.
A Stirling on 3 engines was deliberately swung when the pilot saw he was going to overshoot. Deliberate swinging is now forbidden, and all pilots are to take note. The aircraft must be kept straight. There is far less risk of serious damage when the overshoot area is used. A swing almost invariably results in broken undercarriage legs.
[Underlined] SWINGS. [/underlined] A Lancaster rudder pedal slipped when the pilot was levelling off for a landing. The result was a violent swing which broke the undercarriage. All Lancasters are now being modified to prevent rudder pedals slipping out of the ratchet at critical moments.
In bad visibility a Stirling on 3 engines made an approach to the wrong runway. At 200’ he realised his mistake and went round again with difficulty. The aircraft was diverted to another airfield where it approached at an angle to the runway. A heavy landing was made and the aircraft swung and crashed. Cloud base was down to 600’ – visibility 3 miles – accident still under investigation.
[Underlined] OTHERS. [/underlined] A Stirling had just taken off when violent juddering was experienced. The pilot throttled back and landed in the overshoot area – CAT E. – nothing has been found wrong technically. Instructors should warn pupils before going solo of the common causes of juddering on take off. This is the second accident of this nature in 6 weeks.
A Verey pistol was accidentally fired off in an aircraft. It did quite a bit of damage. The full facts are not yet known but it is evident someone was careless.
A Lancaster pilot jettisoned his bombs too low and sustained damage to his aircraft. He landed safely at base.
[Underlined] SILVER LANCASTER COMPETITION [/underlined]
July begins the second leg of the Silver Lancaster Competition. So far, the Units stand as follows (it must, however, be remembered that this list is subject to revision when the full facts of all accidents for July are known): 49, 50, 57, 106, 61, 619, 207, 467, 463, 97, 83 – all [underlined] NIL; [/underlined] 9, 44, 617, 627 – 1 avoidable accident each; 1660 – 5; 1661 – Nil; 1654 – 3; L.F.S. – Nil; 1690 Flt. – 1.
[Underlined] CATEGORISATION OF DAMAGE – FORMS 765(C) [/underlined]
The first of July saw the new aircraft damage category – A (R) - come into force. Many units have completely ignored the order which was an amendment to A.M.O. A. 1348/43. All Units are reminded that aircraft under this category are not counted against them in the Bomber Command accident ladder, so it is definitely to their advantage, and to the Group as a whole, that the Forms 765 (c) should be correctly made out. Aircraft affected are those which have had a replacement of a major component (e.g. engine, propellor, rudder), as a result of an accident, [underlined] in 48 hours. [/underlined]
[Underlined] TRAINING (Contd. From page 7, col.3) [/underlined]
training and logged over 30 hours night flying in a week, so that they are now ready to tackle any crew the Squadrons like to put up. Full details of the organisation and procedure have been issued and Squadrons are urged to take advantage of this first class facility. From now on the policy must be NIGHT AFFILIATION IS ON EVERY NIGHT.
Operational crews had little opportunity for further Squadron PRACTICES because of operations. Some useful work was done, however, in between sorties. Incidentally Flight Commanders should note that the term PRACTICE is to be used instead of TRAINING for non-operational exercises done by Operational crews. This Command ruling makes the distinction between operational crews who are fully trained and who are “practising” to improve their standards, and new crews under training who have still got something to learn.
EQUIPMENT
[Underlined] RETURN OF EQUIPMENT BY UNITS TO M.Us & R.E.Ds. [/underlined]
Complaints have been received from No. 40 Group that Units are not carrying out instructions in returning serviceable and repairable equipment to M.Us and R.E.Ds.
The attention of Equipment Officers is again drawn to A.M.O. A. 736/43 as amended by A.M.Os. A.1132/43 and A.210/44, also to Bomber Command Equipment Staff Instruction No. 35. These A.M.Os and Instructions give full details on the returning of serviceable and repairable equipment, and must be complied with.
The following points are specially important and every Equipment Officer must make certain that these are carried out:-
(a) Except for Quartz Crystals, [underlined] all [/underlined] Cat.C. equipment in Section 10 must be returned to No. 3 R.E.D.
(b) Items for which there are special transit cases, must be packed in these cases.
(c) Items in 1A and E should be returned to G.E.Ds.
(d) Cat. A. items are to be packed and vouched separately from other unit returns.
(e) Separate vouchers for each Vocab. Section.
(f) [Underlined] ALL [/underlined] equipment must be labelled.
(g) Cases addressed to particular sites should only contain equipment for those sites.
Every Equipment Officer should make certain that his staff knows and carried out all the instructions on the return of equipment, since equipment turning up at the wrong M.U. causes great delay to that M.U’s work.
[Underlined] PLATFORMS, AIRCRAFT INSPECTION [/underlined]
Attention is drawn to A.M.O. N. 714/44 dealing with the introduction of a new type of Inspection platform for Lancaster aircraft.
[Underlined] A VISIT TO NORMANDY [/underlined]
(Continued from page 8, column 3)
battle was going well. Our advances were better than originally hoped for, and the Army were extremely pleased with the bombing. Little resistance had been met in the area North-East and East of Caen, but considering the attention given by our aircraft and artillery this fact is not surprising.
Unfortunately we were not allowed to go and see results of the bombing even though our forces had moved through the positions, so we returned again to our landing strip, after making our farewells and thanks to the officers who had extended their hospitality to us, and looked after us so well. The Dakota awaited us and we took off again for Northolt, leaving behind us the battle area, which was still shrouded in dust and smoke.
The main thing which struck me throughout the visit was the atmosphere of efficiency which dominated everywhere. The running of the camp, traffic control, organisation of salvage and supply dumps, gave one the impression that everyone had a job to do, knew what that job was, and was wasting no time in getting on with it.
5 GROUP NEWS. NO.24. JULY, 1944. PAGE 9
[Page break]
AIR SEA RESCUE
During July three aircraft of the Group are known to have come down in the sea. “H” of 630 Squadron hit the sea when returning from operations at a low altitude, there were two survivors. A Mosquito of 627 Squadron ditched off Cherbourg – the full story of this is not yet available as the crew is still in Normandy. “C” of 207 Squadron crashed into the sea whilst jettisoning bombs.
There were several unusual aspects of the ditching of “H” of 630 Squadron which are the subject of a formal investigation. At the time of the impact the aircraft was flying at 200 – 210 m.p.h. and the crew were not at their usual stations because of an intercomm failure. The Navigator and Air Bomber were sitting up at the Navigator’s table and the Wireless Operator was forward without Mae West or parachute trying to rectify the intercomm failure.
Fortunately the sea was calm and the Pilot, Air Bomber, Wireless Operator and Navigator got out. The fuselage broke in half and the Rear Gunner, whose turret was on the beam, succeeded in leaving after he had gone under a few feet. The Rear Gunner did not contact the other survivors until an hour after impact.
On leaving the fuselage, the Navigator made the Wireless Operator get into the dinghy first; when the Navigator followed the dinghy sank below the surface. As the Wireless Operator had no Mae West the Navigator left him to get what support he could from the dinghy and rejoined the others holding on to the aircraft.
After approximately 30 minutes the fuselage sank, and the Navigator calling to the others to follow him, swam across to the dinghy which had drifted some distance away. The Pilot and Air Bomber never reached the dinghy and the Navigator set out to look for them but was forced to give up when overtaken by cramp. These two were not seen again.
By chance the Navigator found the “Makers” Pack and knowing it contained the signal pistol and cartridges he tried to open it. The Rear Gunner appeared making his way to support the Wireless Operator, who was in a bad way. After a two hour struggle, the Navigator succeeded in extracting the pistol and cartridges and 40 minutes after firing the first signal a Naval trawler picked up the Rear Gunner and Navigator, who had been 3 1/2 hours in the water. The Wireless Operator, in spite of the Rear Gunner’s efforts, had succumbed.
[Underlined] SAFETY DRILL COMPETITION RESULTS [/underlined]
[Table of Safety Drill Competition Results by Base and Squadron]
[Underlined] Note: [/underlined]
In June a total of 390 aircrew were rescued from the sea against 240 (47.2%) in May. Unfortunately the precise number of unsuccessful incidents is not known and so the percentage of aircrew saved cannot be expressed. In addition 243 non-flying personnel were saved – 218 in the Channel area. Air Sea Rescue aircraft flew 1,176 sorties in the Channel Area alone!
RECENT GOOD SHOWS
Whilst on a daylight operation, an aircraft of 106 Squadron flown by F/Sgt. Netherwood was severely damaged by flak. He was forced to feather both port engines. The port wing and tyre were damaged and hydraulics rendered unserviceable, but in spite of this, F/Sgt. Netherwood carried out his bombing run successfully, completed his attack and, showing great skill, flew his damaged aircraft back to Base where he made an emergency landing without further damage to his aircraft or injury to his crew.
F/O McCracken of 49 Squadron was returning from a night operation when his aircraft was attacked by an enemy fighter. The trimming tabs. A.S.I., intercomm., R/T, hydraulics and D.R. Compass were rendered unserviceable. Fires were started in the two inner engines and in the bomb-bay and the Navigator and two Gunners were wounded. The fires were extinguished, and in spite of the damage to his aircraft, F/O. McCracken flew back to this country and carried out a successful landing at an emergency airfield.
An aircraft of 61 Squadron, piloted by F/O Aukland, collided with another Lancaster over the target. Both port engines and the port main plane were severely damaged. Showing fine airmanship P/O Aukland flew the aircraft back to this country where he made a successful emergency landing.
Another pilot in 61 Squadron P/O Hallett, carried out a successful landing in difficult conditions. He aircraft had been heavily engaged by enemy defences and the Rear Gunner was wounded, the port tyre punctures and hydraulics rendered unserviceable. In spite of this damage, P/O Hallett carried out a good landing without flaps or brake pressure.
AIRCREW VOLUNTEERS
(a) New Volunteers.
(b) Accepted by A.C.S.B.
(c) Posted for training.
(d) Awaiting interview by A.C.S.B.
[Table of Aircrew Volunteers by Station]
5 GROUP NEWS. NO.24. JULY, 1944. PAGE 10
[Page break]
AIR BOMBING
[Underlined] “A MISS IS AS GOOD AS A MILE” [/underlined]
There has been an increase in the number of attacks carried out against Flying Bomb sites, stores and rocket sites. To bombing crews, these targets present a difficult problem. They are extremely well camouflaged, small and heavily fortified and further, suffer negligibly from blast damage. In consequence, a stick of bombs that fails to make a direct hit is of no value. The “misses” on marshalling yard bottlenecks may do damage to railway tracks, wagon sheds and rolling stock. Misses on aerodrome hangars may crater runways, damage dispersed aircraft and spread chaos in the ‘communal site’. Misses against Flying Bomb installations, however, merely make holes which can be filled in.
It is, therefore, essential that all crews make the most accurate attacks within their power, and realise that a miss will have no value at all – there can be no ‘fluke’ damage.
Owing to repeated operations and poor weather, there is but limited opportunity for bombing practice at the bombing ranges, so every advantage must be taken of the exercises completed.
A detailed analysis must follow each practice to eliminate all faults both human and mechanical.
Air Bombers must examine their bombsights in accordance with 5 Group Aircraft Drills, (Drill No. 9, Appendix “C”) at every opportunity and further ensure that the operational procedure as detailed in Drill No.3 is carried out conscientiously.
If all this is done, it will naturally follow that the sticks of bombs aimed at these enemy installations will be more accurate.
They are not impregnable but they are impervious to near misses.
Direct hits are being obtained only by A+ or A crews. There are far too few of this category at the Group’s disposal. A determined effort must be made by every crew to strive for this category from the initial exercise attempted in 51 Base. Every crew that fails to obtain an “A” exercise at any practice must, in conjunction with the Bombing Leader, discover the reason why.
Remember! ONLY DIRECT HITS WILL CAUSE DAMAGE!!!
[Underlined] CREW CATEGORISATION [/UNDERLINED]
A+ Crews – 85 yds or less
A Crews – 140 yds or less
B Crews – 210 yds or less
C Crews – 280 yds or less
D Crews – Over 280 yds.
[Underlined] RESULTS [/underlined]
[Table of Crew Categories by Base]
Congratulations to F/Lt. MATHESON and crew 49 Squadron, on obtaining the first A+ category with the Mark XIV Bombsight!
[Underlined] HIGH LEVEL BOMBING PRACTICE [/underlined]
[Table of High Level Bombing Practice Results by Squadron and Conversion Unit]
[Underlined] JULY’S OUTSTANDING CREW ERRORS [/underlined]
Apologies are due to 1661 Conversion Units, R.A.F. Station, WINTHORPE. In last month’s NEWS 2 excellent crew errors of 1661 Conversion Unit were credited to 1654 Conversion Unit. This was indeed unfortunate as the error of 53 yards obtained by F/Sgt McKechnie and crew was a Unit Record. Once again only Crew Errors below 80 yards can be recorded.
Squadron or Con. Unit Pilot Air Bomber Navigator Error at 20,000 feet (in yards)
44 F/O Cartwright F/O Beaton F/O Olson 69
F/O Freestone F/O Woollam Sgt Gage 68
49 F/O Russell Sgt Reid Sgt Millar 79
F/L Matheson F/O Mathews Sgt Launder 60, 59 & 75
106 F/L Taylor P/O Power F/S Watson 39
83 F/O Meggeson P/O Franklin F/O Wicker 47, 72 & 57
97 F/O Edwards F/O Barker F/L Burt 57 & 66
83 F/O Kelly Sgt Burleigh F/O Irwin 79
463 P/O Garden F/S Murrell W/O Turner 79
1654 F/S Wilson Sgt Stuart F/O Howarth 74 & 76
F/O Hughes Sgt Buxton Sgt Dunckerly 72
Sgt McGregor Sgt Bache Sgt Chadwick 62
1660 F/S Herbert F/O Cleary Sgt Maxwell 78
Sgt Hart Sgt Bell Sgt Green 53
F/O Joplin F/S Hibberd Sgt Fish 45
F/S Harper F/S Williams Sgt Cooper 71
1661 F/S Hayler Sgt Hearn P/O Winterburn 69
F/O Judge F/S Gore P/O Cook 71
Congratulations are extended to F/O MEGGESON and crew (83 Squadron) and F/Lt. MATHESON and crew (49 Squadron) for each obtaining 3 outstanding crew errors using the S.A.B.S. and Mark XIV Bombsight respectively.
5 GROUP NEWS. NO.24. JULY, 1944. PAGE 11
[Page break]
AIR BOMBING (CONT.)
[Underlined] “GEN” FROM THE SQUADRONS [/underlined]
Congratulations to 1660 C.U. Swinderby, the [underlined] FIRST [/underlined] Conversion Unit to achieve the average crew error for a month of less than 200 yards.
[Underlined] 627 Squadron [/underlined] report an outstanding dive-bombing exercise by F/Lt BARTLEY – releasing at 500 ft.- his average error was 5 1/2 yards.
[Underlined] 54 Base. [/underlined] W/Cdr. JEUDWINE, carrying out an initial exercise in a Lightning aircraft, dive bombing, averaged 9 1/2 yds. for 6 bombs.
[Underlined] 44 & 619 Squadrons (R.A.F. Stn. DUNHOLME) [/underlined] Station Armament Officer has sectioned one of each type of fuse in use and these are displayed in the Bombing Offices.
[Underlined] 1661 C.U. (F/LT PRICE). [/underlined] P/O HARROP and crew obtained direct hits on Flashlight Bullseye target at Bristol on night of 29/30th July.
[Underlined] “GEN” FROM THE BOMBING RANGES [/underlined]
[Underlined] WAINFLEET BOMBING RANGE. [/underlined] 4407 bombs aimed by 923 aircraft.
[Underlined] EPPERSTONE BOMBING RANGE. [/underlined] 1666 bombs aimed by 285 aircraft.
[Underlined] OWTHORPE BOMBING RANGE. [/underlined] 1535 bombs aimed by 287 aircraft.
[Underlined] BOMBING LEADERS CORNER [/underlined]
[Underlined] F/O CAMPBELL, D.F.C. [/underlined] (Aircrew School – R.A.F. Station Scampton) has moved to No. 9 Squadron as Bombing Leader, for his 2nd tour.
[Underlined] F/L NUGENT [/underlined] becomes Bombing Leader to 61 Squadron.
[Underlined] F/LT McDONALD, [/underlined] tour expired, has moved to H.Q. No. 6 Group.
[Underlined] F/LT BILLINGTON [/underlined] (207 Squadron) has moved to 54 Base.
[Underlined] P/O LINNETT [/underlined] becomes Bombing Leader to 207 Squadron.
[Underlined] F/LT ASTBURY [/underlined] (617 Squadron) is tour expired and has moved to H.Q.54 Base to supervise S.A.B.S. training.
F/O FOULKES (630 Squadron) has succeeded F/Lt Farara as Bombing Leader.
[Underlined] BOMBING LEADERS’ COURSES [/underlined]
[Underlined] F/O NUGENT [/underlined] was 5th on No. 85 Course with “B” Category.
[Underlined] F/O NAWELL [/underlined] (463 Sqdn.) and [underlined] F/O FOULKES [/underlined] (630 Squadron) were 2nd and 11th respectively on No. 86 Course with “B” Categories.
[Underlined] F/O McMASTER [/underlined] (1654 C.U.) was 12th with “B” Category on No. 87 Course.
[Underlined] THE BOMBING COMPETITION [/underlined]
Maximum entries were obtained in the Competition this month; the results are below. 52 Base are to be congratulated on obtaining the first 3 places in the Squadron Competition.
[Underlined] SQUADRON COMPETITION [/underlined]
1st 49 Squadron 61 yards
2nd 44 Squadron 65 yards
3rd 619 Squadron 66 yards
4th 9 Squadron 71 yards
5th 207 Squadron 72 yards
6th 97 Squadron 88 yards
7th 83 Squadron 90 yards
8th 630 Squadron 94 yards
9th 50 Squadron 99 yards
10th 463 Squadron 101 yards
11th 106 Squadron 103 yards
12th 57 Squadron 109 yards
13th 61 Squadron 119 yards
14th 467 Squadron 128 yards
[Underlined] CONVERSION UNIT COMPETITION [/underlined]
1st 1661 Con. Unit 56 yards
2nd 1660 Con. Unit 67 yards
3rd 1654 Con. Unit 76 yards
4th 5 L.F.S. 151 yards
Congratulations 1661 Con. Unit!!!!
[Underlined] BOMBING LADDER [/underlined]
617 and 627 Squadrons maintain a bombing “ladder”; top positions this month are as follows:-
[Underlined] 617 Squadron 627 Squadron [/underlined]
1st F/LT KEARNS & CREW F/LT BARTLEY
2nd F/O DUFFY & CREW F/LT DEVIGNE
3rd F/O KELL & CREW F/LT GRAY
[Underlined] BIGCHIEF COMPETITION [/underlined]
1st A/CDR. POPE (H.Q. No.52 Base) 114 yards
2nd G/CAPT. WEIR (R.A.F. Stn. Fiskerton) 116 yards
[Underlined] ?? BOMBING QUIZ ?? [/underlined]
1. What check must you make if bomb firing switch cannot be removed from stowage, with bomb doors open?
2. What is the difference between “George” pressure and Pescopump suction as applied to the Mk. XIV Bombsight?
3. What bombing errors would you expect is the suction was low at the Mark XIV Sighting Head?
4. What Mk. XIV settings are necessary for a “Wanganui” attack?
THE LORD CAMROSE
[Crest]
BOMBING TROPHY
A silver model of a 12,000 lb. bomb has been presented to the Group by Lord Camrose. The A.O.C. has decided to award this trophy to the Squadron with the most accurate High Level bombing results, calculated on the results obtained with the Mk. XIV Bombsight between the 1st January and 30th June, 1944.
No. 50 Squadron, R.A.F. Station, Skellingthorpe, have achieved the best average error over this period and the A.O.C. will present them with the trophy as soon as possible.
The bombing trophy will be held for a period of 3 months and the next award will be announced on the results obtained between 1st July and 30th September, 1944.
The final figures for the first 6 months of the year are as follows:-
[Table of Average Crew Error by Squadron]
That line [drawing]
will cost you
a donation
to the
PARCELS FUND
5 GROUP NEWS. NO.24. JULY, 1944. PAGE 12.
[Page break]
PHOTOGRAPHY
Though failures for the month of July show no overall increase on the month of June, actually photographic failures increased almost 100%. On the whole this was caused by the tape join on composite colour film failing to pass round the guide roller on the ‘receive side’ of the magazine, and condensation of moisture which deposits itself inside the lens front component, on the rear lens surface, or under the glass register plate during certain conditions of temperature and humidity.
The former of these two failures should be relatively easy to overcome. A thorough testing of all film magazines under power using a composite film should reveal those which will cause film stoppage. A film magazine has been sectioned and it was found that the metal of the outside casing increases in thickness towards the closed end leaving insufficient clearance for the thickness of two films and the tape. The cure for this is to request the C.T.O. to arrange for the clearance to be increased by ‘routing’ out some of the metal.
Moisture condensation has been one of the most persistent causes of photographic failures during both night and day operations, unfortunately a cure has not yet been found for cameras installed in Lancaster aircraft. Trials are being carried out, however, and much can be done by efficient maintenance. Particular care must be taken to avoid the dampness in camera muffs when these are in use.
It is evident that many defective camera units are being exchanged without N.C.O.’s reporting the defect. There is no hope of any remedial action unless failures are reported in the proper manner. Form 1022 action may appear to be a useless waste of paper, but if used intelligently and completed with all the essential information, Air Ministry will take all appropriate action to rectify manufacturing and design defects. This is particularly important because the F.24 camera is now being replaced by the American version, the K.24.
It is again necessary to remind all photographers of the importance of producing photographic results with the utmost speed, without sacrificing photographic efficiency. Photographic N.C.O.’s are to re-examine their internal organisation with the object of producing better results in less time. Where section personnel are overstaffed, this must be regarded as a temporary state, personnel surpluses are bound to be absorbed at short notice, and no replacements will be available. The volume of photographic work being produced in photographic sections has increased enormously and no operational section should complain of lack of work or variety, but the peak has not yet been reached. Increased efforts on the part of all photographic personnel will be necessary as the photographic equipment used during operations increases.
ANALYSIS OF NIGHT PHOTOGRAPHY
[Table showing Photography Statistics - Night and Day, showing Attempts and Failures by Squadron]
LINK TRAINER
[Table of Link Trainer Sessions by Squadron]
For the second month is succession there was an increase in Link Trainer Times throughout the Group, but there is still room for improvement. Special attention is again drawn to the 5 Group Link Trainer Syllabus with emphasis on those exercises with the artificial horizon and directional Gyro blanked off. Pilots should also take advantage of the Corkscrew Exercise to polish up their corkscrew procedure for the present drive on gunnery.
5 GROUP NEWS. NO.24. JULY, 1944. PAGE 13
[Page break]
GUNNERY
[Underlined] CATEGORISATION OF AIR GUNNERS [/underlined]
Instructions have now been issued to Squadrons and Units to categorise all Air Gunners immediately. Gunners arriving from O. T. U. ‘s are to be categorised at Aircrew Training School and will be re-categorised at Conversion Units before proceeding to a Squadron. Squadron Gunnery Leaders will, in the future, know the capabilities of new arrivals from their categories and will be able to concentrate immediately on training the backward gunners to a higher standard and improved category. Gunners holding the higher categories will be tested and reassessed after 10 and 20 sorties, but those with the lower categories will be required to have a test every two weeks until they have graduated to a higher category. Base Gunnery Leaders are responsible for the categorisation of Gunners in Squadrons within their respective Bases, and a big improvement in the standard of Gunnery throughout the Group is anticipated.
[Underlined] OPERATIONS – COMBATS [/underlined]
As was to be expected, the Hun reacted to our continuous raids in France and the Low Countries by bringing down his night fighter Squadrons from Germany. This has resulted in increased numbers of combats on those operations where he has been successful in intercepting the stream. The large number of 57 combats tool place on the night 28/29th July, when Stuttgart was attacked. Visibility was good above 10/10ths cloud and the Group claimed 13 destroyed and 1 damaged. Other good nights were 4/5th with 36 combats, 6 enemy aircraft being claimed destroyed and 3 damaged, and 18/19th when 4 enemy aircraft were claimed destroyed. A total of 27 enemy aircraft were claimed as destroyed during the month, which is over 10% of the combats. This is a big improvement on previous months and to keep it up, at the expense of Hun Night Fighter’s morale gunners must be 100% efficient in all departments and use their sights correctly during combats.
Successes have been achieved by those gunners who have used their equipment to the full and who are also alert and efficient in their search procedure. Particular mention should be made of F/O McIntosh and P/O Sutherland of 207 Squadron, who have followed up their achievement of last month of 3 enemy aircraft destroyed in one night, with a further 2 enemy aircraft claimed destroyed during July. With the Mark IIIN sight now installed in turrets, gunners must get used to watching tracer and target through the sight, and this can only be achieved by practice. Hose piping with tracer has very rarely, if ever, been successful and will never be effective. Casualties among the enemy night fighter personnel must affect their efficiency and morale, and if we can be sure that each combat will result in a destroyed or damaged Hun, this end will be attained. “The few” do it regularly each month, so it is up to the remainder to follow their excellent example.
[Underlined] GUNNERY LEADERS’ MOVEMENTS [/underlined]
61 Squadron – F/Lt Glover
50 Squadron – F/Lt Mills
5 L. F. S. – F/Lt Crawford
THIS MONTH’S BAG [Cartoon]
[Underlined] DESTROYED [/underlined]
Sqdn A/C letter Date Type of E/A.
97 “L” 4/5 July ME.41o [sic] (c)
61 “Y” 4/5 July JU. 88 (c)
617 “A” 4/5 July JU. 88 (c)
207 “F” 4/5 July ME.109 (c)
9 “L” 4/5 July ME.210 (c)
630 “T” 4/5 July DO.217 (c)
57 “E” 6/7 July ME.210 (c)
83 “D” 7/8 July S/E (c)
207 “M” 12/13 July ME.109 (c)
61 “N” 18/19 July U/I (c)
57 “B” 18/19 July ME.109 (c)
630 “N” 19 July U/I (c)
106 “Z” 20/21 July T/E
44 “Q” 24/25 July S/E
83 “L” 24/25 July JU. 88
50 “R” 25 July ME.109 (c)
207 “L” 26/27 July ME.410
9 “W” 28/29 July ME.110 (c)
49 “P” 28 July FW.190 (c)
49 “U” 28 July JU. 88 (c)
207 “M” 28/29 July JU. 88 (c)
207 “K” 28/29 July JU. 88 JU. 88 ME.109
619 “X” 28/29 July JU. 88
463 “H” 28/29 July ME.410
463 “D” 28/29 July ME.109
207 “U” 28/29 July JU. 88 1 Flying Bomb
[Underlined] PROBABLY DESTROYED [/underlined]
9 “N” 4/5 July ME.110 (c)
57 “R” 12/13 July JU. 88 (c)
44 “F” 14/15 July ME.109 (c)
57 “O” 18/19 July JU. 88 (c)
61 “N” 18/19 July JU. 88 (c)
[Underlined] DAMAGED [/underlined]
630 “V” 4/5 July JU. 88 (c)
630 “Y” 4/5 July JU. 88 (c)
630 “Q” 4/5 July JU. 88 (c)
9 “Z” 7/8 July JU. 88
467 “C” 7 July ME.210 (c)
463 “A” 25 July ME.109
207 “Z” 25/26 July ME.410 (c)
49 “F” 28 July JU. 88 (c)
106 “C” 28/29 July JU. 88 (c)
207 “X” 28/29 July JU. 88 (c)
Claims annotated (c) have been confirmed by Headquarters, Bomber Command.
[Underlined] SUMMARY OF COMBATS [/underlined]
No. of Combats 207
E/A Destroyed 28
E/A Probably Destroyed 5
E/A Damaged 10
AIR TRAINING CARRIED OUT IN CONVERSION UNITS AND SQUADRONS DURING JULY.
[Table of Fighter Affiliation Exercises by Squadron]
FIGHTER AFFILIATION GRAND TOTAL = 1774
[Underlined] ODD JOTTINGS [/underlined]
Flash trainers are now installed at each Station and training is going ahead. Emphasis should be laid on the training for quickening of mental reaction rather than a further means of teaching aircraft recognition. Instructions for the use of the Flash Trainer have been issued by Bomber Command and these must be adhered to.
Skeet ranges have been erected now on the majority of Stations and training should commence immediately in liaison with the P.F.O.
A ‘back-type’ parachute is now on trial in the Group. Reports as to it’s [sic] suitability are awaited and will be made known in due course.
F/Lt. Jones, Sighting Adviser to Bomber Command, visited Swinderby and lectured on the “Pictorial Strip” Method of Assessing Cine-Gyro films. Instructions will be issued in the near future.
Squadron Gunnery Leaders should refer to A.M.O. N.978/43 and demand necessary number of Spectacles Mk.VIII Anti-glare for their Squadron gunners. These spectacles should be worn at times when glare conditions exist. The stores section and reference numbers are:-
22C/961 Medium A.
22C/962 Large A.
5 GROUP NEWS. NO.24. JULY, 1944. PAGE 14
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OPERATIONS
[Underlined] ST. LEU D’ESSERENT 4/5TH JULY [/underlined]
[Underlined] Master Bomber: W/Cdr. Cheshire [/underlined]
The first operation of the month was an attack on the flying bomb storage depot at St. Leu D’Esserent, North East of Paris, on the West bank of the river Oise. 229 aircraft from the Group were detailed.
MARKING The target was identified by the Marker Force, but the markers fell mainly in a direction North East to South East of the aiming point.
RESULTS An accurate concentration of bombs fell round the markers, but photographic cover from P.R.U. showed that the M.P.I. of this concentration was some 400 yards slightly north east of the aiming point, and on the eastern side of the river. Heavy damage was done to the railway yards adjoining. No. 617 Squadron took part in the operation and were allocated a separate aiming point.
CONTROL Several “snags” occurred in the control of this operation:-
(i) The Master Bomber experienced trouble with his VHF set, and he was unable to pass instructions either to No. 617 Squadron or to the main force, W/T links or flare force.
(ii) the Deputy Controller, hearing no instructions from the Master Bomber, issued orders for the 617 Squadron attack, but failed to establish contact with the W/T link aircraft of the main force.
(iii) W/T link No. 1 was damaged by a fighter and had to return to Base. He passed the message “Returning to base” to W/T link II; this was sent in plain language and resulted in a few aircraft of the main force returning to base. The message he should have sent should merely have been “take over”; this could not have caused any mis-understanding. W/T Link II then took over control of the attack, and no further difficulties were experienced.
[Underlined] ST. LEU D’ESSERENT 7/8th JULY [/underlined]
[Underlined] Master Bomber W/Cdr. Porter [/underlined]
225 Aircraft from the Group were detailed to make a second attack on this target which was to be marked by Oboe aircraft of P.F.F. and by No. 54 Base.
MARKING The marking was opened by Oboe, the second marker falling on the marking point. The flare force then came in, dropping their flares accurately over the target area. In the light of these, the marking point was identified by a 54 Base marker, who dropped 2 red spot fires which were assessed by the marker leader as 100 yards South of the Aiming Point. Night photographs show them to have been 247° - 185 yards. The Marker Leader then called upon the remaining Mosquitos to back up and drop their markers 100 yards North of the red spot fires. The Master Bomber then called in the main force to bomb, and an accurate concentration of bombs was reported to have developed round the markers, which were further backed up by Red T.I.’s.
RESULTS P.R.U. photographs show that the Northern Central, and Southern tunnel entrances were severely hit, and that considerable damage was done to the railway supplying the site, and also to the main railway lines. At least one aircrew bombed before the time ordered for the main force to attack, and before the Master Bomber gave the order to attack. This endangered the Mosquito Aircraft and prevented full backing up being carried out. It cannot be too strongly emphasised that the success of a controlled attack upon small targets depends on rigid adherence by all crews to the Standing Instructions laid down, and to compliance with instructions issued by the Master Bomber or his deputy.
CONTROL W/T was very good. VHF R/T suffered interference, through a fault in the intercommunications system in the Master Bomber’s aircraft.
[Underlined] CULMONT/CHALINDREY 13/14TH JULY [/underlined]
[Underlined] Master Bomber: W/Cdr. Porter [/underlined]
157 aircraft were detailed to attack the railway junction and repair depot. The attack took place in conditions of no cloud and good visibility. There were two aiming point, Eastern and Western, and the attack on each was scheduled to open simultaneously. One marking point was chosen, bombing to be carried out by the vector method.
MARKING Flare illumination was punctual and accurate. Owing to a fault in the Master Bomber’s No.1 V.H.F. set, the deputy controller temporarily took over the direction of the attack. The latter gave orders for the attack on the Western aiming point to commence, and this went ahead according to plan. Some six minutes later, the Master Bomber had changed to his alternative V.H.F. set, and took charge of the attack on the Eastern aiming point. This was then completed without further breakdown of the communications.
RESULTS Windfinding was good on this operation, and the correct vector was passed for both the East and West aiming point. P.R.U. photographs reveal a very heavy concentration of craters all over the area od the locomotive sheds, and many locomotives were damaged. The lines are obliterated by craters in this area. The rail junctions east of the sheds is severed in many places. The construction of lines at the South end of the target and all other lines leading to the South West have been cut in many places.
CONTROL W/T control was excellent on both aiming points. VHF R/T very good, after the Master Bomber had changed to his stand-by set.
[Underlined] VILLENEUVE ST. GEORGES (RAILWAY YARDS) 14/15TH JULY [/underlined]
[Underlined] Master Bomber: W/Cdr. Jeudwine [/underlined]
118 aircraft from all Bases were detailed to attack the Railway marshalling Yards South of Paris, the marking to be carried out by Oboe aircraft of the P.F.F. and by 54 Base.
The weather was clear at first, but thin cloud drifted over during the attack, giving 5/10ths cover at about 7,000 feet at the time of the attack.
MARKING The Oboe markers were placed in the marshalling yards, one to the N.W. of the aiming point and two to the East. The first flares lit up the aiming point and Mosquitos dropped two red spot fires. Some bombs were dropped on the red spot fires but the Master Bomber considered that more marking was required, and ordered bombing to cease. More flares were called for, and by their aid Mosquito backers-up dropped two more red spot fires and a green T. I. The Master Bomber added one 1,000 lb red and one green T. I., and having assessed the marking as accurate gave the order to bomb the concentration of red and green markers. Towards the end of the attack, there was a slight spread towards the northern end of the marshalling yards.
CONTROL W/T communication on this raid was entirely satisfactory. A small percentage of aircraft complained of interference on V.H.F.
RESULTS P.R.U. cover shows that the main weight of the attack fell on the extreme Eastern edge of the sorting sidings, spreading across the fields to the East, but heavy damage was caused to tracks and rolling stock in these sidings, and the Eastern through lines Paris – Dijon were cut.
[Underlined] NEVERS (RAILWAY JUNCTION AND LOCOMOTIVE DEPOT) 15/16TH JULY [/underlined]
[Underlined] Master Bomber: W/Cdr. Porter [/underlined]
109 aircraft from all Bases were ordered to attack the railway junction and locomotive depot at Nevers. The flare and marker forces were provided by No. 54 Base.
MARKING Flares were dropped over the target area on time, and a 1,000 lb green T.I. was dropped in the correct position as a datum point. A hold up in the marking occurred in the early stages, as the marker leader inadvertently released his two red spot fires in the early part of his dive and they fell some 500 yards short, and North of the aiming point. These were subsequently cancelled by a yellow T.I. The aiming point was re-marked with two more red spot fires, which were assessed as having fallen along the axis of the railway lines. The main forces were ordered by the Master Bomber to bomb the red spot fires. Bombing developed, and the concentration, in the estimation of the Master Bomber, was some 150 yards West of the target. He therefore sent out a vector to bring the remaining bombs back to the aiming point.
CONTROL Control on both W/T and VHF R/T was satisfactory. Wind-finding was good, and the vector issued by the Master Bomber correct.
RESULTS P. R. U. photographs show a very heavy concentration of craters from the junction right through the marshalling yards to their southern extremity by the main station. This concentration is so intense at a centre about 450 yards south of the junction, that all lines and rolling stock have been obliterated. The road bridge over the yard has been damaged but
5 GROUP NEWS. NO.24. JULY, 1944 PAGE 15
[Page break]
OPERATIONS (CONTINUED)
not severed and the workshops to the East side of the yard have been severely damaged. On this occasion, the Group carried a load of 100% delayed action bombs. 25% of the bombs were fused L.D. 6 – 144 hours, and the remainder 1/2 hour or 1 hour delay. To enable the Master Bomber, and the crews themselves, to have some indication where the sticks were dropping, all aircraft carried one tail trace attachment in their load.
[Underlined] CAEN – DAY 18TH JULY [/underlined]
[Underlined] Master Bomber: P.F.F. and 54 Base (W/Cdr. Jeudwine) [/underlined]
203 aircraft from the Group were detailed to attack special targets in the Caen area, in direct support of our troops in Normandy. The attack was designed to eliminate certain enemy strong points and concentrations of armour, to enable tour troops to occupy the Suburbs of Caen and the East bank of the Orne and to make a break through into the open country South east of the town. Aircraft from other Bomber Command Groups also took part in this operation, and some 5,000 tons of bombs were dropped. Two areas were allotted to No. 5 Group.
MARKING Marking was carried out by Oboe aircraft of P.F.F. and the attack was controlled by a Master Bomber also supplied by the P.F.F. The markers were accurately placed, and the attack on both areas was carried out according to plan.
CONTROL The directions of the Master Bomber were clearly heard by all crews.
RESULTS Eye witnesses on the ground testify to the accuracy of the bombing, and no reports have been received of any bombs having been dropped in the sectors occupied by our own troops. All crews will know of General Montgomery’s acknowledgement of the success of this attack, which enabled the Allied Forces to attain their immediate objectives.
[Underlined] REVIGNY (MARSHALLING YARDS) 18/19TH JULY [/underlined]
[Underlined] Master Bomber: W/Cdr. Jeudwine [/underlined]
116 aircraft from the Group were detailed to attack the Marshalling Yards at Revigny, the marking to be carried out by No.54 Base.
MARKING One 1,000 lb Red T.I. was dropped by the marker leader, which was assessed as 50 yards 050° from the aiming point. Night photographs show this assessment to have been correct. The Master Bomber then gave the order for the Main Force to bomb the Red T.I. In the early stages of bombing a very large explosion occurred some 300 yards from the aiming point, followed by fires and smoke which obscured the Red T.I. The Master Bomber gave the order for the fires to be attacked, but during an orbit he once again saw the Red T.I. burning on the ground, countermanded his second order and issued further instructions to continue bombing the T.I. No further instructions were issued until the “Cease bombing” signal was given.
An examination of the bomb craters shown in P.R.U. photographs, gives the approximate mean point of impact of the bombs as 350 yards 100° from the aiming point. The wind velocity broadcast for the use of the main force was 120° 17 m.p.h., whereas an analysis of all winds found shows the average to have been 240° 05 m.p.h. Two facts are clear:-
(a) The marker stated to be on the railway attracted practically no bombs.
(b) The wind was very light and variable, but was not strong enough to displace the M.P.I. by some 350 yards.
A study of all the raid reports indicates that the majority of crews bombed on a red marker; in many cases this was reported to be faint. A few crews also mention the presence of a green T.I. none of which were in fact dropped, and some reported having bombed fires, on the Master Bomber’s instructions. The experienced crews of No. 627 Squadron reported a terrific explosion which was corroborated by most of the main force crews. In addition there are reports of aircraft seen burning in the vicinity of the red marker.
RESULTS P.R.U. photographs show a building about 200 yards South East of the aiming point, which not only received a hit or hits, but also appears to have blown up and to have been damaged by fire. It is highly probable that this attracted the attention, and was probably the aiming point of some bomb aimers. It seems fairly clear from the plot examined that the majority of crews did in fact bomb something which was about 200 yards South East of the aiming point and this would account for some of the vector error. Only a few sticks of bombs have actually straddled the railway lines themselves.
CONTROL W/T Control was excellent; VHF R/T satisfactory.
[Underlined] THIVERNY (FLYING BOMB STORAGE) EVENING 19TH JULY [/underlined]
[Master Bomber: S/Ldr Owen [/underlined]
The chalk cliffs and caves at Thiverny, North of Paris, known to be a site for the storage of flying bombs, were the target for 106 aircraft of the Group in the evening of July 19th. The main marking was to be carried out by Oboe aircraft of the P.F.F. backed up if necessary by markers of 54 Base.
MARKING The initial Oboe marking was late and a 54 Base marker dropped 4 red T.I’s. These, however, fell some 500 yards short and the Master Bomber gave orders for these to be attacked, with a 500 yards overshoot. Some Yellow Oboe T.I’s were then dropped and fell on the aiming point, and the Master Bomber immediately gave orders for these to be attacked. The bombing was somewhat scattered, and did not approach the standard achieved during our night attacks on tactical targets.
RESULTS P.R.U. cover, nevertheless, shows the target area liberally plastered with bomb craters, and considerable damage was also caused to the railway yards adjoining, and supplying the storage site. There is, however, no subsidence of earth into the caves, and the entrances are not blocked, though the main road to Creil is blocked by craters.
This was the second large-scale daylight attack within two days, but it involved a much deeper penetration into enemy occupied territory than the daylight attack on the Caen area.
The necessity for maintaining as compact a formation as possible was stressed at briefing, and this was in fact achieved on the route to the target. However, late marking caused aircraft to orbit, and thus split up the formation on the return route.
A general directive on tactics to be employed by a night bomber force when employed on daylight operations has been received from H.Q.B.C. and passed to Bases, but these may have to be modified in the light of experience.
Bases have been asked to submit comments, proposals and suggestions on daylight tactics to this Headquarters and any points which may call for immediate action will be dealt with during the Flight Planning for any particular operation.
CONTROL W/T control satisfactory. Master Bomber’s VHF was technically serviceable, but suffered from much interference. He gave instructions to change to the alternative channel but only part of the main force received the order.
[Underlined] COURTRAI (MARSHALLING YARDS) 20/21st JULY [/underlined]
[Underlined] Master Bomber: W/Cdr Porter [/underlined]
The marshalling yards at Courtrai were the target for 198 aircraft of the Group on the night of July 20/21st., and the attack took place in good weather, no cloud, slight haze but visibility generally good.
MARKING The marking was to be carried out by Oboe aircraft of P.F.F. and by markers of No. 54 Base.
The first Oboe was dropped accurately. Flares followed; these were close to the town of Courtrai, but nevertheless the target was identified and the aiming point marked with a green T.I. assessed at 100 yards 230° by the Marker Leader, and confirmed by the Master Bomber. Actual positions could not be plotted from night photographs. Mosquitos were ordered to back up, and further Green T.I’s. were dropped, and these covered the length of the Marshalling Yards. The Master Bomber then ordered bombing on the Green T.I.’s. A large explosion occurred shortly afterwards and smoke resulting from this tended to obscure the markers. The Master Bomber at this stage ordered bombing to cease, to enable backers-up to drop further markers; more Green T.I’s were accurately placed, and bombing was resumed, until the Master Bomber gave the “Cease bombing” signal.
CONTROL W/T control excellent. V.H.F. generally satisfactory, but about 15% of main force complained of excessively loud VHF signals which interfered with their intercommunication. Action has been taken to eliminate trouble from this source.
RESULTS P.R.U. cover shows that very severe damage was done to the marshalling yards on this attack. Locomotive and repair shops were partially destroyed, also much rolling stock and over at least half of the target areas, the configuration of the tracks has been obliterated.
[Underlined] KIEL – 23/24th JULY [/underlined]
Kiel was the target for 100 Lancasters of the Group while six aircraft were detailed to
(Continued on page 17, col. 1)
5 GROUP NEWS. NO.24. JULY, 1944. PAGE 16
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FLYING CONTROL
[Underlined] QUARTERLY COMPETITION. [/underlined]
Congratulations to Skellingthorpe who have been selected as being the most efficient station in the Group from the Flying Control aspect. During the quarter’s survey of flying control for this competition features of interest have been noted at several station. Below are examples of initiative shown.
[Underlined] Syerston. [/underlined]
An indicator panel which is electrically operated from the control panel has been installed. The insertion of the aircraft pin causes a light to show on the indicator panel in the aircraft’s position.
[Underlined] East Kirkby and Coningsby. [/underlined]
An illuminated indicator panel showing wind direction, runway in use, perimeter track and dispersals, has been installed in the Control Room.
[Underlined] Bardney. [/underlined]
A very thorough job has been made of the daylight letters at this station by building them in shallow concrete.
[Underlined] Spilsby. [/underlined]
Experiments are being carried out at this station with the Stud ‘B’ control transferred to the roof of the Watch Office. From this vantage point the control officer commands a view of the entire circuit and by marrying R/T and visual information of the position of aircraft on the circuit the control officer can assist in aircraft spacing.
General initiative has been shown on all stations and the effort put in by flying control staffs in internal decoration is to be commended. Inter-station visits can help considerably. So get to know your neighbour’s gadgets and if they are any use to you adapt them to your purpose.
[Underlined] QUICK LANDING. [/underlined]
The Group average is well under the 2 minute mark, though there is a slight increase on the average landing time for June. There are still some stations who are unable to maintain a constant high landing rate and who feel that because they are single squadron stations they cannot expect to attain the figures compatible with those of two squadron stations. Yet all these single squadron stations during the month do put up good figures on one or two nights. With good discipline the landing drill will give low landing times always, and the reason for these discrepancies can only be bad drill either in the air or on the ground.
Some station in the Group find a stop watch very helpful in obtaining even spacing in the circuit. A position (for example “flaps”) is selected and the intervals between aircraft are timed by means of the stop watch. The intervals should be approximately 1 minute, and should this spacing not be maintained then the flying control officer should instruct the aircraft either to delay or close up for the appropriate number of seconds.
One final word about the role of the flying control officer on Stud ‘B’ whose duty it is to assist the aircraft in their spacing around the circuit. Overshoots waste time, are unnecessary and must be reduced to the absolute minimum, and an active “Stud ‘B’ Officer” can do much to achieve this.
[Underlined] JULY LANDING TIMES [/underlined]
[Table of Landing times by Station]
[Page break]
[Blank page]
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OPERATIONS (CONTINUED)
lay mines in Kiel Bay. This was a return to a long range strategic target which took the enemy by surprise. 10/10th strato. cu. cloud covered the target and rendered the searchlights ineffective.
MARKING Crews bombed either Wanganui sky Markers or Red and Green T.I’s which could be seen through the cloud. Marking was carried out by the P.F.F.
RESULTS Results of bombing were not observed but crews reported the glow of fires seen through the cloud, in the target area. Night photographs taken with the bombing show no ground detail, and complete P.R.U. cover has not been obtained hence no assessment of the success of the raid can yet be made.
[Underlined] STUTTGART AND DONGES (24/25th JULY) [/underlined]
[Underlined] Donges Master Bomber: W/Cdr Woodroffe. [/underlined]
Two strategic targets were allocated to this Group for the night of 24/25th July, first the town of Stuttgart, a centre of precision engineering, and second, oil installations and storage tanks at Donges, near St. Nazaire.
100 aircraft took part in the Stuttgart attack. The weather over the target was 9 – 10/10ths cloud, and crews bombed either on Wanganui sky markers or the glow of fires seen through the clouds, as ordered by the Master Bomber who was controlling the attack. Weather conditions made observations of bombing results impossible, and night photographs show no ground detail.
104 aircraft from all Bases were detailed for the attack on Donges, which took place in favourable weather conditions of no cloud but slight haze.
MARKING The target was marked by Oboe aircraft of P.F.F. and by marker aircraft of No. 54 Base. The Oboe markers went down on time, and were assessed as 200 yards from the Aiming Points. A 54 Base Mosquito dropped his Green T.I. in a position which was assessed as 200 yards 120° from the aiming point. Actual position from night photographs 150 yards 152°. The Master Bomber then ordered the remaining Mosquitos to back up the Green T.I. overshooting by 200 yards.
RESULTS Crews reported that a good concentration of bombs fell round the markers, and P.R.U. photographs show that a great deal of damage was done to installations and many oil tanks were totally destroyed. The oil jetty received two direct hits on the railway lines supplying the site.
CONTROL W/T Control was excellent, and VHF R/T best results so far obtained.
[Underlined] ST. CYR (EVENING 25th July) [/underlined]
The military depot and port at St. Cyr was the target for 97 Lancasters of No. 53 Base plus 106 Squadron, in daylight on July 25th. The attack took place below 10/10ths cloud at 12,000 feet in good visibility.
MARKING The target was accurately marked throughout the attack by Oboe markers of the P.F.F., although the majority of bomb aimers were able to identify their individual aiming points and bombed visually.
Full fighter cover was provided throughout the attack. Very few enemy fighters were seen but accurate heavy flak was met with in the target area and as many as 49 aircraft were hit, which represents 52.1% of the total force. One aircraft only is missing from this operation.
RESULTS Crews’ reports were most enthusiastic about the results of this raid, and P.R.U. photographs show that very considerable damage was done, and a heavy concentration of bomb craters covers the whole target area.
CONTROL W/T and VHF R/T both good.
[Underlined] STUTTGART – 25/26th JULY [/underlined]
Stuttgart was raided for the second night in succession, and on this occasion 84 Lancs of 52 and 55 Bases took part. The target was to be marked by the P.F.F., with whom 13 aircraft of No. 97 Squadron operated. Weather conditions over the target were reported as hazy and several layers of thin cloud between 16/22,000 feet.
MARKING The marking was a combination of sky markers and T.I’s, though the majority of crews bombed the ground markers which were seen through the cloud. The marking was reported as somewhat scattered, though in the later stages of the attack crews reported a large fire area, which could still be seen from 30 miles away on the homeward route.
RESULTS Insufficient ground detail appears on the night photographs to enable markers to be plotted, or the accuracy of the attack to be assessed, but crews generally are of the opinion that the attack was more successful than the previous one.
[Underlined] GIVORS – 26/27th JULY [/underlined]
[Underlined] Master Bombers: Northern A/P – W/Cdr Porter
Southern A/P – W/C Woodroffe [/underlined]
The marshalling yards at Givors, a few miles South of Lyons, were the target for 178 aircraft from the Group on this night.
There were two aiming points, the North and South, and the attack on each was under a separate Master Bomber. Marking to be carried out by No. 54 Base. Weather conditions both en route and over the target were most unfavourable, and much cumulus and cu.nimb. cloud, with rain and thunderstorms was encountered. The Mosquito markers experienced serious icing and difficulty with their equipment, and had to return to base.
MARKING The Master Bombers received the winds transmitted by selected windfinding crews according to plan. The Master Bomber (Northern aiming point) was unable to identify his target in the light of the flares dropped by the flare force, and dropped a Wanganui marker on a time and distance run from Lyons; he followed this up by dropping his own reserve flares, but was still unable to locate the target.
The Southern aiming point Master Bomber had succeeded in locating his target, and dropped two Green T.I’s which he assessed as accurately placed, so he ordered the main force to attack them. Actual positions of markers plotted from night photographs from the Southern Aiming Point :- (i) 1,350 yards 007°. (ii) 1,360 yards - 024°. (iii) 2000 yards - 034°. They were soon obscured, so the Master Bomber stopped the bombing while he dropped four more Green T.I’s and having assessed them ordered the main force to start bombing again on a heading of 345°, undershooting by 5 seconds. At this point the Northern Aiming Point Master Bomber, still unable to identify his target, ordered his force to bomb the Green T.I’s with similar instructions.
RESULTS P. R. U. photographs show that in spite of the most unfavourable weather conditions some damage was caused in both targets. Both round houses in the Marshalling Yards have been damaged, and there are about seventeen hits affecting the tracks between the yards and the railway junction.
CONTROL VHF R/T and W/T control were both very good, in spite of unusually heavy static interference.
[Underlined] STUTTGART – 28/29th JULY [/underlined]
Stuttgart was attacked for the third time within a week on the night of July 28/29th. 176 aircraft from the Group took part in this attack. Well broken cloud was met over the channel en route, and this increased to 9/10 strato cumulus, with tops about 8,000 feet over the target; visibility was good.
MARKING P.F.F. marking consisted of Green T.I’s and sky markers. The majority of crews bombed the Green T.I’s which could be clearly seen through the thin layer of cloud. Owing to cloud cover the accuracy of the markers and the success of the attack could not be assessed. Defences were reported to have been much stronger than on the two previous raids, but once again no trouble was experienced from searchlights. Many fires, the glow of which could be seen through the cloud, were left burning, and these could be seen 50 miles away on the return journey.
RESULTS P.R.U. cover now shows that about 300 acres in the centre of the city have been devastated in these three raids, and very considerable damage has also been caused in the Eastern part of the city.
[Underlined] CAHAGNES (NORMANDY) DAY 30th JULY [/underlined]
106 aircraft from the Group were assigned a special task in support of military operations in Normandy, the attack to take place at 08.00 hours.
Weather en route was 8 – 10/10th strato. cu. tops 4/5,000 feet, which broke to little or none over the channel, but re-formed a few miles North of the French Coast. At the target there was 9 – 10/10ths cloud, tops 5,000 feet and base 2,000 feet. These conditions rendered precision bombing impossible, and orders were given for the force to return to base.
[Underlined] JOIGNY LAROCHE, RILLY LA MONTAGNE DAY 31st JULY [/underlined]
[Underlined] Master Bomber:- W/Cdr Porter [/underlined]
The Marshalling Yards at Joigny Laroche and the railway tunnel at Rilly La Montagne near Rheims, were the target for two striking
(Continued on page 18, col.1)
5 GROUP NEWS. NO.24. JULY, 1944. PAGE 17
[Page break]
forces provided by the Group in daylight on 31st July.
Each force was sub-divided into two. One half of the Rilly force to attack the Northern entrance to the tunnel and the railway lines, and the other half the Southern entrance and lines. In the same way the Southern force were split up, half to attack the marshalling yards and half to attack the engine roundhouses.
RESULTS The weather at both targets was clear, with slight haze. At Rilly all crews identified both aiming points visually although a P.F.F. marker was dropped half way between the two tunnel entrances as a marking point. Attacks on both aiming points were reported to be accurate and P.R.U. photographs show damage at both ends of the tunnel, and hits on the railway lines.
At Joigny all crews identified the canal, river, and triangular bridge and railway junction and were able to pick out their respective aiming points. Here again, good bombing concentrations were reported, and substantial damage was caused. This is confirmed by P.R.U. photographs.
CONTROL W/T control on both targets was satisfactory, but VHF control on the Rilly attack was seriously interfered with at one stage by a main force aircraft whose V.H.F. set remained on “transmit”, owing to a technical defect; a great deal of unnecessary chatter was heard by all other main force aircraft, but fortunately the offender changed frequency before the target was reached. VHF control on Joigny Laroche was satisfactory. In order to prevent the control of an attack being jeopardised in future, by aircraft VHF sets being left on “transmit” either through carelessness or through some technical defect, orders have been given for the “transmit” crystals in all main force aircraft to be removed pending the introduction of a modification whereby the transmit crystal can be isolated.
[Underlined] SPECIAL ATTACKS MADE BY 617 SQUADRON MARQUISE MIMOYECQUES – DAY 6th JULY [/underlined]
[Underlined] Master Bomber:- W/Cdr Porter [/underlined]
This target, an installation believed to be connected with the enemy’s long range rocket projectile, was attacked in daylight by 17 aircraft of No. 617 Squadron in good weather conditions.
MARKING The Master Bomber marked the target with 2 Red Spot Fires, one of which was a direct hit on the aiming point, the second dropping immediately to the West. Fourteen aircraft attacked: two crews brought their bombs back, because they were unable to identify the aiming point, and one crew did not drop their bomb as the bombsight became unserviceable.
RESULTS P.R.U. photographs taken after the arrack, later in the day, show 11 craters within 250 yards of the aiming point, including one direct hit and two near misses.
CONTROL Control of this attack by VHF, and W/T was satisfactory.
(Continued on page 19, col. 3)
It is proposed in future to give some details in the V Group News about 5 Group precision bombing patterns. After each attack the P.R.U. cover is examined by O.R.S., 5 Group, who construct a crater plot, which in conjunction with the marker plot prepared from night photographs shows the success of the attack.
Bombs dropped can be divided into two classes:-
(a) those which are aimed at the markers or aiming point.
(b) those which are loose, i.e. ought never to have been dropped.
The purpose of the O.R.S. analysis is to determine:-
(i) The proportion of loose bombs.
(ii) The spread of the aimed bombs around the M. P. I., that is to discover the size of the 5 Group bombing pattern.
(iii) The distance of the Marker chosen as the point of aim from the target to be destroyed, and the distance of the mean point of impact of the bomb pattern from the marker.
The results of these three calculations determine the success of the attack, and permit the Air Staff to calculate the number of bombs which must in future be despatched to destroy a given target.
For the purpose of the V Group Monthly News the results of these three calculations for each attack will be shown as follows:-
(i) Percentage of loose bombs.
(ii) Estimate of the radius of the circle containing half the bombs.
(iii) The distance of the M.P.I. of the aimed bombs from the aiming point. That is made up of two components, the error with which the point of aim us indicated, and the systematic error of aiming by the bomb aimers.
It is not always possible to provide such a complete picture for each attack; because sometimes clouds spoil the P.R.U. cover or make the plotting of markers impossible. On some occasions it is not practicable even to separate with accuracy the 5 Group bomb craters on the P.R.U. cover, from those produced by previous attacks of other Groups or Commands. It is, therefore, proposed to issue each month a table giving the results of those attacks which have so far been analysed. The table appended gives some of the results for April, May, June and July respectively. It has been impossible to include all the results for each month in the present table; but as additional calculations are made fresh results will be issued in subsequent monthly summaries.
[Table of Bombing Pattern Results by Date]
5 GROUP NEWS. NO.24. JULY, 1944. PAGE 18
[Page break]
[Cartoon] SPORTS [Cartoon]
[Underlined] CRICKET [/underlined]
[Underlined] Group Cricket Trophy. [/underlined] July saw the last of the trophy. Syerston and Woodhall, the two section winners, met at Coningsby on a gloriously sunny afternoon. Woodhall batted first and had the best of the wicket, which began to crumble a little later in the game. Warburton opened the Syerston attack and was turning the ball amazingly on so dry a wicket. He bowled throughout the Woodhall innings, and returned the splendid analysis of 7 for 26. Woodhall produced some lively batting, but lost one or two cheap wickets in the opening stages. Stanford hit a brisk 34, which gave them a much needed fillip, and the tail wagged with great vigour, Vaughan hitting a very timely 27 not out. The Woodhall innings produced the respectable total of 123. Warburton opened the Syerston innings, and with only a few runs on the board, Woodhall missed a golden opportunity of running him out. His partner pushed a ball to mid-off and called a single, not counting on the snappy pick-up and throw-in that Stanford produced. Warburton ran his hardest, but had the wicket keeper held the return he would have been yards out. After his escape Warburton batted right through the Syerston innings making 45 not out, a splendid contribution to his side’s total of 87. Tuxford got 4 Syerston wickets for 25 in the dour Woodhall attack. In the absence of the Base Commander, G/Capt. Philpott had the pleasure of presenting Woodhall, his own team, with the Trophy, a very handsome silver bowl. F/O Denning, Coningsby P.F.O., is to be congratulated on his arrangements for the game which had to be completed in rather less than an hour; he has just cause to be proud in seeing another Group Trophy brought home to roost alongside the Matz Cup.
[Underlined] H.Q. 5 GROUP. [/underlined] The Group side managed four games during the month. On the 2nd against 93 M.U. they suffered a 158 – 25 reverse, being well and truly dampened by a rain storm that persisted throughout their innings. For the M.U. Kinder scored 44 and took 7 wickets. On the 18th, Group avenged their defeat by a 83 – 68 win over the M.U. Wigsley defeated the Group side at Morton Hall, scoring 110 for 6 against 31 for 10. F/L Pearcey, for Wigsley, scored 40 and took 5 Group wickets. The last of the month’s games was with Newark Town at Newark. Group fielded their strongest side and won by 152 – 75. Sprawson hit 41 and Todd 37, but the outstanding performance was by S/L Unwin who took 9 wickets for 36, eight of them clean bowled, a welcome return to his old form.
[Underlined] DUNHOLME LODGE [/underlined] played 6 games returning the following outstanding results:-
v Welton Home Guard at Dunholme Welton 27 – 10 Dunholme 99 – 10
v De Aston School at Dunholme De Aston 35 – 10 Dunholme 88 – 10
v No. 7 I.T.C. at Lincoln I.T.C. 135 – 10 Dunholme 163 – 6
v Wickenby at Dunholme Wickenby 32 – 10 Dunholme 108 – 9
v Hemswell at Hemswell Hemswell 165 – 5 Dunholme 85 – 9
v Waddington at Waddington Waddington 72 – 10 Dunholme 81 – 10
The best individual performance was by F/S. Wallin, who hit 85 not out, against Lincoln I.T.C.
The Station Cricket Knock-Out is in full swing, S. H. Q. Sgts. having reached the 2nd round, while 44 Squadron Air Crew Officers beat 44 Squadron Aircrew Sgts. by 2 runs to qualify for the 2nd round.
[Underlined] METHERINGHAM [/underlined] put up a strong fight against Woodhall in the semi-final of the Group Trophy, scoring 67 – 10 against Woodhall’s 73 – 6. At one period, Metheringham had high hopes of winning as Stanford (Woodhall’s Aussie Star) was run out for five, but the Woodhall batting proved too good in the long run.
Two inter-station games were played, Bardney being beaten by 98 – 3 to 44 – 10. The side failed at East Kirkby, scoring 39 against Kirkby’s 90 for 9.
Inter-Squadron and inter-section games produced six matches, in all a busy cricket month.
[Underlined] GENERAL [/underlined]
Any Squadron that ‘fancies its chance’ at Soft Ball is invited to ring Dunholme Lodge and make a date.
The approach of the Winter Sports season is already felt and, taking the ‘pessimistic’ view that even after Berlin some of us will still be in the Mob, negotiations are in progress to obtain official blessing for sufficient transport to run a Soccer League. As soon as a firm basis is reached, a meeting of all P.F.O.’s will be called and arrangements and fixture dates agreed. But irrespective of the establishment of a League, the Matz Soccer Cup, Wines Rugger Cup and 5 Group Hockey Trophy will be fought for, and the dates and arrangements for these Tourneys can best be served by a Group representative gathering.
OPERATIONS (CONTINUED)
[Underlined] WIZERNES – DAY – 17th JULY [/underlined]
[Underlined] Master Bomber:- W/Cdr Tait. [/underlined]
17 Lancasters of No.617 Squadron, of which 16 took off, were detailed to attack the constructional works, believed to be connected with the enemy’s long range rocket projectiles. 1 Mustang and 1 Mosquito were to mark the aiming point.
MARKING The Red T.I’s of both the Mustang and Mosquito fell in the same place, approximately 100 yards N.E. of the concrete dome. The 12,000 lb bombs were dropped from heights varying between 16,600 and 18,600 feet.
RESULTS There were no direct hits on the dome, but P.R.U. photographs show two large craters in the quarry some 30 – 50 yards from the entrance which caused a minor landslide. Three bombs were seen to fall within 70 yards North West of the Aiming Point, and a further four within 50 yards to the South East. Later crews were unable to identify the Aiming Point visually, owing to haze and smoke from the earlier bombs, and aimed their bombs on its estimated position.
CONTROL W/T control on this operation was good, but considerable interference was experienced on VHF believed to be due to enemy jamming.
[Underlined] WIZERNES 20/21st JULY [/underlined]
[Underlined] Master Bomber:- W/Cdr Porter [/underlined]
15 Lancasters and 3 Mosquitos were detailed to attack the rocket site at Wizernes. The target was covered with 8 – 10/10ths low stratus, and the operation was abandoned.
[Underlined] WATTEN – DAY – 25th JULY [/underlined]
[Underlined] Master Bomber:- W/Cdr Woodroffe [/underlined]
Constructional works at Watten, believed to be connected with the enemy’s intended use of long range rocket projectiles, were the target for 16 Lancasters of No. 617 Squadron in daylight on July 25th. The target was to be marked by 1 Mosquito and 1 Mustang.
MARKING Weather in the target area was clear with excellent visibility, and in these conditions the Master Bomber considered that marking was unnecessary and the majority of aircraft bombed on the first run up.
RESULTS A detailed interpretation of the photographic cover of this raid has not yet been received, but three probable hits are shown within the complex. One has removed a portion of the concrete from the roof of the large building on the North side. The others are just North East of the main building and just North of the North East corner. The access facilities on the Eastern side appear to be completely destroyed.
CONTROL No communications difficulties were experienced, either on VHF R/T or W/T.
There are points arising from these attacks which merit special attention. These may be enumerated as follows:-
(a) Minor troubles with V.H.F. sets. These are inherent when aircraft are equipped with new apparatus, and crews are unfamiliar with its operation. Snags
(Continued in col. 2)
are being eliminated one by one, and it is hoped that during August they will be entirely eliminated. Several crews have been guilty of leaving their sets on transmit. Not only has this seriously interfered with the control of the operation, but it has also revealed much unnecessary crew chatter. The remedy for this has been to remove the “transmit” crystals from all main force aircraft.
(ii) [sic] Some crews have been guilty of bombing before H Hour, or before orders to commence have been received from the Master Bomber. Not only does this disobedience of orders display bad crew discipline, but, what is more serious, it endangers the marker aircraft flying at a lower level, and on occasion has prevented successful backing up by the marker force.
(iii) T.I. markers must be released from a height which will allow them to cascade; if they are dropped too low, they will break up when they hit the ground or ricochet for some considerable distance. The minimum should be 700 – 800 feet.
(iv) Bombing by the vector method. This has proved to be very successful, and our attacks carried out by this method at night have proved to be rather more accurate than the direct method.
5 GROUP NEWS. NO.24. JULY, 1944. PAGE 19
[Page break]
TACTICS
[Underlined] NEW FIELDS [/underlined]
Four phases of our bomber offensive have been applied this month, as follows:-
(i) Heavy night attacks on Germany (three Command attacks on Stuttgart and one on Kiel).
(ii) Heavy short range day attacks (combined attack on Caen, 18th July).
(iii) Daylight precision attacks by the Group force.
(iv) Night precision attacks by the Group force.
Opportunities have therefore been provided for studying:-
(i) Enemy night fighter reaction to the resumption of heavy night raids on German cities.
(ii) Enemy day fighter reaction to large and small forces operating over and beyond the battle zone.
(iii) The virtues of day bombing (visually and on markers) compared with normal night precision attacks.
(iv) The best disposition of aircraft (opposed to strict formation flying) for heavy bomber attacks by day.
The night attacks on Germany brought into use a new and extensive countermeasure scheme, designed to outwit the skilful deployment of enemy night fighter defences in Germany. Details of this scheme must remain secret for the time being, but the careful routeing of Bullseyes has been one of the foremost elements of the plan and has frequently delayed the interception of our bombers. On the Kiel attack, the fighters were kept almost completely at bay, which resulted in an exceptionally low loss rate.
Stuttgart, after three heavy attacks, has suffered extensive damage, mainly from fire. It is interesting to note that the last attack (the most successful) depended largely on blind (Wanganui) marking. As a result of new Pathfinder equipment, we hope crews will not have to face tough German fighter opposition in the coming months without the reward of good marking and more successful blind attacks.
It is particularly important that all crews should revise their knowledge of enemy defences and concentrate on achieving perfectly executed combat manoeuvres. Crews who have completed their first sorties on lightly defended occupied targets, must learn the art of getting out of searchlight cones, and, most important, must be on the top line with gunnery, night vision and the technique of interpreting and applying the correct tactics to Monica and Fishpond. With a firm knowledge of what defences to expect and what to do if you are a victim of fighters, flak or searchlights, you can achieve bombing accurately on defended targets equal to that on some of the recent attacks in France.
The heavy attack at dawn on Caen gave us the first opportunity of studying the appearance of a close concentration of 1,000 aircraft. From observations on the trip, it was estimated that the collision and bomb damage risks were exceptionally high, but analysis shows that there were no collisions and only one aircraft in this Group was damaged by falling bombs, and yet all aircraft made a good bombing run and there were no loose sticks outside the target area. One fact was clearly confirmed, however – that any aircraft at night or in the daytime which manoeuvres unnecessarily in the stream is endangering not only its own crew but the rest of the force.
More daylight operations towards the end of the month and at the beginning of August have introduced new problems – the best disposition of aircraft to prevent too much congestion at the target and to provide an effective defence against fighters and flak. It must not be forgotten that a formidable fighter force is still available to the Hun, and although it has not been seen so far in daylight, our forces must be so disposed to be ready to meet heavy fighter opposition.
Daylight concentration requires even more accurate flying than at night. Leaders of each element must keep their speeds and heights accurately. They must appreciate that following aircraft cannot execute tight turns and sudden increases or decreases in speed. Similarly, all aircraft must keep behind the Leaders as briefed, to ensure that the correct distribution of aircraft is achieved at the target.
On the whole, these operations have shown that our heavy bomber force can now be adapted for night and day strategic and tactical bombing with a good measure of success. Even the weather has been beaten by the skilful efforts of the Master Bomber and determination of the crews. The attack at DONGES (Night 24/25th July) was accompanied by thick Cu.Nb. cloud en route which forced some of the Mosquito markers to turn back. In spite of low cloud, lightning, rain and poor visibility at the target, a successful attack was delivered and a large oil storage depot destroyed.
[Underlined] BRIEFING ORDERS [/underlined]
Many instances have been recorded recently of crews failing to follow the Flight Plan. One example is the report of a number of experienced crews who kept low on the return from Wesseling (21/22nd June) as ordered, who observed aircraft being attacked at heights up to 12,000 ft. A great many considerations go into planning these days, and this incident shows that people with their own ideas on how to get to the target and back come up against the very thing that the plan is designed to avoid.
A gross breach of flight discipline was recently reported, when the Group was ordered to keep below 5000 feet for the first leg out to sea. British Radar plotted some of our aircraft at 8-10,000 feet. This, of course, is just inviting the Hun fighters to come out to meet you, and even a few aircraft doing this sort of thing will nullify the effect of the whole countermeasure and spoofing plan.
[Underlined] COMBATS [/underlined]
An examination of this month’s combat reports shows again that you can be attacked and get away with it if you do the right thing. A crew of 9 Squadron was attacked and followed continuously for an hour by an A. I. fighter. The first indication was on Boozer, and the development of the attacks was recorded on Monica. The aircraft was corkscrewing practically the whole time. By keeping to the correct drill this crew outwitted a very persistent and probably experienced night fighter pilot.
A large number of combats are still first made known by the appearance of tracer. A good search and a constant vigil on Monica and Fishpond is the only answer to this at the moment. One of the main faults has been misuse of early warning devices. Several crews have obtained contacts at 2,000 yards and yet have taken no action until the fighter has been seen by gunners at ranges from 500 to 250 yards. The fighter has thus been able to close in with a steady aim and damage the aircraft by opening fire before a corkscrew was commenced, or at the moment of starting it. Early warning devices have been fitted to ensure early action (i.e. corkscrew at 750 yards and do not wait for a visual). People who do the right thing may still be fired at, but the fighter is put off and the tracer passes over the fuselage instead of through it.
At least two captains have reported that after persistent attacks from enemy fighters they dived their aircraft away from the fighter in a manner to indicate that their aircraft was out of control. The foundation for these ideas is completely discounted by the experience of fighter pilots. The enemy is rarely deceived, and nothing is more dangerous than to manoeuvre in this way. The fighter is only too pleased to find an opportunity of diving after the bomber, completing his work and claiming a confirmed victory. Flames coming from an engine prompted one of the pilots to dive away. Diving to put out a fire is fatal, as more heat is generated in the engine and the added draught will assist the flames to spread. In addition, an already weakened structure will possibly be strained to breaking point in the dive. Decisions are difficult to make in a tight corner, but tactical manoeuvres have been thought out purposely for the best defence, and continued practice in corkscrew and the correct patter will prevent panic in these awkward moments.
[Underlined] BLACK MAGIC [/underlined]
We know the Hun is clever but, believe it or not, the following extracts are from combat reports of experienced crews:-
“We were attacked by an enemy aircraft which had been shot down.”
“The enemy aircraft was seen to go into a [underlined] swallow [/underlined] dive.”
“The rear gunner continued firing after the rear turret had been feathered.”
5 GROUP NEWS. NO.24. JULY, 1944.
Dublin Core
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Title
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V Group News, July 1944
5 Group News, July 1944
Description
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Five Group Newsletter, number 24, July 1944. Includes a foreword by the Air Officer Commanding, and features about second thoughts for pilots, gardening, war effort, signals, armament, war savings, navigation, radar navigation, navigation training, engineering, training, decorations, a visit to Normandy, accidents, equipment, air sea rescue, recent good shows, aircrew volunteers, air bombing, the Lord Camrose bombing trophy, photography, link trainer, gunnery, operations, flying control, sports, and tactics,
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
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1944-07
Contributor
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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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22 printed sheets
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eng
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Text
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MStephensonS1833673-160205-28
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
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Belgium
France
Germany
Great Britain
Atlantic Ocean--Baltic Sea
Atlantic Ocean--English Channel
Belgium--Kortrijk
England--Lincolnshire
France--Caen
France--Chalindrey
France--Creil
France--Donges
France--Givors
France--Marne
France--Marquise
France--Migennes
France--Mimoyecques
France--Nevers
France--Paris
France--Saint-Cyr-sur-Mer
France--Saint-Omer (Pas-de-Calais)
France--Tours
France--Watten
Germany--Kiel
Germany--Stuttgart
Temporal Coverage
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1944-07
1944-07-04
1944-07-05
1944-07-06
1944-07-18
1944-07-30
5 Group
air gunner
air sea rescue
aircrew
bomb aimer
bombing
bombing of the Creil/St Leu d’Esserent V-1 storage areas (4/5 July 1944)
bombing of the Mimoyecques V-3 site (6 July 1944)
Cheshire, Geoffrey Leonard (1917-1992)
Distinguished Flying Cross
Distinguished Flying Medal
Distinguished Service Order
ditching
flight engineer
Gee
H2S
Lancaster
mine laying
navigator
Normandy campaign (6 June – 21 August 1944)
Oboe
pilot
radar
rivalry
searchlight
sport
tactical support for Normandy troops
training
V-2
V-3
V-weapon
wireless operator
-
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Stephenson, Stuart
Stuart Stephenson MBE
S Stephenson
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IBCC Digital Archive
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Stephenson, S
Description
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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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Transcription
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[Drawing]
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9
4
5 GROUP NEWS
No 30 JANUARY
[Boxed] NO EXTRACTS OR QUOTATIONS MAY BE MADE FROM THIS PUBLICATION WITHOUT THE AUTHORITY OF THE GROUP INTELLIGENCE OFFICER, 5 GROUP. COMMUNICATION TO UNAUTHORISED PERSONS IS A BREACH OF THE OFFICIAL SECRETS ACT. COPIES NOT REQUIRED FOR RECORD PURPOSES AFTER CIRCULATION ARE TO BE DESTROYED AS SECRET WASTE IN ACCORDANCE WITH A.M.O. A.411/41. [/boxed]
[Page Break]
[Blank Page]
[Page break]
[Boxed] In our last issue Air Marshal Sir R.A. Cochrane, K.B.E., C.B., A.F.C., bade farewell to the Group after two years of command. As many know, Air Marshal Cochrane left us to take up the appointment of Air Officer Commanding-in-Chief, Transport Command. We wish him every success in his new sphere.
It is unfortunate that his successor, Air Vice Marshal Constantine, C.B.E., D.S.O., is unable to write a Foreword this month. At the time of going to press he is suffering from a bad bout of influenza, and we wish him a speedy recovery. Air Vice Marshal Constantine has come to us from Headquarters, Bomber Command, so we are by no means strangers. In welcoming his to the Group we assure him of our close co-operation and support for the future. [/boxed]
[Page break]
Famous Last Words
[Drawing] Navigator: “Pilot, you are below the safety height for this area”
Pilot: “To hell with that, I’m not going to fly in cloud” [Drawing]
These actually were the last words that this pilot ever spoke. Immediately afterwards, the aircraft struck a hillside, six of the crew being killed. The seventh member, although badly injured, survived to tell the tale. Here is his account.
“It was on the attack on Heilbronn on the night 4/5th December, 1944. The attack was successful and after bombing we set course for position ‘D’ descending in steps as briefed. Just South of Strasbourg the Navigator told the Captain that we were below safety height and the Captain replied that he wanted to get out of cloud. This was the last speech over the intercom., and I have no idea of the height of the aircraft. Immediately after this remark the aircraft hit a hillside. I was thrown out of my turret and landed under the mid-upper turret. I eventually regained consciousness, not knowing how long I had been there or where I was. After calling out the names of the other members of the crew for 15 minutes I decided to sit in the aircraft until daylight owing to inclement weather. Daylight arrived with a heavy fall of snow, but it did allow me to find my boot which I had lost, and with great difficulty, owing to my right arm and left hand being broken, put my boot on and jump out of the aircraft. The aircraft was broken in half, the break being behind the wings. The mid-upper gunner was dead in his turret and the others were 15 – 20 yards from the aircraft. After convincing myself that all were dead I set course SW by the aid of my compass.”
Here is a perfect example of the gross disobedience and stupidity of the Captain being responsible for the death of himself and five other members of the crew. It has happened hundreds of times before and will happen as many times in future, unless YOU guard against it.
The flight plan is issued for your safety. It is the best efforts of the planning staffs to safeguard you from your twon [sic] main hazards – the enemy and the weather.
KNOW. YOUR. FLIGHT. PLAN, AND. STICK. TO. IT.
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
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[Drawing] operations
[Underlined] DORTMUND EMS CANAL – 1st JANUARY. [/underlined]
The stretch of canal at LADBERGEN, newly repaired, was once again attacked, this time in daylight. Force employed – 102 Lancasters and 2 Mosquitos.
[Underlined] PLAN [/underlined] Two Mosquitos of No.54 Base were to mark the aiming point with Red T.I. cascading at 5,000 feet, burning for 12 minutes at H – 4. The leading Lancasters of No.54 Base were also to drop Red T.I. on the aiming point.
[Underlined] AIMING [/underlined] (a) Using the T.I’s as a guide to identification, crews were to aim the centre bomb of the stick at the Western branch of the canal. Care was to be exercised not to overshoot, as the Western branch was the primary objective.
(b) Normal gaggle formation was to be maintained until the Bomb Aimer could see the target. During the bombing run, aircraft on the flanks would automatically converge towards the centre. Immediately after bomb release, flank aircraft were to resume normal gaggle formation. Bombing heights 9,000 – 12,000 feet. Bomb load 14 x 1000lb MC/G.P.
[Underlined] RESULTS [/underlined] The weather at the target was clear, with good visibility, and crews identified the target visually. Once again the bombing was very concentrated, but results could not be assessed on the spot, as a large proportion of delay-action bombs was used. Owing to the frequency with which this target has been attacked, and the vast number of bomb craters, it is impossible accurately to estimate the degree of concentration, but it is apparent that as good a concentration was achieved on this daylight attack as on any of the night attacks.
The Western arm of the canal was breached once more, over a considerable distance, and there is much flooding both to the East and West of the canal.
[Underlined] MITTELAND CANAL – 1/2nd JANUARY [/underlined]
Master Bomber – Wing Commander Smith
Aerial reconnaissance showed that the Germans were making frantic efforts to put this canal back into commission. When repairs were about complete, it was decided to make a further attack on the stretch of the canal at GRAVENHORST, to deny the enemy this important artery of communications. The attack was carried out at night. Force employed – 152 Lancasters and 5 Mosquitos.
[Underlined] PLAN [/underlined] Target to be marked blind by Lancasters with T.I. Green. Flares to be dropped in target area, in the light of which the aiming point was to be marked by Mosquitos with Red T.I. Crews to aim centre bomb of stick at the M.P.I. of the Red T.I. or as directed by the Master Bomber. Bombing heights 9,000 – 12,000 feet.
“V” GROUP NEWS. NO.30. JANUARY, 1945.
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[Underlined] OPERATIONS [/underlined]
[Underlined] RESULTS [/underlined] Weather clear, with good visibility. The blind marking and illumination went according to plan, and a very good concentration of Red T.I. was dropped 150 yards from the aiming point. Once again a very large proportion of delay-action 1,000lb MC/G.P. bombs was used. The attack was an outstanding success, and a tremendous concentration was achieved on and around the aiming point. The canal and its embankments have almost been obliterated, in fact to such an extent that their course in places can hardly be distinguished. Many barges have been destroyed or left stranded. Both this canal and the stretch of the Dortmund Ems canal at LADBERGEN, attacked during the afternoon, are still 100% unserviceable four weeks after the attack.
[Underlined] ROYAN – 4/5th JANUARY [/underlined]
Master Bomber – Wing Commander Smith
A surprise attack was made against the German garrison at Royan, on the French West coast at the mouth of the Gironde. The 5 Group raid was later followed by an attack by No.1 Group.
[Underlined] PLAN [/underlined] A suitable marking point was selected, and the target was divided into seven sectors. One or two Squadrons were allotted to each sector. Bases were to spread their aircraft evenly over the allotted sectors and height bands. Bombing was to be carried out by means of a timed overshoot of the markers. Bombing heights 6,000 – 10,000 feet. Marking and illumination sequence as normal. Bomb load 1 x 4,000lb + max. 500lb MC/G.P.
[Underlined] RESULTS [/underlined] Weather: no cloud, but some ground haze. After some preliminary delay and difficulty with the marking, the Mosquitos succeeded in dropping 2 Red T.I’s 100 yards 220 degrees, and a third Red T.I. 180 yards 190 degrees from the marking point. The main force was then called in to bomb with overshoots as planned, and a good sector attack developed, in spite of some aircraft having to make more than one bombing run.
It is not possible to distinguish on the P.R.U. cover, the 5 Group from the 1 Group attack which followed soon after, but damage is well spread throughout the town, and is severe.
[Underlined] REMARKS [/underlined] The planned T.O.T. was 10 minutes, but investigation reveals that about 80% of all aircraft bombed over a T.O.T. of 5 minutes. This caused a high concentration of aircraft and was chiefly due to the unforeseen and unavoidable hitch in the preliminary marking. The result was that many of the earlier aircraft had to go round again, and some were seen flying on reciprocal courses to the planned bombing headings. The consequent risk of collision may largely have accounted for our loss of six aircraft, as the defences were practically negligible.
[Underlined] HOUFFALIZE – 5/6th JANUARY [/underlined]
Houffalize was an enemy strong point in the Ardennes salient. The aim of this attack was to destroy enemy troops, armour and supplies concentrated in and around the village. Force employed – 131 Lancasters.
[Underlined] PLAN [/underlined] Oboe Mosquitos of No.8 Group were to mark the target with Red T.I. These T.I’s were to be backed up by four Lancasters of No.54 Base dropping Green T.I’s. The main force were to aim the centre bomb of the stick at the Red T.I’s. or failing this, at the M.P.I. of all the Green T.I’s. Bombing heights 9,000 – 12,000 feet. Bomb load 1 x 4,000lb H.C. + max. 500 lb MC/G.P. Crews were warned of the proximity of allied forces, and strict instructions were given that bombs were not to be dropped unless the T.I. Red and/or Green were positively identified.
“V” GROUP NEWS. NO.30. JANUARY, 1945.
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[Underlined] OPERATIONS [/underlined]
[Underlined] RESULTS [/underlined] Weather 8/10ths thin cloud inlayers 4,000/10,000 feet, with good visibility. A good concentration of Red and Green T.I’s was put down on the target, and the Master Bomber ordered the main force to bomb direct as planned. The majority were able to do so, but some 30 aircraft were unable to obtain satisfactory bombing runs on account of the cloud conditions and quite rightly brought their bombs back. Reconnaissance, and later the capture of the village, proved that it was virtually destroyed.
[Underlined] MUNICH – 7/8th JANUARY [/underlined]
Master Bomber – Squadron Leader Stubbs.
Two attacks were made on Munich this night, the first one by 216 aircraft of No.5 Group, and the second by some 370 aircraft of Nos. 1, 6 and 8 Groups.
[Underlined] PLAN [/underlined] Blind markers were to drop T.I. Red on the marking point; these were to be followed by a small number of flares. The accuracy of the Greens was to be assessed by Mosquitos of No.54 Base. This assessment was then to be passed to the Master Bomber, who was to order the backers up to drop Red T.I. in relation to this assessment. The Master Bomber was then to select the most accurate markers, on which to issue his bombing orders. Blind marking with high bursting T.I’s was to be used as an emergency.
Main force crews were to aim the centre bomb of the stick at the most accurate T.I. with delay as ordered. Bombing heights 17,250 – 20,000 feet. Bomb load 1 x 4,000lb + max. 4lb incendiary clusters.
[Underlined] RESULTS [/underlined] Weather: broken medium cloud in early stages of attack. Later clear, with moderate visibility. The Lancasters dropped several Red T.I’s accurately in the target area; Mosquitos then went in dropping Green T.I’s. The most accurate one, some 200 yards North of the marking point, was then backed up on the Master Bomber’s instructions, and the main force ordered to bomb the centre of the Green T.I’s with overshoot as ordered. Crew reports indicate a heavy and successful sector attack, but no photographic cover has yet been obtained to confirm this.
[Underlined] POLITZ – 13/14th JANUARY [/underlined]
Master Bomber: Squadron Leader Benjamin
This was No.5 Group’s second attack on this first priority oil target, and it was confidently expected that, given favourable conditions, amends would be made for the attack which went astray on December 21/22nd, 1944.
[Underlined] PLAN [/underlined] Blind marking, flare illumination and Mosquito visual marking in normal sequence. Skymarking was provided for, should cloud conditions preclude visual marking. A suitable marking point was selected, and crews were to aim the centre bomb of the stick at the markers as directed by the Master Bomber, using a false wind vector to bring the bombs on to the aiming point. Bombing heights 15,500 feet to 17,750 feet. Bomb load 1 x 4,000lb H.C. + max. 500lb G.P.
The Master Bomber was to transmit a false wind vector to the main force at H – 5. The vector was to be calculated on a forecast bombing wind, which would be either confirmed or corrected at H-15 on W/T from 5 Group Headquarters. A vector wind, to be set on the bombsight, was issued to crews before take-off. This was based on forecast winds, and was to be used if the vector bombing wind transmitted by the Master Bomber was not received.
“V” GROUP NEWS. NO.30. JANUARY, 1945.
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[Underlined] OPERATIONS [/underlined]
[Underlined] RESULTS [/underlined] Weather: there was no cloud in the target area, but a smoke screen was in operation. In addition, the snow covered ground made visual identification of the marking point difficult. Proximity T.I. Green were dropped punctually near the target, and flares followed. Several Red T.I. were dropped wide by the Mosquitos, but subsequent ones were more accurate, one 50 yards and 155 degrees and a second 300 yards 290 degrees from the marking points (plotted from night photographs). The accurate markers were backed up, and the main force was ordered to bomb as planned.
Crews reported a good concentration, but an investigation of the winds used for bombing indicated that the attack once again miscarried. A serious mistake was made in the calculation of the false vector, and the wind thus used resulted in the displacement of the M.P.I. of the bombs some 1,000 yards S.E. of the aiming point. This is borne out by plots of strike photographs. The vector wind issued by the Master Bomber was transmitted several minutes late. A fair proportion of crew, those who bombed in the first waves, used the vector wind set on the bombsight before take-off. There is therefore a prospect that a proportion of the weight of the attack fell on the target, but while no P.R.U. cover has yet been obtained, there is sufficient evidence from night photographs and analysis of the winds used, to indicate that this attack may prove to be a disappointing failure.
[Underlined] REMARKS [/underlined] Success against this type of target, now amongst the most heavily defended in Germany, depends to a large extent on initial surprise. The losses incurred on this attack were 2 Lancasters, or 0.9% of the total force, but this low loss rate cannot be expected to continue, if the target has to be revisited several times before success is achieved.
[Underlined] LEUNA – 14/15th JANUARY [/underlined]
Master Bomber: Squadron Leader Stubbs
A force of 219 aircraft was despatched to attack the priority one synthetic oil plant at LEUNA, near Merseburg.
[Underlined] PLAN [/underlined] It was anticipated that the target would be covered by a thin layer of cloud, and therefore, in addition to the normal illumination and blind marking procedure, arrangements were made for high-bursting Red T.I’s to be dropped blind over the selected marking point, during the T.O.T. If cloud conditions permitted, Mosquitos were to mark the marking point with T.I. Green. The Master Bomber was to instruct the main force at which markers they were to aim.
The main force were to aim the centre bomb of the stick at the markers selected by the Master Bomber, delaying release for 12 seconds, attacking on a common heading of 120°.
Bombing Heights 15,500 – 17,750 feet. Bomb load 1 x 4000lb H.C. + maximum 500lb MC/G.P. (10% long delay).
[Underlined] RESULTS [/underlined] Weather at target: 10/10ths thin stratus at about 1,000 feet. Hazy; poor visibility. Blind markers and flares went down on time, and in the light of the latter the Mosquito markers were able to identify the target area through the thin cloud. The first Green T.I., assessed as 250 yards N.W. of the marking points (and plotted 300 yards 282°) was backed up, and the Master Bomber instructed the main force to aim at the resulting concentration, delaying release for 14 seconds.
Crew reports of the attack were enthusiastic. P.R.U. photographs so far obtained only cover the Northern portion of the plant, but they reveal that this section has been heavily hit, and almost all important installations damaged. On the date of photography (21.1.45) there were no signs of productive activity, and economic experts estimate
“V” GROUP NEWS. NO.30. JANUARY, 1945.
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[Underlined] OPERATIONS [/underlined]
that production will be restricted to about 25% for one to two months.
[Underlined] REMARKS [/underlined] It must be borne in mind that this target was attacked later in the night by other Groups in the Command. They, however, encountered worse weather in the target area, and obtained no night photographs with ground detail.
[Underlined] BRUX – 16/17th JANUARY [/underlined]
Master Bomber: Squadron Leader Benjamin
The synthetic oil plant at BRUX was the third oil target to be attacked by the Group within a week. Force employed – 230 aircraft.
[Underlined] PLAN [/underlined] The target was to be marked by blind markers with T.I. Green, followed by flare illumination. If cloud conditions permitted, a selected marking point was then to be marked visually by Mosquitos with Red T.I. The Master Bomber was then, if possible, to assess the markers, and instruct the main force at which group of T.I’s they should aim. T.I. Green bursting above the cloud, were to be dropped over the target as a last resort by the Blind Markers. The main force were to aim their bombs as ordered by the Master Bomber, on a heading of 118°, delaying release by 13 seconds. Bombing heights 14,000 – 16,750 feet. Bomb load 1 x 4,000lb H.C. + maximum MC/G.P. (10% long delay).
[Underlined] RESULTS [/underlined] Weather 10/10ths strato cu; tops 3,000 feet. Two Mosquito visual markers flew below cloud and were able to identify the oil plant; they dropped their Red T.I’s but these were almost invisible from above the cloud. The Master Bomber therefore decided on sky marking, and told the Flare Forces to retain their flares. A good concentration of green skymarkers was dropped, and the Master Bomber ordered the main force to bomb direct either the Red T.I’s if visible or the glow of fires.
No bombing results were seen, and no indication of the accuracy of the attack could be obtained from night photographs owing to cloud. Photographic cover since obtained is partly cloud obscured, but shows very heavy fresh damage, especially to the Power Station, Cooling Tower, organic sulphur remover plant and pump houses. It is also possible that the most important Winkler Generator (Priority I) has been considerably damaged.
Despite the difficult marking conditions the results of this attack may be considered highly satisfactory.
[Underlined] ATTACKS BY NOS. 617 AND 9 SQUADRONS [/underlined]
[Underlined] BERGEN – 12th JANUARY [/underlined]
Sixteen Lancasters from each of 617 and 9 Squadrons took off to attack the U-boat pens, a floating dock and shipping at Bergen.
[Underlined] PLAN [/underlined] Three aircraft of No.617 Squadron were each to select a ship (in known positions) with Tallboy fused .5 seconds. Three more No.617 Squadron aircraft were to attack a floating dock, in which was a submarine. The remaining 617 aircraft and all No.9 Squadron aircraft were to attack the pens with Tallboy fused 11 seconds delay. No.617 Squadron (using the S.A.B.S.) were to aim direct, and No.9 Squadron (using the Mark XIV) were to select a suitable aiming point off the target and calculate a false wind vector to shift the bombs onto the target. The Squadrons were to be escorted by Mustangs.
[Underlined] RESULTS [/underlined] Weather clear: good visibility.
[Underlined] No.617 Squadron. [/underlined] Two of the three aircraft detailed to
“V” GROUP NEWS. NO.30. JANUARY, 1945.
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[Underlined] OPERATIONS [/underlined]
bomb shipping attacked. The aircraft detailed to attack the floating dock found it visible only from directly overhead; it could not be seen from sufficient distance away for a satisfactory bombing run to be made, so these aircraft also attacked shipping. Of the ten aircraft whose target was the Pens, only three attacked: four did not bomb because smoke from previous bombs obscured the target, the remainder experienced other troubles.
[Underlined] No.9 Squadron. [/underlined] Fourteen aircraft attacked the primary target. One aircraft was unable to identify the selected aiming point owing to smoke, and one aircraft is missing.
No.617 Squadron claim one ship sunk; three ships received near misses. A good concentration of Tallboys was put down on the Pens, and the attack is reported as the best yet made on them. Pens No.2 and 3 were both hit, and photos show two (possibly three) direct hits.
[Underlined] REMARKS [/underlined] Several snags arose during this operation. No.617 Squadron, using the S.A.B.S. must be able to see the aiming point clearly. On this occasion, several aircraft could not bomb, in spite of making several orbits, as the target was obscured by smoke from earlier bombs. No.9 Squadron were more lucky, and their offset aiming point remained visible during nearly the whole of the attack.
“V” GROUP NEWS. NO.30. JANUARY, 1945.
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[Drawing] navigation
[Underlined] STANDARD OF NAVIGATION FOR JANUARY. [/underlined]
Navigation during January (when the majority of targets were long range) was the highest standard for any month. This shows that Navigation, which has stood still for so long, is now moving again, and in the right direction. This is good – let us keep it moving, and in the same direction.
An analysis has been made of the width and length of the Bomber stream during January. To deal first with track-keeping. The average width of the streams going to the target was 25 miles; on the return journey, it was 25 1/2 miles. (The former figure does not include supporters, who normally take a different route). The maximum permissible width of the stream is 10 miles, therefore we still have a long way to go. However, considering that the majority of operations were against long range targets and that on a number of occasions the true wind velocity differed vastly from that forecast, these results are satisfactory.
Now to deal with timing. The average length of the stream going to the target was 50 miles, permissible length being 36 miles. On the return journey it was 64 miles, permissible length being 37 miles. It will be noted that the standard of timing going to the target is very good, particularly considering the deep penetrations and the varying winds encountered. On the return journey, however, the standard of timing is NOT good. Crews are STILL racing back to liberated territory. It is easier to maintain accurate timing on the return journey because Navigators know the true wind velocities and can therefore make allowances. But in a number of instances they do not make the necessary allowance, and consequently concentration suffers. It is a well known fact that aircraft who lag behind the main stream are easy prey for enemy fighters, also those who stick their necks out ahead of the mainstream give the enemy that little bit of extra warning which is so vital to him. Captains and Navigators have been told this time and again, but a few tend to completely ignore all warnings.
In the last three years Navigation has progressed beyond expectation; immense strides have been made in windfinding, track keeping, the air plot, navigational aids and navigation technique. All these improvements should have resulted in perfect timing, but they haven’t – yet! Navigators, you must do everything in your power to remove this deficiency, because only when our timing is as good as all other items of Navigation can we say that we are doing a 100% job.
At this stage it is well to recall the aim we set ourselves 3 months ago. That is, a concentration of no greater dimensions than 50 miles X 20 miles. Well, we have almost achieved that. When we do in fact achieve it, then we shall set ourselves a new goal, until finally we reach perfection. DON’T say this cannot be done, we set ourselves what was thought to be an impossible goal in practice bombing wind finding – and we achieved it. On this same reasoning there is no reason why we should not obtain perfect track keeping and timing – but remember, this depends entirely on YOU.
Read this entire paragraph through again, then set yourselves a goal – and, finally make sure you achieve it.
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
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[Underlined] NAVIGATION. [/underlined]
Station and Squadron Navigation officers must ensure that all new crews are made aware of the great importance of accurate track keeping and timing. These officers must see that all new crews know the goal we have set ourselves and that they must help us to achieve it.
[Underlined] PRACTICE BOMBING VECTOR ERRORS. [/underlined]
The average vector error obtained by Squadrons this month is 4 m.p.h. exactly, the same as last month. We are STILL not getting any nearer our goal of 3 m.p.h. This goal can and must be obtained if we are to play our full part in the bombing team. Let us then get on with the job and achieve our goal immediately.
[Table of Ranked Average Vector Error by Squadron]
It is good to see that No.56 Base have made a big improvement in their Vector Errors and are now in the top half of the list. No. 55 Base, with the exception of one Squadron, have slipped very badly, and are now in the bottom half of the table. This is not their usual place of residence; it is to be hoped that they do not intend staying there.
An excellent example of consistently accurate windfinding was given by F/O Chorney, Navigator, No.9 Squadron. He recently arrived on the Squadron from Conversion Unit and completed, with his crew, three high level bombing exercises in the first few days on the Squadron. The Vector Errors, converted to 20,000 feet were as follows:-
First Exercise – 14 yards or 2/3 m.p.h.
Second Exercise – 16 yards or 4/5 m.p.h.
Third Exercise – 6 yards or 3/10 m.p.h.
This is really first class windfinding, and it enabled the Bomb Aimer to obtain some perfect bombing results. No. 9 Squadron are always leading the Group in bombing vector errors. What about some other Squadron making a really determined effort to oust them from their position of honour?
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
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[Underlined]
[Drawing] THIS MONTH’S Bouquets [Drawing]
The names of the eight Navigators, two from each Base, who submitted the best work this month are set out below. They have been chosen for their consistently accurate and methodical work, which includes good track keeping and timing, constant wind velocity and E.T.A. checks and log and chart work of a very high order.
1. W/O Murray – No.50 Squadron
2. F/O Harris – No.463 Squadron
3. F/O Pilkington – No.227 Squadron
4. F/O Hassall – No. 49 Squadron
5. F/L Williamson – No.619 Squadron
6. F/S Baker – No.630 Squadron
7. F/L Hatch – No. 97 Squadron
8. F/L Westphal – No. 83 Squadron
[Underlined] MET. INFORMATION. [/underlined]
It has been the practice in this Group for nearly 3 years to get the Station Met. Officer on each Station to give a brief review of the Met. situation to Navigators every morning. Everyone has agreed that this has been most useful to Navigators, particularly the wind distribution information. Two Squadrons in the Group have improved on this system, and it is now the responsibility of each Navigator in turn to obtain from the Met. Officer the “story” for the night, and then give the information, more fully, to the Navigators. This system has a double benefit. It necessitates each individual Navigator taking a keen interest in Met., thereby considerably improving his knowledge; also it provides Navigators with valuable practice in lecturing, practice which almost everyone needs. In each Squadron the Navigation Officer is present, and he is the judge on the effectiveness of the lecture and the ability of the lecturer.
This new system has provoked great competition throughout the two Squadrons and its adoption by other Squadrons is strongly recommended. All Navigation Officers are urged to give this system a trial.
All Navigators are provided with a Form 2330 before take-off, and are asked to make observations of the weather and fill in the back of the form. This is a big task for anyone because it necessitates spending a considerable amount of time away from Navigation – time which can be ill afforded. However, it is vital that the Met. Staff obtain an accurate picture of the weather encountered on route and at the target. If they do not receive this information, then it is obvious that their future forecasting will suffer.
Here is a difficult problem which has to be solved. No. 55 Base appear to have the answer. Each Navigator is given a specific
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
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[Underlined] NAVIGATION. [/underlined]
area in which to make accurate observations of the weather and it is necessary for him to give information only for this area. Consequently each Navigator need only concentrate on this item for a few moments of the operation, and naturally he is therefore more determined to do that amount of work thoroughly. The result is that Navigators need only spend two minutes at the most observing the weather, while on the other hand the Met. Officer is assured much valuable and accurate information. The Met. Officers of No.55 Base are very pleased with the reports they have received under this new scheme; they consider they are more complete and accurate than those received under the old scheme.
All Bases are urged to give this method a trial.
[Underlined] SELF ANALYSIS CHART. [/underlined]
Here is the third and final Self Analysis Chart for you to complete. If you missed the first two for any reason look them up immediately and answer those questions too.
(i) Do you know how Gee coding is indicated on the main time base and how to apply the corrections?
(ii) On entering the aircraft do you always note the ‘A’ error of the D.R. compass?
(iii) Do you check through your Navigation Order Book regularly to ensure that you are conversant with all orders?
(iv) Do you know how to adjust the presets on the Loran receiver, and do you know what faults are attributable to wrongly adjusted presets.
(v) Do you always remember to switch on your ‘Z’ equipment before take off?
(vi) Do you always carry out your preflight test in accordance with Appendix ‘B’ of Aircraft Drill No.9.
(vii) Do you know the three standard methods for windfinding and issue of bombing winds, which were issued recently?
(viii) Do you always remember to alter your V.S.C. when you pass the central position of two isogonals; and do you check regularly that the variation has been set in the right direction? (Don’t laugh at the second half of this question, to date some 20 instances have occurred of Navigators straying badly from concentration, and one actually returning early, as a result of setting the variation the wrong way).
(ix) Do you always make sure that you fully understand the procedure for bombing windfinding and issue of bombing winds, for each operation? (This question is most important, lack of knowledge of the procedure by a large number of crews on a recent operation, had a disastrous effect on the bombing accuracy).
If you have answered all the questions truthfully you will now be able to categorise yourself. The system of marking is in the November Summary.
Did you make note of all the points on which you lost marks, and did you rectify those mistakes immediately?
[Underlined] NOTE: [/underlined] Question (v) of last month’s Summary was incorrectly worded, it should read as follows:- “Do you know the position on the return journey of an operation from which you are allowed to relax the Group timing. Do you know why you are allowed to relax Group timing from this position and why this position was chosen”.
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
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[Underlined] NAVIGATION. [/underlined]
[Underlined] NAVIGATION ORDER BOOKS. [/underlined]
All navigation order books have been standardised during the month, and by the time this Summary reaches Squadrons all new order books should be completed.
This is the first time we have had standardisation in order books. Now that we have brought them up to date we must keep them so. Squadron Navigation Officers must see that all documents marked for inclusion in the Order Book are inserted immediately.
You will find a great deal of valuable information in this book. The rigid adherence to all these orders is a necessity and is vital to the safety of the aircraft. Don’t rush through the enclosures, read them carefully and make a note of all items of major importance. Let you [sic] motto be to “read, mark, learn and digest”.
Make a habit of going through the order book once a week, thus keeping yourself up to date.
[Underlined] UNION NEWS. [/underlined]
F/Lt. Beattie, D.F.C. Nav. Leader No.5 L.F.S. posted to Transport Command.
F/Lt. Bowes, D.F.C. No.5 L.F.S. to be Nav. Leader.
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
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[Drawing] radar nav:
[Underlined] H 2 S [/underlined]
In view of the nature of the targets attacked by this Group during the month, and to prevent early warning of the approach of a bomber stream, H2S Mark II was not used on any of the bombing operations.
It has also been necessary to cut down the use of H2S Mark III to the absolute minimum that will allow accurate approach and target marking.
Many operators have expressed strong opinions regarding these restrictions, and the view is held that H2S is redundant, or that the efficiency of crews is decreasing. Don’t be misled by these opinions but judge by results. One can bring up many arguments for and against the current policy, but few set operators will fail to agree that the whole success of many of Five Group’s attacks has been solely sue to the element of surprise. Radar silence has helped considerably to bring this about. Another factor partly due to Radar silence has been the very low loss rate suffered by the Group.
[Underlined] H2S Mark II [/underlined]
A number of Gardening operations have been carried out by Squadrons equipped with H2S Mark II during the month, and the standard attained by the crews indicated that individual operators are still maintaining their efficiency on the set, despite the difficulties in obtaining sufficient training.
P.P.I. photographs indicate that good approaches have been made and excellent lays obtained. In this connection Station Radar Navigation Officers are to be congratulated on the conscientious manner in which they are plotting the photographs of the release points. All the plots are checked at this Headquarters, and so far, only one has been found to be incorrect.
H2S mining is, and will continue, to play a great part in the strangling of the enemy’s shipping lanes and to ensure that not one single mine is laid outside these channels it is intended to develop mining teams in each of the five Squadrons of No.55 Base in the very near future. Crews will, therefore, be tested on their ability with H2S on arrival on these Squadrons, and the best will be selected to receive highly concentrated training in all aspects of mining with H2S.
These teams will be given the best possible equipment available to the main force, and every effort will be made to keep it in a high state of serviceability.
Preceeding [sic] crews have set a high standard in H2S mining in the Group, but it is hoped with the development of these mining teams an even higher standard will be reached. It is therefore up to each and everyone concerned wo make this scheme a practical success.
“V” GROUP NEWS. NO.30. JANUARY, 1945.
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[Underlined] RADAR NAVIGATION. [/underlined]
[Underlined] H 2 S Mark III [/underlined]
Despite the restrictions on the use of H2S Mark III which have been necessary, and the low serviceability, there has been some excellent blind marking during the month. The majority of the targets were small, but fortunately gave compact responses useful for blind bombing. One target in particular – BRUX - was a completely new H2S target for No.54 Base, with little or no landmarks in the vicinity to check. This in no way deterred the marker and flare force, and they were able to find and mark it with their usual precision.
The new Mark IIIE equipment has been tried successfully on operations during the month. The mark, which gives a far better definition than previous marks, and has the added advantage of sector scan, is expected to be used increasingly during the next few months, and we are confidently expecting even more accurate target marking with it in the near future.
[Underlined] H2S Photography [/underlined]
A new Air Staff Instruction relating to H2S photography has been issued recently, and all set operators should be now aware of its contents. If you are not, ask your Station Radar/Nav. for a copy and study it carefully.
It can hardly be said that the P.P.I. photographs taken during the month were of a high standard, and it is evident that set operators are not carrying out the correct photographic procedure. It is appreciated that the Bantam Camera is only makeshift equipment until the Automatic Camera arrives, but excellent results have been obtained by those operators sufficiently keen to find out where they released their T.I’s, flares, bombs or mines. P.P.I. photographs are the only means of ascertaining where the attack developed if 10/10 cloud prevailed and therefore they are as much an operational photograph as the ordinary F24 bomb release photograph. Unfortunately many crews fail to realise this, and the photographs now being received look as if they have just been taken haphazardly in the target area.
One photograph taken anywhere in the target area is insufficient for plotting purposes, and operators must see that they carry out the provisions of A.S.I. Nav.17 to the letter – i.e. one photograph on the run-up 10-15 miles away from the target, and another within 30 seconds of the T.I., flare, bomb or mine release. Unless you take these two photographs and they are plottable, the whole film will be classed as a MANIPULATION failure and questions will be asked.
The majority of P.P.I. photographic failures during the month have been due to:-
(i) Insufficient gain.
(ii) Insufficient exposure.
(iii) Failure to wind the film over (two exposures on one negative).
(iv) Failure to set shutter.
(v) Too large 10 mile zero.
In taking P.P.I. photographs remember maximum contrast is necessary so that towns may be distinguished among the ground returns, and the illumination must be sufficient to register on the film. A complete revolution of the scan must also be given for the exposure as the afterglow is too faint to produce an image, and the
“V” GROUP NEWS. NO.30. JANUARY, 1945.
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[Underlined] RADAR NAVIGATION [/underlined]
photograph is formed gradually as the scan revolves.
H2S Training
To enable crews to obtain more training in the use of H2S Mark II it has been decided to allow the equipment to be used on the return route from all operations from a position of longitude determined by this Headquarters. Station Radar/Navigation Officers are to ensure that every advantage is taken of this facility.
[Underlined] GEE [/underlined]
The Continental Gee Chains continued to give good service during January, with the majority of operators obtaining coverage on both chains to 1000E.
There were, nevertheless, many conflicting reports on jamming experienced on these chains, but many navigators expressed the opinion that the enemy was transmitting a complete set of locked spurious pulses. To ascertain if this was so it has been decided that on the Squadrons holding H2S cameras one navigator is to take photographs of the Gee tube on future operations. R.A.F. Station, Fulbeck, have carried out ground tests to decide the best exposure, and it has been found that with the green filter removed, gain normal and brilliance high, 1/25 second is sufficient. Until this evidence is forthcoming no move can be made to counteract the menace.
There is one point, however, that navigators should remember. By reference to your D.R. position, you have a sound idea of the lattice values to give a fix, and is these values are set up on the Gee Indicator there should be no difficulty in defeating locked spurious pulses jamming.
With the successful elimination of the salient in the West the “C” slave of the Cologne Chain has been returned to its original position, and the Ruhr Chain is once again transmitting. Cologne Chain Fixing Charts are therefore being withdrawn, and the Ruhr Chain Charts re-issued. In addition the maintenance periods have been re-adjusted, and the Ruhr and Rheims Chain now give 24 hours service.
The Northern Chain was again used most successfully and gave excellent coverage to 1300E, but unfortunately there is evidence of errors in the fixes given by this Chain. The Radar Navigational Aids Control were approached with information on the approximate inaccuracies and their conclusions indicate that the errors experienced are more likely to be due to natural causes than in the Transmitting Stations.
For instance at 5600N 0600E an error of ± .02 in reading on the North Eastern Chains gives a maximum error in fix of approximately 6 nautical miles. The same reading tolerance on the Northern Chain in the same area gives a maximum error in fix of approximately 17 nautical miles.
It might be argued on mathematical grounds that such errors should be evenly distributed about the true track, but the evidence of test flights etc., seems to indicate that under any given conditions most navigators will have a definite bias on one side or the other, and that this bias is influenced far more by local conditions than by the individual.
On this case the average error of all fixes was approximately 126°/10 nautical miles and it would appear the local conditions influencing the bias were:-
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
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[Underlined] RADAR NAVIGATION [/underlined]
(i) Weak “A” pulse on the Northern Chain and navigators would thus set a low reading when lining up the leading edges of the pulses. The amount of this error depends on the difference in amplitude of the signals.
(ii) A wind change to Westerly giving a starboard drift.
In view of the above it is therefore considered unlikely that errors exist in the Northern Chain.
Navigators may do well to ponder over the above facts, which indicate the necessity for reading off co-ordinates accurately to ensure that no discrepancies arise when changing over from one Gee chain to another.
Work is still progressing on the damaged Eastern Chain Tower, and corrections to be made to the B, C and D readings on this chain will continue to be issued when the route taken by aircraft is in an area where considerable fixing errors are likely to be encountered.
[Underlined] LORAN [/underlined]
Loran has proved by far the most useful Radar navigational aid during the month, excellent coverage having been obtained on all operations.
It is gratifying to note that since the introduction of this aid, increasing use if being made of the navigational facilities it affords, and navigators are quite confident as to its accuracy. With more and more reliance being placed on Loran it is anticipated that in future routeing will be more carefully considered so as to simplify fixing and if possible to run along lattice lines.
It is noted from operational reports that it is not always possible to check Loran fixes against Gee or H2S. Should any Navigation Analysis Officer note any discrepancies in Loran fixes which it is thought may be due to errors in ground stations, information will be welcome at this Headquarters. It may be possible to correct the ground stations for such an error, provided information is forthcoming.
The following are comments on the major operations carried out during the month:-
[Underlined] MUNICH – 7/8th January, 1945. [/underlined]
Both R4 and R5 signal strength was good and maximum coverage obtained was approximately from 03.00E to the target. It is however, noted that operators are still not making maximum use of the equipment as the spread between first fixes is in the region of 8 degrees. This may be due to some navigators placing more reliance on Gee fixes. It is emphasised that operators must use Loran to its maximum coverage, particularly as training flights are not possible over this country, and Gee must only be used as a check. Sky waves can be tricky, and the more experience one has in fixing with them, the simpler the identification becomes. Jamming in this area was practically negligible and splitting of signals did not present any serious difficulties to the operators. The only jamming reported appeared to be due to static or W/T transmissions and only resulted in an increase of grass or waving of the traces.
[Underlined] PILITZ – 13/14th January, 1945. [/underlined]
The Rate 5 signal strength again restricted coverage on
“V” GROUP NEWS. NO.30. JANUARY, 1945.
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[Underlined] RADAR NAVIGATION [/underlined]
this operation, although most operators managed to obtain fixes outside the theoretical limits of the S.S. Chain. A plot of first fixes on this operation is much more concentrated than before. This indicates that where Gee coverage is likely to be erratic, operators are resorting to Loran and trying to obtain full use of the facilities it affords. Rate 5 signals presented difficulties throughout the route due to fluctuations in strength, but spitting and jamming was practically non-existent. Routeing along R4 lattice lines where possible in this area would no doubt be helpful.
[Underlined] LEUNA – 14/15th January, 1945, and
BRUX 16/17th January, 1945. [/underlined]
Both R4 and R5 signal strength was good, and coverage was obtained to the target. Once again navigators expressed their preference for Gee, the first fixes plotted in the majority of cases being at the limits of Gee coverage. Set operators can do a lot to remove this prejudice by obtaining accurate Loran position lines and urging the navigator to use them in preference to Gee. It is appreciated that Gee position lines are obtained simultaneously and are simpler to plot, but with the increased attention the enemy is paying to the Continental Gee Chains, more interest shown in Loran may result in dividends.
Intermittent splitting was reported by the majority of crews, but in no way did this interfere with the fixing. A number of operators reported jamming at approximately 10E. This appeared to consist of spurious pulses or sine waves, but did not last long enough to cause any serious difficulties.
The policy adopted by this Group of instructing Loran operators to correct dividers in the air is having excellent results, and practically 75% of all alignment troubles are being cleared up during flight. Much of the success of this is due to the Loran Instructors and Radar Officers on the Squadrons and it is hoped that before long operators will be 100% efficient. To assist in this a simple fault finding table is being issued to all operators shortly.
All Loran operators will be interested to hear that steps are being taken to extend S.S. Loran coverage North for 250 miles. This will considerably simplify training over this country, and will mean that S.S. Loran can be used on night operations from Bases. It will only then be necessary to use Gee for homing and other duties requiring accurate and easy fixing.
The [sic] provide this S.S. coverage one of the Homing Chain stations has had to be closed down, and position lines only can now be obtained from this chain.
The question of serviceability checks on Loran has been discussed recently, and it has been decided that the navigator shall carry out the pre-flight tests. This in no way relieves the Air Bomber of his responsibilities in regard to Loran, and a good Air Bomber will always be present when the navigator carries out the tests. Squadron Loran Instructors must therefore ensure that both navigators and Ait Bombers are capable of carrying out the pre-flight tests.
Tests have been carried out with a fixed aerial and loading unit on the last five operations. These tests have proved quite successful and the signal strength has been equally as good as with a trailing aerial. Air Ministry have been approached for permission to manufacture the Loading Units and it is anticipated the whole of the Group will be equipped shortly. The provision of such a fixed aerial will considerably simplify the use of Loran and enable operators to fix
“V” GROUP NEWS. NO.30. JANUARY, 1945.
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[Underlined] RADAR NAVIGATION [/underlined]
in the target area.
One further word in regard to Loran Training – Air Bombers, in view of the fact that they are the set operators, must be given equal if not more instruction than the navigators, and the Squadron Navigation and Bombing Leaders must co-operate fully in this connection.
[Underlined] Loran in Mosquitos [/underlined]
Better results are now being obtained by the Mosquito navigators. Difficulties due to an inefficient aerial system have been overcome, and Loran has been used successfully for tracking into the target.
“V” GROUP NEWS. NO.30. JANUARY, 1945.
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[Drawing] tactics
The main interest this month from the tactical point of view was the attack on Bergen by Nos.9 and 617 Squadrons, when several aircraft were intercepted by enemy fighters when withdrawing from the target area. An escort of Mustangs accompanied the force, but was unable to come to their assistance; this was due mainly to the aircraft being dispersed over a considerable area after orbitting [sic] the target. The enemy fighters, however, did not have everything their own way. One Lancaster was attacked continuously for 16 minutes by no less than five fighters, but got away with only moderate damage, while another survived three attacks without sustaining any damage whatsoever. All crews would do well to note the points brought out by this attack.
(i) A fighter escort cannot protect stragglers or widely dispersed aircraft.
(ii) A resolute crew, well trained in gunnery and combat manoeuvres, can give a very good account of itself, even when singled out for concerted attack.
(iii) The corkscrew is a very effective combat manoeuvre in daylight as well as night.
The golden rule, however, is still DO NOT STRAGGLE. Combat manoeuvres are unnecessary and dangerous if aircraft are in gaggle.
Our night tactics of evasion and rapid loss of height from the target are still keeping our losses to fighters very low, but the last attack on Karlsruhe showed once again that if the fighters do contact the bomber stream either en route or over the target they are just as deadly as ever. Crews should, if possible, increase their vigilance near the target as the enemy, particularly since the successful jamming of his A.I. by Window and other means, is making every effort at target interception, where a concentration of aircraft is assured.
A small number of combats is still being reported with jet-propelled aircraft. Reports generally are inconclusive, but although it seems unlikely that the enemy is using jet-propelled fighters at night in any numbers, it is possible that some form of rocket or liquid jet projectile is being used. Crews should pay close attention to such phenomena and report in particular if a suspected jet fighter makes any attempt to follow the aircraft, or carry out a definite attack.
[Underlined] WISHFUL THINKING [/underlined]
A captain of aircraft was heard to remark that he had heard upward firing cannon in German night fighters were no longer being used as they interfered with the master unit for the compass. He has since been reported missing.
“V” GROUP NEWS. NO.30. JANUARY, 1945.
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[Drawing] air bombing
The past month has not provided many opportunities for crews to display their bombing skill either on the Ranges or on Germany, but it is hoped that the slack periods have been used to full advantage and that new and inexperienced crews now have a full understanding of what is expected of them in the target area.
There are still too many examples of bomb loads being scattered over considerable distances from the target for no apparent reason, and the manipulation failures that still happen from time to time are difficult to understand in view of the fact that the Air Bomber has plenty of time to check and double check every switch on his panel on the way to the target. Be prepared for any swift change in the tactics to be employed over the target, and if the change involves any alterations to bombsight settings, make sure that they are done accurately.
The importance of accurate “flying for bombing” has often been stressed, and if any doubts still exist among Pilots the following example should help to dispel them.
F/O McDonnell and crew, No.9 Squadron, have completed three bombing exercises since their arrival from No.5 L.F.S. and obtained the following results:-
[Table of Errors on Exercises]
Errors in yards converted to 20,000 ft.
These results show a fine understanding between the members of the bombing team, F/O McDonnell (P), F/O Fricker (A/B), and F/O Chorney (Nav.) which is all the more remarkable as F/O Fricker did not join the crew until the end of L.F.S. training. The errors speak for themselves and require no comment, but the fact that F/O McDonnell was a Staff Pilot at a Bombing and Gunnery School before coming to No.5 Group should provide food for thought.
Good results, operational or training, are obtainable only if every member of the bombing team realises the importance of his own contribution to the combined effort, and it is the Captain’s duty to ensure that his crew make every effort to obtain results similar to those mentioned above.
[Underlined] BOMBING LEADERS. [/underlined]
F/O Jones has been appointed Bombing Leader of No.44 Squadron in place of F/Lt. Lowry, now tour-expired.
F/Lt. Foulkes has moved to No.617 Squadron and F/Lt. Arkieson has taken over the Bombing Leader’s duties at No.630 Squadron.
F/Lt. Wake, ex No.106 Squadron and No.1660 H.C.U. has been appointed Bombing Leader of No.61 Squadron in place of F/Lt. Nugent.
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
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[Underlined] AIR BOMBING. [/underlined]
[Underlined] BOMBING ANALYSIS. [/underlined]
No.9 Squadron, Bardney, have carried their Bombing Analysis a step further than the majority of Squadrons in the Group, and there is no doubt that their methods are producing results.
Each crew has its own file which contains all the practice bombing results, including the Forms 3073 and signals giving the quadrant readings. In addition, a sheet of tracing paper with the graticule cross in the centre, is kept in the file and all bombs dropped by the crew are re-aligned on a common heading and transferred to the tracing paper. Therefore, when a crew has completed five exercises, there are approximately 30 bombs shown on their sheet and as they are all re-aligned on to a common heading it is easy to detect any tendency of the Air Bomber to sight slightly off the target.
These sheets do indicate that some Air Bombers consistently sight to one side of the target and steps can then be taken to eradicate this tendency.
Bombs dropped with a proven instrument error are marked in a different colour and can then be ignored when assessing the Air Bomber’s accuracy of sighting.
[Underlined] LEADER COMPETITION. [/underlined]
The following results have been received, all from No.56 Base.
S/Ldr. Walmsley, DFC – 119 yards
120 yards
150 yards (A.S.I. error)
F/Lt. Lewis (189 Sqdn.) – 123 yards
F/Lt. Gibson, DFC (49 Sqdn.) – 125 yards
No.56 Base would welcome a little competition from Bombing Leaders in other Bases.
[Underlined] BIG CHIEF COMETITION. [/underlined]
W/Cdr. Milward (No.619 Sqdn.) 61 yards.
An excellent exercise, which has seldom been beaten by any entrant in this competition.
[Underlined] QUIZ. [/underlined]
1. Which is the sighting angle flexible drive, the top or the bottom one?
2. In what respects does the normal 30 lb. I.B. differ from that used in the ‘J’ type cluster?
3. How is the heating device in No.13 bomb station controlled?
4. What are the Air Bomber’s duties in an aircraft joining the circuit after an operational flight?
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
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[Underlined] AIR BOMBING. [/underlined]
[Underlined] THE MONTH’S BEST EXERCISES. [/underlined]
SQDN. PILOT AIR BOMBER NAVIGATOR CREW ERROR
9 F/O McDonnell F/O Fricker F/O Chorney 75, 63, 34
44 F/O Coventry F/S Gibson Sgt Ayre 39
57 F/O Pauline Sgt Cartwright Sgt Hole 47
61 F/O Cain F/S Lewis F/O Williams 75
F/O Crocombe F/S Devine F/O Reeves 78
227 F/O Osborne F/S Rochman F/S Kydd 74
617 F/O Flatman F/O Kelly F/O Mackie 72
F/L Lancey F/S Perry W/O Robin 80
619 F/O De Marco F/S Johnston F/S Sharman 65
F/O Davis F/S Page F/S Cook 66
[Underlined] SQUADRON BOMBING COMPETITION [/underlined]
[Table of Squadron Bombing Competition Results]
No.83 Squadron head the January competition with a clear lead over the remainder of the Squadrons, six of whom failed to qualify.
No.61 Squadron have shown a great improvement over last month, when they failed to qualify. It would not be unexpected if they finish at the head of the table next month.
[Underlined] CATEGORISATION OF CREWS [/underlined]
[Table of Crew Categories by Base]
For the month of January No.55 Base were credited with 52 ‘C’ categories, the correct number was 23.
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
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[Underlined] AIR BOMBING. [/underlined]
[Underlined] HIGH LEVEL BOMBING PRACTICE. [/underlined]
[Table of High Level Bombing Practice by Squadron]
No.627 Squadron:- 134 bombs with an average error of 77 yards, and 70 T.I’s with an average error of 139 yards.
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
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[Drawing] signals
[Underlined] WIRELESS OPERATORS (AIR) [/underlined]
The W/T control of operations during January maintained the high standard which is now characteristic of our W/T Controllers’ Operators. A pleasing feature of this operating is the accuracy of tuning and timing now being obtained by all Link aircraft. These are very important points, and this accuracy is now even more important than ever, as the time of opening W/T watch has been curtailed, thus allowing a much shorter time for the Main Force aircraft to be properly tuned to the Link aircraft. This should present no great problem to Wireless Operators, but it will require constant practice and training to maintain the standard now expected.
[Underlined] W/T CONTROLLERS’ TESTS. [/underlined]
During January, 48 Wireless Operators (Air) took part in the W/T Controllers’ Test, as laid down in 5G. S.S.I. No.13, and out of this number 32 passed as fit for control duties. The percentage of failures (33 1/3) is a measure of the severity of the test. The failures can be classified under two headings, viz. inaccuracy in tuning, and incorrect procedure. The first of these faults can be eliminated by practice tuning in the Squadron W/T Training Room, and the second by more thorough scrutiny of Air Staff Instructions, Part VI, Sigs/1, Page 7, para.10. Signals Leaders please note!
[Underlined] CATEGORISATION. [/underlined]
Categorisation of all Wireless Operators (Air) in the Group is being carried out enthusiastically by all Squadrons. The results at the end of January are as follows:-
[Table of Wireless Operator (Air) Categorisations by Squadron]
To ensure that this categorisation is being carried out in accordance with the instructions laid down in 5 Group letter 5G/S.14466/Sigs. dated
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
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[Underlined] SIGNALS. [/underlined]
5th December, 1944, the Group Signals Leader, when visiting Squadrons, will check some of the Wireless Operators as to their eligibility for their category.
[Underlined] GROUP W/T EXERCISE. [/underlined]
The Group W/T Exercise during January was, like the curate’s egg, good and bad in parts. The frequency (5220 kc/s) is not very suitable, being rather overcrowded, and efforts are being made to obtain another one for this exercise. The geographical position of some squadron installations, in relation to this Headquarters, makes reception of each other’s signals very difficult, but this is, perhaps, within limits, quite useful in training operators to work under difficult conditions. After each exercise a signal is now being despatched to each Base and Squadron concerned, giving a summary of the exercise.
[Underlined] APOLOGY. [/underlined]
In last month’s summary, in our appreciation of the work done by Radio Schools, O.T.U’s and Conversion Units in producing the type of Wireless Operator we require, we inadvertently left out the (O) A.F.U’s and 5 L.F.S. As continuity is essential throughout all training, the work done by these units is obviously on a par with the others. We regret this omission and assure these units that their work is just as much appreciated.
[Underlined] SIGNALS FAILURES. [/underlined]
The signals failures percentage, against the 1,572 sorties flown during January, was 3.684. This shows an increase of 0.501 against the figure for December. Approximately 75% of the defects are attributed to faulty equipment and are, presumably, unavoidable. There was one servicing failure and one due to manipulation. Despite this increase in failures, not one sortie was cancelled as the result of a signals defect. There were three early returns, all of which were caused by faulty equipment. One revelation worthy of note is that there was only one T.R.1196 failure throughout the month – never has T.R.1196 serviceability been so high.
[Underlined] V.H.F. R/T. [/underlined]
The V.H.F. R/T serviceability shows a decrease against the figures for December. Of the 33 T.R.5043 defects, eight were due to broken whip aerials. Six of these aerials had been repositioned in accordance with B.C.S.P. No.10 (R.T.I.M. No.833), but owing to our inability to obtain the correct rubber grummets and paxolin plates, unsatisfactory substitutes had to be used. A very careful watch must be kept on existing non-standard V.H.F. aerial fittings. Meanwhile, further efforts are being made to obtain the correct items.
[Underlined] RADAR. [/underlined]
[Underlined] AMALGAMATION. [/underlined]
A considerable amount of attention was focussed this month on the problem of amalgamation of the Communications and Radar Maintenance Branches. Following a conference with No.56 Base representatives, a visit was paid to Linton-on-Ouse in No.6 Group, where a scheme is working with great success, and much useful information was gained. With this as a basis, an experiment was commenced in No.56 Base, from which some measure of success is expected.
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
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[Underlined] SIGNALS. [/underlined]
[Underlined] EMPLOYMENT OF WIRELESS OPERATORS
(W.A.A.F.) IN RADAR. [/underlined]
Following up a suggestion by Mr. Wardley-Smith, of T.R.E., a scheme was put into effect in No.49 Squadron, Fulbeck, whereby ten Wireless Operators (W.A.A.F.) were attached to A.G.L.T. Daily Servicing Parties, and the R. & I. Section, No.49 Squadron, were warned that after one month’s training, six Radar Mechanics would be withdrawn from the squadron. A T.R.E. P.D.S. member has been attached to Fulbeck to observe the experiment, which is progressing favourably.
In view of the increasing employment of Wireless Operators in Radar duties, a series of courses was commenced at Bardney for their benefit. The duration of the course is a fortnight, and will cover Radar principles, Loran and Gee. Relevant films will be shown and practical work given. Although no startling results are expected, it is hoped to stimulate interest, and provide for any further knowledge.
[Underlined] LORAN [/underlined]
A most welcome chapter in the Loran story occurred last month, when Air Ministry decontrolled the supply of the equipment. This permitted immediate action to renew the rapidly dwindling stocks of spares and to silence the cynics who were saying that no sooner is an installation proved than the equipment goes off the market.
[Underlined] H.2.S. MARK III. [/underlined]
As a result of the shortage of Radar personnel, the decision was made last October to curtail the fitting of H.2S. in No.53 Base, and concentrate personnel thrown up, into No.54 Base, with the object of obtaining the best from the H.2.S. available. Since that date, efforts have been made to legalise the position of these Radar mechanics. On January 19th official approval was given with the birth of the No.5 Group Special Radar Development Party, vacancies for which were given up by No.53 Base. Much good work has been done already by the party in their unofficial capacity, and continued and increasing success will be expected in the future, now that it is legalised.
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
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[Drawing] gardening
The Group Gardeners operated on two nights this month, visiting the Eastern Gardens, and planted the small but effective total of 143 vegetables.
Bad weather limited the Command output to 668 vegetables, which is well below the present monthly lift, and clearly demonstrated the importance of taking every available opportunity to plant in good weather, so that the enemy’s minesweeping force may be employed to its maximum capacity and never allowed to relax for one moment.
[Underlined] COMMAND SUMMARY OF VEGETABLES PLANTED. [/underlined]
No. 1 Group – 235
No. 5 Group – 143
No. 4 Group – 137
No. 6 Group – 119
No. 3 Group – 34
[Underlined] GREAT STRENGTH RETURNS THE PENNY. [/underlined]
After months of hard work, and heavy Gardening operations, combined with the menacing effects of our Group’s bombing visits to the Oslo Fjord areas, interesting news is now coming to hand of some of the disturbing results achieved.
The main trooping ports in Oslo Fjord were closed on various occasions and the enemy has had to bring less suitable ports into use, and employ extra shipping in the effort to carry out his programme of transporting troops from Norway to Denmark. The Harbour Master of this district has been working overtime to compete with his difficulties in keeping an ‘Open Port’, and has bitterly complained that 12 mines exploded without warning between the 8th and 25th October, 1944.
A new transport the “DARES”, estimated at 7,000 tons, has joined the Oslo – Aarhus run, but she is reported to have returned to Aarhus on 2nd January with damage to her engines caused by mine. The “DONAU”, 9035 tons, also employed on this run, was sunk by sabotage in Oslo Fjord on 16th January, and the 6,360 tons “ULANGA” was last reported in floating dock as a result of bomb damage received during the bombing attack on shipping on New Year’s Eve.
Two more large transports, the “WINRICH VON KNIPRODE” (10,123 tons) and the “MAR DEL PLATA” (7,340 tons) have also been damaged by collision and marine risk, and so the enemy’s valuable fleet of twelve large transports has, for the time being, been reduced to seven.
The attack with bombs on 28/29th December also reduced the available shipping by sinking the “NORDVARD”, when 70 Germans were lost, damaging the “ANGAMOS”, an ex-Danish fruitship, and breaking the back of
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Underlined] GARDENING. [/underlined]
an oil lighter, the “SAONE”, now reported aground off the port of HORTEN. Three more ships were also sunk off MOSS.
THE FOLLOWING CASUALTIES HAVE ALSO BEEN REPORTED:-
“ROALNDSECK”, 1,845 tons, was damaged by an explosion on 17th January, after loading horses and material for Oslo; her cargo was unloaded subsequently and she was expected to dock for repairs.
The German vessel “GOTENHAFEN” was damaged by a mine prior to 27th November, 1944, and returned to Hamburg to discharge.
A minesweeper was sunk by a magnetic mine near Arundal, Norway, on 3rd January, 1945.
A German Auxiliary, believed minelayer, was mined and sunk 4 miles North of Rosnaes Light, at the Northern entrance to the Great Belt, on 5th January, 1945.
The Danish “FREDERICKSHAVN” 1,480 tons, damaged by a mine off Halls on 19th November, 1945.
The Norwegian S.S. “KONG TRYGVE”, 1,141 tons, mined at Moen and towed to Copenhagen.
The German “MARTHA HALM”, 984 tons, mined near Aarhus (probably November, 1944).
Norwegian “MARVEL”, 1,566 tons, slightly damaged by a mine off Kullen on 17th October, 1944.
“DORIANA” Danish Schooner, mined and sunk in Femersund late November, 1944.
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Drawing] training
[Underlined] TRAINING ACTIVITIES DURING JANUARY [/underlined]
It was a month of snow, hail, fog and ice, but despite this the amount of training by Squadrons showed an increase on the December figures.
Squadrons did 3245 hours training – 2868 hours by day and 377 hours by night – giving an average od 180 hours per Squadron compared with 122 hours in December.
Some of the Squadrons occupying the lowest place in the training lists in December improved their position very much – in particular No.44 Squadron which recorded a total above the Squadron average.
The lowest Lancaster Squadrons were No.227 Squadron (99 hours), No.9 Squadron (124 hours), No.189 Squadron (140 hours) and No.57 Squadron (141 hours). Thus for the second consecutive month Nos. 227 and 189 Squadrons were behind in their training. No.9 Squadron is also showing low figures and for the last two months has done scarcely any air gunnery training. Fighter affiliation can always be included on bombing exercises.
No.627 Mosquito Squadron is lowest of all with 56 hours, but when its aircraft situation improves the training hours are expected to jump.
[Underlined] CATEGORISATION OF PILOTS [/underlined]
There are now 273 pilots in the Group holding categories, leaving 142 yet to be categorised. The remaining pilots on Group strength are those not liable for categorisation because they have done more than 20 sorties in the main force and over 30 in No.54 Base Squadrons.
During the month 171 categories were given to pilots on New Crew and 10/20 Sortie Checks. No.54 Base showed good progress and are making up leeway rapidly now the Base has facilities for categorisation. This Base has also introduced Categorisation into No.627 Mosquito Squadron. The following table shows the state of Categorisation in the Group:-
[Underlined] RECORD OF CATEGORISATION [/underlined]
[Table of Pilot Categorisation by Base]
Total Categorised in January = [underlined] 171 [/underlined]
Total Categorised in Group = [underlined] 273 [/underlined]
“V” GROUP NEWS. NO.30. JANUARY, 1945.
[Page break]
[Underlined] TRAINING [/underlined]
[Underlined] NOTE: [/underlined] The “percentage categorised” is based on recorded pilot strength on 31st January. This includes pilots not liable for categorisation.
[Underlined] ERRATA: [/underlined] Apologies to No.55 Base for an error which incorrectly put the Base “well behind in categorisation” in last month’s summary.
[Underlined] NO.5 L. F. S. REPORT [/underlined]
No.5 L.F.S. produced 49 crews for Squadrons at an average of 15 hours per crew, and its aircraft flew 840 hours. The crew total was the lowest in the Unit’s history because of the weather, and accommodation at Syerston is now at its maximum.
There are still approximately 160 crews to be trained by the L.F.S. before it disappears, and its last days are going to be strenuous. It is estimated by 1st April, 1945, the Staff will be able to say “D.C.O.” and pack their bags.
[Underlined] NO. 1690 B.D.T. FLIGHT [/underlined]
There were 13 days during the month unfit for fighter affiliation – about the same as December – but fighter affiliation results were mush better. The Flight did 398 details, of which 332 were by day and 66 by night. The night details included 21 for No.75 Base.
The total hours for the Flight were 354 and the average hours per aircraft was 25. Pilots averaged 24 hours for the month.
The fine affiliation record which has been established by No.1690 B.D.T. Flight is still being marred by accidents. There were three again last month in the Flight, two the month before, and three the month before that.
[Underlined] INSTRUMENT FLYING AND LINK [/underlined]
There was a further improvement in Link times. The average Squadron time has gone up from 78 hours in December to 101 hours in January but Nos. 9, 463, 97 and 617 Squadrons are still lagging behind.
[Table of Link Times by Base and Unit]
GRAND TOTAL (Including 5 LFS and 1690) = 2173:
ACTUAL AVERAGE/SQUADRON = 101 hours. REQUIRED AVERAGE/SQUADRON = 132 hours.
+ Marks the Squadrons where times are TOO LOW.
˨ 1690 B.D.T.F. and No.5 L.F.S. excluded from Base average.
“V” GROUP NEWS. NO.30. JANUARY, 1945.
[Page break]
second thoughts for pilots
[Underlined] “GEORGE” MARK VIII [/underlined]
The Auto Pilot Mark VIII is the latest and best type of “George”. One of our S.D. Squadrons has used it for 90% of all its operational flying time in recent months. Points to note:-
(i) Trim your aircraft BEFORE putting “George” in.
(ii) If “George flies one wing low, trim out with rudder bias.
(iii) Keep the trim indicator on the air pressure gauge central by adjusting the elevator trim.
(iv) When reporting unserviceability, give full information including behaviour of aircraft, air pressure and outside air temperature. Whenever possible take the mechanic up on an air test.
(v) Exercise “George” at every opportunity. The more it is used the better it is.
(vi) Read Pilots Noted General A.P.2095, Part IIIG – Auto Pilot, Mark VIII.
[Underlined] FIRST AID [/underlined]
Investigations into emergency landings at Woodbridge show that first aid in the air can do a lot to help the recovery of injured aircrew. Remember:-
(i) Keep the patient comfortable, warm and on oxygen.
(ii) Always use the First Aid dressing. Know when and how to apply a tourniquet.
(iii) One Ampoule of morphia is sufficient for a person in pain.
(iv) Do not remove flying clothing unless it is absolutely necessary to allow the wound to be dressed. Flying clothing provides warmth and a certain amount of splinting.
(v) The M.O. has a lot of useful tips. Talk to him.
FLY YOUR CORKSCREW – DON’T SKID ALL OVER THE SKY!
UP PORT
[Drawings]
IS LIKE THIS – [underlined] NOT [/underlined] LIKE THIS!
N.C.M.
“V” GROUP NEWS. NO.30. JANUARY, 1945.
[Page break]
[Drawing] accidents
The first month of the year produced a “score” of 28 aircraft damaged in the Group. 11 were totally destroyed, 1 was Cat. ‘B’, 8 were Cat. ‘AC’ and 7 were Cat. ‘A’. Of the total, 14 were the result of technical failures, collisions on operations, or high winds, while one was unavoidably damaged when it hit birds in flight. 5 accidents are still “obscure”, leaving 8 accidents classed as definitely avoidable.
This shows a welcome drop in the “avoidable” rate, and even allowing for some of the “obscure” accidents eventually being classified accurately, the total is still well below the previous monthly average. This is a big step in the right direction at the beginning of the year. Here are the details:-
[Underlined] Squadrons. [/underlined]
[List of Avoidable Accident Type Numbers]
[Underlined] TAXYING ETC. [/underlined]
These accidents maintain their notorious position. Never a month but brings its depressing tale of careless taxying and M.T. collisions, and although, as a rule, severe damage is not sustained, these incidents are never excusable. Log Books are endorsed in “red” for careless taxying every month, and we can only repeat once again that it is folly and gross disobedience of orders to taxy at night without searching thoroughly ahead with taxying light or Aldis lamp.
[Underlined] HIGH GROUND ACCIDENTS. [/underlined]
A Lancaster proceeded on a short navigation cross country recently. The pilot was briefed to set course over base at 4,000 feet. The aircraft left a base in this Group to fly due West for some 60 miles and back again. It must have been apparent to the pilot and navigator that the safety height near the end of the outward leg was much higher than at base, yet this crew descended through cloud and hit a hill in level flight, with all the engines under power. The hill was some 1,700 feet high. There were no survivors.
In spite of all that has been done to stamp out this “suicidal” descent through cloud, these incidents still occur, and by no means as seldom as is generally realised. All pilots and navigators take heed.
Another accident this month points almost the same moral. The results of the investigation are not yet forward, but it would appear that a Lancaster returning from an operation flew low in bad visibility, and hit a wireless mast. The pilot may have simply been trying to break cloud without checking his safety height, or he may have misread his altimeter, but in any case there is every indication that this was another completely avoidable fatal accident. Although the truth will
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Underlined] ACCIDENTS. [/underlined]
never be completely known, the circumstances of this crash provide a warning to all. [Underlined] Do not [/underlined] come down to low heights in bad visibility to see the ground. Height spells safety every time, and good instrument flying clinches it.
[Underlined] STAR AWARDS. [/underlined]
The table below shows the avoidable accident position this month. This is, as usual, subject to revision when all accidents have been thoroughly investigated.
[Table of Avoidable Accidents by Unit with Star Award]
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Drawing] gunnery
Enemy fighter activity was comparatively slight during the month of January, 1945, and a total of only 38 combats took place over this period. Of these, 3 enemy aircraft are claimed destroyed, one of these being reported as a jet aircraft, and 5 are claimed as damaged.
Of the 38 combats, 9 were reported following the daylight operation on Bergen when Lancasters of Nos.617 and 9 Squadrons were repeatedly attacked by F.W.190’s. Crews from these Squadrons claimed 4 F.W.190’s damaged, and these have been confirmed by Headquarters, Bomber Command. During these encounters the Hun made full use of the sun, and it is wondered how many Gunners went prepared, armed with spectacles, anti-glare. Each gunner is entitled to draw one pair of these spectacles on his clothing card, and it is hoped that Squadron Gunnery Leaders will check that Gunners are fully equipped.
[Underlined] DESTROYED [/underlined]
14/15.1.45 “W” 189 Sqdn – ME.109
14/15.1.45 “M” 467 Sqdn – 1 Jet aircraft.
16/17.1.45 “D” 630 Sqdn – JU. 88
[Underlined] DAMAGED [/underlined]
12.1.45 “U” 617 Sqdn – FW.190
12.1.45 “W” 617 Sqdn – FW.190
12.1.45 “S” 9 Sqdn – FW.190
12.1.45 “J” 9 Sqdn - FW.190
13/14.1.45 “M” 61 Sqdn – JU. 88
[Underlined] GUNNERY AIR TRAINING [/underlined]
The Order of Merit is based on the following system of marking:-
Night Affiliation (Camera and Infra-Red Film) 10 points.
Night Affiliation (Without Camera) 8 points.
Day Affiliation (Camera and Gyro) 5 points
Day Affiliation (Camera only) 3 points
Day Affiliation (Without Camera) 1 point.
[Table of Air Training Scores Ranked by Squadron]
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Underlined] GUNNERY [/underlined]
No.467 Squadron are to be congratulated on going to the top of the ladder, and also for completing 32 Night Affiliation exercises. Certain squadrons are still making scant use of their Gyro Assemblies, and it is hoped that next month’s returns will show an improvement in this respect.
[Underlined] SUMMARY OF AIR TRAINING EXERCISES [/underlined]
[Table of Affiliation Exercises by Squadron]
[Underlined] Total number of Affiliation exercises for January = 878 [/underlined]
In spite of 14 days of inclement weather which prohibited all flying, the total of Affiliation exercises shows a very creditable increase on the December total. Night Affiliation exercises are increasing steadily, and Infra-Red films are being taken more frequently. Self-towed drogue exercises have been completed by certain Squadrons, and it is hoped that next month Squadrons will use every endeavour to get the maximum number of crews carrying out this exercise. This is the one exercise where the gunner has the opportunity of firing his guns at a target whilst carrying out combat manoeuvres.
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Drawing] armament
[Underlined] INCENDIARY STOREHOUSES. [/underlined]
Covered storage for cluster projectiles containing 4 lb incendiary bombs has now been provided at all stations and the layouts should be in full working order.
Present stocks of clusters are low, but stations must be prepared to receive larger quantities which will test the efficiency of the organisation and layout of these stores. Full information is contained in the following letters and signal:-
5G/402/17/Org. dated 3.11.44.
5G/621/14/Armt. dated 3.1.45.
5G/621/14/Armt. dated 21.1.45.
Signal R.911 dated 27.1.45.
5G/621/14/Armt. dated 4. 2.45.
Particular attention is drawn to the need for careful handling of uncased cluster projectiles in order to avoid damage to either the cluster tail or the tails of the 4 lb. bombs.
[Underlined] DEFECT REPORTS. [/underlined]
We are well aware that preparing six copies of a defect report in accordance with A.P. 2608A and B.C.A.S.I’s causes a certain amount of inconvenience but unless these reports are submitted on every occasion, complete information on any one subject is not available. Instances have occurred where the ingenuity of Armament personnel has produced excellent modifications, but when forwarded to higher authority the reason for the modification is not understood because no defect reports have been rendered. Although “pen pushing” is not popular amongst Armament Technical personnel, it is, as you will see, necessary.
[Underlined] S.B.C’s. [/underlined]
Our old friend the S.B.C. is still called upon to perform its duty in delivering showers of 4 lb incendiary bombs upon our enemies. If reliable functioning of this equipment is to be ensured, the various tests and inspections laid down must be carried out conscientiously, more particularly so if S.B.C’s have not been used recently.
[Underlined] MAN-POWER. [/underlined]
The foregoing remarks will undoubtedly raise the question of lack of man-power. This deficiency is well known and aircrew cadets have been posted to units to assist armament personnel. These cadets are strong, healthy and intelligent and after elementary training, if armament personnel issue clear and concise instructions, they are quite capable of dealing with many of the jobs requiring unskilled and semi-skilled labour, thus relieving trained armament personnel to perform the more intricate technical duties.
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[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] flying control
[Underlined] LANDING TIMES FOR JANUARY, 1945. [/underlined]
[Table of Landing Times by Base and Station]
During the recent heavy snowstorms and frost, the fall on occasions reached five inches. Snow plans have been revised and were put into operation early, with a consequent higher degree of serviceability. Methods employed varied considerably because of local conditions and the amount of manpower available. The three methods generally used were “sand and salt”, ploughing and rolling. Sand and salt proved excellent under conditions of small falls, rolling where the fall was medium but a heavy fall required ploughing. Salting brought with it difficulties of drainage clearance and ordinary mechanical brushing was not always equal to the task. Similarly, the “Snowgo” was not of great assistance in conditions where the fall of snow was fine and a strong wind prevailed, but was of use following ploughing.
Except in the morning following the heaviest fall, stations maintained a high degree of serviceability. All stations were able to keep their runways serviceable and in only a few cases was there not a subsidiary runway available by the afternoon following overnight fall. In one or two cases lighting difficulties followed on the thaw, but were tackled promptly and except in one case were remedied at an early stage. The position was complicated by the high wind causing damage to outer circuit and funnel lighting.
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Underlined] FLYING CONTROL. [/underlined]
The P.W.D. has developed a new form of lighting, evolved from the F.I.D.O. installation. The apparatus is portable and is intended to assist aircraft in lining-up on the approach under conditions of poor visibility. Petrol from a 40-gallon drum is pumped manually through a 50-yards feed pipe into a pre-heater at the end of a 20-feet burner line which is pegged into the ground. The intense flame far exceeds the sodium burners in brilliancy and penetration. Following successful trials by 2nd T.A.F., various lay-outs are being tested at Balderton. When the most successful form has been found, a demonstration will be arranged.
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Drawing] aircrew safety
[Underlined] DITCHINGS. [/underlined]
One known ditching occurred this month and another possible one was reported at the same time and in the same area. An aircraft, believed of 617 Squadron was seen to ditch on the 12th approximately 15 miles off the Norwegian coast. The ditching was seen by a number of crews and was well covered by prompt sighting reports. A Warwick standing by for just such an eventuality was quickly in position, and in making a dummy run saw the crew on the wing of the aircraft with no dinghy visible. As the airborne lifeboat was dropped, the aircraft sank. One man was seen to board the lifeboat and all but two of the others were seen to be making their way towards it. A Lindholme dinghy was then dropped to the two stationary members after which the Warwick, owing to the presence of enemy fighters had to withdraw.
In a position just North of the above ditching, an aircraft which was seen to be on fire over the target was believed to have ditched. A further lifeboat was dropped in darkness over the believed position.
In spite of intensive searches for these lifeboats and survivors from other incidents, nothing was found and it is believed that the survivors were found and picked up by the enemy.
[Underlined] HEAD INJURIES. [/underlined]
A medical report from the Emergency Landing Runways states:- “The majority of eye and face injuries are caused by perspex fragments, the eyes and upper head being involved more than the head below the eyes”. Most injuries have been caused by enemy action and the carrying of goggles (to be used whenever possible) by all crew members cannot be too strongly emphasised.
[Underlined] FIRST AID. [/underlined]
The above report also states “First Aid has, on the whole improved, but is still not up to the standard of the Americans. It was felt that poor First Aid was chiefly due to night condition, but that this is not the case has been proved by recent R.A.F. daylight raids. There is still the occasional casualty who has bled to death from a limb arterial wound and which could have been prevented by a properly placed tourniquet”.
Aircrew Safety Officers should institute a drive to improve the standard of First Aid.
[Underlined] THREE GOLDEN RULES. [/underlined]
When in doubt of your ability to:-
(i) Reach an airfield – initiate Emergency and Distress messages.
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Underlined] AIRCREW SAFETY. [/underlined]
(ii) Fly the aircraft – order your crew to “Put on parachutes”.
(iii) Land safely – order your crew to “Crash Landing Stations”.
A little time spent in studying for your own safety will afford you more time to study for your enjoyment.
[Underlined] THE DIVIDENDS. [/underlined]
Air Ministry report that 2161 aircrew (923 R.A.F. and 1238 Americans) were rescued in Home Waters during 1944 making a total, since the War began, of 5,467.
During last December 41 aircrew were rescued – this represents 19.3% of the aircrew involved in known ditchings.
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Drawing] engineering
[Underlined] SERVICEABILITY. [/underlined]
January produced only 1572 sorties; weather conditions were the retarding factor. The peack [sic] serviceability reached during January was 95.8% of Lancasters on charge: the balance of unserviceable aircraft was made up of aircraft undergoing Major Inspection and aircraft undergoing modification for special commitments. It was singularly fortunate that during this bad weather spell quite a number of aircraft became due, or almost due, for Major Inspection.
[Underlined] ENGINE FAILURES [/underlined]
[Underlined] FLAME TRAPS. [/underlined]
Much progress has been made with the methods of cleaning flame traps, and it is hoped that now local instructions have been given to C.T.O’s to remove flame traps at 150 or 225 hours according to the time available, and also to change the flame traps at any time they are suspected of being choked, that another source of engine failure has been eliminated. Under a scheme evolved by Messrs. Rolls Royce, these flame traps can be cleaned quite successfully in under half an hour. 53 Base are experimenting with their own washing bath and if successful this scheme will be introduced into each Base Major Servicing Section to cater for flame traps throughout the Base.
[Underlined] COOLING DUCTS. [/underlined]
Unfortunately, much unserviceability is being caused by the failure of the one-piece cooling duct and many hours are consumed in changing them after few flying hours. Command are controlling the supply of replacements but the situation is becoming serious owing to the extremely short life of this type of duct.
[Underlined] FAILURE OF NO.2 FUEL TANK. [/underlined]
The work entailed in changing No.2 tank is fully realised. The frequency with which these tanks spring a leak does not decrease, and many high speed tank changes have taken place to get the aircraft off on Ops to time. Although Mod.1179 was introduced with a view to reducing the number of No.2 tank failures, insufficient of these modified tanks have been received in the Service to make themselves felt.; as a result of enquiries, it seems pretty certain that many modified tanks are now coming through. No instance is known of a tank failing subsequent to the incorporation of Mod.1179.
[Underlined] CONTROL OF M.T. [/underlined]
In view of A.M.O. A.30/45, the complete responsibility of the maintenance organisation of Mechanical Transport now rests with the Engineer Branch. Due to a number of reasons which are well known to many, immediate improvements cannot be expected, nor will the position be eased without hard work and perfect co-operation. The broad policy has already been defined by Bomber Command Engineer Staff, and early in February it is anticipated that this Group will be in a position to request the attendance of the Command Engineer Officer to discuss the proposals for placing the M.T. maintenance on a sound footing. Man power is the obvious problem, and even with an increase in maintenance establishment the actual bodies will not be available for some time, if at all.
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Underlined] ENGINEERING. [/underlined]
This control of transport maintenance is an added responsibility to the already hard pressed C.T.O., but it was the natural course of events that this transfer of responsibility should take place as the first major consideration of the C.T.O. is the serviceability of aircraft, and with an inefficient mechanical transport section, the serviceability suffers considerably. C.T.O’s, in their own interests, must endeavour to give as much thought as possible to this transport problem without detracting from their personal interest in the operational efficiency of the aircraft.
[Underlined] FLIGHT ENGINEERS [/underlined]
[Underlined] FUEL GAUGES [/underlined]
A demonstration to prove the accuracy of petrol gauges was laid on at Coningsby on the 25th January, but unfortunately the weather intervened and it was agreed that it would be unsafe to carry out these trials; it was most disappointing as it was hoped that the accuracy or otherwise of these gauges would be proved once and for all. The demonstration will be laid on again at some future date, but in the meantime Flight Engineers can do much to help to prove the statement that these petrol gauges are sufficiently accurate to be relied upon. In the new Flight Engineer’s log (B.C. Form 10) on page 3 under the heading “Flowmeter Reading” four columns will be found; all Flight Engineers, in future, must record in these columns petrol gauge readings throughout the trip, paying particular attention to the reading just before landing and then checking the reading again when the aircraft is parked in dispersal. Care must be taken to read the gauge in the tail down position for this check. With the information gained from Flight Engineer’s Logs, and the results of the demonstration, it will be decided if gauge reading should replace dips to ascertain the fuel remaining in an aircraft after a trip.
[Underlined] PETROL CONSUMPTION. [/underlined]
Petrol consumption throughout the Group has shown a marked improvement over the past twelve months, but occasions still arise in squadrons where two or three aircraft use 210 gallons per hour when all other aircraft use an average of 180 gallons per hour. The Flight Engineer Leader must investigate these cases thoroughly. Points to note are air speeds, revs and boost used and A.S.I. in climb and descent. He must check the last six trips of these aircraft; if he finds high consumption in all cases he must report it to the C.T.O. If, however, he comes to the conclusion that it is the pilot and flight engineer to blame, he must report this to the Commanding Officer of the squadron who will undoubtedly see that the erring pilot and flight engineer receive instructions on engine handling.
[Underlined] FRESH RECRUITS. [/underlined]
When a new Flight Engineer reports to a squadron be must be thoroughly examined by the Flight Engineer Leader to ascertain if he is quite capable of carrying out his duties. Questions should be selected from the 5 Group Lancaster Quiz. If it is found that he is weak in any subject, instruction must be given him without delay. If convenient, the Flight Engineer Leader or his deputy should fly with him on his first N.F.T. or cross-country, to check him on aircraft drills and the way in which he handles throttles, rev levers and his fuel tank manipulation in the air. Any faults must be remedied before he becomes operational.
[Underlined] TRAINING UNIT SERVICEABILITY. [/underlined]
[Table of 5 L.F.S. Aircraft Serviceability]
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Drawing] photography
During the month of January, 54.6% of the night attempts produced successful ground detail photographs, a good figure for this time of the year, and an increase of 8% upon the previous month.
Examination of the table shown on the following page will reveal an improvement in the failures recorded, 5.62% as compared with December, 1944, 9.2% and November, 1944, 12.4%. It should, however, be clearly remembered that discarding the “bomb-door operation” of the F.24 camera is probably one of the causes for this reduction.
The descriptive list still contains many failures which should never occur, and it is hoped that the efforts of all concerned will result in a steady monthly decrease of all technical failures.
Photographers are again reminded that inability to trace the real cause generally results in a failure being classed as “obscure – photographic”. Therefore every effort must be made to root out the causes and to effect cures for future operations.
Now that all units except Nos. 83, 97 and 627 Squadrons are using 100% composite film, it will demand all the skill of the photographers and full supervision of the N.C.O’s to ensure that the attention to detail in making up the composite films, and their final processing is carried out in accordance with B.C. Composite Film Instructions. There is no room for slap dash work when working with colour film. Extreme care in making up the film, correct preparation of solutions, and exact time and temperature during processing are essential. Photographers are reminded that this branch of R.A.F. Photography was introduced by photographers of this Group, and the standards set must be maintained by all Bases.
H. 2. S. photography and the equipment, is not yet receiving the attention that is necessary. This branch of photography is as important as the normal F.24 photography, and Senior N.C.O’s are to see to it that all their staff are skilled in producing the best results in the shortest possible time. The local manufacture of perspex trays and fixed vertical enlargers should do much to solve dark-room problems.
It is not enough to produce good photographs, unless they are available for the Air Staff in the shortest possible time, and in this respect the S.I.O’s and Photographic N.C.O’s should remember that A.C.I.U. waits for all films to arrive before commencing their analysis. This is being delayed unnecessarily because some films are not reaching this Headquarters until five and six days after the raid, and in some cases failure films are as much as 14 days overdue. All films, whether ground detail, target conditions, or technical failures, must reach this Headquarters within the time limits prescribed in B.C.Ph.I’s.
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Underlined] PHOTOGRAPHY [/underlined]
[Underlined] ANALYSIS – NIGHT PHOTOGRAPHY – JANUARY, 1945. [/underlined]
[Table of Night Photography Results Ranked by Squadron]
This photographic inter-squadron ladder is produced on the number of failures (excluding those due to Target Conditions –“T.C.”) incurred during the past month, as a percentage of the number of attempts.
NOTE + (Armt. I = Armt. [underlined] Technical [/underlined] Failures.
(Armt.II = No flash illumination – presumed flash failures.
Owing to the limited number of Day operational sorties during the month of January, 1945, a ladder will not be compiled.
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Drawing] decorations
Supplement No.36866 to London Gazette dated 29th December, 1944.
The KING has been graciously pleased to give orders for the following promotion in, and appointments to, the Most Excellent Order of the British Empire:-
To be Additional Knight Commander of the Military Division of the said Most Excellent Order:-
Air Vice Marshal The Honourable Ralph Alexander Cochrane, C.B., C.B.E., A.F.C., Royal Air Force.
To be Additional Officer of the Military Division of the Military Division [sic] of the said Most Excellent Order:-
Wing Commander Walter Edward Dunn (35210), Royal Air Force.
To be Additional Members of the Military Division of the said Most Excellent Order:-
Acting Squadron Leader Edwin Maurice Undery (79198) R.A.F.V.R.
Acting Flight Lieutenant Henry Rutter Locke (101687) R.A.F.V.R.
The KING has been graciously please to approve the award of the British Empire Medal (Military Division) to the undermentioned:-
560272 Flight Sergeant Frank Haines, Royal Air Force.
The following IMMEDIATE award were approved during the month:-
[Underlined] 54 BASE [/underlined]
W/C J. WOODROFFE, DFC & BAR DSO
W/C M.A. SMITH DFC
[Underlined] 61 SQUADRON [/underlined]
F/O I.H. BYERS DFC
F/SGT G.F. CARTWRIGHT DFM
[Underlined] 83 SQUADRON [/underlined]
W/C J.A. INGHAM, DFC, AFC DSO
[Underlined] 467 SQUADRON [/underlined]
F/O S.V. GEORGE DFC
SGT W.T. STOKES DFM
F/L W.M. KYNOCH DFC
SGT D.J. ALLEN CGM
[Underlined] 227 SQUADRON [/underlined]
SGT R.H. PAYNE DFM
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Underlined] DECORATIONS [/underlined]
The following NON-IMMEDIATE awards were approved during the month:-
[Underlined] 9 SQUADRON [/underlined]
F/O R.F. LEWIS DFC
F/O R.G.W. GROSS DFC
F/O B. GRIFFITHS DFC
P/O E.C. REDFERN DFC
P/O G.F. MAULE DFC
P/O W.J. SHEPPARD DFC
F/O J.D. MELROSE DFC
P/O B. TAYLOR DFC
P/O W.R. HORNE, DFC BAR TO DFC
P/O J.A. PETERSON DFC
F/O C.H. SHEPHERD DFC
F/O J.W. MOORE DFC
W/O C.B. WATTS DFC
F/O A.R. DEARDEN, DFM DFC
F/SGT R.D. KERR DFM
SGT S.G.D.L. MAJOR DFM
F/O S.A. MORRIS DFC
P/O A.M. HOLMES DFC
SGT A.L. CUNNINGHAM DFM
[Underlined] 44 SQUADRON [/underlined]
F/SGT F.A. WELLS DFM
[Underlined] 49 SQUADRON [/underlined]
F/L A.E.W. WYNARD, DFC BAR TO DFC
P/O P.M. ABBOTT DFC
[Underlined] 50 SQUADRON [/underlined]
F/L H.G. McLEOD DFC
F/L H.W.T. ENOCH DFC
F/O E.R. OLIVER DFC
F/O E.H.E. HEARN, DFC BAR TO DFC
F/O A. GEORGE DFC
[Underlined] 57 SQUADRON [/underlined]
W/O C. SHILLAW DFC
P/O C.V. ALLEN DFC
F/O E. GLOVER DFC
F/O N.J. MacDONALD DFC
F/O J.S. BEARD DFC
F/O M.T. CLARKE DFC
[Underlined] 61 SQUADRON [/underlined]
F/O R.J. LING DFC
F/O S. PARKER DFC
F/O H.L. INNISS DFC
[Underlined] 83 SQUADRON [/underlined]
F/O A.J. BOOKER DFC
P/O C. SUMMERSCALES DFC
W/O M.F. INGMIRE DFC
F/L W.E. SIDDLE, DFC BAR TO DFC
F/L A.C. MacDONALD DFC
[Underlined] 97 SQUADRON [/underlined]
F/O G.J. WOOLNOUGH DFC
P/O W. HARVEY DFC
W/O G.O. EDMUNDS DFC
F/L W.G. COOPER, DFC BAR TO DFC
F/O R.B. CANEVER DFC
P/O A. McCRACKEN DFC
F/SGT R. SMITH DFM
F/L C.C. SHERRING DFC
F/O H.W. HAGGERSTON DFC
F/L W.G. ROGERS DFC
F/O W.E. CLAYFIELD DFC
W/O G.A. CARVELL DFC
F/L W.M. REID, DFC BAR TO DFC
S/L W.G. WISHART, DFC & BAR DSO
[Underlined] 106 SQUADRON [/underlined]
W/O E.W. MacDONALD DFC
[Underlined] 207 SQUADRON [/underlined]
F/O R.K. BRADY DFC
F/O J.A. GIDDENS DFC
F/O F. PARKER DFC
P/O N.A. FERGUSON DFC
[Underlined] 463 SQUADRON [/underlined]
F/O R.E. HATTAM DFC
F/O B.K. PURDY DFC
F/L G. GARDEN DFC
F/L A.R.H. MORRIS DFC
F/O G.M. DENHOLM DFC
F/O K. SCHULTZ, DFC BAR TO DFC
F/O R.W. BOARD DFC
F/L D.J. JOHNSTONE DFC
[Underlined] 467 SQUADRON [/underlined]
F/L W.L. BRILL, DSO, DFC BAR TO DFC
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Underlined] 467 SQUADRON [/underlined]
W/O N.J. ERB DFC
F/O A.W. ALLISON DFC
SGT J. PALIN DFM
P/O V.A. BAGGOTT DFC
F/L D.F. McLAUGHLAN DFC
P/O S.J. HAYTON DFC
P/O H.R. PURSER DFC
P/O L.W. WEAVER DFC
P/O C. DEAN DFC
P/O B.F. KENT DFC
F/O S.A. SEMPLE DFC
[Underlined] 617 SQUADRON [/underlined]
F/O D.H. CHENEY DFC
[Underlined] 619 SQUADRON [/underlined]
F/O W.G. STEVENS DFC
P/O A.B. NEILSON DFC
P/O J.R. HILL DFC
P/O K.H. YOUDALE DFC
[Underlined] 627 SQUADRON [/underlined]
F/SGT W.W.M. DEBOOS, DFC BAR TO DFC
F/L J.B. MITCHELL DFC
[Underlined] 630 SQUADRON [/underlined]
F/O A.R. KERR DFC
P/O W.K. GOODHEW DFC
F/O H. LONG DFC
P/O D.R. MALLISON DFC
P/O M.A. SWAIN DFC
P/O R.P. MITCHELL DFC
F/O R.L. McCANN DFC
F/SGT E.J. BROWNE DFM
W/C BLOME-JONES DFC
“V” GROUP NEWS. NO.30. JANUARY, 1945.
[Page break]
war effort
[Table of Aircraft, Sorties and Results Ranked by Squadron]
[Underlined] NOTES: [/underlined] 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. Squadrons above establishment are calculated on an establishment of 20.
[Page break]
[Drawing] equipment
[Underlined] COLD WEATHER. [/underlined]
The whole country has recently had one of the coldest spells in human memory; in fact in Lincolnshire we thought it much colder. At any rate Equipment Officers managed to keep their stations fairly warm. In view of the strictness of the regulations on rationing of coal and coke they are to be congratulated.
Equipment Officers should look to their fuel stocks; there may be another cold spell.
[Underlined] THEFT. [/underlined]
Equipment Officers should check every now and again the registered mail book. A case has come to light where an N.C.O. Equipment Assistant made it his job to collect the registered mail and also by some means managed to get the blue I.V’s given to him. Thus by destroying certain of the blues he was able to get away with quite a number of watches.
So carry out surprise checks on the registered mail.
[Underlined] CONFERENCE. [/underlined]
The Group Equipment Officers’ Conference was held this month at Bomber Command. Many points of interest were discussed and the minutes which have been received at this Headquarters will be passed to Base Equipment Officers in due course.
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Drawing] A LETTER FROM “A DEAD CITY”
We publish below a letter written from Brunswick to a German Soldier on 17th November, 1944. The names and address shown are entirely fictitious, but the letter itself is authentic.
Beckenwerker Strasse 157
Braunschweig
Nov 17
My Dear Karl,
I would have replied to your last letter earlier but in consequence of the great raid on Braunschweig we were without light or water for a long time and we are still without gas. Braunschweig was completely reduced to dust and ashes by a heavy night raid on the 15th. October. We were very lucky – the Forchaus is still standing quite undamaged. The Kraft Durch Freude Hall and factory bay and a hostel were destroyed. It is said that Braunschweig is the most severely damaged town, apart from Darmstadt. Gauleiter Lauterbacher called Braunschweig “the dead city”. Its innumerable citizens were charred or burned in their cellars, there are even yet any number of missing. The numbers of dead runs to about a thousand. All the same the victims are few when considering the destruction. We are at present completely cut off from the world; as our station is destroyed, as well as the signal box and the installations, no trains are arriving here.
We are weary of the war and hope it will end soon. God keep you.
Emma.
Reference is made to the attack by aircraft of this Group on the night of 14/15th October, 1944, which was dealt with in detail and photographs published in the November issue of the NEWS.
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Drawing] war savings
[Table of War Savings by Station]
GRAND TOTAL NATIONAL SAVINGS FOR JANUARY, 1945 - £8,711 13. 6d.
A – Approximate number of pence per head.
B – Approximate percentage of personnel saving.
C – Total savings.
[Page break]
[Underlined] DISTRIBUTION LIST. [/underlined]
[Underlined] EXTERNAL. [/underlined]
No. 53 Base … 28
No. 54 Base … 28
No. 55 Base … 24
No. 56 Base … 20
No. 75 Base (“For Attention Base Intelligence Officer”) … 4
Headquarters, Bomber Command … 6
Headquarters, Bombe Command – Eng. Staff … 1
Dr. B.G. Dickens, O.R.S., H.Q. B.C. … 1
Headquarters, Flying Training Command … 1
H.Q., P.F.F., Wyton … 1
P.N.Z.A.F. Headquarters, Strand, W.C. (vis H.Q. B.C.) … 1
R.A.A.F. Overseas Headquarters, Kodak House, 63 Kingsway, W.C.2 …2
Air Ministry, T.O.I. … 1
Air Ministry (D.D.T. Nav.) … 2
W/Cdr. Nairn M.A.P., Map Room, 6123, Thames House, Millbank, S.W. 1
A/Cdr. H.L. Patch, C.B.E., Air Ministry (D.Arm.R.), King Charles Street, Whitehall … 1
G/Capt. C. Dann, O.B.E., M.A.P., Millbank … 1
Air Chief Marshal Sir E.R. Ludlow-Hewitt, K.C.B., C.B.E., C.M.G., D.S.O., M.C., A.D.C., 136, Richmond Hill, Richmond, Surrey. … 1
Air Marshal The Hon. Sir R.A. Cochrane, K.B.E., C.B., A.F.C., A.O.C.-in-C., Transport Command … 1
Air Vice Marshal Coryton, C.B., M.V.O., D.F.C., A.O.C. 3rd Tactical Air Force, South East Asia … 1
Air Commodore H.V. Satterly, C.B.E., D.F.C., Headquarters, No.54 Base 1
S/Ldr. D.A. Green, D.S.O., D.F.C., Bomber Command Tactical School, Finningley … 1
Headquarters, No.92 Group … 6
Headquarters, Nos. 1, 2, 3, 4, 6, 7, 21, 23, 25, 54, 91, Groups 1
Headquarters, No.29 Group … 12
Nos. 11, 14, 16, 18 O.T.U’s … 1
No. 16 O.T.U. (Intelligence Section) … 2
S.I.O., No.27 O.T.U., Lichfield … 1
S.I.O., No.29 O.T.U., Bruntingthorpe … 1
T.A.D.U., Cardington … 1
Director of Studies, Advanced Armament Course, Fort Halstead, Nr. Sevenoaks, Kent … 1
R.A.F. Station, Jurby … 1
R.A.F. Station, Manby … 1
R.A.F. Station, Silverstone … 2
N.C.O. i/c Bombing Range, Wainfleet … 1
No. 93 M.U. … 1
R.A.F. Staff College … 1
Polish Air Force Staff College, Beach Hotel, Weston-Super-Mare 1
Empire Air Navigation School, Shawbury … 2
No.25 Group, School of Air Sea Rescue … 1
92 Group Navigation & Signals Instructors’ School, Little Horwood, Nr. Bletchley, Bucks … 1
Aircrew School, Balderton … 2
Bomber Command Instructors’ School, Finningley … 2
[Underlined] INTERNAL. [/underlined]
A.O.C. … 1
S.O.A. …1
OPS. 1 … 1
S.MET.O. … 1
C.S.O. … 2
O.R.S. … 1
G.T.I. … 1
G.F.C.O. … 1
P.R.O. … 1
OPS. RECORD BOOK … 2
CIRCULATION … 4
FILE … 1
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Blank Page]
[Page break]
[Stamp]
9 Wadd.
10 Skell.
6 Bdy.
2 Minuted.
Dublin Core
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V Group News, January 1945
5 Group News, January 1945
Description
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Five Group Newsletter, number 30, January 1945. Includes a foreword by the Air Officer Commanding, and articles on famous last words, operations, navigation, this month's bouquets, radar navigation, tactics, air bombing, signals, gardening, training, second thoughts for pilots, accidents, gunnery, armament, flying control, aircrew safety, engineering, photography, decorations, war effort, equipment, a letter from a dead city, war savings,
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
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1945-01
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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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59 printed sheets
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eng
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MStephensonS1833673-160205
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Royal Air Force
Royal Air Force. Bomber Command
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Belgium
Czech Republic
France
Germany
Great Britain
Norway
Poland
Germany--Braunschweig
England--Lincolnshire
Germany--Heilbronn
Germany--Dortmund-Ems Canal
Germany--Ladbergen
Germany--Mittelland Canal
France--Royan
Belgium--Houffalize
Poland--Police (Województwo Zachodniopomorskie)
Germany--Leuna
Czech Republic--Most
Norway--Bergen
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1945-01
5 Group
air gunner
aircrew
bomb aimer
bombing
Distinguished Flying Cross
Distinguished Flying Medal
Distinguished Service Order
flight engineer
Gee
H2S
Lancaster
Master Bomber
mine laying
Mosquito
navigator
pilot
radar
rivalry
Tallboy
training
wireless operator
-
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Stephenson, Stuart
Stuart Stephenson MBE
S Stephenson
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IBCC Digital Archive
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Stephenson, S
Description
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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[Underlined] 53 Base Commander [/underlined]
V GROUP NEWS V
JANUARY 1944 * [deleted] CONFIDENTIAL [/deleted] [indecipherable] * NUMBER 18
FOREWORD by A.O.C.
The final battle of Germany has now been joined. The enemy has been forced to concentrate two-thirds of his whole fighter strength for the protection of his citied, thus providing a classis example of the way in which air superiority, contrary to popular opinion, is won as much by the bomber as by the fighter. Crews should know that the superiority which the Russian Air Force enjoys on the Eastern Front, with all that this means to Russian military operations, is largely their doing; and the same is true of the Italian theatre.
This massing of the German fighter strength in an attempt to stop our attacks and those of the U.S.S.A.F.E. calls for serious thought on our part. In the long run the effect of the combined R.A.F. and American attacks will reduce the German fighter production so that they will be unable to support their present first line units, and the force will slowly diminish, but this is not a result which can be expected immediately, and much hard fighting lays ahead.
Bomber attacks are planned to reach the target having encountered as little opposition as possible. This is achieved by taking advantage of weather which will keep fighters on the ground, or involve them in great hazards if they take off; by careful routeing; by feint attacks; and by the full use of the radio offensive which prevents orders reaching the German pilots. In spite of this planning, scheming and foxing, a proportion of fighters are bound to get into the bomber stream. It is then that the tactics of the individual crews win or lose the battle.
There are two broad alternatives. On the one hand it may be considered that the sole duty of a crew is to reach the target and bomb it. Therefore, it is said it is imprudent to become involved in any fighting, and a crew should do its best to avoid combat and only open fire if directly attacked, and then only after failing to shake off the fighter by manoeuvre. On the other hand, while accepting that it is the object of the bomber to reach the target, refusal to engage in combat, while possibly safeguarding the individual, may by no means be the best for the force as a whole.
The German night fighter pilot must pray fervently that crews will adopt the first policy, for then he can cruise in the bomber stream unconcerned, except to find and stalk an unsuspecting prey. He will not be shot at by a bomber, which he has failed to see below him or to one side, and he can devote his whole attention to manoeuvring for the final shot. In other words he has a job almost free from the hazards of war, and as a result he will grow fat, and gain in skill and experience, and, therefore, in his ability to do us harm.
Now consider the other policy – to shoot at every German aircraft within range. About that policy I will say this. Firstly, that it is in general the duty of every combatant officer and man of any of His Majesty’s Forces to attempt by every means in their power, to destroy such of the King’s enemies as come within range. Secondly, that execution of this duty will aid the security of the bomber force as a whole, and, therefore, of the individual crew.
The matter is not, however, entirely straightforward, and there are two situations which have to be considered. Firstly, one in which a crew sees an enemy fighter not in a position to attack them but attacking, or about to attack, another bomber. They should be prepared to go in and shoot it down. At the foot of this foreword will be found some selected combats in which crews have acted in this way. They acted rightly, and deserve the congratulations of all in the Group, for they saved the lives of other crews, and rid us of pests who, if not destroyed, will quickly become adept at the art of killing at night.
The second situation is more complicated. A crew know, from their early warning device, that a fighter is nosing after them, and will soon be in a position to attack. Should they continue on their course until it is within range, and then attempt to shoot it down? Emphatically no – because the fighter in these circumstances has certain advantages which will give him temporarily the upper hand. The crew should carry out the standard corkscrew, remembering that this is designed to give the Gunners a standard deflection shot, known to them but not to the fighter pilot. Hence the importance of keeping to the exact standard speeds, rates of turn, loss and gain in height etc., set out in 5 Group Tactical Notes. Any other manoeuvre executed in the heat of action will provide the Gunners with deflection shots which, with present equipment, they have no means of calculating, but which the fighter pilot will find no more, and probably less, difficult to assess than the corkscrew.
Thus, while the standard corkscrew can be used as a manoeuvre for disengaging from enemy fighters, it is also a manoeuvre – and in fact the only manoeuvre – which we can employ and at the same time shoot accurately. Different speeds or rates of turn, or any skid or slip, may cause the Gunner to miss by 40 feet or more. In particular, too high a speed on the downward legs will lessen the rate of turn and, therefore, provide an easier shot for the fighter.
The policy outlined above was first set out in June, 1943. Over the following four months the Group shot down 58 fighters, but recently the numbers have been less, because I believe some crews are in doubt as to the correct action to take.
There is one final point; there must be no firing at an aircraft unless it is identified beyond any reasonable doubt. There have been instances in the past of Lancasters firing on other Lancasters, and there can be no justification for this.
To sum up, every crew in the Group should know that weather – routes – spoof targets and all other devices at the disposal of Bomber Command – are used to out-manoeuvre the German Fighter Force. It can only be out-fought if every crew in the Group is ready to “FORCE HIS WAY IN AND FIGHT HIS WAY OUT”. By that means we shall reduce the power of the German fighter to do us harm, to our own lasting advantage.
Need I add that the Air Gunners are playing a more and more vital part in the success of the bomber offensive. It is their quickness of eye and hand which determines success or disaster – but they are gravely handicapped if the pilot does not keep to the standard corkscrew, and may be caught unawares if the Wireless Operator relaxes his watch on his Monica or Fishpond tube. Such, then, is the team on which we rely to defeat the enemy fighters.
[Underlined] 23/24th August, 1943. J/207. [/underlined] Twin-engined enemy aircraft attacking another aircraft at 800 yards range. Rear gunner opened fore at 700 yards. Enemy aircraft broke in two and hit the ground in flames. Claimed as destroyed.
[Underlined] 22/23rd November, 1943. P/619. [/underlined] Rear gunner saw ME109 attacking another Lancaster. Lancaster “P” turned starboard and Rear Gunner opened fire at 200 yards range and scored hits. ME.109 reversed and dived violently to port, emitting flames. Enemy aircraft disappeared in the cloud, after which an explosion was seen. ME.109 claimed as destroyed.
[Underlined] 26/27th November, 1943. Z/44. [/underlined] Rear gunner sighted ME.210 flying to attack another Lancaster ahead. Lancaster Z corkscrewed and both gunners opened fire at 800 y ards [sic] range. Enemy aircraft followed the corkscrew and fired a burst which went well above [sic] Both gunners kept firing short burst, registering hits. Enemy aircraft seen to disintegrate by another crew, and ME.210 claimed as destroyed.
[Underlined] 16/17th December, 1943. A/44. [/underlined] ME.109 sighted 600 yards range parallel, following another Lancaster. ME.109 opened fire on another Lancaster who did not return fire. Both gunners opened fire and scored hits. ME.109 burst into flames and disintegrated. Claimed as destroyed.
[Underlined] 30/31st January,1944.U/44. [/underlined] Over target area Rear Gunner sights ME.210 800 yards down attacking another Lancaster. Lancaster U was corkscrewing on a Monica IIIA indication. Rear Gunner opened fire and strikes were observed. Enemy aircraft dived away with port engine on fire. Last seen entering cloud in flames. Claimed as destroyed.
[Page break]
PHOTOGRAPHY
The number of photographs with plottable ground detail obtained during January, was 73; these were almost entirely due to the conditions prevailing during the Stettin raid. For the remaining raids, the presence of heavy cloud caused the majority of technical successful exposures to be placed into the Target Conditions category.
Failures for the month were 58, which represents 5.4%. These failures can be reduced considerably if the personnel concerned will make the necessary effort, and it is suggested that still more co-operation is needed between the Bombing Leaders, Electrical, Armament and Photographic personnel in tracing the causes and ensuring that failures are not repeated. The first step in film fault analysis is to decide the ‘bombing frame’; failure to do this correctly will normally cause the investigation to be abortive and a complete waste of time.
There is reason to think that insufficient care is being exercised when setting the fusing time on the Type 35 Control. It is of the utmost importance that the fuse setting and the Type 35 Control are identical. Squadron photographers must realise that the setting is extremely critical, and even a small misadjustment of the Control Setting Knob will normally be sufficient to cause the flash illumination to be misplaced, and may therefore be considered a ‘pick-up’, resulting in a theoretical failure.
A new method of Night Photography is being tried out by Nos. 44 and 49 Squadrons. This is the use of Kodacolour film on frames Nos. 3 and 4 and H.S. night film on the remaining frames. The object of this composite Colour and Black and White is to photograph any T.I’s and Sky Markers in colour and at the same time to procure ground detail on Frame 5 by the illumination provided by the photo flash if conditions permit. The Photographic Section, R.A.F., Scampton, have undertaken to make up and process the films, and with full co-operation of the Station Workshops, have produced some very fine work.
It is too early to forecast whether this new method will generally be adopted. Much depends on the value of interpretation, supply of Kodacolour and technical equipment, but so far results are very promising.
[Table of Photographic analysis results by Squadron]
[Table of Photographic failure analysis results by Squadron]
A.S.R. (CONTINUED)
(Continued from back page Col. 1)
follows :-
(i) 256 aircrew lost their lives when other members of their crews were saved, which gives a strong indication of incorrect dinghy drill being carried out.
(ii) 23 lost their lives after having been sighted in dinghies – weather and lack of knowledge of searching procedure were the main causes for this.
(iii) 663 are known to have come down in the sea but no S.O.S. signal was transmitted making search almost impossible.
(iv) 280 disappeared over the sea without word or trace.
The above figures show that aircrews generally have a very sad lack of knowledge of what to do in the event of an emergency over the sea, both as regards W/T procedure and dinghy drills. A tremendous amount of money has been spent building up the Air Sea Rescue Service, and in providing safety equipment for aircrews, all of which can work satisfactorily with the full co-operation of the aircrews for whose benefit they have been designed.
When you bale out over enemy territory, your future welfare depends on your own initiative [underlined] after [/underlined] you have come to earth, but the reverse holds good in baling out over the sea or ditching. Emergency incidents over the sea depend for their success on full crew co-operation and knowledge of W/T procedure and dinghy drills – all of which must be gained [underlined] before [/underlined] the incident occurs.
One hour a week spent on the study of search procedure, emergency and S.O.S. W/T procedure, and dinghy drills, is sufficient to ensure that you will never be caught unprepared in case of emergency over the sea.
[Underlined] HELP A.S.R. TO HELP YOU [/underlined]
OPERATIONS
It would perhaps not be inopportune in the first month of the New Year, to reflect on one of the most valuable technical inovations introduced this time last year, and which is to-day largely instrumental in waging the Battle of Berlin with unabated vigour. It was just a year ago that blind bombing was first on trial and an analysis of its success or otherwise was anxiously awaited. This month, with the aid of this technique, we were enabled to conduct seven raids on Berlin, and one each on Brunswick and Magdeburg. Stettin alone, to its everlasting regret, was cloud free. 1341 sorties were flown, of which 89% were successful in attacking the primary. Increased fighter activity and the long range at which targets were attacked perhaps accounted for the rather higher loss rate of 4.6%.
At the beginning of this month, Hitler declared “The Winter may be difficult. Its blows, however, cannot hit us harder than last year”. The month was not out before this illusion was shattered by a sustained series of attacks on the Nazi capital, bringing the tonnage dropped since the beginning of the Battle of Berlin, to over 24,500 tons. One is perhaps best able to appreciate the magnitude of this figure when it is borne in mind that 50,000 tons would “Hamburgise” Berlin. The latest reconnaissance to secure photographic evidence of the raids up to and including 2/3rd January, was made on 4th January, but only poor quality photographs of parts of the city (excluding in particular the centre) were obtained. These however revealed important industrial damage in the Johannisthal district to the South East, with severe damage to several less important business and residential areas. It is interesting to note that in a statement issued by Transocean on 7th January, it was estimated that the damage sustained up to that date would take some 7 1/2 years to rebuild.
Little is yet known of the remaining 4 major attacks of the month against the Reich capital on 20/21st, 27/28th, 28/29th and 30/31st, except that reports suggest they were concentrated. Ground information points to the significant fact that with the possible exception of the North Eastern outer suburbs of the city, not a district in the capital has escaped. Impressive as this picture is , it really affords no index to the scale of administrative dislocation which must be a most acute problem for the Nazis; added to which the paralysis of the focus of German was industry and transport, together with the ever increasing influence of the raids on that intangible factor, morale, would also appear to promote a depressing effect on the Hun’s capacity to wage war.
The attack on Stettin on 5/6th January, provided adequate material for our reports. The blanket of cloud, which for some time past has shrouded the continent, was absent at the target, enabling the snow outlined town to be clearly identified. The resultant attack was well concentrated, and P.R.U. cover indicates severe damage in the Southern half of the town centre, extending into the West and East basins of the dock area. Ten buildings of the large military barracks to the South of the town have been gutted, and fairly heavy damage was sustained by business and residential property. The same night a
(Continued on page 4, col. 1)
5 Group News. No. 18. January, 1944. Page 2.
[Page break]
ACCIDENTS
ACCIDENT RATE INCREASES
Halfway through January, it was apparent that the excellent accident figure for December was not to be repeated, and the number of avoidable accidents, of all kinds, by the end of the month was nearly doubled – 18 against 10.
This month’s total is made up as follows: Ground collisions – 9; Overshoots on landing – 3; Heavy landings – 1; Swings on take-off – 1; Other errors of judgement – 3.
In spite of all that has been done and written about “ground collisions” there has been no decrease whatsoever in these avoidable accidents. This month there were again 9, and they follow much the same patter as those of December, with this difference:-
Two aircraft were damaged in dispersal while being run up by ground crew, through chocks slipping on greasy surfaces. In both instances the aircraft swung round and collided with obstacles.
It has been a long time since an accident of this type occurred in the Group. The remedy is obvious. Ground crews must examine all chocks for serviceability, keep dispersals well sanded, and, above all, never start to run up engines until the dispersal is clear of obstructions. It is the old, old story of a little foresight paying a big dividend.
During this month a taxying incident occurred in which a major contributory factor was the failure of a captain of aircraft and of ground crew to notify Flying Control quickly that a Lancaster was obstructing the perimeter track. The aircraft had become bogged in soft ground just off the track at night, and was struck by another Lancaster taxying, without an aldis lamp, and at excessive speed.
Flying Control, had they known, could have taken immediate steps to have the aircraft marked as an obstruction, and could have warned other captains of its position.
This accident adds emphasis to the warning in last Month’s News that ground crew should make every effort to let pilots know of obstructions. The captain of this particular Lancaster showed bad captaincy in not notifying Flying Control, and also in leaving his aircraft in charge of ground crew when he knew it was in a dangerous position.
Needless to say, the pilot of the moving aircraft had his log book endorsed in “RED”.
The 3 “overshoots on landing” this month bring out the usual pilot error – too fast an approach in bad visibility and failure to go round again. If the various factors of height, speed, cockpit drill etc., are not correct, it is no use “hoping you’ll stop in time”. It might be all right nine times out of ten, but the tenth means another Lancaster in a heap at the end of the runway.
One crash occurred again this month on a 3-engined overshoot. The pilot was an experienced captain with many Lancaster hours to his credit, yet he [underlined] failed to keep in trim for 3 engined flying [/underlined] on his approach. When the engines were opened up to full power, the inevitable swing caught him unawares. Result was a bad crash with fatal consequences.
Drills and instructions are not issued by this Headquarters just to be read and forgotten, so if there are any you are not sure about, now is the time to brush up your knowledge. [Underlined] You [/underlined] will reap the benefit.
Conversion Units had a bad time this month. The total of nine “avoidables” exceeds the total of all the Squadrons put together. Winthorpe had four. 1660, 1654 and 5 L.F.S. had one each. 1485 Flight had two taxying accidents.
SECOND THOUGHTS FOR PILOTS
FRESHMEN
1. Remember the lowest fuel consumption is not obtained when you are flying at the lowest possible speed. With the increased angle of attack of the wings at a low speed, you get increased drag and consequently require a greater power output. Neither maximum endurance nor maximum range will be obtained by flying as slowly as you can, so don’t “waffle” around the sky hanging on to your props. If you are getting short of petrol and have got a long way to go, try 2000 revs + 3 boost. That will give you a healthy airspeed, economical petrol consumption and excellent range.
2. You know why you can expect climbing difficulties on warm nights? The air is thinner at a given aeronoid height and so increases the true air speed at which the aircraft must be flown and the power required to fly it. The thinner air also reduces the charge drawn in to the engine and so reduces the power available.
3. Don’t sheer off track because you see pinpoints of flak dead ahead. It may be anything up to 100 miles away and as you get closer you will find that your route will probably bypass the flak area. Flak which explodes with a large orange coloured flash is within 15 mls and is quite harmless. It is only when you can hear or feel it that it is within 250 feet and getting dangerous. If you SMELL it, well get cracking.
[Cartoon]
4. Always take a note at Briefing of the times of the other waves in the attack in case you strike trouble on the way and cannot make good your T.O.T. Aim to make good the T.O.T. of another wave. It is safer to be bombing with bags of company.
5. Give your Navigator as good a platform for his Astro shots as you give your Air Bomber for his bombing run. Hand over to “George” if your instrument flying is not 100% and let the Navigator know the moment you consider the aircraft is as stable as it is likely to be.
6. If you use Caffein tablets it is a good plan to take one as you leave the English Coast outward bound. That will see you to the target. Take another when you are clear of the defences to see you home. Never take any just before take-off. Once upon a time there was a mid-upper gunner who took four tablets 10 minutes before take-off. The “Op” was scrubbed. The gunner wasn’t seen for 24 hours after he eventually went to sleep about noon the next day. Then he was posted !
VETERANS
1. Don’t get out of touch with existing orders. You have read them once, but only by constantly referring to the Flight Order books can you be sure that you have got them buttoned up. Just one example – never take off rudder bias on the approach for a 3-engined landing. You can easily control any tendency to swing after landing, but if you have to overshoot on 3 engines, the bias is the only thing that will enable you to control the immediate swing towards the dead engine at full power. If the swing is not controlled the result is fatal.
2. Another word on overshoots. You can still overshoot even though you are in the green of the G.P.I. and the airspeed is O.K. This circumstance may arise if your initial approach has been too low and you have used the extra engine to get back into the Green. Don’t forget once you have made good the undershoot throttle back again and get your angle of descent right.
3. Don’t attempt to raise flaps after landing when you have “pulled the bottle”, because there is a danger of bursting the header tank. If in an emergency you have to raise flaps in the air after pulling the bottle, do so slowly and in stages.
4. If you have to jettison fuel, close the valve while there is still 75 to 100 gallons in each tank. It is a precaution against fire, because the last 30 gallons of jettisonable fuel runs out slowly and splashes over the airframe. Never jettison if you are going to do a wheels up landing when there is any likelihood of fire.
5. Never take off flap during an approach if you suddenly decide you don’t want flap in a very high wind. The lowering of the flap increases the lift coefficient of a wing and any reduction of the flap angle during an approach may result in the stalling speed being increased above the approach speed.
6. Get together regularly with the other members of your crew behind a hangar or in the crew room and exchange ideas on your recent trips. There’s bound to be a few points in crew routine that need patching up. Don’t wait until there is a party in the Sergeants’ Mess before you find out that the crew have a thing or two on their minds.
5 Group News. No. 18. January, 1944. Page 3.
[Page break]
SIGNALS
WIND MESSAGES
Bomber Command Signals Staff Instructions commence with an “Order of the Day” by the C.-in-C. which says that :- “The tradition of the Signals Service is that the safety of aircraft overrides every other consideration and every other interest…The Signals Service aspires never to lose an aircraft”.
Since this message was originated, many and varied aids have been introduced falling within the purview of the Signals Service which attain towards the achievement of this objective.
It is generally agreed that losses in the main bomber force may be considerably reduced if a high degree of concentration of aircraft during the route to and from the target, and at the target itself, can be effected.
Radar/Navigation aids fitted to many aircraft now make it possible to determine with a high degree of accuracy, the velocity and direction of winds at the height and in the area of the main force. The means of communicating this to the Meteorological staffs on the ground, and of passing to every aircraft on the force the assessment of accurate winds on their route, is the responsibility of the Signals Service.
This method has been in use since towards the end of the Old Year, and, from the signals aspect, has been successful. The method used has been for wind-finding aircraft to transmit their winds to the Base D/F Station, and the ground staff to transmit the wind assessment to the main force on Group operational frequency.
The transmissions by Wind Finders to Bases gives an increase on the number of channels, with a better spread over of the volume of traffic at any one time. To ensure that every message which can possibly be received, is received, an additional watch is maintained at each Base on a normal receiver, and a watch, on each frequency in use, at Group Headquarters. The watch at Group Headquarters serves two purposes. Firstly, it enables received winds to be in the Meteorological Officers’ hands in the minimum time, and secondly, provides an additional check on the Base D/F frequencies. Any Wind Finding aircraft unable to establish satisfactory communication on its Base frequency, reverts to the Group operational frequency, and by these means we have been successful in receiving almost 100% of wind finding messages transmitted. There have been two occasions when conditions on the 3 to 4 m/c band made communication rather difficult, and in order to provide an additional channel should this re-occur, an allotment of a frequency in the 7 m/c band has been obtained. The results of this frequency on similar occasions, should they arise, are awaited with interest.
The reception of the wind assessments by the main force has been good, but could be improved. Generally, the number of messages missed has been in the region of 2.5% of the total which should have been received.
The loop aerial has proved a reliable selectivity device, and it should always be tried when other efforts to get rid of jamming fail.
GEE
The introduction of new equipment leaves Radar Sections less time for standard Gee maintenance. It is gratifying to note that, in spite of this, the serviceability remains high. There are however, numerous unnecessary faults, which render the equipment difficult to use, or completely unserviceable. Great care should be taken to prevent slipshod D.I’s, and faults such as leads off etc. Many Squadrons are still reporting divider trouble, indicating that the necessary modification has not been completed. If this is due to a shortage of equipment, ask the Equipment Officer to expedite.
AURAL MONICA
Aural Monica is slowly disappearing. Many crews would, however, like to keep Monica, even though they now have Fishpond. It is, unfortunately, impossible for the Radar Sections to maintain both installations in all aircraft.
VISUAL MONICA
This installation remains a most effective and valuable Radar aid. Serviceability is high in comparison with other equipment, but to be a first class warning device, 100 per cent serviceability is required. Switch motors have caused nearly one third of Visual Monica failures, but it is hoped that this trouble will soon be cleared, since the correct type of grease has now been found. Next month should show a large increase in serviceability. Unfortunately, there is no more equipment available, so squadrons must ensure that no sets remain unserviceable, or are destroyed, through careless maintenance. Many crews already owe much to Visual Monica. Don’t let the lack of serviceability spoil a first class device.
H 2 S
The fitting of H 2 S is greatly retarded by the shortage of scanners. It is impossible to fit all H 2 S aircraft in the existing squadrons, and so there is little likliehood [sic] of fitting new H 2 S squadrons for some time. Last month’s problem, freezing scanners, appears to have been corrected by use of anti-freeze oil and repositioning of the scanner heater. A new snag is now appearing in the slowing down of the repeater motors. Radar Sections should contact Instrument people for information regarding the correct type of oil to use on the motor bearings. A new pulse transformer has been designed and trials are being conducted. It is hoped that a large percentage of the very numerous H 2 S failures will now be prevented.
FISHPOND
Fishpond fitting still continues slowly, hampered by the connector shortage. Trained crews are getting very good results, but it is necessary to emphasise that Wireless Operators should spend considerable time on the Fishpond trainer. A few extra minutes learning to use the set correctly may well save many an unpleasant trip.
MONICA AND FISHPOND TRAINING
Now that all available sets have been fitted, a drive has started to eliminate preventable failures. Aircraft are being deprived of the protection of a tail warning device during entire sorties, simply because one plug is loose, or a fuse blown. We must make full use of every available set and to do this, Operators must be given a greater insight into the workings thereof. Fault finding tables – with sketches of what the CRT shows for various faults – are being prepared.
Various synthetic training schemes have been evolved, including a series of cards showing typical “blip” pictures with the appropriate patter printed underneath. A similar set of cards without the patter is used to test the Operator’s reactions.
An epidiascope is being used by one Squadron, and lifelike “blips” are introduced up and down the time base, and shown on the screen for brief intervals.
Which squadron will produce the best synthetic training device?
Signals and Radar officers – are you getting that occasional flight? (See A.M.O. A.1323/43). You should all have flown with Monica or Fishpond by now. Don’t forget to enter your trips in the old log book.
WIRELESS OPERATORS (AIR)
[Underlined] (CAPTAINS OF AIRCRAFT MAY ALSO LOOK) [/underlined]
The article on wind finding from the signals aspect, which heads this Section of the News, should be read and digested by all Wireless Operators.
The Group W/T Exercise has improved this month, but Section I are definitely superior to Section II, and should any Operators of Section II doubt the truth of this statement they may like to do a little eavesdropping. After all, the ether is free.
This month’s three star effort for air operating was the performance by Wireless Operator Sgt. Barnes Moss of No.61 Squadron (formerly of 1661 Con. Unit and 16 O.T.U.), on the night of 5/6th January. The aircraft “J”Jig was severely damaged over the target, the port outer engine being rendered unserviceable, resulting in a loss of the Gee facilities. Sgt. Barnes Moss rose to the occasion and managed 12 fixes, 1 bearing and 1 message, keeping a good log, and also receiving the odd Group broadcast at the same time. It would appear that this Wireless Operator set about his job with calm determination, and was partly responsible for the safe return of his aircraft to this country, and in doing so proved a credit to his Squadron, captain and crew.
(continued on Page 12, Col.1)
(Continued from Page 2, Col.3)
small force of our aircraft successfully laid mines.
Although for the moment we are without precise information as to the result of the raids on Brunswick on 14/15th, and against Magdeburg and Berlin on 21/22nd, preliminary reports show promise of impressive returns. These attacks will contribute to the nomadic population of the Reich, and provide a tinge of irony to the announcement in a Frankfurt paper that “Evacuees are not gypsies but Germans”.
Thus ends the first month of our “decisive year, boasting a new record tonnage dropped on Germany itself – a portent of the scale of future operations.
5 Group News. No. 18. January, 1944. Page 4.
[Page break]
AIR BOMBING
It was at the beginning of May, 1943, that the initial drive on greater accuracy in practice bombing was commenced throughout the Group. Very good co-operation by the Squadrons within the Group led to most intensified training, so much so that in the months of May, June, July and August a grand total of 23,310 bombs were dropped. This total almost equalled the number of bombs that were dropped in the preceding [underlined] 4 years. [/underlined] However, one fact emerged, namely the average error was remaining at approximately the same figure, and that this figure, 220 yards, was still much too high.
September heralded the introduction of bombing analysis. F/Lt. Cooper, an expert analyst was attached to us from No. 25 Group and travelled from Squadron to Squadron to implement the Group’s very scanty knowledge of assessment of bombing. Thus, slowly we learned the way bombing errors are split into certain definite categories. The first major item which was tackled was the bombsight maintenance, which had contributed no small portion of bombing errors; and by the end of November, errors directly attributable to bombsight defects were almost eliminated.
We next learned that the main error, called Crew Error, had two components. The error caused by the failings of Pilot and Air Bomber, and the Vector Error, that is the error due to the use of faulty wind velocities.
The Pilot and Air Bomber’s error was tackled with considerable vigour until, by the end of December we were really getting down to very small proportions. 106 Squadron for instance, dropped 182 bombs from High Level during December for an average Pilot/Air Bomber error of 78 yards, an astonishingly good achievement. 619 Squadron with 101 yards, 467 with 115 yards and 50 and 463 Squadrons with 116 and 117 yards respectively were close behind.
However, and now we come to the major bombing problem, our Crew Errors were still too large because our average Vector Errors were much too high.
November/December and January has shown the gradual appreciation of this Vector Error problem, and in the Squadrons where bombing is accepted as the be-all and end-all of 5 Group (and their number is ever-increasing) the problem is a matter of real concern. The Group’s average Vector Error for November was 169 yards at 10,000 feet, in in December 162 yards, and these figures convert to roughly 13 m.p.h. A good Vector Error is considered to be 5 m.p.h. (that is 60 yards at 10,000 feet) and it is to this figure Crews must make their way.
When this is achieved, and it will come only with the greatest flying care by the pilots and the most accurate plotting, timing and computing by the Navigators, then a crew will be able to take up 6 bombs, drop them in a close group of less than 50 yards radius with the Mean Point of Impact less than 70 yards from the target. Then, and not until then, can we call ourselves BOMBER CREWS.
[Underlined] FOOTNOTE. [/underlined] 619 Squadron (F/Lt.Walmsley) submits the following “Stop Press” news on the Vector Error problem.
(continued in next column)
“ F/O. Ingleby, a Navigator of 619 Squadron has spent a great deal of time on trying to find out why such large Vector Errors occur. He back-plotted a navigator’s bombing wind, [underlined] to a much larger scale, [/underlined] and discovered that a 15 seconds error in timing over 6-7 minutes gave a Vector Error of 10 m.p.h., that is 130 yards at 10,000 feet. “
The wind found, in the words of the Navigator, brought us from Nottingham to Base on E.T.A. “
Agreed that such a wind would, because an error up to 300-400 yards in track and 1/2 to 1 second in time is almost unnoticeable, but it is such small and apparently insignificant Navigation Errors that cause displacement of bombs from the target to distances up to 200 to 250 yards away.
COMPETITION BOMBING
A much better show was put up by the Squadrons this month in the Competition, the results of which are as follows:-
Pilot & Air Bombers Navigators
1st 106 Sqdn – 58 yds 1st 630 Sqdn – 87 yds
2nd 619 Sqdn – 82 yds 2nd 106 Sqdn - 124 yds
3rd 630 Sqdn – 92 yds 3rd 619 Sqdn – 183 yds
4th 57 Sqdn – 118 yds 4th 57 Sqdn – 264 yds
Further entries with less than [underlined] 8 [/underlined] qualifying exercises.
5th 50 Sqdn – 74 yds 5th 467 Sqdn -110 yds
6th 463 Sqdn -129 yds 6th 50 Sqdn – 119 yds
7th 61 Sqdn -145 yds 7th 61 Sqdn -163 yds
8th 467 Sqdn -158 yds 8th 463 Sqdn -165 yds
9th 207 Sqdn -165 yds 9th 44 Sqdn -176 yds
10th 44 Sqdn -221 yds 10th 207 Sqdn -220 yds
No entries were submitted by 9 & 49 Sqdns. Next month we want a TOTAL all-out effort!
[Table of High Level Bombing Training by Squadron showing Error Rates]
[Underlined] OUTSTANDING BOMBING DURING JANUARY [/underlined]
Squadron Pilot Air Bomber Navigator Crew Error at 10,000 ft.
[Underlined] 9 W/Cdr. Porter [/underlined] F/O. Prior P/O. Gall 66 yds
[Underlined] 50 F/O. Robinson [/underlined] F/O. Lavery Sgt. Sanderson 84 yds
[Underlined] P/O. Dobbyn [/underlined] Sgt. Jackson F/O. Horner 66 yds
61 P/O. Wallis Sgt. Pardoe F/Sgt. Tozer 67 yds
F/O. Fitch F/O. Lyons. F/O. Jennings 86 yds
106 F/O. Latham F/O. Martins F/L. Williamson 89 yds
P/O. Lee F/Sgt. Hoyland F/Sgt. McKie 81 yds
P/O. Gibbs F/O. Cramp F/Sgt. Appleyard 75 yds
F/Sgt. Rosser Sgt. Goss F/Sgt. White 61 yds
F/O. Lee F/O Beven F/O. Langrish 95 & 72 yds
P/O. Pezaro Sgt. Greenwood Sgt. Wade 63 yds
[Underlined] 463 P/O. Saunders [/underlined] Sgt. Govett Sgt. Falconer 84 yds
[Underlined] F/Sgt. James [/underlined] F/Sgt. Bowes F/O. Pettitt 92 yds
630 W/Cdr. Rollinson F/Sgt. Rosser F/L. Ehrman 88 yds
1654 C.U. F/Sgt. Page F/O. Braithwaite F/Sgt. Fair 99 yds
F/Sgt. Perry Sgt. Duncombe Sgt. Hather 84 yds
Sgt. Paterson Sgt. Hall Sgt. Rice 90 yds
1661 C.U. F/Sgt. Falsted F/Sgt. Hancock Sgt. O’Connor 95 yds
617 Squadron obtained 11 exercises with less than 100 yards average error, and the following :
S/Ldr. Suggitt F/O. Davidson W/O. Gordon 30 yds
[Table of Additional Bombing Training by Squadron, including bombs dropped, error, A.M.B.T. hours, infra-red exercises, traces and T. & D. runs & indirect attacks]
5 Group News. No. 18 January, 1944. Page 5.
[Page break]
AIR BOMBING (CON)
“GEN” FROM THE SQUADRONS
[Underlined] 61 Squadron’s [/UNDERLINED] (F/Lt. McDonald) bombing figures for December failed to include the month’s best week of bombing because the return affecting that week was mislaid. 15 exercises were carried out, 77 bombs being dropped for an average Crew Error at 10,000 feet, of 177 yards. Vector Error averaged 126 yards and Pilot’s and Air Bomber’s error was 129 yards.
Congratulations to the Bombing Staff off [underlined] No. 5 LANCASTER FINISHING SCHOOL, R. A. F. [/underlined] Syerston, who, under the guidance of W/O. Linnett, constructed an excellent small instructional display of ‘Paramatta’ and ‘Wanganui’ attacks showing the danger of incendiaries “creep-back”.
Group Captain Evans-Evans, R.A.F. Coningsby, has pointed out that [underlined] 619 Squadron [/underlined] (F/L Walmsley) in the first two weeks of January AIMED 36 day and 54 night Practice Bombs and not one of these 90 bombs were “aimed” below 8,000 feet.
To quote the Station Commander – “a real effort on all crews’ part to bomb as near operational height as possible.”
[Underlined] 5 L.F.S., R.A.F. Syerston [/underlined] (F/Lt.Wonham.) reports the most creditable attainment of 12,300 feet average height for all practice bombing during January. This is what we want !!!
[Underlined] 467 Squadron [/underlined] (F/Lt. McCarthy) reports yet a further “Mod” to the Bomb Aimer’s compartment.
To quote :-
“The stationary lights do not supply illumination to points where they are needed, i.e. the lamp on the bombing instrument panel does not afford enough light to read the pre-selector box and no light is in position to check camera leads. A “wander” light has been installed above the selector box and will supply any part of the nose for any job including map reading”.
5 Group will seek permission to make this modification general as soon as possible.
Thank you, 467 !!!
It is pointed out that [underlined] 49 Squadron [/underlined] are doing a considerable amount of bombing training which does not appear in the normal returns.
This training is in the form of blind bombing using H2S, which is achieving considerable success.
[Underlined] 617 Squadron [/underlined] (F/Lt. Hay) reports that average bombing error for December was 90 yards – on one [underlined] operation [/underlined] during January the Squadron’s average error was 94 yards from 12,000 feet. Enough said !!!
In column 2 will be found an article by F/Lt. Hay on the “617” bombing team, as promised in the December issue.
“GEN” FROM WAINFLEET
Despite 8 days and 15 nights unfit for bombing training, Wainfleet plotted [underlined] 2398 [/underlined] bombs dropped by 363 aircraft during the month. All Squadrons used the range for night training, special mention being made of 617, 106, 207 and 619 Squadrons who aimed 155, 60, 51 and 50 bombs respectively.
[Boxed] LATE ENTRY FROM 49 SQUADRON FOR COMPETITION
Bombing Error – 156 yards
Navigator’s Error – 124 yards [/boxed]
THE SECRET OF 617 SQUADRON’S HIGH STANDARD OF PRACTICE BOMBING.
The S.A.B.S. – Pilot/Navigator/Air Bomber Team.
The excellent results gained by crews of 617 Squadron using the SABS have only been achieved by the fullest, most practical use of the “Bombing team”. Before any bombs are dropped some four hours training on the specially adapted A.M.B.T. are carried out by the Pilot and Air Bomber to give manipulation practice to the latter, and to familiarise the pilot with the B.D.I. (Bombing Direction Indicator). The Navigator is trained to carry out compution of true height and airspeed, and settings for a given course of attack with the instruments and computers at his disposal. Some 2 - 4 hours are then spent in the air doing “dummy runs”, firstly on objects “on track”, and then choosing targets and “turning on”, and finally on to targets and setting up sight in accordance with settings computed from known navigational data. The sight is only accurate when correct height above target is set. Thus the pilot must fly at the indicated height he states he will be at, the Navigator must correctly compute this to the true height above target, and the Air Bomber set this accurately.
True height is dependent upon :-
(i) [Underlined] Sea Level Pressure at Target. [/underlined] This is gained by setting aerodrome height for practice bombing or, operationally, from Form 2330. It is the Q.F.F. which is set.
(ii) [Underlined] Indicated Height above Sea Level. [/underlined] All 617 Squadron altimeters have been accurately calibrated for every 1000’ for 140 and 180 m.p.h. I.A.S. and from the appropriate card the Navigator allows for this error, which may be up to 300’
(iii) [Underlined] Temperature. [/underlined] “Thermometer, Air, Direct Reading, Mk.I”, now fitted, does not give an accurate reading for temperature of the outside air, as (a) the stem is heated by cabin temperature, and (b) the outside air bearing against the bulb is under pressure varying with airspeed. Both factors tend to give a “warmer” reading than true. Again the Navigator computes from a special computer to get an accurate air temperature.
With these factors and the use of an ICAN computer, true height (c) can be computed. True height above target will need a deduction of target height above sea level, and there will be a further allowance (addition) to be made where stick bombing is being used.
When the pilot advises IAS with aircraft trimmed and bomb doors open, the Navigator computes a T.A.S. which is used against a Trail scale for the appropriate bomb number. Errors of + or – 5 m.p.h. make negligible ground errors. Most errors in range can be traced to (1) flying at other than the indicated height stated by the pilot, (2) incorrect compution of height and/or T.A.S., by the navigator, or (3) by incorrect settings or bad manipulation, by the Air Bomber.
The sight will automatically correct for Drift and Ground Speed if switched on with the target in the graticule, and held there by proper manipulation of the sight by the Air Bomber, and by the pilot following the direction of his B D. I., until such time as the point of release is attained. Those who remember the A.B.S., and who used it to its utmost efficiency, realise that the length of run could be considerably decreased if settings were applied before the run. As the heading of attack is generally known, the navigator just prior to the run, can pass a drift and G/S setting to the Air Bomber. So, after practice, the Air Bomber need only wind his sighting head back for a 25 second run, whereas 40 -50 seconds may be required without these settings.
Let us listen to a typical 617 Squadron bombing run :-
Pilot. “Turning on to a heading of 250°”
Nav. “250° - drift 4° port, G/Setting 17”
A/B acknowledges, directs pilot on and calls “Run stated”, at the appropriate moment. After 30 seconds of concentration, but silence, by Pilot and Air Bomber, we hear :-
A/B. “ Bombs gone, good run here, drift 3° port, G/S 16.5 “, and after time of fall “ Bomb plotted, 10 yards overshoot “.
Pilot. “Sorry, my fault, I was 120 ft. high!!
When results are received from the Range, the team assembles about the plotting table to further sort out factors causing any errors.
BOMBING LEADERS’ CORNER
A hearty welcome to F/Lt. Lowry ex 3 Group who has arrived in this Group to become Bombing Leader to 44 Squadron, R.A.F., Dunholme Lodge.
F/O. Jacombs (463 Squadron) was 1st and F/O. Abbot (106 Squadron) was 3rd, both with “A” Categories on No. 74 Bombing Leaders’ Course. This is a particularly good show on the part of these two Officers. F/O. Jones (49 Squadron) obtained a “B” category on the same Course, being 15th.
[Cartoon of two WAAFs] Dot and Dark – the immaculate W.A.A.F’s – “… and don’t you suggest he made the first Begin Approach…”]
5 Group News. No. 18. January, 1944. Page 6.
[Page break]
NAVIGATION
Concentration, track keeping, and Navigation generally improved during the month. This was largely due to the efficiency of the selected wind finders and to the working of the Wind Finding Scheme as a whole. The selected wind finders’ results have been carefully analysed and it is now possible for the Met. Section at Group Headquarters to place certain degrees of reliability on the information which is passed back from individual crews. Special mention is made here of F/Lt. Townsend – Pilot, and F/O. Haxby, Navigator, of No.57 Squadron who have proved to be most reliable as wind finders; they have consistently sent back accurate wind information which was used as a basis for future winds transmitted to all 5 Group aircraft. It is hoped that all crews selected for this special duty will reach a 100% reliability standard, and send back wind information which will not only be of great value to non-wind finding crews in the Group but to many other crews in the Command.
It has been suggested in some quarters that transmitting winds from aircraft over enemy territory renders the aircraft more susceptible to Freya and Wurtzburg plotting, and therefore to greater danger from vectored fighters, flak and searchlights. As far as the losses in this Group show, there is absolutely no foundation in fact for this belief, so that crews need have no qualms about using the W/T transmitter. They should regard their transmissions as a valuable means of helping all the other aircraft to keep to the planned route.
It was particularly emphasised in the December Monthly News that all Navigators must continue to find winds whenever possible and to check accuracy of their wind finding with broadcast winds. Many crews are not doing this, but are content to use all broadcast winds without checking their accuracy. This practice is a dangerous one, and can easily lead a crew into trouble. Assume that the Navigator has rechecked his calculations and is satisfied that the course and airspeeds flown are those for which he is calculating. The winds found by this Navigator are the only ones on which a revised wind could be based should the aircraft get into difficulties as a result of using the broadcast wind. It is imperative, therefore that all Navigators check, and re-check, the wind velocity whenever a good air position and fix are obtained simultaneously. Your ability to find accurate wind velocities may mean that you will be selected as a Group wind finder, and that in consequence, the main force concentration and track keeping will be directly affected by your efficiency.
5 GROUP SPOOF ATTACK 21/22ND JANUARY
Reference must be made here to the Spoof Attack carried out by 22 aircraft of this Group on BERLIN. Theirs was not considered a desirable mission, and the success of the attack makes the job they did all the more noteworthy. It seems that this small attack drew off the enemy fighters from the stream of the main force aircraft which attacked Brunswick at the same time, and the combats recorded on the two routes bear this out.
The return from this raid was flown over 10/10ths cloud almost the whole way. Route Markers were dropped by our own aircraft along this route and winds were broadcast by 57 “C” for the assistance of the rest of the force. Only one aircraft failed to return from this attack, which emphasises the general quality of the Navigation and the careful pre-flight planning employed.
A.P.I.
Supplies of A.P.I’s and A.M.U’s have now been received in the Group and they will be sufficient to equip all H 2 S aircraft. Any surplus A. P. I’s will be distributed to the non-H 2 S Squadrons. This method of distribution was decided on so that the maximum assistance in windfinding would be available in certain Squadrons. Their help will be to the benefit of all non-H 2 S squadrons.
Fitting is going on as rapidly as possible in all squadrons.
M/F FIXES
In the past many Navigators have considered that to request a fix from the W/Op means an admission of defeat in their job as a Navigator. If the security of the aircraft is in danger and the Navigator is temporarily uncertain of his position when returning from operations, then he should not hesitate to obtain a fix.
This of course must only be resorted to in emergency, otherwise aircraft which urgently require W/T assistance are unable to receive from the M/F Station until it has dealt with the first aircraft. Recently a fix was requested from Heston, (Section D) by an aircraft returning from the South from operations. This was not obtained, although a position line was given instead. (The significance of this was not appreciated by the Navigator). If a line bearing is received in reply to a request for a fix, it normally means that the aircraft is in transit with the base line of the M/F Stations. This Navigator should have requested another fix about 15 minutes later from the same M/F Station, or better still should have asked the W/Op to change over to Section N.
STRAIGHT FROM THE O R S’s MOUTH
A system of Raid Assessment has now been in operation in 5 Group since May, 1943. The system has progressed, and ways and means to improve it are considered daily. The objects of the system are (i) to try to discover [underlined] quickly [/underlined] what went right or what went wrong with each attack, and (ii) to consider over a period what lessons can be learnt. In this way, it is hoped, future attacks may be conducted with greater precision and reduced casualties.
Each Station has a copy of the teleprinted O.R.S. (R) form – the information on this form, the additional data on raid reports and the details of combats, will enable Stations to draw their own conclusions. Finally, the Group Raid Assessment Report, the statistical Chart and track keeping diagram, furnish as complete a picture of each attack as is possible at the moment.
The consideration of the salient features of each assessment means that the plans for each subsequent attack can be more carefully prepared. Aerial warfare has now become a highly scientific affair, and as with all scientific ventures, rapid future progress depends on intelligent deductions from a fund of accurate and ‘up to date’ facts.
Aircrew will, therefore, realise that the navigational and other ‘gen’ which is collected from them at interrogation is not just another ‘bind’. This ‘gen’ is of the greatest importance, and must be given with the utmost accuracy which the conditions under which it is obtained permit.
GEE
Range on Gee increased on the raids towards the end of the month, particularly on the Berlin operation of January 30/31st when fixes were obtained of XF frequencies up to 8 E, with position lines still further. If this excellent reception continues, there should be a marked improvement in concentration and timing. With regard to position lines, these may be the means of keeping within the 10 mile band of concentration, particularly if the track runs parallel to the Gee lines, and Navigators should endeavour to make the utmost use of Position Lines wherever possible.
From reports sent in after each operation it appears that some navigators are relying solely upon the XF frequencies on the RF unit 25 and not attempting to use the RF unit 24. When reception fades on the unit 25 navigators should insert the Unit 24, and at least endeavour to find out whether reception is better on this or not.
Whilst the usual technical failures still occur due to deterioration of components, serviceability on the whole has been good, but unfortunately the odd manipulation fault crops up now and again, and every effort must be made by navigators, (particularly those on H2S Squadrons) to remain proficient in the operation of the set, and in the correction of simple faults. (See the Navigation Quiz).
With the introduction of miniature lattice charts, errors in the plotting and transferring of fixed should be reduced to the minimum. However, these charts do not cover certain areas and navigators must carry the large charts for those areas until miniatures are published.
It is hoped that a North Eastern chain will be available within a month, to cover the present blank areas of the Western North Sea.
[Boxed] [Underlined] UNION NEWS [/underlined]
S/Ldr. J.H. Evans, D.F.C. – H.Q. No.5 Group to 49 Sqdn. as Flt. Commander.
S/Ldr. J. Vivian, D.S.O., D.F.C. – No. 57 Sqdn. to H.Q. No. 5 Group as Group Navigation Officer.
F/Lt. R.H. Schofield, (H2S Instructor) – H.Q. No. 5 Group to Fiskerton. (Stn.Navigation Officer)
F/O. W.T. Haxby, D.F.C. – 57 Sqdn.to H.Q. 5 Group (Radar Nav.)
F/Lt. P.F. Bailey. – 1661 C.U. to 619 Sqdn. (Squadron Navigation Offr)
F/Lt. P.M. Materkeyn – 93 Group to 44 Sqdn. (Squadron Navigation Offr)
F/Lt. B. Asson, D.F.C. – 44 Sqdn (Sqdn Navigation Offr) to 10 O.T.U.
F/Lt. M.J. Baud. – 207 Sqdn (Sqdn Navigation Offr) to SPILSBY (Stn. Navigation Offr.)
F/Lt. W.M. Burnside, DFC. – No 5 LFS. (Sqdn Navigation Offr.) to BARDNEY (Stn. Navigation Offr.)
F/O. Parker. 44 Sqdn. to 207 Sqdn. (Squadron Navigation Offr)
F/O. R.O. Beattie. 207 Sqdn. to 5 L.F.S. SYERSTON [/boxed]
5 Group News. No. 18. January, 1944. Page 7.
[Page break]
Navigation (Cont.)
H 2 S
Training on H 2 S has progressed satisfactorily during the month, but once again bad weather and cloud have prevented much blind bombing, and until this training is given, crews cannot be considered fully trained.
Serviceability during this month has been quite up to standard considering the difficulties of replacement and our main worry at the present time is failure due to bad manipulation. Failures such as these can only be overcome by constant practice both in the air and on the ground. Ground training is essential, and with Ground trainers now installed at 1660 and 1661 Con. Units, and 49 57 and 630 Squadrons, there should be less reason for manipulation failures in the future.
Intelligent use was made of the H 2 S in operations this month, and many operators are finding it a great help in avoiding defended areas. Navigational fixes are being obtained up to 40 and 50 miles by some operators, but still 17% of the fixes are wrongly taken or plotted. With the advent of broadcast W/Vs there is even greater need for accuracy in D.R. and the navigator must work in close co-operation with the Air Bomber if they wish to make the most of H 2 S.
A few simple rules such as the following should result in greater accuracy in navigation with H 2 S :-
(i) Pre-flight planning must be looked upon by the Navigator and Air Bomber as an essential part of the operation, and they must work in close conjunction with each other. The Navigator should point out to the Air Bomber all features from which fixes are likely to be required, and their Flight Plan E.T.A’s. The Air Bomber must draw in the tracks on a Mercator Plotting Chart, clearly ring all recommended H 2 S landmarks and mark in their Flight Plan E.T.A’s.
(ii) This close co-operation must be maintained in flight, and the Navigator must inform the Air Bomber from time to time of the aircraft’s D.R. position and alterations in E.T.A’s, which he must mark on his chart. The Air Bomber must be allowed time to take a fix and the Navigator must cross check all fixes used. To save time and unnecessary chatter over the inter-com. the Air Bomber could be taking fixes and entering them on a log form giving time, place, bearing and distance, or, the Bomb Aimer can make a track crawl on a chart of his own, so that the Navigator will be able to choose any suitable fix at any time.
Remember, it is the reliability of fixes that matters, not the quantity.
The reliability of H 2 S is dependent upon the accuracy of the D.R. Navigation, and conversely without frequent reliable fixes the D.R. becomes increasingly inaccurate. The H 2 S must, therefore, be used to increase the accuracy of the D.R. navigation.
GARDENING
On 5/6th January, 49 Squadron provided 6 aircraft fitted with special equipment, to plant vegetables in the approaches of SWINEMUNDE. This force was detached from the main stream (bound for STETTIN) close to the gardens, and re-joined shortly after planting. This operation was the first of its kind to be carried out entirely with special equipment, and one of the first from high altitude (12,000 feet). Five out of six aircraft planted successfully on a timed run from the pinpoint. The sixth was unable to pinpoint due to failure of special equipment and descended to the lowest permissible height as briefed; being still unable to pinpoint visually, due to cloud, the vegetables were correctly jettisoned in a previously ordered position. The importance of the sea routes here is their use for supplying the Russian front – and by the look of things on the Leningrad front – for repatriation purposes. There is every indication that the vegetables went into the right “hole”, but definite information on the results is hard to come by from such distant places.
The raising of the maximum height for dropping mines to 15,000 ft., has made gardening possible, with reasonable safety, in many areas hitherto immune, and where the presence of mines will present an even worse problem to the enemy than hitherto.
The Bombing Development Unit has carried out trials which prove conclusively that, contrary to expectation, the mine has an extremely consistent flight, and figures for drift due to wind have also been found.
Allowances for Forward Travel and drift due to wind can, therefore, easily be made.
The Command planted 1100 vegetables during the month – 3 Group were responsible for 833. Gardens visited were many and varied, the most densely sown being those off the ELBE, WESER, and EMS; KIEL BAY; the FRANCH COAST U-BOAT BASES.
-“Where angels fear to tread”
In seemly and imposing state, th’elect of God conferred,
The operations staff did hang upon their spoken word.
Save which, the room all silent was, and deathly as the tomb,
(Though sound of trotting horsed permeated through the room)
Tranquility [sic]was shattered as a vulgar voice did rant
“Connect me please with Swinderby, for Swinderby I pant”
The Lords of all creation ceased. A frozen silence fell;
The D.S.O. was seized, and cast into a dungeon cell.
And there without a trial doth the poor wretch meditate,
The sins of other people, for whose crimes he’ll meet his fate.
Let those who keep the watches now resolve they never will
Repeat th’offence, the cure for which is published in the drill.
ANON. CIRCA. 1944.
LINK TRAINER
[Table showing Link Trainer use by Squadron]
ASTRO COMPASS
The astro compass is a precision instrument for checking courses against any heavenly body. In this Command, however, it is rarely used, and even then only for sights on the Pole star.
The Astro compass in its present form is a precision and somewhat complicated instrument, and it is suggested that a much simpler instrument should serve the purpose equally well. This Headquarters is experimenting with a very simplified Astro Compass, and as soon as it is ready for trials, Squadrons will be informed and asked to give their criticisms.
The DR and P4 Compasses should be checked approximately every 15 minutes, and also after every major alteration of course. If these two compasses agree within 2 degrees, then it is not considered essential to check them by use of the Astro Compass. If however, they do not agree within these limits an immediate check should be made of the D.R. Repeaters and the Master Unit. If the compasses still disagree, then a check should be made to ascertain which is correct.
NAVIGATIONAL QUIZ
1. What is the safety height over :-
(a) North Yorkshire.
(b) S.W. England.
(c) Lincolnshire.
(d) West Scotland.
2. What M/F Sections would you use if you were approaching Cornwall (a) from the Wexford region, (b) from the Cherbourg region?
3. Which is the shortest distance from Berlin – Lincoln or Leningrad?
4. Assume your aircraft is engaged on a dinghy search. The W/Op receives an S.O.S. on 500 K/Cs. What immediate action should be taken by the Navigator.
5. If none of the 6 pin sockets on the V C P give a proper picture on the screen, two separate actions can be taken by the navigator. What are they? (N.B. The V.C.P. light is on all the time.)
6. What is the recommended method of search to be used when engaged on dinghy search?
Group News. No. 18. January, 1944. Page 8.
[Page break]
GUNNERY
TRAINING ON SQUADRONS
Checks carried out recently reveal that the standard of knowledge on tactics and the corkscrew among Air Gunners is well below the high standard required. It would appear that insufficient time is being allocated to “vetting” air gunners on arrival, and ensuring that their knowledge is retained by constant practice and instruction. It is a simple matter to get the gunners together and hold a quiz on these subjects; naturally some will be on leave, others flying or sick, but if this is carried out regularly all the gunners will receive checks.
This check can be carried out whenever gunners have a few minutes to spare and requires no equipment. All that is required is to ensure that every gunner on every Squadron knows automatically the sequence of the corkscrew manoeuvre, the correct deflection and how to give a clear picture to the remainder of the crew of what is going on during an attack. Squadron Gunnery Leaders recently attended a two day course at R.A.E. Farnborough. This was primarily concerned with the function of ice in oxygen equipment, and should have been passed on to the gunners. It included quite a few valuable tips on the care of this equipment and how to keep it working in severe icing conditions.
FIGHTING CONTROL EXERCISE
An excellent scheme for carrying out the Fighting Control exercise at night on the ground is contained in the February issue of “TEE EMM”. It will be found on page 274; it requires little equipment and can be carried out on the aerodrome, and also gives good practice in night vision training.
10 DAY SIGHTING COURSE AT NO.1 A.A.S. MANBY
This course has recently been started with the object of providing expert sighting instructions, with particular emphasis on the assessment of Gyro films.
During the first few courses it was found that adjustments to the syllabus had to be made, and now the course has settled down to what might be termed an advanced sighting course; the subject is covered more thoroughly even than the C.G.S. course, and any prospective candidate should ensure that he has a thorough knowledge of the G2 notes, as a lack of preliminary knowledge has caused the downfall of several air gunners who have attended the course.
The vacancies on this course are very few, and only gunners who are keen on sighting and have already proved their worth as instructors, should be submitted.
FLYING CLOTHING FOR AIR GUNNERS
During the two-day course which the Gunnery Leaders attended at Farnborough, a discussion was held with the officers responsible for the design and production of clothing and oxygen equipment, and most interesting “gen” was obtained. Here are a few of the new items to be produced :-
New type Oxygen Mask (H) which is much smaller, lighter in weight, causes less obstruction to downward vision and houses a much smaller microphone.
(Continued in column 3)
This Month’s Bag
[Cartoon]
TOTAL NUMBER OF COMBATS – 155
[Underlined] DESTROYED [/underlined]
[Underlined] Sqdn A/C Date Type of E/A [/underlined]
49 K 2/3.1.44. ME.110
61 J 2/3.1.44. ME.210
207 D 5/6.1.44. JU. 88
49 U 5/6.1.44. ME.109
49 K 14/15.1.44. TE/EA
[Underlined] 463 N 14/15.1.44. FW.190 [/underlined]
[Underlined] 9 W 21/22.1.44. JU.88 [/underlined]
207 K 27/28.1.44. FW.190
[Underlined] 463 T 28/29.1.44. FW.190 [/underlined]
[Underlined] 467 T 30/31.1.44. ME.110 [/underlined]
44 U 30/31.1.44. ME.210
[Underlined] 50 X 30/31.1.44. TE/EA [/underlined]
[Underlined] DAMAGED [/underlined]
[Underlined] 463 O 1/2.1.44. JU. 88 [/underlined]
[Underlined] 463 L 1/2.1.44. JU. 88 [/underlined]
106 V 1/2.1.44. JU. 88
44 A 2/3.1.44. JU. 88
[Underlined] 50 T 2/3.1.44. JU. 88 [/underlined]
[Underlined] 463 R 2/3.1.44. JU. 88 [/underlined]
[Underlined] 463 M 2/3.1.44. JU. 88 [/underlined]
106 G 2/3.1.44. JU. 88
49 K 2/3.1.44. Unidentified
[Underlined] 50 T 2/3.1.44. FW.190 [/underlined]
49 H 2/3.1.44. JU. 88
49 P 2/3.1.44. JU. 88
[Underlined] 467 C 5/6.1.44. ME.210 [/underlined]
106 V 5/6.1.44. FW.190
[Underlined] 463 R 5/6.1.44. JU. 88 [/underlined]
[Underlined] 463 J 14/15.1.44. ME.110 [/underlined]
[Underlined] 463 F 14/15.1.44. ME.210 [/underlined]
49 M 14/15/.1.44. JU. 88
630 Z 14/15.1.44. JU. 88
44 L 14/15.1.44. ME.110
207 M 14/15.1.44. JU. 88
207 N 14/15.1.44. FW.190
49 H 14/15.1.44. JU. 88
[Underlined] 9 T 21/22.1.44. JU. 88 [/underlined]
207 G 21/22.1.44. JU. 88
44 J 21/22.1.44. ME.109
207 K 21/22.1.44. ME.210
207 K 21/22.1.44. JU. 88
44 K 21/22.1.44. ME.109
57 O 27/28.1.44. JU. 88
[Underlined] 50 M 27/28.1.44. JU. 88 [/underlined]
207 K 27/28.1.44. FW.190
49 J 28/29.1.44. TE/EA
106 G 28/29.1.44. JU. 88
[Underlined] 50 B 28/29.1.44. JU. 88 [/underlined]
49 J 30/31.1.44. ME.110
DAMAGED (Continued)
[Underlined] Sqdn A/C Date Type of E/A [/underlined]
[Underlined] 50 L 30/31.1.44.JU.88 [/underlined]
[Underlined] 463 D 30/31.1.44. JU.88 [/underlined]
207 P 30/31.1.44. ME.109
630 P 30/31.1.44. T/E
57 G 30/31.1.44. DO.217
All except G/106 28/29th and G/57 30/31st have been confirmed by Command.
OMITTED FROM LAST MONTH’S BAG
DESTROYED
[Underlined] Sqdn A/C Date Type of E/A [/underlined]
44 Z 16/17.12.43. T/E E/A
(confirmed by Command)
The type “E” heated lining is to have more heating elements in the knees and seat, heated gloves are to have extra heating elements, and the high wattage socks to have the heating slightly reduced.
A new glove with all the heating elements in the back to give better grip and a more positive control over the equipment when handled with the gloves on, is on the way.
A silk glove, which has had the finger tips dipped in Latex to give a coating of rubber and enable even small articles to be picked up with ease, has been experimented with.
A flap has been attached to the neck of the flying helmet in order to exclude draught; this flap is made to go inside the flying suit and form a seal around the neck, which keeps the draught out and the heat in.
With the introduction of the new oxygen mask and microphone, the inter-com lead is taken round the back of the helmet, this making for more freedom of movement.
Production on the Taylor Suit has ceased but as there is still a large number in service, the new suit will not be seen for some time.
STANDARD FREE GUNNERY TRAINER
The first of these trainers to appear in the Group is being erected at Fiskerton and by the time this “News” reaches the Squadrons, it should be in working order. The trainer provides for deflection practice and range estimation, aircraft recognition, zone sightings and also produces tracer simulation. The trainer will shortly be adapted to take the Mark II Gyro Sight as 49 Squadron have been fortunate enough to be selected for the installation of this sight. The sight is similar to the one now in use as an assessor in the Group, but has a range component which enables the range to be fed into the sight by means of foot pedals operated by the gunner. It is a reflector sight with much improved dimming controls on the graticules; in short, all the gunner has to do is to make settings on the sight for height and airspeed, place the moving graticule on the target, estimate the range, and he cannot miss.
Considerable practice is required in the manipulation of this sight, and the free gunnery trainer has been installed for that purpose.
(Continued on page 13, col.1)
5 GROUP NEWS. NO.18. JANUARY, 1944. PAGE 9.
[Page break]
ARMAMENT
GUNS AND TURRETS
Guns freezing, combined with sluggish turrets, due to the extreme cold conditions experienced on operational sorties, sets a problem which is, at present, being tackled in several ways.
[Underlined] GUNS. [/underlined] The exclusion of moisture from the moving portions will, it is considered, be ensured by the fitting of gun ejection slot seals which have been issued to all units in the Group.
There is little point in fitting ejection seals if guns are being tested or cocked after being fully loaded for operations, as the ejection seal will be broken. After the seal is broken, moist air entering the ejection slot is sure to freeze under certain conditions, and a cure for this cannot be found by the application of Anti-Freeze oils.
[Underlined] TURRETS. [/underlined] From reports received, turrets appear to give various troubles, when subjected to extreme cold. Various hydraulic media are being tried to overcome these troubles, but it is the Air Gunner who can tell the Armament Staff what actually happened.
First hand information from Air Gunners to their Gunnery Leaders or Armament Officers is of vital assistance in the investigation of all suspected freezing troubles. The Air Gunner is the man who experiences the trouble, and he is the only one who can give the required information on the actual failure and the conditions prevailing at the time. A remark made, and later entered on a combat report such as “Guns would not fire during combat”, does not help in any way.
An Armament representative is always present at Interrogation, and any information passed to him there and then will greatly assist the investigation to be carried out at once. This information will surely help to diagnose the cause of the trouble.
See to it, gunners, that you give full details of all troubles experienced with either guns or turrets, to your Gunnery Leader or Armament Officer. They cannot get a story from anyone but you. IT ALL DEPENDS ON WHAT YOU TELL THE ARMAMENT OFFICER. He cannot reproduce what you experienced under the same conditions.
PHOTOGRAPHIC FAILURE
A small percentage of photographic failures have, on investigation, been attributed to Armament causes. It was hoped that with the introduction of the Mk.111 fuse those failures, however small in number, would disappear. A very careful analysis of the film gives indication that a certain discrepancy exists between the timing of the camera control and the E.111 Fuse. The importance of setting this clockwork fuse correctly cannot be too strongly emphasised, and all Armament Officers can help stamp out this type of failure if they ensure that all fuses M.111 are set correctly.
NEAR ENOUGH IS NOT GOOD ENOUGH
Liaison between Armament and Photographic Sections is essential. Try it and see – who knows, it might reduce the number of failures all round, and so produce vitally important plottable pictures of the target area.
SMALL BOMB CONTAINERS
The preparation of the ever-faithful S.B C. has been, and still is, the immediate concern of all Armament Sections. To prepare the bomb load and bomb up aircraft for an operation is, with the S.B.C’s now available, a matter for organisation. Difficulty can, however, be experienced on the second day when these S.B.C’s have to be filled in the limited time available.
The introduction of Conveyor Rollers has undoubtedly relieved this arduous task, but there is still room for improvement. These rollers can be put to untold uses, and with this in mind, numerous schemes are at present undergoing trials, which will, if applied in the correct manner, enable bomb loads to be prepared for the second sortie in quick time.
Full details of these schemes will be distributed to all Units in the near future. When the new equipment is received it should be subjected to a fair trial according to storage conditions available.
BOMBING RANGES
The lighting of Targets at Wainfleet Bombing Range is causing grave concern, owing to the ingress of salt water into the electric light fittings. Every effort is being made to keep the targets serviceable for night use, but after high tides, faults appear which may, therefore, make it necessary on occasions to declare certain targets unserviceable.
Representatives have been made to obtain an improved type of electric light fitting. In the event of it becoming necessary, improvised lighting has been arranged at EPPERSTONE Range.
FENTON BOMBING RANGE
A further Bombing Range, to be known as Fenton, has been allotted to the Group, making five ranges in all. Work has already commenced on this range, and when complete it is to be administered by R.A.F. Station, WIGSLEY.
FLYING CONTROL
In the table below will be seen two average landing times. The first is calculated by dividing the total period occupied by landing, from first to last aircraft, by the number of aircraft landed. This does not take into account any allowance for the time when the circuit was empty. The adjusted time shows the nett period, that is with allowances made for spasmodic return of aircraft, and the final average is the average time per aircraft based on this adjusted time.
From these two averages can be seen that whereas most Stations have got accustomed to the circuit drill of the landing scheme, there is still scope for improvement in the arrival of aircraft at the airfield.
However, the averages of 3.49 and 2.66 indicate that all Stations have really got down to the problem of landing aircraft quickly, and from reports to hand, it is encouraging to note that the scheme has met with the full approval of the aircrew. Some Stations who, at present, house only one Squadron, are not giving the results they might; this would seem to be an indication that on account of the limited number of
(continued on page 12, Col. 3)
JANUARY LANDING TIMES
[Table showing the Number of aircraft, Time, Average, Adjusted Time and Average by Station]
FAILURES TABLE
[Table of Gun Turret Failures and Bombing Failures by Squadron]
A = MANIPULATION B = MAINTENANCE C = ICING D = TECHNICAL E = ELECTRICAL F = OBSCURE
5 Group News. No. 18. January, 1944. Page 10.
[Page break]
SPORTS
[Cartoons]
FOOTBALL – THE MATZ CUP
The first round of this annual knock-out is now complete, except for one match, Strubby v Scampton. In the Preliminary Round, Waddington held Scampton to “2 all”, but lost the replay. Without being too partisan, may we wish good luck to the Strubby “giant killers”.
PRELIMINARY ROUND
WADDINGTON 2 SCAMPTON 2
WADDINGTON 0 SCAMPTON 2
(re-play)
ROUND ONE
WINTHORPE 1 SYERSTON 0
WIGSLEY 0 SWINDERBY 11
BARDNEY 0 METHERINGHAM 10
DUNHOLME 2 FISKERTON 0
WOODHALL SPA 1 CONINGSBY 3
SPILSBY 2 EAST KIRKBY 3
SKELLINGTHORPE 3 H.Q. 5 GROUP 1
Scampton are again holding second place in the Lincoln League, Division 1, having won 7 out of 9 games. They were runners up in the League last year, and winners of the Matz Trophy – a fine record.
Dunholme had a busy soccer month, winning four out of five games, in addition to their Matz Cup game with Fiskerton.
Syerston, like Scampton, are all out for the Newark and District League championship. They have, to date, won six out of seven games. Intersection competition produced 12 matches during the month.
Skellingthorpe and Bardney have been busy with both inter-section games and weekly Station matches.
Metheringham lost only one out of four station games, and in inter-section matches, Squadron Armoury won all their games decisively.
Coningsby soccer has been notable for a duel between 619 and 61 Squadrons. Each Squadron has won one game each and the decider should be a real blood match.
Swinderby Station team won four out of five games, losing to O.C.T.U. Newark. Judging from their Matz Cup score, they have some big guns in the forward line.
Winthorpe had four Station games, and were unlucky to win only one, but although losing 5 – 2 to Syerston, they pulled off the Matz Cup game. There was much inter-section activity.
Wigsley were unlucky to have two Station games cancelled. Of the remaining two, they won one and lost one. The R.A.F. Regiment had several games in the inter-section matches.
RUGGER
LANCASTER SEVEN-A-SIDE COMPETITION
It has unfortunately proved impossible to complete the squadrons knock-out phase of this competition by January 31st. To date, only 9 Squadron have completed their finals, F/Lt. Hadland’s crew beating P/O. Glover’s crew in the final by 11 – 3. Nineteen teams took part in the competition. Within 53 Base alone, 61 matches have been played and the competition has become increasingly popular as it has progressed. All squadrons are urged to play off their matches as early as possible, so that the date for the Inter-Unit competition can be re-arranged. There will be some magnificent rugger in the final games, so get cracking squadrons, so we can arrange the big play off.
Syerston Rugger side is now considerably stronger than its early season form, and won three out of four games during the month.
Metheringham played two games, beating Bardney, and losing to 7 K.O.S.B.
Coningsby beat the 9th Field Regt. R.E.D., and the S. Staffs. Regiment in no uncertain manner.
Swinderby suffered their second defeat of the season against R.C.A.F. Digby, losing 6 – 0. Several Canadian Football mannerisms crept into the game, such as the referee putting the ball into the scrum, players “blocking” their opponents, and an occasional forward throw. All of which served to fox the Swinderby team.
Winthorpe lost to Syerston, but beat both 93 M. U. and Newark R. F. C. The Winthorpe pitch has, unfortunately, been “put to the plough”, necessitating all away matches.
HOCKEY
Swinderby can put out a very strong team, and only failed to win one game, which they drew with O.C.T.U. Newark, 4 – 4.
Syerston played 7 games in all, including two mixed and two all W.A.A.F. games, winning six of them.
Coningsby played four Station games, of which they won one.
Scampton, Metheringham, Winthorpe and Wigsley, all had Station matches. Metheringham hope to have their new hockey pitch ready in a few days.
H.Q.5 Group played its first match (mixed) against Syerston on February 6th, losing 2 – 1 a very promising start for a team that has only a half-sized pitch to practice on, until permission is obtained to fell a few trees.
It is hoped to promote a Group mixed Hockey knock-out in the very near future.
CROSS-COUNTRY
Wigsley, Skellingthorpe, Dunholme Lodge and Coningsby have all had successful runs during the month. 619 Squadron took over a hundred bodies about four miles from the camp by coach and released them. S/Ldr. Churcher was first man home. Feeling fit and frisky after their first gamble, 619 now challenge all cross country teams to battle.
SWIMMING
The stations around Lincoln make good use of the baths, and it should be possible to promote an interesting gala.
FISHING
Syerston has a thriving Anglers’ Club with facilities in the River Trent and in the lake at Flintham Hall. The club boasts over 40 “line shooters”. Other Stations please note. (What about a Strubby Wild Fowlers’ Society?)
MINOR GAMES
A most popular game at Bardney is Skittle Ball, played daily inside or outside the Maintenance Hangar at Tea Van time. A P. T. I. arrives with the van, and the fun begins. 20 – 40 men take part, and it is a most enjoyable and stimulating way of spending break.
It is regretted that some Station Sports summaries are not to hand for inclusion in the News, and it is requested that all Stations will despatch their summaries to reach H.Q. within two days of the end of the month.
TRAINING
STIRLING TRAINED CREWS GOING TO SQUADRONS
The first of the Stirling trained Conversion Unit crews went to Squadrons by way of 5 L. F. S. during the month, and the new training policy is now in full swing. A total of 35 crews were posted to Squadrons from 51 Base in January. 45 crews went from Conversion Units to No.5 L.F.S.
The weather was fairly good, and had no great adverse effect on flying, but many unfamiliar technical snags with the Stirling had to be overcome. Serviceability was affected by the carrying out of Acceptance Checks, but these have now been nearly completed, and improved serviceability is expected during the coming month.
Three fatal accidents, involving Stirling aircraft at night, are at present under investigation. Two occurred during Bullseye Exercises, and one during local night flying.
The standard of crews coming from O.T.U’s was maintained. High Level bombing training was very much improved throughout 51 Base, and heights up to 20,000 feet were recorded on night details. H 2 S training suffered owing to an initial shortage of instructors. The aircraft position earlier in the month was also acute, and H 2 S aircraft were being employed on normal training commitments.
The majority of the Squadron crews attached to No. 5 L.F.S. for a short refresher course during the month, completed the syllabus despite some restrictions by weather, and much valuable information was obtained from this mid-tour check.
5 Group News. No. 18 January, 1944. Page 11.
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SIGNALS (CONTD)
There are, however, a few entries on the other side of this month’s balance sheet, such as the two Wireless Operators who, on the night 27/28th January, when briefed to use M/F D/F Section “N” on return from operations, obtained LINE BEARINGS from Hull and Heston. The question arises, what were the Captains and Navigators doing to allow the Wireless Operators to be so dim? Then there is the Wireless Operator who, when sending an early return message, spelt the word STARBD in Bomber Code, when there exists a code group for the word. When questioned, he admitted that he “was in a bit of a spin”. One cannot help but wonder what would have happened to any of these Wireless Operators AND THEIR CREWS (Captains please note), had they been in the position in which Sgt. Barnes Moss found himself, and confronted with a big job to do. Consider then, and note well, ye who do wear the badge of Sparks, that when trouble cometh, it doth not come after friendlie warning, but is swift and sudden, and never forget – it might be YOU.
Now let us consider the question of the Wireless Operator being in the astrodome over the target area. It is difficult to see any advantage that captains gain by having him there. In fact, if they take care to study a few facts, they will see that placing the Wireless Operator in the astrodome only gives a false sense of security and endangers [underlined] OTHERS. [/underlined]
Firstly, the Wireless Operator has very little night vision, having been employed during the three hours previous in gazing at a cathode ray tube or magic eye. Just ask yourselves how you feel when emerging from a cinema into the night –“Hell, I can’t see a thing”. Secondly, and even more important, is the fact that if your Wireless Operator is off Tinsel, one of your own aircraft may be shot down by an enemy night fighter free to operate because you have cleared the obstacle out of his path. Thirdly, the majority, but not all, of the Wireless Operators in astrodome incidents, come from squadrons fitted with Monica III, where the operator would see a fighter so much plainer on the CRT than in the flesh, in spite of all the blips made by friendly aircraft. Captains who make a habit of doing this are invited to reconsider their views in the light of the above remarks.
MOVEMENTS FOR JANUARY
F/Lt. Andrews, No.467 Squadron, has completed No.4 Signals Leaders Course, and is to be congratulated on being the first Signals Leader in this Group to obtain an “A” categorisation.
F/O. Rademeyer has taken the post of Signals Leader with No. 44 Squadron, F/Lt. Barrett having completed his operational tour.
P/O’s. Worthington, Thomas and Freeman should now be installed, and working to full pressure as Fishpond Instructors at East Kirkby, Fiskerton and Metheringham respectively, and Squadrons are invited to make full use of their services.
The visits to O.T.U. by Signals Leaders are in full swing, and squadrons should benefit from the move at a later date.
Now, here is an open invitation for any Signals Leader, Deputy Signals Leader or Wireless Operator (Air) to visit the W/T cabin at this Headquarters on an operational night. The only thing you need to do to take advantage of this offer, is to give a few hours notice on the telephone (extension 54).
TACTICS
EFFECT OF WINDOW AND COUNTERMEASURES
The enemy G. C. I. system continues to be subdued by Window. To retain maximum effect, however, there must be no slacking off in the rates of dropping. The times and rates of dropping laid down for each operation must be rigidly adhered to, and Window dropping must never be regarded as just another ‘bind’. These rates have been carefully calculated, and the individual who is “too lazy” or “forgets” is jeopardising not only his own safety, but that of the whole force. The Window dropper’s slogan must be “Not too much, not too little…..”
It is interesting to study the development of the enemy’s reaction to Window, and the results of our countermeasures over the past few months. That the highly mobile fighter force controlled by HF and V.H.F./RT, organised after the initial success of Window, could be a serious menace, was soon appreciated by the planning staff, who set to work to devise new tactics. As this fighter force was being directed to target areas being attacked, the first essential was to delude the enemy as to the areas to be attacked. Spoof attacks by Mosquitoes and small forces of “heavies” were attempted, and the main force was routed to within 20-30 miles of defended areas before turning to attack another target. These spoof attacks and feints have undoubtedly drawn a number of fighters away from the main targets. A more recent attempt at delusion was to move the whole force by ordering all aircraft to alter course simultaneously at a predetermined time, so as to displace the main stream suddenly. The unprecedented manoeuvre undoubtedly upset the enemy controllers’ calculations.
Not the least important of our countermeasures are the radio jamming devices. These are many and varied, and have produced very marked results. Special Tinsel is rated highly amongst the successful jamming devices, thus Wireless Operators must comply with Tinselling instructions on all occasions. Information on the work of the Radio Countermeasures Group must obviously be guarded, but a report on the results achieved by Ground Cigar, Ground Grocer, Corona and other H.F. and VHF. countermeasure schemes, is set out in a paper BC/S.31009/Sigs., dated 3rd February, 1944, “Radio Countermeasures in Bomber Command”. Aircrew should read this report, which is available in all Intelligence libraries. The extract quoted below is typical of the confusion that arises, and shows the measure of success achieved. In fact, jamming has been so complete as to force the enemy to use his National Broadcast wavelengths to get orders through to his fighters. This new step should present no difficulty to our Countermeasure Experts, who are continually a step ahead of the enemy in radio jamming.
[Underlined] “Corona (HF) [/underlined]
This countermeasure continues to annoy the enemy Controllers and harass their pilots, and on occasion has been known to lead to unprintable ruderies being addressed to the efficient young W.A.A.F. officer who frequently plays the controller’s part for us. However, one of the methods of judging the success of Corona is by noting the enemy controller’s reaction to it over the air, and it is considered an unsuccessful night if we do not succeed in drawing at least one crack which is worth recording in the line book.”
TAIL WARMING DEVICES
With the advent of Monica IIIA and Fishpond, the duties of Wireless Operator have been still further extended. It is unfortunate that the sole attention of a crew member cannot be diverted to these devices, but for the moment the Wireless Operator has under his control something which, when properly used, can have immeasurable success against enemy fighters. A high degree of training in the manipulation of the set and interpretation of the P.P.I. and cathode tubes, is called for, and a drive must be made for the Wireless Operators to have as much air practice as possible with the sets.
MONICA IIIA
Several squadrons have now had experience with Monica IIIA, and have proved that for the set to be of any value at all, certain factors are essential. A detailed knowledge by the Wireless Operator of the suppression and gain settings to give well defined blips which can be followed in to a minimum of 250 yards range, a standard reporting patter by the Wireless Operator, and a knowledge of the interpretation of blips by pilots and gunners so that there is perfect crew co-operation whenever an enemy blip is sighted. The exact procedure for using Monica IIIA is set out in an instruction which is available in all Signals Leaders’ Offices. Gunners, pilots and Wireless Operators should be given an opportunity of reading this instruction.
FISHPOND
57 Squadron, from an investigation into Fishpond results, estimate that out of 80 Fishpond sorties, 9 combats have been avoided by utilising the early warning given by Fishpond. Their knowledge and experience will shortly be made available to other Fishpond Squadrons in the form of a tactics instruction. To get a good P.P.I. picture, liaison between Wireless Operator and H 2 S operator is essential, as is also a knowledge by the Wireless Operator of H 2 S manipulation and P.P.I. settings. Captains must remember that Fishpond does not record fighters attacking from above, and should therefore see that their gunners never relax the normal crew search procedure.
[Underlined] Continued from page 10, col.1) [/underlined]
aircraft no great need for quick landing is felt. Those Stations should remember that a second Squadron is always liable to be posted in at very short notice when, under these conditions, the average landing time of two minutes per aircraft, for between 30 and 40 aircraft, would be a godsend.
The Landing Board, originally designed by R.A.F. Station, Skellingthorpe, has been improved on by many Stations in the Group. It is gratifying to note that new suggestions and modifications are continually being submitted. They are a big help, let’s have more of them.
No. 5 Group News. No. 18. January, 1944. Page 12.
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HONOURS & AWARDS
[Drawing]
HEADQUARTERS NO. 5 GROUP
A/Cdre. H.V. SATTERLY, D.F.C. C.B.E.
HEADQUARTERS NO. 53 BASE
A/Cdre. A. HESKETH, O.B.E., D.F.C. C.B.E.
R.A.F. STATION, SCAMPTON
F/O. C.F. GIBSON. M.B.E.
The following immediate awards have been approved during the month.
9 SQUADRON
P/O. J. GLOVER. D.F.C.
44 SQUADRON
S/Ldr. A. LYNCH, D.F.C. Bar to D.F.C.
F/Sgt. K.L. HOWARD. D.F.M.
F/O. E. MERCER. D.F.C.
P/O. A. WRIGHT. D.F.C.
P/O. V.D. PURVIS. D.F.C.
49 SQUADRON
S/Ldr. J.G.DAY. D.S.O.
Sgt. A.E. KEELING. D.F.M.
57 SQUADRON
A/F/Lt. G.H. LAING. D.F.C.
F/O. W.T. HAXBY. D.F.C.
61 SQUADRON
F/O. J.W. EINARSON, D.F.M. D.F.C.
W/Cdr. R.M. STIDOLPH. D.F.C.
467 SQUADRON
P/O. D.C. HARVEY. D.F.C.
619 SQUADRON
F/O. N.E. WESTERGAARD. D.F.C.
F/Sgt. A.E. BROOKES. D.F.M.
F/Lt. A.H. TOMLIN, D.F.C. Bar to D.F.C.
The following Non-Immediate awards were approved during the month.
9 SQUADRON
F/Lt. C.J. BRAIN, D.F.C. Bar to D.F.C.
9 SQUADRON (Contd.)
P/O. R.W. CORKHILL. D.F.C.
44 SQUADRON
P/O. R.L. ASH. D.F.C.
F/O. C.R. SAVAGE. D.F.C.
F/Lt. B. ASSON. D.F.C.
Sgt. L. UNWIN. D.F.M.
F/Lt. D.A. BARRETT. D.F.C.
50 SQUADRON
A/S/L/ W.F. PARKS, D.F.C. Bar to D.F.C.
Sgt. J.E. HEATH D.F.M.
F/Sgt. J.W. THOMPSON. D.F.M.
F/Sgt. J.R. POLLOCK. D.F.M.
57 SQUADRON
P/O. J.B. JOSLING. D.F.C.
P/O. S.G. TOWNSEND. D.F.C.
P/O. A.R. KNOWLES. D.F.C.
F/O. R. McROBBIE. D.F.C.
P/O. R.J. GOOCH. D.F.C.
P/O. J.A. KIMBER. D.F.C.
P/O. E.J. HOWES. D.F.C.
P/O. F. NORTHCLIFFE. D.F.C.
F/Sgt. J.B. HUGHES. D.F.M.
P/O. W.H. SIDDONS. D.F.C.
Sgt. D.J. GRIFFITH. D.F.M.
61 SQUADRON
A/S/L. E.A. BENJAMIN, D.F.C. Bar to D.F.C.
F/Sgt. A.F. EMERSON. D.F.M.
106 SQUADRON
W/Cdr. R.E. BAXTER. D.F.C.
207 SQUADRON
Sgt. T. GEDLING. D.F.M.
F/O. J.E.F. MITCHELL. D.F.C.
P/O. J. KIRKWOOD. D.F.C.
W/O. H.F. CONELLY. D.F.C.
F/Sgt. J.C. METCALFE. D.F.M.
619 SQUADRON
P/O. T.A. PEATFIELD. D.F.C.
F/Lt. A.H. TOMLIN. D.F.C.
F/Sgt. J. SIMKIN. D.F.M.
F/Sgt. J.T. PAGE. D.F.M.
[Page break]
AIRCREW VOLUNTEERS
[Tables of Aircrew Volunteers by Base and Station]
(a) New Volunteers
(b) Accepted by A.C.S.B.
(c) Posted for training
(d) Awaiting interview by A.C.S.B.
[Total] 25 18 5 26
WAR SAVINGS
[Table of War Savings by Base and Station]
(a) Pence saved per head of strength
(b) %age of personnel contributing.
(c) Total amount saved. £. s. d.
H.Q. (UNIT) 5 GROUP 51.4 10.0 95. 7. 6.
£2935.2.0.
[Page break]
GUNNERY (CONTD)
(Continued from page 9, col.3)
Now 49 Air Gunners, this is the biggest thing that has hit gunnery in 25 years, and it is up to you to take every opportunity of make for 100% proficiency in the use of this new equipment. Great things will be expected from you, losses should go down and E/A destroyed go up; so go to it, and make the life of the Hun fighter short and sweet!
CENTRAL GUNNERY SCHOOL RESULTS
No. 72 COURSE
[Underlined] 1660 Con. Unit. Category. Exam. Results. [/underlined]
P/O. Gross “B” 90.4%
Results of No. 73 Course not yet to hand.
SQUADRON AND FLIGHT GUNNERY LEADERS
Below is a list of Squadron and Flight Gunnery Leaders at present in Squadrons and Conversion Units.
44 Squadron F/Lt. McCurdy
F/O. Neison
49 Squadron F/Lt. Cork
F/O. Hamilton
463 Squadron F/Lt. Moorhead
F/O. Kirkpatrick
467 Squadron F/Lt. Nordon-Hare
9 Squadron F/Lt. Armstrong
50 Squadron F/Lt. Gray
P/O. Beale
619 Squadron F/Lt. Howard
P/O. Hammond
61 Squadron F/Lt. Breakey
617 Squadron F/Lt. Rodger
F/O. Buckley
F/O. Chandler
106 Squadron F/Lt. Sullivan
630 Squadron F/Lt. Stead
57 Squadron F/Lt. Taylor
F/O. Ward
207 Squadron F/O. Moore
F/O. Harper
1485 Gunnery Flight S/Ldr. Undery
F/Lt. Leonard
F/O. Mills
1660 Con.Unit F/Lt. Clark
P/O. Gross
1661 Con.Unit F/Lt. Gray
1654 Con.Unit F/Lt. Hoad
F/O. Simister
No. 5 L.F.S. F/Lt. Cass
P/O. Black
Aircrew School SCAMPTON F/Lt. Patten
FLIGHT ENGINEERS
On taking an analysis of a large number of flight engineers logs a considerable discrepancy has been noticed between the fuel consumption of different aircraft. This discrepancy is not due to the varying consumptions inherent in the engines of any particular aircraft. In most cases where an aircraft has had a high fuel consumption on a specific operation, the subsequent operation with a different crew proves that this aircraft has a low consumption. This all points to manipulation.
There are many cases where far too high revs are used at too low a boost and it is apparent that many flight engineers are not paying sufficient attention to the boost and revs required for the most economical conditions.
It is not economical above full throttle height and boost below E.C.B. to reduce I.A.S. by throttle manipulation. I.A.S. should be controlled on propellor speed only, and if you are at an altitude where the ‘S’ blower is in operation, by controlling I.A.S. on the throttles you are merely strangling your engine. To quote one instance, an extract from one flight engineer’s log shows that 2850 r.p.m. was used at + 2 lbs boost at 15,000 feet in ‘S’ gear. This is an obvious case of engine strangling, and had the throttles been open to + 4 boost E.C.B. to take full advantage of the engine power available at that altitude, then the r.p.m. could have been cut down to maintain the required I.A.S. with the resultant decrease in fuel consumption. The consumption in the particular case quoted averaged 66 gallons per hour per engine which speaks for itself. Flight Engineer Leaders must bring home by means of lectures to their flight engineers instances such as this. Such manipulation may cost you an aircraft and maybe the crew, and it cannot be too strongly emphasised that the fuel consumption of a Lancaster is in the hands of the flight engineer, and where the flight engineer knows that incorrect revs and boost are being used for any specific condition, then he should advise the pilot accordingly; if this advice is ignored, the cause of the high fuel consumption should be reported on return. Many more instances such as that quoted have been found, and space does not allow to quote them all. Efforts are being made at this Headquarters to find other reasons for high consumption in each case, but so far high consumptions have been caused solely by incorrect engine manipulation.
EARLY RETURNS
In The case of an oil pressure gauge failure which causes quite a few early returns, this can be diagnosed quite easily. If the oil pressure drops off suddenly, and coolant and oil temperatures remain normal, the oil temperature should be watched closely, and if this remains normal, together with the coolant temperature the gauge is definitely suspect. Flight engineers should watch this sort of thing and advise the pilot accordingly.
Many early returns are caused by so called generator failure, and the following notes will be of interest to all flight engineers, and should go a long way to preventing unnecessary early returns due to this fault. These notes will be circulated separately to flight engineers.
1. [Underlined] The Voltmeter [/underlined] is the most important of the three instruments on the main control panel. In flight it normally indicates between 27 – 29 volts.
2. The Ammeters merely indicate how the generators are sharing the load, and as long as they both give a positive reading, even though unbalanced, the circuit is O.K. (i.e. +55 and +5). If the degree of unbalance is above 15 amps this matter must be reported to the Electrical Officer.
3. If one of the ammeters shows a negative reading, i.e. a discharge”, then before switching off one of the generators, reference must be made to the voltmeter. If the voltmeter reads 29 volts or under, switch off the generator giving the negative reading. If the voltmeter is above 29 volts, switch off the generator giving the positive reading.
4. If the voltmeter is above 29 volts the accumulators are being overcharged. In this case switch off the generator showing the higher current. If the voltmeter still indicates over 29 volts switch off the other generator and all non-essential loads to conserve the accumulators. The pressure head heater [underlined] must [/underlined] remain ‘ON’. After a short time, say 5 minutes, [underlined] one [/underlined] generator, preferably the one giving the lower reading, may be switched ‘ON’ again, but a careful check must be kept on the voltmeter. Both generators must [underlined] not [/underlined] be switched ‘ON’ again after they have been switched ‘OFF’.
5. [Underlined] Never [/underlined] disconnect the cables from the accumulator in flight, otherwise it may cause an explosion. If the accumulators become overheated and are gassing excessively, turn the “Ground-Flight” switch to “Ground”.
[Underlined] (Continued from back page, col.3) [/underlined]
from service sources does not appear to fulfil our requirements. Coningsby has produced a most useful piece of apparatus, and details of it will be circulated to other Bases and Stations. It will be to the advantage of Electrical Officers of other Units if they pay a personal visit to Coningsby to see this test rig for themselves. Further, it is suggested that visits to other Stations will enable the best ideas to be incorporated in all instrument and electrical sections. So far as is known, the many excellent schemes which have been produced by local initiative have not been patented.
In the last month the incidence of oxygen failure has increased, but in many cases no technical fault has been found. This indicates that more “gen” in the use of oxygen must be passed on by Electrical Officers to members of aircrew. The introduction of the microphone heater and the Mk.I jet has produced very favourable results, and steps have been taken to obtain further supplies of heaters for the use of all gunners.
[Underlined] CONVERSION UNIT SERVICEABILITY
STIRLING AIRCRAFT [/underlined]
[Table showing the serviceability of aircraft by Conversion Unit and Lancaster aircraft]
5 Group News. No. 18. January, 1944. Page 13.
[Page break]
AIR SEA RESCUE
Look after your ‘K’ type dinghies, you may find them very useful one day – F/Sgt. Groves of 50 Squadron did, on the night 29/30th December. The aircraft of which he was rear gunner had been damaged on operations. The pilot could not close the bomb doors, and due to lack of petrol the captain of the aircraft, while still over the sea, was forced to decide whether to ditch the aircraft or to bale out his crew. The captain eventually had to give the order to bale out using ‘K’ dinghies, having first sent out an S.O.S. and received fixes.
F/Sgt. Grove was the first out of the aircraft and the only one saved. The indications are that at least one other member of the crew was prepared to abandon the aircraft but no more was seen or heard of the crew or the aircraft after F/Sgt. Groves had left. F/Sgt. Groves suffered considerably from exposure while in his ‘K’ dinghy, but has since recovered.
It is possible to ditch an aircraft with open bomb doors, and it has been successfully accomplished on more than one occasion. In any case the doors are liable to collapse on impact with the water, and where this has happened, crews have managed to clear the aircraft without too much trouble. While no blame is attached to the pilot of this particular aircraft, this fact should be borne in mind, and pilots should resort to the ‘K’ type dinghy only as a last resort – e.g. should the aircraft be on fire, or in danger of breaking up in the air.
Successful ditchings, in seemingly impossible sea and weather conditions have shown that, provided you have practiced your emergency procedure and dinghy drills you should have no worry in making the decision to ditch. The days are over when a successful ditching was something to be marvelled at. To-day they are a common occurrence, and experience has shown that ignorance and stupidity are to blame in almost every case of failure.
A summary of Air Sea Rescue incidents for the six month ending 31st December, 1943, show that of a total of 3271 aircrew involved, 1,078 were rescued and brought back to England; most of the remainder fared as
(continued on page 2, col 2)
ENGINEERING
The operational effort for January was very high considering the bad weather periods which were encountered during the month. The squadrons were all down in aircraft strength, but in spite of this a high total was achieved; this, of course, was only possible by many squadrons operating 100% each night. With the man power shortage it requires very hard work and long hours to maintain this effort, and now that squadrons are almost up to full strength on the new establishment, the load will be even heavier. Due, however, to the efforts of the ground crews, February should see the biggest effort ever put out from this Group.
No.54 Base, Coningsby, which formed on 1st January, 1944, is already making itself felt as a formidable and efficient formation. There is still much to do to bring the various sections up to the peak of perfection, but as these were started on sound lines, there is no doubt of their ultimate efficiency.
All operational bases and R. & I. sections have been kept extremely busy on acceptance checks recently, and as a result certain other work has had to be left. This is only a passing phase, and it is hoped that once the squadrons are up to full strength, the task will be easier by dealing with the normal replacements. The many high speed enemy action repairs which have been carried out in time to get aircraft ready for ops on the second night, including many power plant changes, which are carried out immediately the aircraft lands during the night, are so numerous that it is difficult to single out individuals for praise; it all points to the splendid morale and staying powers of the ground crews.
There are many early returns and cancellations which could be avoided and Engineer Officers must keep on with the drive to eliminate these entirely, as far as is humanly possible; they are responsible for the non-delivery of a very large tonnage of bombs when calculated over a month.
The number of failures of exhaust studs has been considerably reduced where 3.5% Nickel steel studs have been fitted, and results so far are very pleasing. When further experience has been gained it is hoped to go over to this kind of stud completely.
The introduction of the 30 lbs pressure type relief valve on the header tank in place of the thermostatic valve is gradually taking place throughout the Group, and a marked improvement is noticed by the smaller number of failures due to engines being “cooked”.
WEIGHT SHEET SUMMARIES
A new weight sheet summary as applicable to 5 Group has been issued to all Bases. Stations and Squadrons, and the use of this with the bomb load chart which accompanied it should dispel any further doubts as to what can and what cannot be carried at an all-up weight of 65,000 lbs.
CONVERSION UNITS AND NO.5 L.F.S.
The Conversion Units commenced a Stirling programme early in the month, and although the results of the first month’s work were good and called for a colossal amount of work, it is anticipated that with certain improvements, the February figures will be much higher. Great credit is due to the C.T.O’s and men under them, who have tackled this task and overcome their setbacks in an admirable manner. The programme which has been set for No. 5 L. F. S. calls for good organisation and planning on the technical side, and so far the job has been done well.
FLIGHT ENGINEER LEADER
A very necessary addition to the Group Headquarters staff is the establishment of a Flight Engineer Leader. This post has been filled by F/Lt. Gottwaltz, and Base Engineers and C. T. O.’s are requested to afford him every facility to assist in attempting to solve the carrying fuel consumption problem. A column elsewhere in this News has been allocated to Flight Engineers.
ELECTRICAL AND INSTRUMENTS
It is most important the Command Modification No. 57 is completed on all aircraft fitted with A.P.I. and A.M.U. at the earliest opportunity, to eliminate errors due to inefficient cooling.
The test rig for the instruments issued
(continued on page 13, col.3 )
WAR EFFORT
[Table containing details by Squadron of averages and numbers of sorties, tonnage dropped, operational hours and losses as well as ratings]
ORDER OF MERIT IN THE FOREGOING TABLE IS BASED ON THE TONS OF BOMBS DROPPED PER AVERAGE AIRCRAFT ON CHARGE
5 Group News. No. 18 January, 1944.
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V Group News, January 1944
5 Group News, January 1944
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Five Group Newsletter, number 18, January 1944. Includes a foreword by the Air Officer Commanding, and features about training, signals, gunnery, accidents, bombing, decorations, photography, engineering, armament, navigation, flying control, tactics, sports and operations.
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IBCC Digital Archive
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1944-01
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Anne-Marie Watson
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16 printed sheets
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eng
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MStephensonS1833673-160205-22 jan 44
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Royal Air Force
Royal Air Force. Bomber Command
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Great Britain
Germany
England--Lincolnshire
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1944-01
5 Group
air gunner
air sea rescue
aircrew
bomb aimer
bombing
Distinguished Flying Cross
Distinguished Flying Medal
Distinguished Service Order
ditching
flight engineer
Gee
ground personnel
incendiary device
Lancaster
mine laying
navigator
pilot
RAF Coningsby
RAF Wainfleet
rivalry
sport
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.
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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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Base Commander [Initials]
Base Int:
V GROUP NEWS V
FEBRUARY 1944 * [deleted] CONFIDENTIAL [/deleted] * NUMBER 19
FOREWORD by A.O.C.
The German night fighters have once again been forced to change their night fighting tactics, and this change has increased the importance of accurate flying, especially as regards airspeeds. Until recently, German fighters were sent to orbit over the city which the German Command thought was the one to be attacked. Owing to the ingenious selection of routes for the Bomber Force these tactics proved a failure and the Germans have now gone over to a new method, which is to give the fighters courses to steer which will intercept the bomber stream.
It is obvious that the greater the length of the stream the greater will be the chances of the fighters coming across some portion of it and it is, therefore, of the utmost importance that that all Captains should maintain the most accurate timing from the concentration point to the target. The aim should be never more than plus or minus 2 minutes from the times laid down. This standard is very far from being reached at present and a proportion fail to achieve better than plus or minus 10 minutes. If some are 10 minutes early and some 10 minutes late the effect is to spread the Lancasters over a distance of 60 miles greater than that planned, i.e. it nearly doubles the length of the bomber stream and increases in this ratio the chances of interception.
Until recently time keeping was beset by many difficulties. Each Navigator was responsible for finding his own wind vectors and from these calculating new ground speeds and E.T.A’s. The majority of aircraft were not equipped with H2S and, therefore, had little chance of finding accurate winds when outside Gee range.
This problem has now been solved by the use of the Command wind broadcast to all aircraft and by the newly introduced moveable T.O.T. In future, provided crews leave the concentration point at the exact time ordered, and fly at the speeds and heights laid down in the Flight Plan, they will arrive at the target at the correct time to commence their attack. Should they encounter winds different from those used for timing the operation, a new T.O.T. based on the new winds will be transmitted by wireless.
Responsibility for time keeping therefore, devolves primarily to the Pilot, who must not only ensure setting course from the concentration point at the right time, but must thereafter keep rigidly to the speeds laid down. In view of the enormous importance which timing has now assumed, a special drive is being undertaken to improve results and to eradicate those errors which still cause aircraft to arrive early or late, or to stray off track.
A report analysing a number of recent operations has been circulated to Squadrons and I hope this will be read by all Captains and Navigators. It shows how apparently trivial mistakes can build up into serious errors and illustrates the need for extreme care and accuracy in every stage of navigation.
Two key points are :-
(i) Captains must leave the concentration point at the exact time ordered.
(ii) They must maintain heights and speeds decided at Flight Planning.
TACTICS
[Underlined] TACTICS AND PLANNING [/underlined]
A new type of attack was introduced this month, whereby the main force and P.F.F. were divided into two forces to attack the same target with an interval of 2 – 2 1/2 hours between zero hours. It is not possible to form conclusions from the limited evidence obtained from the two attacks which were carried out, but two advantages of this scheme are obvious:
(i) P.F.F. Marking of the second phase should be accurate – observation of the location of the first phase M.P.I. providing an opportunity for visual markers to correct any apparent displacement of the attack.
(ii) A carefully timed interval may increase the difficulties of the enemy fighter force, compelling them to refuel either before or during the second phase attack.
Assessment of the results of the Schweinfurt attack, 24/25th February, points to the probable achievement of both these aims. Losses for the second phase were less than the first, although the number of combats was greater in the second phase; the M.P.I. of the attack was in fact nearer the aiming point than the first phase attack. For this type of attack to be successful, however, the temptation to bomb the centre of the fires from the first attack must be strongly resisted, and implicit faith placed in the second phase marking, whether it be coincident with the first attack or some distance away.
[Underlined] BULLSEYES [/underlined]
Bullseyes routed North-East towards Denmark have been very helpful to the bomber force on two occasions during the month. Shielding the bombers’ Southerly courses to Schweinfurt and Augsburg, Bullseye aircraft drew many fighters from South Germany to the North, and comparatively low losses on both those night were undoubtedly partly due to this well planned diversion. Accurate timing on the part of Bullseye aircraft is essential however, if they are to simulate a concentrated bomber stream.
It is thought that Units taking part in Bullseyes are not deriving as much benefit from these exercises as is possible. The need for a more precise interrogation of crews into types of manoeuvre taken against fighter and searchlights is obvious. This Headquarters is examining the various fighter and bomber crew reports available, and endeavour will be made shortly to issue a collated summary of interceptions for each Bullseye, for tactical discussions at Stations.
The following incident which came to light a few days ago reflects the general attitude of crews towards Bullseyes:-
A Polish fighter pilot made three attacks on a bomber during a Bullseye exercise, flashing three “kills”. The fact that there was no response from the bomber during any of the attacks aroused his interest and he finally closed right in with landing lamp on, and this revealed – empty mid-upper and rear turrets.
No accusation is made against crews in this Group, but this sort of thing is most discouraging to the fighter boys, and certainly does not stimulate their interest in bomber tactics. More than this, it shows a stupid lack of interest on the part of the bomber crew. Remember that 50% of a bomber crew’s job is to bring the aircraft and themselves back safely to fight another day. This can hardly be expected if gunners throw away the only chance they have of seeing a fighter attack at night, before meeting a real Hun which flashes cannon shells instead of its landing light.
[Underlined] EARLY WARNING DEVICES [/underlined]
The enthusiasm of Squadrons in Monica and Fishpond training is welcomed, but there is still room for improvement. Wireless Operators must not relax until they are able to interpret the cathode tube from a mere glance. Remember that whilst you are thinking whether to report a blip or not, you can be shot out of the sky. Interpretation and reporting must be immediate and accurate. If you know your drill you can get away with it. Here’s someone who did :-
“At 2127 in the target area Monica indicated a fighter closing rapidly at 1,800 yards. Lancaster corkscrewed at 750 yards. Enemy aircraft then opened fire but tracer went above the Lancaster. Later gunners identified JU.188 at 100 yards range as they fired, tracer ricochetted [sic] off the nose of the fighter. JU.188 claimed as damaged.
[Underlined] Conclusions [/underlined]
(i) The fighter’s burst would obviously have been fatal if the Lancaster had not corkscrewed.
(ii) A standard patter was carried out throughout the attack and a corkscrew was started at the correct range on Monica.
Do [underlined] you [/underlined] know the standard patter and tactics? If not, study 5G/34/Air dated 4th February, 1944 (Appendix “A”) until you talk Monica language in your sleep.
[Underlined] TAILPIECE [/underlined]
The following is quoted without comment with apologies to A.A. Command Intelligence Review :-
“On 24 Feb. according to the Berlin radio, American bombers flew over Switzerland. This radio conversation is then stated to have been exchanged between Swiss A.A. gunners and the USAAF :-
[Underlined] Swiss A.A. [/underlined] “Look out, you are over Switzerland.”
[Underlined] USAAF [/underlined] “We know!”
[Underlined] Swiss A.A. [/underlined] “If you don’t turn back we shall shoot.”
[Underlined] USAAF [/underlined] “We know!”
(Swiss guns open fire)
[Underlined] USAAF “Your A.A. fire is about 1,000 feet too low”
[Underlined] Swiss A.A. [/underlined] “We know!”
[Page break]
NAVIGATION
[Underlined] BROADCAST W/V’S [/underlined]
Concentration this month was, on the whole, better than last month. Timing with the exception of the raids on LEIPZIG (19/20 February) and SCHWEINFURT (24/25th February) was very good. This is the combined result of the excellent effort of the Windfinders and the good use made of the broadcast w/v’s by all the Navigators.
We still have a long way to go however. Many simple mistakes are being made by Windfinders, e.g. incorrect plotting of air positions, wrong computions, errors made in measuring the w/v, messages wrongly coded, to mention a few. It will be appreciated that if plotting and compution errors are made, incorrect w/v’s will be the result, and therefore, the Senior Met. Officer at H.Q. 5 Group cannot forecast the correct w/v for use of other aircraft. Windfinders have a great responsibility and must make every effort to obtain accurate w/v checks.
The same mistakes are also being made by the rest of the force. A recent O.R.S. report stated that errors in compution are reaching a phenomenal figure. Every effort must be made by Station and Squadron Navigation Officers to eliminate this fault. Compution of true airspeeds presents a big problem to many Navigators , the average error is approximately 5 m.p.h. Calculation of courses is another stumbling block, the average error being 2° or 3°. The combination of these errors has an adverse effect on concentration, besides nullifying much of the good work done by the Windfinders. Watch computions and calculations carefully, Navigators. Also check each calculation at least once.
One word about interpolation. The w/v’s broadcast are those applicable to the mean height band. Therefore, if you are at the top or bottom of the band, the broadcast w/v is not accurate for your height. Interpolation is the answer. Consult the Form 2330 and note the forecasted change in the wind speed and then interpolate and apply the correction to the broadcast w/v. There have been instances of the wind speed increasing by 15 m.p.h. for an increase in height of only 2,000 feet.
Many Navigators do not use the broadcast w/v’s correctly. Some do not use the corrected w/v if it is “within a few degrees and a few miles per hour” of the previous forecast w/v. There are still a few Navigators too, who do not seem capable of applying the corrected w/v when it is given to them. A plotting method to be adopted when using broadcast w/v’s has been described in A.S.I. Nav/14, issued 14.2.44. All Navigators must make sure they are fully conversant with this method. Any suggestions of criticisms are welcomed.
One final word to Windfinders, you did an excellent job last month, the record achieved being 153 w/v on the night of 15/16th February, a very fine effort. Keep this up!!!
[Underlined] AIR POSITION INDICATORS [/underlined]
Many A.P.I’s and A.M.U’s have been issued to the Group during the last month, and we are now in the happy position of having 100% A.P.I’s, though all are not yet fitted.
There is an inherent error in the A.P.I. This is caused by the heating in the Navigator’s cabin. A modification is now being fitted to all A.P.I’s which should reduce the error to less than one percent. It is hoped all aircraft will be fitted with the A.P.I. and the modification by the end of the next moon period.
Con. Units are also being supplied with A.P.I’s; Navigators will soon be arriving at Squadrons fully trained in the use of this instrument.
Trouble is still being experienced when re-setting the Air Position Indicator. Station and Squadron Navigation Officers must have a drive on this procedure. Several Squadrons have suggested methods to be adopted when re-setting the A.P.I; any other suggestions will be welcomed.
[Underlined]LOG AND CHART KEEPING [/underlined]
The present system of log keeping and chart work involves unnecessary duplication of effort. If a Navigator’s chart work is done correctly, less detail is required in the log, and the Navigator can devote more time to his primary object of navigating the aircraft to the target and back to base.
The following entries are considered by some Navigators to be superfluous because the detail already appears on the chart, (a) Position and time of all fixes, pinpoints, D. R. positions and air positions, (b) all w/v’s obtained, tracks made good and position lines.
If these entries were omitted from the log approximately 10 minutes would be saved hourly. Moreover, the Navigator’s attention would not be constantly distracted by having to refer to the log each time a fix, D.R. position etc was obtained. This scheme has been tried successfully by several Navigators in this Group.
All Navigators should consider this suggestion carefully and discuss with the Station and Squadron Navigation Officers.
[Underlined] NAVIGATION “BLACK OF THE MONTH” (No names no Packdrills) [/underlined]
A very good example of what can happen if a Navigator boobs and there is little co-operation in the crew, occurred on a recent sortie in this Group.
The crew in question set course from Base for Position “A”, and arrived there early. It was decided to carry out a dog leg and return to Position “B” (the South Coast). When the dog-leg was almost completed as Gee fix was obtained and course altered for Position “B”. This is where the mistake was made. The Navigator gave the pilot a course to steer of 024°(M) instead of 064°(M). The Navigator then decided to “try his hand” with the H2S. It was his second operational sortie. He was hoping to pick up the English Coast line, but this did not appear. Just before E.T.A. the Navigator decided that “something was wrong”, and obtained a Gee fix. This placed the aircraft a great many miles North of Position “B”. The mistake was immediately realised and course altered for Position “B”. The aircraft arrived at this position 19 minutes after the latest time, and so the sortie was abandoned.
Apart from the glorious “boob” of the Navigator, the pilot should have realised that the course of 024° (M) was greatly in error. This is a warning to all pilots and navigators. Had the pilot studied his “Captains of aircraft” map, he would have spotted the error in the course given. Pilots should always check a course with the Navigator if it sounds “phoney”. The Navigator [underlined] must always [/underlined] recheck all his calculations and computions.
ASTRO COMPASS
It was stated in last month’s News that the Astro Compass was being modified. This has now been done with the result that only the Pole Star can be used for checking the aircraft’s course. The advantage is that the instrument is very much simpler to use. No calculation is necessary, the observer merely rotates the bearing plate until the Pole Star is in the sights, and reads off the aircraft’s course against the Red pointer.
Trials carried out by No. 49 Squadron, Fiskerton, have proved successful. The compass was found very simple to use. The checking of the aircraft’s course is now a very simple task, and can be done by any member of the crew, as no calculations are necessary.
The difficult task of finding a good position for the Astro Compass still remains however; numerous trials have been carried out but with little or no success. Can [underlined] YOU [/underlined] help to solve the problem? Remember the Astro Compass can also be used for obtaining bearings, so bear this in mind when you are hunting for a new position.
[Underlined] NAVIGATION QUIZ [/underlined]
1. What part does the Navigator play in (a) Emergency procedure, (b) S.O.S. procedure?
2. If you are 10 miles or more off track by how many degrees would you alter course to regain track?
3. What is the procedure for obtaining a Gee fix if either the “B” or “C” Strobe is missing?
4. You are not certain of your position and suddenly red flares are seen ahead of you. (a) What does this mean? (b) What immediate action would you take?
Answers to last month’s Quiz
1. (a) 3500 ft. (b) 2500 ft. (c) 1000 ft. (d) 5000 ft.
2. (a) Section “E”. (b) Section “N”.
3. Lincoln!! (by approx. 100 miles)
4. The Navigator should immediately co-operate with the W/Op, and attempt to home on to the dinghy. (The W/Op. on hearing the S.O.S. will listen for an acknowledgement from the ground listening station, and if this is not heard he will pass the intercepted message on to M/F Section “J”, saying that it has been picked up and giving his own call sign etc but not his position (this will be known by Section “J” from the aircraft’s own transmission)).
5. (i) Change the fuse. (ii) Check [underlined] all [/underlined] leads.
6. The creeping line ahead method of search is best under all conditions (see Appendix “A” to A.S.I. Ops.1/18).
[Underlined] UNION NEWS [/underlined]
S/Ldr. H.C. Lobb – B.N.O. Swinderby to 8 Group P.F.F.
S/Ldr. H.L. Creeth – Radar/Nav 5 Group to B.N.O. Swinderby.
F/Lt. N.W. Mould, DFC – 57 Nav.Offr. to S.N.O. Dunholme.
F/O. J. Simms, DFC – 57 Sqdn appointed Sqdn. Nav. Officer.
F/Lt. G. Crowe, DFC – 106 Nav.Officer to S.N.O. Metheringham.
F/Lt. W.J. Beeston – Attached to 5 Group O.R.S. posted to Flying Trg. Command.
5 Group News. No. 19. February, 1944. Page 2.
[Page break]
AIR BOMBING
[Underlined] CALLING ALL PILOT BOMBING OFFICERS ! [/underlined]
The following paragraphs are the precis of an address by Air/Cdr. Patch, C.B.E., to the first Conference of Bombing Officers :-
The post of Flight Bombing Officer was created to improve bombing in 5 Group. Enthusiasm of such officers is essential, and should be directed to keeping bombing in the forefront by constant pressure on Squadron Commanders and Flight Commanders. The Squadron Bombing Leader is able to deal with the bombing problems of the Air Bomber but he has difficulty in convincing pilots that their ability should be shown in bombing flying rather than aerobatics. In 4 engined bomber aircraft, Pilots should concentrate in the first place on flying accurately over a given point on the ground. Next, Pilots must appreciate that on any given heading the bomb must be released from one point in the air. It requires most skilful flying to direct the aircraft through this point. Analysis of bombing errors showed that, excluding Vector Errors, 90% of the errors were due to bad flying, in particular in tracking and aircraft “skid”. The Mark XIV Bombsight has been designed to give tactical freedom but it is essential that a steady approach be made, accuracy depending on the final steady run. There must be no sudden alteration of aircraft attitude, no skidding, and complete accuracy of tracking.
Flight Bombing Officers must think over these practical points and decide how best to put it over to the Pilots. They must point out to Pilots that their aircraft are, in reallity [sic], sighting platforms from which, with the help of a complicated piece of mechanism – the Mark XIV Bombsight – they are to direct a tremendous bomb load against an enemy target. The conception of “area bombing” has caused bad bombing flying. If we can attain precision, not only against small targets but also large cities, we can reduce the number of raids required to obliterate Berlin and those other vital targets we must destroy.
Under operational conditions now being developed, and with the help of improving P.F.F. technique, we should be able to achieve greater accuracy at night in attacking a point of light, that is a T.I. or Wanganui Flare. The Bombing Officer’s job was to make Pilots “think bombing”, “talk bombing” and “fly bombing” until the time is reached that over the pint of beer in the Mess the main conversation is bombing accuracy.
[Underlined] N.B. [/underlined] The first Bombing Officers Air Staff Instruction was issued 11th January, 1944, No. BL/15.
[Underlined] AIR BOMBERS’ QUIZ [/underlined]
1. Why should incendiaries not be dropped by the Main Force before Zero Hour on a Newhaven attack?
2. If an engine cut on take-off, and it was necessary to lighten the aircraft quickly, what action could the Air Bomber suggest concerning the bomb load?
3. If you were carrying a 1000 lb bomb on No. 5 Station, and it was not pre-selected on the Connell Pre-Selector, would it be released by Jettison action?
4. Why should the camera [underlined] NOT [/underlined] be operated before bombing?
[Underlined] HIGH LEVEL BOMBING TRAINING (ALL ERRORS CONVERTED TO 20,000 FEET) [/underlined]
[Table of Bombs dropped and errors found by category and Squadron]
THE BEST CREW EXERCISES FOR FEBRUARY
Squadron or Con. Unit Pilot Air Bomber Navigator Error at 20,000 ft.
9 P/O Blow F/Sgt Smith Sgt Hurrell 131 yds
44 P/O Charlesworth Sgt Frederuck F/Sgt Hill 148 yards
P/O Butt Sgt Whiter F/O Sparrow 143 yds
49 W/O Jones Sgt Blackham F/Sgt Stevenson 123 yds
61 P/O Nixon F/Sgt Garrett F/Sgt Devenish 140 yds
106 P/O O’Leary F/Sgt Snowden F/Sgt Williams 142 yds
207 P/O Briggs F/O Bujac P/O Murray 147 yds
P/O Barnett Sgt Hazel F/O Anderson 61 yds
463 P/O McKnight F/O Johnson P/O Isham 140 yds
619 Sgt Wadsworth Sgt Bengston Sgt Shenton 72 yds
1660 Sgt Newman Sgt Outram Sgt Ratner 132 yds
F/Sgt Riddle F/O Larsen Sgt Glulow 140 yds
1661 Sgt Grantham Sgt Young Sgt Hobbs 145 yds
F/Sgt Monaghan Sgt Wand Sgt Philpott 147 yds
617 Squadron obtained 18 exercises, error less than 150 yards, the best 3 being
F/Lt Wilson F/O Finlay F/O Parkin 55 yds
F/Lt Kearns F/O Daniels F/O Barclay 60 yds
P/O Knight F/Sgt Bell W/O Giller 57 yds
ADDITIONAL BOMBING TRAINING
[Table of Training exercises by Squadron]
[Underlined] LEADER COMPETITION [/underlined]
F/Lt Walmsley, 619 Squadron, made the only, and most creditable, effort in the Leader Competition, his Bombing Error at 20,000 feet being 79 yards!!! Congratulations.
5 Group News. No. 19. February, 1944. Page 3.
[Page break]
AIR BOMBING (CONT)
[Underlined] SQUADRON BOMBING COMPETITION [/underlined]
8 Squadrons qualified in this month’s competition, with results as follows, all errors being converted to 20,000 fett.
[Underlined] Pilots & Air Bombers Navigators [/underlined]
1st 106 Sqdn – 88 yds 1st 207 Sqdn -108 yds
2nd 50 Sqdn -125 yds 2nd 619 Sqdn -138 yds
3rd 61 Sqdn -141 yds 3rd 61 Sqdn -169 yds
4th 619 Sqdn -147 yds 4th 467 Sqdn -170 yds
5th 9 Sqdn -157 yds 5th 9 Sqdn -174 yds
6th 44 Sqdn -166 yds 6th 50 Sqdn -188 yds
7th 207 Sqdn -189 yds 7th 106 Sqdn -216 yds
8th 467 Sqdn -201 yds 8th 44 Sqdn -231 yds
9th 630 Sqdn -175 yds 9th 630 Sqdn -170 yds
(630 Sqdn completed [underlined] 5 [/underlined] exercises only)
The following Squadrons completed 1 exercise only.
10th 463 Sqdn -86 yds 10th 463 Sqdn – 95 yds
11th 49 Sqdn- 90 yds 11th 57 Sqdn -162 yds
12th 57 Sqdn-245 yds 12th 49 Sqdn -291 yds
Congratulations to 106 Squadron who have now won the Bombing Competition for 3 successive months. Nos.9, 50, and 61 Squadrons have all improved their positions considerably but 619 have relinquished their customary “runners up” place in the table. We expect a maximum entry for March and a keen effort on all Squadrons part to topple 106 from the top.
[Underlined] “GEN” FROM WAINFLEET [/underlined]
The following news items are provided by the Range Staff at Wainfleet.
1. It is emphatically denied that the entire Night Staff applied for compassionate posting after a night programme carried out at maximum height by No. 5 L.F.S.
2. [Underlined] Heard over the R/T [/underlined]
R/T Operator – “Hullo ----- Please give me a TT.”
Pilot of A/C – “Time over Target 22.26.”
[Underlined] Note: [/underlined] A TT is a tuning transmission.
3. [Underlined] Advice to Crews. [/underlined]
(i) Conform to the established R/T procedure.
(ii) Be sure you burn the correct Downward Recognition Light during NIGHT exercises.
(iii) Pass times of strike and headings QUICKLY after the exercise.
(iv) Wait for silence on R/T before calling the Range.
(v) When you query errors given by the range REMEMBER please that a Direct Hit from 20,000 feet gives the Range Staff as much pleasure as it gives you !!
4. [Underlined] A Thought for the Month. [/underlined]
DO make sure you know which target you are to bomb !! (Many Wainfleet workmen have of late doubled their insurance).
P.S. A certain Mosquito from a certain well-known Group dropped a practice bomb which hit a lorry standing in front of the Range Headquarters. A 3,500 yards error.
[Underlined] “GEN” FROM THE SQUADRONS [/underlined]
[Underlined] 44 Squadron [/underlined] (F/Lt Lowry) have introduced the Pilot’s Miniature Route Chart for the use of Air Bombers. Thus a single map of the complete route is available and the defended localities and route markers can be recorded. Its use is primarily for dark nights when map reading using the topographical maps is difficult.
[Underlined] 9 Squadron [/underlined] (F/Lt. Bell, DF.C.) has originated an excellent scheme with the use of operational 3073’s. After each operation a chart is made out which shows on one sheet of paper each Bomb Aimer’s picture of the markers bombed. The full sequence of marking in the order of the times of bombing is thus available to each Air Bomber who can compare his attack and estimation of distances with the other Bomb Aimers in the Squadron.
[Underlined] 619 Squadron [/underlined] (F/Lt. Walmesly, D.F.C.) states that of the 300 practice bombs dropped this year, not one has been aimed below 5000 feet. Further they claim to be the only Unit in the Group (yea, verily, even in the Command) with such a record.
[Underlined] 57 Squadron [/underlined] (F/L Keates) reports that training was concentrated on to H2S and Gunnery. Blind Bombing with H 2 S had taken a prominent part in this training.
The Squadron Bombing Leader has compiled a graph consisting of nine curves on one sheet, which shows the forwards travel in yards and seconds of groundspeed of all bombs with T.V. between 420 and 1900 feet per second, for specific heights and groundspeeds. The groups apply to the selected heights 15000, 20000 and 25000 feet and the curves in each group cover height and groundspeeds 200, 210 and 220 m.p.h. Any other combinations of height and groundspeeds could be used. All information has been extracted from 5 Group Armament Training Notes, Part 1.
The advantage of this graph is that all information is contained in one graph and considerable time and labour is saved in calculating time intervals or compiling or checking preselector figures for any kind of load within the limitations of T.V., heights and speeds selected.
[Underlined] BOMBING LEADERS CORNER [/underlined]
F/O Billington has succeeded F/Lt Bray as Bombing Leader to 207 Squadron.
F/O. Astbury, D.F.C., moves up to F/Lt. Bombing Leader, 617 Squadron, and is joined by F/O. Harden, D.F.C., and F/O. Walker, Bombing Leaders from 1660 Conversion Unit and 61 Squadron respectively.
Congratulations to F/Lt. Bell (9 Squadron) F/Lt. Wake (106 Squadron) and F/Lt. Walmsley (619 Squadron) on the award of D.F.C’s.
Congratulations also to P/O Ball (1661 Con Unit) 3rd on No. 76 Bombing Leader’s Course with an “A” category and P/O Watford (1661 Con Unit) on gaining 1st place on No. 27 A.B.I’s Course.
F/Sgt. Coates (9 Squadron) obtained “B” category on No. 76 Bombing Leaders’ Course. F/O Lyons (61 Squadron) was 9th on No. 75 Course with a “B” Pass.
GARDENING
Despite February weather, the Command planted no less than 1647 vegetables, the second highest total for any month. As all Lancasters were busy discomforting the enemy by more direct methods it fell mainly to the Stirlings of 3 Group, followed by Halifaxes of 4 and 6 Groups and, on a smaller but useful scale, Wellingtons of 1 Group, to achieve this mighty total.
KIEL BAY received over 35%. The French U-boat bases about 20%, and the Western German Estuaries, the Kattegat and Channel also received good measure. Small numbers were planted off the French South Western Iron Ore Ports and in Oslo Fjord.
A Swedish newspaper reports the closing of the ports and shipping channels as an immediate result of 4 and 6 Groups’ visits to the last named. Photographic evidence is already available of the effects of the great effort on Kiel Bay. It shows one 6000 ton liner sunk and lying on her side, and also great congestion of shipping, indicating beyond doubt that traffic has been stopped for a time. It is hard to over estimate the importance of Kiel, which is the focal point of all German traffic in Northern Waters; the annual turnover is 29,000,000 tons of war material, nearly one half of which is iron ore imported from Norway and Sweden. The amount handled [underlined] DAILY [/underlined] would fill 12 1/2 miles of railway trucks. One effect of heavy and sustained mining against this traffic would be to force the enemy to use the sea route to the West of Denmark down to the Elbe and Ems. In hard winters this is done for us by ice in the Baltic, but this winter we have been let down by this ally.
Two interesting points arise from the month’s work. First, nearly all of it has been carried out from high level with great success. A variety of techniques have been used including:- The use of P.F.F. methods (both by aircraft of that force and H 2 S aircraft from the other Groups, marking pinpoints for those not so fitted); the use of the Mark XIV Bombsight when visual means have been possible; and dropping entirely on H 2 S. Secondly, a start has been made in the mining of the enemy’s inner harbours.
We have the task in 5 Group of studying and keeping up to date with the new methods which are still in an experimental stage, and therefore, subject to frequent changes, so that when the call comes for either a small or large gardening effort we can carry it out with our traditional efficiency.
49 Squadron have already been informed of the success of their accurate attack from high level with H 2 S on the 5/6th January.
[Boxed] [Underlined] PILOTS – TAKE IT EASY! [/underlined]
Use your throttles LEISURELY at all times. Do not open up with a rush. You won’t get off the ground any quicker if you “ram” the throttles open, and you are more liable to swing. Make any correction with engines smoothly. There’s no such thing as a “short burst” of engine in proper flying. Make your maxim “EASE your throttles open. EASE your throttles back”. That applies to all aircraft including the Stirling, Lancaster and the Tiger Moth – if your Station Commander lets you get your hands on it. [/boxed]
5 GROUP NEWS. NO. 19. FEBRUARY, 1944. PAGE 4.
[Page break]
SPORTS
Bad weather rendered most sports pitches u/s during the last few days of February, but there has been a full quota of matches played in spite of this. Attention is again drawn to the desirability of each Station submitting its sports resume two days or so before month end, to allow ample time for publication in this News. Several Stations have not submitted resumes this month, and so the picture is necessarily incomplete.
[Underlined] FOOTBALL [/underlined]
[Underlined] SCAMPTON [/underlined] proved unbeatable during the month, playing six games of which they won four (including two Matz Cup matches). However, Lincoln Rovers held them to a 2 – 2 draw, and Waddington to a 3 – 3 draw. Both these games were in the Lincoln League, Division 1, and Scampton could ill afford to drop these points since the League Championship is a neck and neck finish between them and Lincoln Rovers.
[Underlined] FISKERTON [/underlined] had four Station games of which they drew one home game with R.A.F. Wickenby. The inter-section competition is now in full swing.
[Underlined] DUNHOLME [/underlined] beat Fiskerton at home, but lost to Ruston Bucyrus, A.V. Roe and R.A.F. Wickenby. Four games were played in the Inter-Section League.
[Underlined] EAST KIRKBY [/underlined] beat Spilsby but lost their Matz Cup game against Skellingthorpe 5 – 1. The Section League produced 5 games, and in addition there were 7 ‘friendlies’, the aircrew cadets team winning all three of their games.
[Underlined] CONINGSBY [/underlined] Inter-Section games were plentiful. The outstanding match of the month was the Matz Round One win against Woodhall. This has been followed by a 3 – 2 victory against Dunholme, taking Coningsby into the Semi-finals.
[Underlined] METHERINGHAM [/underlined] scored a sweeping 10 – 0 win against Bardney in the Matz Cup Round One. They proved it no fluke by holding Waddington to a 2 – 2 draw. They now boast a “Reserve XI”. In the Inter-Section events, 5 games were played. “A” Flight have a strong side and should go well towards winning the trophy generously presented by S/Ldr. Whattam.
[Underlined] SKELLINGTHORPE [/underlined] had 5 Station games and 9 in the Inter-Section events, while there were a further 3 games restricted to aircrew personnel.
[Underlined] SWINDERBY [/underlined] XI beat Winthorpe and Wigsley, and were unlucky to lose 3 – 5 to Scampton in Round Two of the Matz Cup. It was a splendid effort at “giant killing”.
[Underlined] SYERSTON [/underlined] had 3 games of which they won two, including a 4 – 0 win against a R.A.F. side from Fulbeck.
[Underlined] THE MATZ CUP [/underlined]
The second round saw Coningsby, Scampton and Skellingthorpe emerge as semi-finalists, defeating Dunholme, Swinderby and East Kirkby respectively. Winthorpe and Metheringham have still to decide their event. The semi-final draw is as follows:-
WINTHORPE [underlined] or [/underlined] METHERINGHAM v SKELLINGTHORPE
CONINGSBY v SCAMPTON
Both matches will be played on neutral ground at dates to be announced in G.R.O’s.
[Underlined] RUGBY [/underlined]
[Underlined] 44 SQUADRON [/underlined] now boasts a strong side. They beat the Air Crew School 6 – 3, and ran up an astronomical total of 68 – 6 against Lincoln Home Guard. The Home Guard did better in the second game and held them to 18 – 6.
[Underlined] CONINGSBY [/underlined] were unlucky in having to cancel all Rugger games due to flying.
[Underlined] METHERINGHAM [/underlined] completed only one out of four games, losing 5 – 0 to 7th K.O.S.B. after an extremely hard game.
[Underlined] SWINDERBY [/underlined] won three out of three games. A hard struggle with their old rivals, 93 M.U., produced a 3 – 0 win, and Winthorpe and Lincoln Home Guard were beaten 14 – 3 and 18 – 0 respectively.
[Underlined] SYERSTON [/underlined] XV is doing well and won all three games played, Magnus School and Newark R.F.C. 9 – 6, and Rufford Home Guard 24 – 6.
[Underlined] LANCASTER SEVEN-A-SIDES [/underlined]
This competition is fast developing into a 53 Base monopoly. 9, 463 and 467 have all concluded their Squadron events now, producing F/Lt. Hadland’s team, P/O. McKnight’s team and P/O. Simpson’s team as the respective winners. In these three Squadron events, 65 crews took to the field. 50 Squadron are following suit, and three games have so far been played. Other Squadrons please note and “get cracking”! A complete Squadron event can be decided in two afternoons, and the physical “uplift” is amazing – try it and see.
[Underlined] HOCKEY [/underlined]
[Underlined] SCAMPTON [/underlined] won three out of four games, suffering their only defeat at the hands of 5 Group in a “mixed” game.
[Underlined] EASY [sic] KIRKBY [/underlined] had one station event, losing to Spilsby Town. The Aircrew Cadets “A” and “B” sides fought two very close games.
[Underlined] CONINGSBY [/underlined] lost to the Green Howards, and held K.O.S.B. to a 3 all draw.
[Underlined] SWINDERBY [/underlined] mixed side beat 5 Group 7 – 3. The Station side beat Lincoln Home Guard, but lost to Wigsley.
[Underlined] SYERSTON [/underlined] lost 2 – 4 to O.C.T.U. Newark, but won a mixed game versus Winthorpe R.A.S.C. by 3 – 1.
[Underlined] 5 GROUP [/underlined] mixed side defeated Wigsley 7 – 5 on Swinderby ground, lost to Swinderby 3 – 7, and enjoyed a 3 – 2 win against Scampton.
[Underlined] GENERAL [/underlined]
49 Squadron now allot one afternoon per week to physical “fitness”. Wood-chopping, country walks (pubs out of bounds) and gardening are all featured. Swimming at Lincoln is laid on each Tuesday, and for ground staff on Sundays. All that is needed now is the completion of the “gym”.
Dunholme R.A.F. Regiment keep up their water worthiness by attending Lincoln Baths.
Coningsby gym is now in full swing for badminton, boxing and gymnastics.
Metheringham gym will open this month for badminton, boxing, fencing and P.T.
[Underlined] COMPETITIONS [/UNDERLINED] The Wines Rugby Cup Competition has been launched, also a new event in 5 Group –“5 Group Mixed Hockey Trophy”. There should be some keen games in both these events. New events need new trophies. Two are needed – a Lancaster seven-s-side trophy, and a Mixed Hockey Trophy. Benefactors please contact F/Lt. Stott, Headquarters 5 Group (Ext. 54)
[Underlined] CRICKET [/underlined]
Spring brings the cuckoo and cricket, a 5 Group Cricket League is being formed. It is hoped that every Station will enter a team. Details are being circulated.
TRAINING
Training on Stirlings and Lancasters in 51 Base pressed on during the month and 66 crews were posted to Squadron.
The Stirling programme has a few teething troubles and but for this there would have been a larger output of crews. Ignition and electrical failures were particularly troublesome and infectious.
The snow fall at the end of the month involved all available man and machine power on a new and unwelcome form of training – shovelling snow – and prevented a last minute spurt in training.
The incoming crews judged by ground training standards are quite good, and the Aircrew School at Scampton did a lot of the spade work in giving them a sound basic knowledge of 5 Group tactics and operational procedure.
H 2 S training has been reorganised in the Base. The present aim is to train selected crews during the ordinary Conversion Unit course. Ground training is being given, and an initial demonstration flight arranged as early as possible in the course so that the cross country exercises (day and might) are flown using H 2 S as a navigation aid. No practice bombing is now being attempted. Air Training has been held up by the unserviceability of the H 2 S Stirling.
The Lancaster Finishing School at Syerston has so far done no H 2 S training, but a synthetic trainer has been promised by Bomber Command. When it is installed crews will be able to keep in practice by dry swims before passing out to H 2 S Squadrons.
With the disbandment of No.1485 (Bombing and Gunnery) Flight, the training of Air Gunners has been incorporated in the normal Conversion Unit Course. When No.1690 (Bomber) Defence Training Flight begins its work it is hoped that the former high standard of training can be maintained.
Flight Engineers are passing through the Stirling Units twice to give them the maximum possible flying time before going to Lancaster Finishing School. This ensures that they are well experienced in the air by the time they reach their operational Squadrons.
Crews under training took part in a large scale Command Bullseye which was laid on as a diversionary feature for the operation against Stuttgart on the night 20th February. The diversion achieved the success hoped for and attracted a large proportion of the weight of the German Fighter Force away from the area in which the Squadrons were operating.
5 Group News. No. 19 February, 1944. Page 5.
[Page break]
H 2 S
H 2 S training has progressed favourably during the month, but unfortunately once again training in blind bombing has been held up due to bad weather and cloud over targets. Good use is being made of synthetic trainers now installed at 49, 57 and 630 Squadrons and 1660 and 1661 Conversion Units. Navigators and Bomb Aimers should look upon this ground training as an essential part of their syllabus, and endeavour to make as much use of the synthetic trainer as navigational and blind bombing aid in the limited time they have.
It is gratifying to note that many crews are becoming increasingly aware of the value of H 2 S as a navigational aid and should realise the amount of work that is carried out by the Radar Sections for their benefit. Many set operators can help to decrease this work by reporting all faults personally to either the Radar Officer or one of the Radar Mechanics, and not merely to one of the ground crew who pass it on in hushed tones to the Radar Section, but with no explanations regarding unserviceability. You, the set operators, are the ones to let the section know the faults experienced and their symptoms. It may mean the difference between a “ropey” or good set on the next flight. Cultivate this habit of personal contact and you will earn the gratitude of the Radar Section and probably pick up some useful tips.
Some operators are having trouble with poor reception. This is a complaint particularly common amongst crews under training. Like ourselves, components of H 2 S have age limits, and their deterioration may cause poor reception; but remember the set can easily go off tune and it is necessary to check tuning whenever doubts arise regarding the quality of reception.
Cupolas are also liable to give trouble with reception. Extraneous matter which has a habit of collecting in the cupola will materially affect reception, giving rise to a mushy picture. Set operators are advised to see that the cupola is clean both inside and out before every flight.
Does this happen in YOUR aircraft?
[Cartoon] GREMLIN’S GARDEN
N.C.M.
Plotting charts are now being revised every three months to give the H 2 S operator as accurate a view as possible of the shape of towns from which he should receive responses. Every set operator can help in the revising of those charts by noting any peculiarity in town shapes and passing the information to this Headquarters by means of the usual report made at interrogation.
Know your Landmarks. The following are well known H 2 S landmarks on the continent.
Can you identify them?
[Three drawn outline maps]
FLYING CONTROL
Coningsby tops the list, with Waddington a close second; it is encouraging to note that landing times of all Stations are getting more consistent, and the overall landing time of 2.75 minutes is an encouraging improvement on January’s figures. It is hoped to see, each month, a further reduction so that the Group can record an overall average of below two minutes per aircraft.
In planning operations it can now be assumed with confidence that 5 Group aircraft, sometimes in excess of 200, can be landed within one hour of the return of the first machine. Compare this period of landing with that of 12 months ago, when smaller numbers of aircraft were concerned, and when a landing hook up often used to last 80 or 90 minutes. This reduction in the landing period has meant greater safety for the crews, less fuel to be carried, and a greater tonnage of bombs available for delivery.
Reports from Eastern airfields indicate that aircraft are not adhering strictly to lattice line approach procedure. This is essentially a part of the quick landing scheme and rigid compliance with this part of the scheme must be stressed to all crews.
[Underlined] FEBRUARY LANDING TIMES [/underlined]
[Table of landing times and averages by Station]
GEE
Rather poor range on Gee was experienced in operations this month, and once again XF transmissions were little used by Navigators. However it is apparent that there are still a few navigators who endeavour to get the best out of their sets and try all available means to secure fixes at maximum range. Success in track keeping and timing is the result of their efforts.
Other Navigators seem more concerned with finding reasons why ranges cannot be improved without endeavouring to improve them. This attitude is more effective than any jammer that the Hun can produce. It is therefore, up to every Navigator to use Gee to its actual and not its apparent limits. Plots of fixes made on the last three operations show the distance between the worst and best fixes to be 200 miles or more. Many of the worst ranges come from non-H2S Squadrons in which Gee is the sole navigational aid. Gee Trainers and Jammers are available on all Squadrons and Conversion Units and, therefore, it is up to every navigator, whether on Squadron or Conversion Unit, to carry out maximum training in Gee, particularly in the reading of signals through jamming.
One general complaint is that the Series3, Southern Chain miniature lattice charts do not afford full coverage and many fixes cannot be plotted. Charts covering such areas are to be issued in the near future, but in the meantime the remedy is in the Navigator’s own hands. Continue your lattice lines in pencil along the margins of the those charts you have, covering areas where fixes might be obtained, but no chart coverage is available.
With the constant lack of interest in XF transmissions, enquiries have been made, and many Navigators complain that they find it difficult to insert the XF unit into the receiver and use it in its present position. If this difficulty is arising now, it will be even greater when the new RF unit is issued, because of the attention required to secure maximum results. A little perseverance now may help in the future. However, how about a few ideas on the repositioning of the Gee receiver to obviate this complaint? They will be welcome at the Headquarters providing they are practicable.
Navigators of 630 and 57 Squadrons visited a Gee transmitter station during the month, and were given an idea of the ground organisation necessary to provide so valuable a navigational aid. The visit was much appreciated by all concerned, and it is hoped that other Squadrons and the Conversion Units will take advantage of this facility in the future.
[Underlined] FLYING ACCIDENTS [/underlined]
(Continued from page12 Col 3)
investigations into them are not yet complete. One aircraft dived to avoid another and crashed in the funnel. Another failed to get airborne by the time it reached the airfield boundary. The undercarriage hit the hedge and the Lancaster crashed. Another hit a hill while the pilot was flying low in bad weather. In others the causes are still obscure.
15 avoidable accidents occurred in 51 Base during February, of which 8 were taxying accidents. This means that more than half of the avoidable accidents in the Group occurred at Conversion Units and No.5 L.F.S.
5 Group News. No. 19. February, 1944. Page 6.
[Page break]
PHOTOGRAPHY
January’s low percentage of photographic failures was not maintained during the month of February, and the following increases occurred:-
Photographic + .02%
Armament + 2.1%
Electrical + 1.07%
It is curious that a large number of failures occurred on the first raids following the stand down period. It is expected that technical efficiency should then be at its peak, as ample time is available to effect thorough maintenance and servicing of camera equipment etc. That this is not so, points to the fact that this period is not being used to the best advantage.
During the stand down period N.C.O’s must ensure that everything possible is done to produce Type 35 Controls and camera gearboxes which are without fault. Particular attention must be given to timing the camera sequence – control contact strips – gear box spring teeth and film measuring roller needles; this applies particularly to newly issued equipment.
Photographic film processing and printing is taking [underlined] far too long to accomplish [/underlined] and NCO photographers are to check the internal section organisation. Delay always occurs when numerous Ground Detail photographs are obtained, indicating that the organisation is based on having a minimum amount of printing instead of the maximum. Station Intelligence Officers need prints to plot with a minimum of delay. Printing should therefore, be arranged to allow the S.I.O. to have the prints in batches instead of waiting to complete the whole of the work.
Every photographer must realise the importance of carrying out his tasks, with the [underlined] utmost speed and efficiency [/underlined]. The aircrews have completed their tasks, but delay in producing photographic evidence of the effect of the raid is comparable to sabotaging their efforts.
The use of Composite film (Kodacolour and H.S. Night) was carried a stage further during the month and it is hoped that in the near future other Squadrons will be using this method of recording attacks.
The problem of operating the camera when the bomb doors are opened prior to the bombing run is now considered to be solved. Aircraft of 44 Squadron are carrying out final tests which have so far been successful and the advantage of the circuit now under trial is that it does not impose exacting Drill upon the pilot and Air Bomber.
[Table of Photographic Analysis including Target Conditions and Failure Analysis by Squadron]
HONOURS & AWARDS
The following immediate Awards have been approved during the month:-
44 SQUADRON
F/Sgt. G. PRATT. DFM
W/Cdr. R.L. BOWES, DFC. BAR TO DFC
F/Lt. P.A. DOREHILL, DFC. BAR TO DFC
F/Lt. C.D. WIGGIN. DFC
P/O. R.M. HIGGS. DFC
Sgt. R.W. JOY DFM
50 SQUADRON
P/O. D.R. TOOVEY, DFC. BAR TO DFC
61 SQUADRON
P/O. F.W. BURGESS. DFC
207 SQUADRON
P/O. F.W. GALLAGHER. DSO
F/Sgt. C.E. STEWART. DFM
463 SQUADRON
Sgt. W. HOLT. DFM
The following non-immediate Awards have been approved during the month:-
9 SQUADRON
P/O. K. GILL. DFC
P/O. G.E. LOCKEY. DFC
F/Sgt. T.C. OVEREND. DFM
44 SQUADRON
F/Lt. S. BURROWS. DFC
Sgt. R.W.T. TUCKER. DFM
P/O. A.G. SMYTHE. DFC
F/Sgt. J. CUSHION. DFM
F/O. S.H. LETLEY. DFC
49 SQUADRON
F/O. R.E. HIDDERLEY. DFC
49 SQUADRON (Continued)
P/O. L.A. COXHILL DFC
P/O. J.B. WARWICK DFC
F/O. J.D. HARRIS DFC
W/O. E.M. WEBB DFC
W/O. E.L. JONES DFC
P/O. G.P. GEORGE DFC
P/O. K.O. BARNES DFC
W/O. T.P. JUBB DFC
Sgt. G. BOAG DFM
Sgt. T. TYLER DFM
F/Sgt. J DORRIAN DFM
F/Sgt. G.A. EDY DFM
F/O. F.E. WHITTMER DFC
50 SQUADRON
P/O. J.F.C. BROWN DFC
F/Lt. K. RUSKELL DFC
F/Lt. J.A. EDWARD DFC
F/O. W. BODEN DFC
F/O. L.T. PRITCHARD DFC
F/Sgt. R.V. POOLEY DFM
F/Sgt. S.J. PROCTER DFM
W/O. E.T. McLEOD DFC
F/O. D.H. SIMPSON DFC
F/Sgt. H. BROWN DFM
F/O. J.M. DICKS DFC
P/O. J.B. BLOTT DFC
P/O. D.R. TOOVEY DFC
Sgt. C.H. BROWN DFM
57 SQUADRON
P/O. J.B. KING DFC
F/Sgt. W.L. BELL DFM
F/Sgt. J.A. THOMAS DFM
61 SQUADRON
F/Lt. N.D. WEBB DFC
106 SQUADRON
F/Lt. J.G. CLARIDGE DFC
F/O. V.L. COLE DFC
P/O. W.R.P. PERRY DFC
F/Lt. L.R. HARVEY DFC
F/O. J. FORSYTH DFC
P/O. L.G. BERRY DFC
F/Lt. R.L. WAKE DFC
207 SQUADRON
W/Cdr. P.N. JENNINGS DFC
F/Lt. J.F. GRIME DFC
F/Lt. M.J. BAUD DFC
F/Sgt. G. BROADHEAD DFM
F/Sgt. W.J. BROWN DFM
F/Sgt. W.J. JAMIESON DFM
F/Lt. W.C.T. BRAY, DFC. BAR TO DFC
467 SQUADRON
P/O. W.J.O. GRIME DFC
P/O. J.G. SIMPSON DFC
619 SQUADRON
F/O. H.W. KEAN, DFM. DFC
F/Lt. J.A. HOWARD DFC
F/Lt. P.J.F. WALMSLEY DFC
W/O. J.H. MASON DFC
630 SQUADRON
F/Lt. D.S. PATERSON DFC
P/O. A.E.A. MATTHEWS DFC
P/O. A.H. GIBSON DFC
P/O. J.H. WORTHINGTON DFC
F/Sgt. J. MARTIN. DFM
5 Group News. No. 19. February, 1944. Page 7.
[Page break]
SIGNALS/RADAR
[Underlined] RADAR WORKSHOPS [/underlined]
Although none of the Radar Workshops in this Group have quite reached the stage depicted in the picture on the opposite page, it does show what can befall a section if it is left to sweep itself out after you have all packed up for the day. It is surprising what a few minutes at the end of the day can do if everyone pitches in before leaving for town. It also helps to ward off that hopeless feeling one experiences in the morning on entering a section which looks as if our bombers had got a bit off track (Gee u/s?).
Odd pieces of timber can be scrounged on the Station (NOT packing cases – which have now supplanted the gold standard), and with these can be built trays for spare components which we trust you have saved from detonated sets and other salvage material.
Test equipment should be treated with the greatest respect and kept in its proper place when not in use.
An up-to-date serviceability and fitting board in the office or workshop can save no end of trouble and time for all concerned when information is required at short notice. It keeps all mechanics posted too, and they will add that extra little drive which helps to make the picture the board portrays a rosier one.
General interest diagrams – excluding polar diagrams of Dorothy Lamour and other homing devices – should be neatly displayed on notice boards and walls.
The use of lino is nullified if the mud is not left outside, so get hold of those foot scrapers and door mats which the equipment section will be only too pleased to provide.
So let your aim be to keep your Radar workshop clean and reasonably tidy, so that the priceless equipment you have the privilege of handling may have the best chance of ensuring more bombs on the target.
[Underlined] WIRELESS OPERATIONS (AIR) [/underlined]
[Underlined] Codes [/underlined]
The month of February saw the last of our old standby, the “X” book, and in its place comes the A.P.3026. This will be easier to understand if Wireless Operators (Air) take the trouble to study its contents during the odd spare moment.
The new edition of C.D. 0250(16) should also receive a little of your attention, as the contents have been enlarged and the spare groups decreased. Remember that any time spent in studying these new editions might well save a frantic turning over of pages and a panic in the air.
Tests will be carried out on the Group W/T exercises, embodying the additions to the C.D.0250. Operators are reminded that this is an excellent means of getting up to date with anything new, and if you are not on the exercise you can always learn something from the logs of those who were taking part.
[Underlined] Finding Messages [/underlined]
All Wireless Operators (Air) are to be congratulated on the splendid work done during the month in connection with the “wind finding scheme”, especially on the night 15/16th February when 153 wind messages were received from aircraft. There was great joy and jubilation in the Signals Cabin at this Headquarters, for the “Back Room Boys” are always in the show.
[Underlined] Tail Warning Devices [/underlined]
Training in the use of the various early warning devices should now be standardised throughout the Group, but there are Squadrons who have not sent to the Group Signals Leader their version of the synthetic training cards. These cards are the best method of obtaining a quick snappy reaction to what is seen on the screen. The combined efforts of O.R.S., T.R.E., B.D.U. and the Radar “Kings” produced a piece of equipment designed to aid the bomber crews to beat the Hun when he is met in the air. Are [underlined] you [/underlined] tackling the job with the enthusiasm it deserves? Remember, TRAINING is the only answer.
A fault finding table for Visual Monica has been prepared and will be issued to Squadrons for inclusion in the current fault finding booklet carried by all Wireless Operators (Air).
[Underlined] Lighting of Operator’s Cabin [/underlined]
Quite recently the old complaint of lighting in the Wireless Operator’s position has cropped up again. Now, at this present stage of the war, it is quite impossible to start producing modified lighting on a large scale, and it must be left to the initiative of the individual to produce something for himself. The maintenance section of No.50 Squadron produced and excellent lighting system for the T.R.1154 and are working on the R.1155. Come along fellows, don’t leave it to one – try saving your breath on complaints and using it up on some action.
[Underlined] “Brace up” [/underlined]
Now for a final word to all airborne “key bashers”. Things are likely to get cracking in the very near future. Can you say with a clear conscience that you are ready to meet any emergency? [Underlined] If [/underlined] not, now is the time to GO TO IT INT QRL QRV K 2359
[Underlined] Stop Press [/underlined]
A tip from No.630 Squadron. Switch on your T. R. 1196 when going in on your bombing run, and then, should your intercom. go unserviceable, the change-over can be effected immediately.
SIGNALS FAILURES
There has been an alarming increase in the percentage of Signals failures during February and whilst it is true that almost 50% (13 out of a total of 29) were due to definite failures of components in the equipment, it is felt that this number could have been reduced, particularly those of a recurring nature. Special attention should be paid to the starter relay contacts in the Power Unit type 35 pending the introduction of the new type with silvered contacts in a more accessible position. Faults in the switch type 170 in the fighter warning circuit are nearly always due to an insufficient allowance of slack in the connecting cable exerting a pull on the switch during the rotation of the turret, causing a displacement of the switch contacts. This results in a point contact and an intermittent high resistance connection.
There were six failures reported in which no fault could be found. Five affected intercom, four of which were contributory to early returns. Every member of a crew can assist in diagnosing obscure intercom faults by remembering the details and symptoms of the failure and passing them on to the Signals Officer.
The object of reporting failure is to ascertain the reason why the failure occurred, and if possible to originate a modification or maintenance instruction which will tend to eliminate the type of failure. This object is defeated unless all failures are conscientiously reported, and the number of failures reported by a Squadron does not reflect upon its maintenance efficiency, but rather indicates a conscientious devotion to detail, in an effort to reduce the number of failures and increase the delivery of goods to the customer.
[Underlined] GEE [/underlined]
Gee remains one of the most serviceable of all Radar devices; out of 1115 sorties flown, 94% of the sets were completely trouble free. This is a very good effort, but with all the experience obtained on this equipment there is no reason why the figure should not be far higher.
Another R. F. Unit is about to be introduced; these units are not, however, to be available in large quantities for some time. It is probable, therefore, than [sic] non H 2 S Squadrons will receive them first. In this connection it is of interest to learn that the Lancasters will soon have a stowage provided for the units not in use.
Authority has at last been obtained for lino to be laid on Radar workshop floors; many enterprising Squadrons have already had their floors covered, and were repaid by increased serviceability. It is hoped that no time will be wasted in so equipping all workshops.
Air Ministry has now ruled that detonators need no longer be fitted; although this will present the Hun with a considerable quantity of Gee equipment, it will be a great help to Squadrons, as many men were necessary for the fitting and removal of detonators.
[Underlined] H 2 S [/underlined]
The serviceability figures for H 2 S are very unsatisfactory. Last month only 68.8% were serviceable for the whole trip; the one blessing is that most of the failures occurred after the target. Main causes of failures are filament transformers, power units and manipulation. An oil filled filament transformer is now being tried, and this may be the solution to our main cause of unserviceability.
Manipulation is confined only to U/T crews but is assuming alarming proportions. Some Squadrons are still troubled by freezing scanner, and repeater motors. Bomber Command is trying to get approval for a new method of heating, but meanwhile the existing heater elements should be repositioned forward of the scanner motor.
The equipment situation is considerably improved, and with the Group Pool now at this Headquarters, Squadrons will have little difficulty in obtaining the main units of H 2 S.
(continued on Page 9 col 3)
5 Group News. No. 19. February, 1944. Page 8.
[Page break]
[Cartoon of Workshop]
5 GROUP NEWS. No. 19. February 1944.
- Maurice levell –
IS THIS [underlined] YOUR [/underlined] RADAR WORKSHOP?
[Page break]
[Blank page]
[Page break]
ARMAMENT
[Underlined] GUNS AND TURRETS [/underlined]
The month of February shows a notable increase in the number of gun failures still being attributed to freezing. Rare reports have been received where conclusive evidence is available that guns have frozen, while instances have occurred that gunners have attempted to operate the breech blocks by operating the triggers. Attempts have also been made to release the breech blocks by means of the manually operated rear scar release units with little or no success. It is considered that the hydraulic media in the rear scar pipes becomes either frozen or congealed, and that trouble is not brought about by ice in the breech blocks.
To provide conclusive evidence that this is so, trials have been arranged whereby a percentage of gunners operate their breech blocks at intervals of 30 minutes, with guns at “safe”, throughout the operational sortie once operational height has been gained. A percentage of guns are also to be tested during the return, and by this means it is considered a valuable comparison will be obtained.
[Underlined] GALLEY HEATERS [/underlined]
A turret heater known as the “Galley Heater” is shortly to be introduced. The first 10 heaters are being delivered to Skellingthorpe for installation in aircraft of No.50 Squadron. The inside temperature of the turret is raised by means of a steady flow of hot air via air ducts, the ducts being so arranged as to spray the air on to the guns and turret components most susceptible to freezing, and re-bounding on to the gunner’s face.
[Underlined] BOMBING RANGES [/underlined]
[Underlined] Wainfleet Bombing Range. [/underlined] Extreme difficulty has been experienced during recent weeks in keeping targets and their lighting fully serviceable at Wainfleet Range. This has been due to the heavy tides experienced, causing the ingress of salt water into lighting fittings, and resulting in a depletion of vital bombing training. An all-out drive is being made which, it is hoped, will ensure one hundred percent serviceability at all times.
[Underlined] Owthorpe and Epperstone Ranges [/underlined] are available for both day and night bombing, target illumination being effected by flares.
(continued in next column)
[Underlined] ARMAMENT FAILURE [/underlined]
It can be seen from the failures table below that certain Squadrons claim to have had comparatively few, if any, bomb or S.B.C. failures during the month; it is known from Raid Reports received that this is not a true representation of the month’s failures. It is once again emphasised that all Armament failures are to be signalled in accordance with B.C.A.S.I. Part I, Section S, Leaflet No. 2, Issue No. 4.
[Underlined] ARMAMENT CONFERENCE [/underlined]
An Armament Officers’ Conference was held at Base Station, Scampton, on Friday, 11th February, 1944, and afforded an excellent opportunity for the Command Armament Officer, Air Commodore Bilney, to meet all Armament Officers within the Group. Minutes have been circulated.
[Underlined] MINES “A” – MKS. I – IV [/underlined]
With the introduction of numerous types of new assemblies, it has been found that the personnel who carry out the testing and preparation, need instruction on all these later assemblies. To meet this requirement, courses have been arranged and allocated to all Units within the Group.
[Underlined] FAILURES TABLE [/underlined]
[Table of Armament failures by Squadron]
A = MANIPULATION B = MAINTENANCE C = ICING D= TECHNICAL E = ELECTRICAL F = OBSCURE
Link Trainer Hours
[Table of hours spent on the Link Trainer by Pilots and Flight Engineers per Squadron]
SIGNALS (CONT.)
(continued from page 8 col 3)
[Underlined] VISUAL MONICA [/underlined]
Serviceability of this equipment has still not reached a satisfactory figure; last month it was approximately 81% serviceable. A large percentage of the failures were due to switch motors seizing. A great deal of time and trouble has gone into this switch motor problem, and it is hoped that the solution is close at hand. All Units will have received information regarding the Manufacturer’s methods of setting up, and soon a report will be issued summarising the findings of a local ball bearing works which has been testing these motors. In the meantime the 2-way Pye sockets will allow the Wireless Operator full coverage even though the switch motor stops.
The biggest headache is still the shortage of equipment. Many Squadrons have managed to “acquire” bits from here and there, and in this manner fit more aircraft. This unfortunately, appears to be the only way in which replacement can be maintained at present.
[Underlined] FISHPOND [/underlined]
Fishpond, unfortunately, depends on H 2 S serviceability and manipulation by both the Navigator and Wireless Operator. In such circumstances one would expect the Fishpond serviceability to be bad, and such is the case. In spite of this general low serviceability, Squadrons which have trained their crews well are now very pleased with the results obtained, and indeed managed to show a figure of 73% serviceable.
[Underlined] A. I. [/underlined]
Trials have been going on for some time with Mark IV A.I. It is believed that this equipment will make a good “Tail Warning Device”.
There are many snags yet to be cured before both elevation and bearing can be obtained.
It is expected however, that the experts will find the answer soon, and once more 5 Group will have pioneered a first class “Tail Warning Device”.
5 Group News. No. 19. February, 1944. Page 9.
[Page break]
WAR SAVINGS
(a) Pence saved per head of strength
(b) %age of personnel contributing
(c) Total amount saved
[Table of amount saved by Base and Unit]
TOTAL 4170.10.9
AIRCREW VOLUNTEERS
(a) New Volunteers
(b) Accepted by A.C.S.B.
(c) Posted for training
(d) Awaiting interview by A.C.S.B.
[Table of Aircrew Volunteers by Base and Unit]
SECOND THOUGHTS FOR PILOTS
[Underlined] FRESHMEN [/underlined]
You should always have a clear picture of each leg of the route in your mind. Study your track throughout briefing. Your [sic] can’t overdo this. It will prevent you accepting a completely wrong course from your Navigator. They have been known to give airspeeds for courses! It will help you as a rough guide to your track make good to take approximate bearings on defended areas each side of the route. But [underlined] don’t [/underlined] pinpoint on flak. One gun site can seem like “Happy Valley” if you are getting its undivided attention.
Always trim forward after bombing. The Lancaster becomes appreciably tail heavy after the bombs have gone. One pilot didn’t trim forward. He was a trifle shaken when the “wizard prang” he was giving all his attention to suddenly took off and orbited him. It was a sadder and wiser man who finally recovered from a stall some 8,000 feet nearer the ground.
Watch the “George” auto-control on take-off, especially taller pilots. It is possible during powerful movements to knock the auto-control lever to “In” and though “George” can fly straight and level, he can’t cope with a take-off, and you may not either with his unwanted co-operation.
By the way, when did you last do a proper Link Trainer exercise? Did you blank off the artificial horizon and carry out recovery from more extreme attitudes by use of the turn and bank indicator, A.S.I. and rate of climb? Or did you just fill in time?
If you have to “queue up” for take-off, don’t leave your engines idling. The plugs may oil up if you have long to wait. Run each engine up against the brakes to about 1600 revs. This will be sufficient to clear them, and it will also prevent overheating.
[Underlined] VETERANS [/underlined]
A Pilot in this Group did his take-off drill the wrong way round. He left the boost cut-out till the end of his checks. When he did pull it down, his heavily gloved hand knocked the port outer fuel cock off, Fortunately his Engineer noticed it. He may not have done!
Keep your beam flying on the top line. Don’t just switch it on to test it on N.F.T’s Fly down the beam and do an approach each time. It’s a good scheme after training flights and N.F.T’s to find the aerodrome yourself on your own and other beams in the area.
Have you got your drills for using portable oxygen bottles weighted up? If you have any doubts at all- which you shouldn’t have – read 5 Group Aircraft Drills, No.12. Do you know how long the supply will last?
On your next N.F.T. carry out a dummy drill for an emergency. Have your Flight Engineer and Wireless Operator go down and lift the Rear Gunner out of his turret and carry him to the rest bed, using portable bottles. One pilot we know had three of his crew unconscious on the rear turret cat-walk just as he was approaching the target. They knew how to use the bottles, but had never practiced it!
Don’t wear signet rings on operations, however well dressed you may feel. You may regret your elegance. It increases the danger of frostbite if you have to bale out at altitude. It is also difficult for the M.O. to treat you for hand wounds or abrasions. Either the ring comes off – or your finger does!!
FLIGHT ENGINEERS
All Flight Engineer Leaders in the Group must have a drive on their Squadron in log keeping. So much valuable information is lost because details of small defects the recording of airspeeds, and the time of descent are omitted. It is difficult to keep a good log when the Flight Engineer is to “Window”, but if we can instil more keenness in the keeping of these logs, Flight Engineers in the long run, would benefit from the research which is given to all operational flights.
There is much discrepancy in the duration of flight from these logs. In future the time from airborne to landing must be taken from the Watch Office records and entered in the log.
This month at least one early return was made that should have been avoided. On the outward trip, the port engine showed a higher temperature than the other three; it was decided to return. On the check the next day it was found that this temperature was within the limits laid down for this type of engine; the Flight Engineer should have known this and advised the pilot that there was no danger. Another case was one engine feathered because the oil temperature gauge dropped to zero, yet both the oil pressure gauge and the coolant temperature gauge remained normal. On check it was found that the gauge was faulty.
[Cartoon] Dot and Dash – our immaculate W.A.A.F’s
“- and you needn’t say I’m jealous of this Monica of Bill’s – “
5 Group News. No. 19. February, 1944. Page 10.
[Page break]
ENGINEERING
The Group operated five times only during February, and these five operations produced 1000 sorties; to achieve this an exceedingly high percentage of aircraft held on charge flew on each of these operations, the outstanding feature being the first operation of the month, when 226 Lancasters took off from this Group. Further comment on this achievement is unnecessary as it must be obvious to any person who knows the difficulties which have to be overcome to get such a large force off the ground, what work was entailed.
March should see an even larger effort than did February, but we still have our cancellations and early returns which do not appear to reduce by very many in spite of all our efforts. The technical defects which cause early returns and cancellations are not of a recurring nature; that is why it is so difficult to overcome each single case, but in spite of these individual faults, the numbers of early returns will be at least reduced if we persevere.
Much discussion has taken place during the month on the salvage of equipment, and one point which affect all Engineer Officers in this connection is that they must make sure that full use is made of the Base facilities for the repair and testing of technical equipment. A very frequent check should be made on R. & I. stores, and station equipment sections, to ensure that items of equipment have not been returned for subsequent return to the R.E.D. when these items can be repaired within the Base facilities.
During March it is intended to review the Maintenance Schedules for both Lancaster and Stirling aircraft; committees will be set up for each type and each individual inspection item will be checked both for the Daily and Minor Inspections; as a result it is hoped to cut out many items which exist in the Daily Inspection which are unnecessary, similarly with the Minor Inspection. Many hours are at present expended inspecting items which happen to be shown as requiring inspection by the schedule where, in fact, no defects were ever found. At the same time that the schedules are being revised, the card system will be introduced which will assist greatly with carrying out inspections, and it may be no longer necessary, once the scheme is introduced, to put aircraft unserviceable for longer than a few hours for inspection purposes.
[Underlined] TRAINING UNIT SERVICEABILITY [/underlined]
[Underlined] STIRLING AIRCRAFT [/underlined]
[Table of aircraft serviceability by Conversion Unit]
LANCASTER AIRCRAFT
[Aircraft Serviceability for 5. L.F.S.]
GUNNERY
[Underlined] HARMONIZATION [/underlined]
Standard diagrams for each turret in Lancaster aircraft for harmonization at 100 yds and 25 yds have been issued to all Squadrons (5 Group letter 5G/237/2/Trg. Dated 1st Dec. 1943). These diagrams show all dimensions including the height of boards above ground, colour scheme for the gun spots and size of gun spots. The Mid Upper Turret is harmonized on the PORT beam and in all instances the distances are measured from a point vertically beneath the gun pivots to the board. The Tail turret is harmonized with the board dead astern and the nose turret with the board dead ahead.
A good tip is to strip each gun in turn, and not have four breech blocks laid around the rear turret at the same time, as instances have occurred of the breech blocks finding their way into the wrong gun, with the result that the Gunner has had a little difficulty in getting all the guns to fire. It is essential to check the harmonization again after the gun has been trained on the gun spot and the locking device screwed tight as the gun sometimes moves slightly during the locking procedure. The best type of board is the solid wooden one, fitted with a handle for carrying, and the best place to keep the boards is in the Gunnery Office and NOT laid about the dispersal points, remember somebody else may want the board after you and will expect to find it in its proper place. The guns should be harmonized at 100 yards and the 25 yards board used only for checking, it will be realised that the danger of harmonizing at 25 yds is that a slight error at this range is a large one at 400 yards, and although it is often easier to use the short range, don’t get into the habit of doing it every time.
[Underlined] COMBAT REPORTS [/underlined]
These reports are showing a tendency to become very brief and a lot of valuable information is omitted; this may be due to the gunners not giving the information at interrogation, or the duty gunner not including everything that is laid down in Appendix “A” INT. 1 and 2 to Air Staff Instructions, it is not easy to remember each item in this Appendix, and it is suggested that a copy is made and used at interrogation to ensure that all the information required is obtained from the crew.
All gunners should realise that the gun freezing bogey is still very much in existence and gunners should do everything possible during the trip when freezing is suspected, to find out where the trouble is; this is not simple, but if the guns won’t fire with the firing gear, the manual release should be tried. This may not cure the trouble as the breech block may go forward and stay there, instances have occurred of the firing gear taking some few seconds to function after the triggers have been pressed. These points and the presence of ice on guns should be noted by the gunners and stated at interrogation. Will all air gunners, therefore, do their utmost to help the technical staff to solve the serious and difficult problem.
[Underlined] MARK II GYRO GUNSIGHT[/underlined]
The Standard Free Gunnery Trainer at Fiskerton is being modified to take the Gyro Gunsight and training of gunners will commence as soon as this modification is complete. Considerable practice is required with this gunsight before the gunner becomes proficient in following the target accurately, due to the slight lag produced by the gyro on the moving graticule. It is found at first that when following a target which changes direction, the gunner is apt to overshoot with the sight, as the graticule carries on after the turret has stopped, and this, coupled with the foot pedals which are operated to feed the range into the sight, are both innovations which are new and must be mastered before accurate shooting can be expected.
The turret in which these sights will be installed is the F.N. 121 which has an electric motor to operate the servo mechanism, which eliminates any inter-action of trigger and turret movements. The control characteristics in the valve box have been modified to give more positive control for small turret movements at the cost of a slight reduction in the speed of the turret. No information is available at the moment regarding the speed with which the remaining Squadrons will be equipped after 49 Squadron is complete, but it is expected that the rate will be speeded up after the first Squadron has been completed.
[Underlined] RESULTS OF C.G.S. COURSES [/underlined]
[Underlined] NO.73 GUNNERY LEADERS’ COURSE. [/underlined]
[Underlined] FINAL EXAMINATION RESULTS [/underlined]
P/O. Sandford – 467 Sqdn. – 79.2% - Cat. “A”
P/O. Powell – 619 Sqdn. – 67% - Cat “C”
[Underlined] NO.74 GUNNERY LEADERS’ COURSE [/underlined]
F/O. Williams – 463 Sqdn. – 74.8% - Cat “C”
This Month’s Bag
[Cartoon]
[Underlined] DESTROYED [/underlined]
[Underlined] Sqdn. A/C Night Type of E/A [/underlined]
49 M 19/20.2.44. DO.217
49 D 19/20.2.44. JU,88
207 F 20/21.2.44. ME.110
49 C 24/25.2.44. T/E.
463 S 25/26.2.44. FW.190
207 K 25/26.2.44. ME.410
[Underlined] DAMAGED [/underlined]
50 B 15/16.2.44. JU.88
44 J 15/16.2.44. DO.217
50 H 15/16.2.44. ME.210
207 C 15/16.2.44. ME.110
9 C 15/16.2.44. T/E.
44 A 19/20.2.44. ME.210
50 J 19/20.2.44. JU.88
106 M 19/20.2.44. ME.410
619 B 19/20.2.44. ME.109
44 Y 20/21.2.44. ME.210
49 G 24/25.2.44. JU.88
49 Q 24/25.2.44. ME.210
57 P 24/25.2.44. JU.88
207 P 24/25.2.44. S/E.
9 Q 24/25.2.44. ME.100
9 S 25/26.2.44. JU.88
630 G 25/26.2.44. FW.190
All these claims have been confirmed by Command.
5 GROUP NEWS. NO.19. FEBRUARY, 1944 PAGE 11.
[Page break]
M.T. & FLYING ACCIDENTS
[Underlined] ‘YOU’VE HAD IT’ [/underlined]
Reporting an M.T. accident, even filling up Form 446, is easy enough if the driver does it straight away, but it gets more difficult every day he puts it off.
In the end you will find that he doesn’t report it at all, but don’t be misled; the other man will and A.D. Claims then start the ball rolling from the other end, and you will find that you are in more trouble than ever, and it’s quite a big snowball by the time it reaches you.
Will M.T. Officers and N.C.O’s i/c Transport try to impress their drivers with the necessity for keeping the following rules.
(i) If you hit an aircraft or an aircraft hits you – REPORT IT – Everybody will; it’s a BLACK, but Training are dealing with this more fully.
(ii) If you knock someone’s wall down, or even bend it, --REPORT IT – the owner may quite like it, and he’s sure to be watching out of the window.
[Cartoon] E.M.P.
(iii) If you bump a car in the blackout – REPORT IT – the owner values his car much more than you think; usually more than it’s worth.
(iv) If you knock his daughter down – REPORT IT – injuries get so much worse if no one calls to sympathise from A.D. Claims. By the way, don’t call to sympathise yourself, however pretty she may be; this is against the rules, A.D. Claims have all the luck! A.M.O. A475/42, paragraph 17 lays down quite definitely that you must not approach the civilian involved in an accident. If you can get yourself invited to tea after the whole thing is settled – well that’s different!
Very few MT accidents now require more than F.446 action if they are reported at once. Page.16 of the AMO tells you all about this.
[Underlined] AVOIDABLE ACCIDENT RATE ALMOST TREBLED IN 3 MONTHS [/underlined]
DECEMBER - [/underlined] 10; [/underlined] JANUARY – [underlined] 18; [/underlined] FEBRUARY – [underlined] 27. [/underlined]
The exalted position held by this Group for the past three months in the Bomber Command Accident Ladder will certainly not be held for the month just finished. It has been the blackest month from the accident point of view for a long time, and the most prevalent type, viz. [underlined] Ground Collisions [/underlined] has contributed to a greater extent than ever to the long list of damaged Lancasters and Stirlings in the Group. THESE AVOIDABLE, UNECESSARY AND EXPENSIVE ACCIDENTS MUST CEASE.
The “taxying” record for the past 3 months reads as follows:-
December – 9; January – 9; February – 11.
When it is realised that at least half of the aircraft involved were [underlined] CAT. AC. [/underlined] the effect on the war effort from this type of accident alone is immediately apparent.
So much has been written in these notes recently that it is difficult to avoid repetition, but it is hoped that the new instructions issued in February have the desired effect. However, the exercise of care and foresight on the part of everybody, especially pilots, is essential at all times when taxying an aircraft if the number of accidents in this category is to be reduced. There is no doubt that if ground personnel and aircrew do their very best, taxying accidents can be brought to within reasonable limits.
Manpower, paper, time and tempers can be saved by getting your report off quickly and giving AD Claims a chance to settle the case at once.
A great deal depends on M.T. Officers ensuring that their drivers report accidents promptly. If the drivers was not at fault he will not be punished (Not often!!! Editor), but he may be if he doesn’t report it at all.
Of course it saves an awful lot of trouble not to have the accident at all. It’s worth trying!
An unusual accident occurred at a Station in No.51 Base this month. An aircraft had landed and was slowing down towards the end of the runway, when the rear gunner called up the captain and told him an aircraft was landing beside him. The quick landing scheme was in force , and just prior to the gunner’s warning, Flying Control had advised the pilot to clear the runway quickly. As a result of these warnings, the captain thought the aircraft was close behind him (it was still in the funnel) and accelerated. He had too much speed on turning off the end of the runway, and broke his undercarriage. Rear Gunners should pay particular attention to give their captains precise information as to where an aircraft landing behind actually is. If it is still in the funnel they should definitely say so.
The month’s total of all kinds of avoidable accidents is made up as follows:-
Ground Collisions- 11; Heavy Landings – 4; Overshoots on Landing – 3; Swings on take off – 3; Crashes on Overshooting – 1; Other errors of judgement – 5. Of the aircraft which made heavy landings, two were Cat. A. and two were Cat.A.C. Three of these occurred at night. In one of them the pilot was prevented from using engine [sic] to recover from the first bounce because the Flight Engineer still had his hands on the throttles after ensuring they were fully closed. He was thrown off balance and held on to the throttles. This is a point which must be watched. Another occurred after an operational trip, when the pilot was caught unawares by his flaps only partly lowering. The flap gauge must always be checked.
Investigation of 2 of the swings on take off shows that either the wrong procedure for take off was used, or the wrong action taken when the swing started. Every pilot should ensure that he thoroughly understands the 5 Group Drills on swinging.
The accidents classed as errors of judgement were almost all of a serious nature, and the
(continued on page 6 Col. 3)
5 Group News. No. 19. February, 1044. Page 12.
[Page break]
SELF HELP
A recent letter from Air Ministry impressed upon Command Group and Station Commanders the critical shortage of labour and materials that exists today. Notwithstanding the evidence of this on Stations in the shape of current establishment deficiencies and shortage of equipment, very few people realise how serious the position really is.
In effect, the allocation of labour for constructional work has been considerably reduced. This labour will be required to cover minor Works Services, as well as larger schemes.
[Cartoon] P/O Snooks will Help Himself any time! EMP.
Therefore, the available labour must only be used on those schemes that are essentially of an operational necessity and this can only be done at the expense of day-to-day minor services. If the minor Work Services themselves are to be carried out, it will only be possible to implement them by a “Self Help” scheme.
Now the expression “Self Help” should not be taken too literally. It does not mean that it can be taken as a good excuse to knock down the local guard room, or to pull down the intervening wall between the W.A.A.F. and R.A.F. Dining Room. A “Self Help” scheme is done by Service labour, and as such must be organised as a Service for the benefit of the Station as a whole, and not to satisfy the whim of any individual. There still seem to be a number of people who, being accustomed to “Having jam on it” in the shape of the excellent facilities normally available at a R.A.F. Station of peace-time design, think that the provision of any little extra convenience for anyone connected, however remotely, with the many activities involved in running a flying station, can justifiably be regarded as “operationally essential”. This, of course, is nonsense – ask some of our fellows who have served overseas.
The problem is, therefore, how to get a fuller effort from the available R.A.F. man and woman. There is, no doubt, very many R.A.F. personnel who are not doing the full amount of work of which they are capable and quite a lot of them have not yet grasped that they ought to do more than they are doing. Quite a few regard the acquisition of as many late passes and “forty eights” as possible as their chief aim in life, with unofficial extension to such periods of absence as a minor hobby. Quite a number of these might well contribute a few hours to “Self Help” each week, without suffering any grave hardship.
There are, on the other hand, a considerable number of individuals who continuously work to the limit of their capacity and sometimes beyond that limit (“Not you Adj. – sit down”). Everyone should feel a strong personal urge to give of their utmost to their Service tasks and to put no limit to the amount of effort which should be demanded of them. As we have now reached the stage when national resources are inadequate to provide us with every facility we need just when we want it, this extra effort must be organised and well led, to help ourselves as far as we can. This extra effort can be used on Station Maintenance, to replace broken windows, re-painting quarters and firming up paths and standings.
But, in conclusion, remember the buildings etc., on the Station are Air Ministry property so don’t knock down that Guard Room without first obtaining authority from the higher formation – it is really quite embarrassing to stand on Pay Parade and find you have no money to come.
[Underlined] (Continued from back page, Col. 1) [/underlined]
It is not done at all even thought the men drown. Recently in Lincoln Swimming Bath an aircrew member who couldn’t swim took the precaution of providing himself with a Mae West and took care to fasten it properly; he then jumped into the bath from the top board – and wasn’t seen for a long time, he eventually came up shouting for help and on being pulled out immediately started blaming his Mae West, only to find that he hadn’t inflated it – it goes to show!!
[Underlined] Note for Gunners. [/underlined] If your Buoyant Suit has no pocket for a floating torch don’t take it that this means you are not to have one – have a pocket fitted. If no pockets are available, you can still wear the torch round your neck inside the suit. Similarly make sure that there is an attachment for the lanyard of the K-dinghy on your suit – if you don’t know then make enquiries [underlined] now [/underlined]
IN “Air Sea Rescue” the proverb is:-
[Underlined] “YOU CAN BE TOO LATE TO LEARN”. [/underlined]
EQUIPMENT
[Underlined] CARE OF EQUIPMENT [/underlined]
As one goes about the Stations, it is obvious that equipment in general is not being cared for as it might, or rather as it should. There is no doubt whatever that at the present time, especially owing to the shortage of materials, we must make the best use of that which has been given to us. There is a feeling that the Government is a good firm and that “there is plenty more where that came from”. That may be true in certain respects, but as this war goes on, demands will increase, but whether the material will be there to meet our needs is another matter; so it is up to everyone [sic] of us to safeguard, handle and use articles of equipment entrusted to us as though they were our own and we had paid for them. Can you imagine yourself buying an expensive article and then after a short time throwing it away because perhaps a small component of it had become unserviceable! Of course you wouldn’t, you would get another part and make it serviceable. Why should you not, therefore, treat Government property in the same way, and thus save materials, manpower, man-hours and money?
[Underlined] REPAIRABLE EQUIUPMENT [/underlined]
Have you read, thoroughly digested and understood AMO A.736/43? This order gives in great detail the method for disposal of repairable equipment. Amongst the many important things one has to do, none is greater than the labelling of an unserviceable article correctly, for if this is not done (i) you are likely to get it thrown back at you by the Equipment Officer – which may mean humping a heavy article back to where it came from, or (ii) you will have to wait for the new article in exchange for the old until you present it in its proper form; thus considerable manpower and time has been unnecessarily expended. Again, if the label does not state the reason for unserviceability of the item, when it gets back to the R.E.D. many more man-hours are lost investigating the cause and extent of its unserviceability, whereas had the label borne the exact cause of failure, the mechanic at the R.E.D. whose job it is to repair such equipment, could have repaired it with the minimum of delay. Special labels are available for this type of equipment (see A.M.O. N.1174/43) – ensure you have a plentiful supply, and use ‘em.
WHO?
Thoroughness is a virtue which we view
With envy, and with admiration too;
And we, in common fairness must agree,
That rarely in a fellow man have we
Encountered such tenacity and drive
As led him on a recent day to strive,
And show his humble tyros how ‘tis done
To fly an aircraft properly, and shun
The common errors that all pupils make.
Enthusiasm prompted him to take
An aircraft up, and as they turned he spoke
“A broken undercarriage is no joke,
And if you swing on take-off you will find
Your legs will go; you’ll sit on your behind!”
Then as he spoke he swung to demonstrate
And proved his words.
……….he met his forecast fate!!
5 Group News. No. 19. February, 1944. Page 13.
[Page break]
AIR * SEA * RESCUE
A man suffering from shock or the after effects of great mental strain usually behaves in a most peculiar manner, as his brain has become numbed and does not function properly. It is on this account that it is necessary for aircrews to practice dinghy drills and have a sound knowledge of safety and rescue equipment carried in their aircraft and also of the equipment that might be dropped to them in the sea.
A crew of this Group was recently forced down in the sea and an airborne lifeboat was dropped to them – they dug about and found the sleeping suits but did not use them as it was considered that, in the crews wet state, these would not be of any use; similarly because the “Everhot” bags had been immersed they did not attempt to use them, thinking that they would be useless! Normally these men are not the “dim clots” you are now calling them – they are an outstanding example of how dim your brain can become after a climax of mental strain, and also of how insufficient knowledge of equipment can be the cause of much unnecessary suffering. Imagine it – wet through, at sea in a small boat on a cold winter’s day, and the means of warming themselves discarded as useless!
In addition, this same crew showed abysmal ignorance of the ditching stations to be taken up – the two gunners ditched with their [underlined] backs [/underlined] to the flap jack and the flight engineer was badly out of position with his back to the rear spar. As this aircraft broke its back at the rear spar, it is logical to suppose that each of these men, had they taken up their correct stations would have been alive today – the flight engineer should have been on the rest bed and the two gunners probably broke their backs on impact, they should have been facing the other way round with their backs on the floor, and “buttocks to flap jack with feet over it”.
Many flying men still seem to have the idea that fully inflated Mae West makes escape through the upper exits of an aircraft difficult. This is not true and tests have shown that the biggest and smallest members can easily “evacuate” Lancasters and Stirlings with a fully inflated Mae West. Inflate your Mae West when your Dinghy Drills provides – experience has shown time and again that unless this is done at the proper time
(Continued on Page 13 Col. 2.)
OPERATIONS
Until the moth was half spent and the “fighter” moon had been allowed to wane, the Group was unable to stage a major attack, although 617 Squadron found two opportunities to add further to their history. Nevertheless, the 1000 sorties mark was again achieved of which 89.7% were successful in attacking the primary targets, with 3.3% casualties. The lull in operational activity, however, was not allowed to pass unprofitably, as can be evidenced in the record figure of 226 aircraft airborne on the 15/16th.
With the progress of the month it became clear that the immediate objective of the Allied Air Command was to strike and crush Germany’s air strength at its source, by a sustained and co-ordinated air offensive against factories associated with aircraft production. To this end LIMOGES featured as the Group’s first assignment on the 8/9th. Until that night, memorable as indeed it must be to those “locals” who were fortunate enough to remain spectators, The Gnome and Rhone aero-engine factory was producing in the region of 50 engines per month for the Axis. Immediate assessment of the results was greatly facilitated by excellent night photographs and a particularly impressive cine film which was eloquent testimony to the accuracy of the marking. It is now apparent from P.R.U. cover following the raid, that of the 48 bays comprising the factory, 7 only have escaped destruction or serious damage – a considerable part of the machinery being wrecked and production brought to a standstill.
On 12/13th February, ANTHEOR again bore a charmed life, and escaped with no direct hits from an attack pressed home in the face of increased opposition. A few very near misses were recorded, from which, however, the Viaduct sustained no apparent damage.
Having husbanded her main bomber strength until 15/16th., Command directed a record effort against the Reich capital. The weight of the blow appears to have fallen to the South of the city and the West of the Potsdamer Railway Station, where extensive damage can be observed.
Continuing the offensive against the enemy’s aircraft industry, LEIPZIG was singled out for a 2,300 ton raid on the 19/20th. Within a few hours of this attack, made in conditions of 10/10ths cloud, American heavies returned in daylight with yet another load for the battered city. Photographic confirmation of the results is awaited with interest.
The night following, viz 20/21st. STUTTGART received a damaging blow – the attack being carried out against an apparently weakening Luftwaffe, since little enemy fighter activity was experienced by our crews. Heavy smoke rolling South Westwards away from the target obscured the Central, South and South Western areas of the town, hindering photographic cover the next day, but fires still burning, apparently unchecked, in the Northern outskirts, gave rise to the impression (later confirmed) that severe damage had been suffered.
The strain on the German night fighter and ground defences was further aggravate on 24/25th by a two-phase attack on the important ball and roller bearing plant at SCHWEINFURT, which originally contributed something approaching 50 per cent of the total production available to Germany. This attack followed closely in the wake of a heavy daylight assault by the Americans. Guided by fires started by their predecessors, later aircraft were able to continue the bombardment which largely wrecked the group of factories as a war time centre.
The month’s activities wound up with a double blow at AUGSBURG on 25/26th. The targets included the Messerschmitt plant and experimental establishment (believed to be engaged in the production of the Me.410) and the M.A.N. Diesel Engine Factory. Following the precedent of the previous day, this important aircraft centre had been attacked in daylight a few hours before by the Americans, and the evidence of night photographs taken during the raid indicates that enormous fires were left burning throughout the area, with a vast pall of smoke shrouding the stricken city.
It is true to say that never before has the enemy’s war production been so heavily bombed, or their defences subjected to such continued strain as that imposed during the sustained attacks of the last nine days of the month, which in themselves exemplify the crushing might of the Allied co-ordinated offensive.
WAR EFFORT
[Table of Aircraft, hours flow, bombs dropped, sorties carried out and results by Squadron]
5 Group News. No. 19. February, 1944.
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V Group News, February 1944
5 Group News, February 1944
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Five Group Newsletter, number 19, February 1944. Includes a foreword by the Air Officer Commanding, and features about tactics, navigation, air bombing, gardening, sports, training, flying control, H2S, Gee, photography, honours and awards, signals / radar, armament, link trainer hours, war savings, flight engineers, war savings, second thoughts for pilots, aircrew volunteers, engineering, gunnery, motor transport and flying accidents, self help, equipment, who?, air sea rescue, operations and the war effort.
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
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1944-02
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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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16 printed sheets
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eng
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MStephensonS1833673-160205-23
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Royal Air Force
Royal Air Force. Bomber Command
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Germany
Great Britain
England--Lincolnshire
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1944-02
5 Group
air gunner
air sea rescue
aircrew
bomb aimer
bombing
civil defence
control tower
Distinguished Flying Cross
Distinguished Flying Medal
flight engineer
Gee
gremlin
ground personnel
H2S
incendiary device
Lancaster
mine laying
navigator
pilot
RAF Scampton
RAF Wainfleet
rivalry
sport
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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V GROUP NEWS
[Stamp]
No 29. December, 1944
[Page break]
V GROUP NEWS
No 29. December, 1944.
[Page break]
Foreword by the A.O.C.
In this foreword I say Goodbye to 5 Group after two years of command, covering a period when the Group, in common with the other Groups in Bomber Command, has seen much hard fighting and very great damage inflicted on Germany. In particular, the Winter campaigns of 1942/43 and 1943/44 will be looked back upon in future years as outstanding examples of sustained courage and endurance on the part of the crews, some of whom made 12 or more attacks on Berlin alone. In those days neither the training organisation nor the factories could maintain a sufficient flow of crews and aircraft to keep pace with losses, and Squadrons were often 25% below establishment; but it was those campaigns, with the parallel campaigns by the U.S. forces, which were then arriving in strength, which finally put Germany on the defensive in the air. They forced her to turn over her production from bombers to fighters and to draw off for the protection of her industries many hundreds of aircraft which she badly needed to support her battle fronts. They marked the beginning of her decline as an Air Power.
During 1943 the new equipment which was beginning to come along was still far from perfect. There were no A.P.I’s to watch over course keeping; Gee and the D.R. Compass were still being introduced, and H.2.S. was yet to come; while systems of target marking were in their infancy. The past two years have, therefore, been periods of development and training which have had to be continued while a major campaign was in progress. In spite of the hard knocks which the Group has had to take, progress has been steady until, nowadays, targets are seldom missed when conditions are reasonably satisfactory.
The special technique against small targets which has been built up in this Group, based upon low level marking and off-set bombing, has achieved results which, in terms of bombs per acre over the target area, are unsurpassed by any other bombing force in the World. For this state of affairs, all in the Group share the credit – the aircrew for having down to a heavy training task at a time when they might hope that their period of arduous training lay behind them – the ground crews who have never failed to get an aircraft into the air if it was humanly possible to do so – the specialists in every branch for their ingenuity in servicing highly complicated mechanisms – and finally the whole body of personnel whose determination that the Group should never pull less than its full weight has been a great incentive to me personally and I believe to all the other senior officers throughout the Group.
It is, as a team, that the work has been done, and in saying Goodbye to its members, I include every officer, airman and airwoman in the Group. I thank you all for your extraordinary exertions over two difficult years and ask you to accept that the honour, which H.M. The King recently bestowed upon me as Air Officer Commanding, is a tribute to the growing list of targets destroyed and thus to the work of everyone in the Group.
I wish you all Good Luck.
V” group news. No. 29. December, 1944.
[Page break]
[Drawing] tactics
December has been marked by the first serious attempts by the G.A.F. to intercept Bomber Command aircraft in daylight. On two separate occasions formations of 30 to 40 ME.109’s and FW.190’s attacked bomber gaggles and succeeded in destroying several bombers before the fighter escort came to the rescue. The enemy fighters showed a marked disinclination to attack the main gaggles which tightened formation when attacked, but concentrated on picking off stragglers and aircraft in the thinly spaced parts of the bomber stream. Although corkscrewing by stragglers proved effective in some cases, the main gaggles carried out no combat manoeuvres. Several fighters were claimed destroyed or damaged, including a claim by one mid-upper gunner of two destroyed – a good effort.
Although during these attacks some bombers fired a few Green Verey cartridges the fighter escorts never saw them. Crews should therefore in future continue firing Greens until it is obvious that the fighter escort has seen and engaged the enemy.
German night fighters are still expending considerable energy and fuel without achieving much success, and have again failed this month to offer effective opposition even to deep penetrations. There are signs, however, that the lack of success over Germany may tempt the enemy to resume intruder activity over this country. With the large number of aircraft now operating and with no IFF in use it will be very difficult to detect intruders returning with the main stream, particularly if the return route to the Group area is from the North Sea. Suitable action is being taken to deal with this danger, but crews must remain on the alert over this country, particularly when circling the airfield lights preparatory to landing, and should view with extreme suspicion any twin-engined aircraft seen, even if it is burning navigation lights.
V” group news. No. 29. December, 1944.
[Page break]
[Drawing] operations
[Underlined] HEILBRONN – 4/5TH DECEMBER, 1944. [/underlined]
Master Bombers:- Town - W/Cdr. Smith
Marshalling Yards – W/Cdr. Shorthouse.
A force of 292 aircraft took off to attack the town and marshalling yards. Nos. 53 and 55 Bases and 106 Squadron were detailed to attack the town. Aircraft were spread over an 85° sector, and crews were to aim at the red markers, delaying release as ordered.
No.56 Base was to attack the marshalling yards, which were to be marked with Yellow T.I., aircraft to aim at the T.I. and delay release dor4 seconds.
[Underlined] RESULTS [/underlined]
[Underlined] TOWN [/underlined] Weather over the target varied between no cloud and 5/10ths alt. cu. at 12/14,000 feet. Illumination and marking went according to plan, and the marking was assessed as accurate. The markers cannot be plotted on the night photographs. An initial tendency for the bombing to undershoot was corrected by the Master Bomber, and a good sector attack developed. An area of 2000 X 1500 yards has been wiped out, and on the West side damage is severe and widespread. Only the outermost suburbs to the South and West have escaped lightly.
[Underlined] MARSHALLING YARDS [/underlined] One Yellow T.I. was assessed as 100 yards South of the Marking Point, but the Master Bomber was unable to distinguish it from flares burning on the ground, so did not issue any instructions. Crews also had difficulty in identifying the marker, and approximately 50% attacked the town instead. Subsequent reconnaissance has revealed only limited damage to the yards.
[Underlined] GIESSEN – 6/7TH DECEMBER, 1944. [/underlined]
Master Bomber:- S/Ldr. Benjamin.
Target – Marshalling yards and town some 35 miles North of Frankfurt. Force 265 aircraft, the majority on the marshalling yards.
[Underlined] PLAN [/underlined] Normal marking and illumination were used. The marshalling yards were 1 1/2 miles South of the town, thus presenting a difficult marking problem. The solution was to select a common marking point to the South of the yards, and issue the marshalling yard force with two false wind vectors calculated to spread the bombs up the centre of the yard. The force on the town was to carry out normal overshoot procedure on a common heading.
[Underlined] RESULTS [/underlined] Blind marking and illumination were good. One Red T.I. dropped visually is known to have been placed accurately on the marking point, while another has been plotted about 1 1/2 miles East of the town. It is apparent that the majority of crews attacked
“V” GROUP NEWS. No. 29. DECEMBER, 1944.
[Page break]
[Underlined] OPERATIONS. [/underlined]
the accurate T.I. while a small minority (which proved to be inexperienced crews) were attracted by the inaccurate marker. Photographs have shown that two sticks of incendiaries fell across the accurate T.I., one in the early stages of the attack, and another later. Only careless and slipshod bombing drill and failure to adhere strictly to briefing instructions could have been responsible for this.
Fortunately these loose sticks did not obliterate the accurate marker and a good concentration developed.
[Underlined] RESULTS [/underlined]
[Underlined] MARSHALLING YARDS [/underlined] A heavy concentration fell on these yards, which almost entirely destroyed the round houses, and cause very considerable damage to rolling stock. At the Southern end of the yard, three tail bridges over the roadway were destroyed or very badly damaged, as were also the important fly-over bridges. The standard of concentration was equal to that on French marshalling yards.
[Underlined] TOWN [/underlined] The town has suffered heavily throughout, the main city area to the North being almost completely devastated by fire. Included in this devastation were a rubber works, the arsenal, the gas and water works, engineering works, and the power station.
[Underlined] URFT DAM – 8TH DECEMBER, 1944. [/underlined]
The Urft Dam lies a few miles south of Duren. In the event of an enemy withdrawal, he might well blow up the dam and flood the surrounding country, thus seriously impeding Allied ground forces.
206 aircraft were despatched in an attempt to breech the crest of the dam overflow, and so forestall any action by the enemy at a critical period. The dam itself was too strong to be destroyed even by ‘Tallboy’ bombs.
[Underlined] PLAN [/underlined] The main force were to attack in pairs of squadrons at five minutes [sic] intervals. Crews were to bomb visually.
[Underlined] RESULTS [/underlined] Unfortunately 6 – 9/10ths cloud at 6 – 8,000 feet was encountered over the target, and only 128 aircraft identified and bombed. Due to weather conditions bombing was scattered and although hits were claimed, the dam was not breached.
[Underlined] URFT DAM – 11TH DECEMBER, 1944. [/underlined]
This target was again attacked in daylight by 233 aircraft.
[Underlined] PLAN [/underlined] Similar to previous attack, though the overall T.O.T. was shorter. Aircraft carrying 12,000 lb bombs were to attack last.
[Underlined] RESULTS [/underlined] Once again the weather for bombing was bad, cloud being 5 – 9/10ths at 6 – 8000 feet. 176 aircraft bombed through gaps in the cloud, and claimed hits. Army ground reports claim six hits on the spillway, bit the hoped for erosion had not taken place, although some reduction in the water level was apparent.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] OPERATIONS. [/underlined]
[Underlined] OSLO FIORD – 13/14TH DECEMBER, 1944. [/underlined]
Master Bomber:- S/Ldr. Benjamin.
Sixty-one aircraft of No.54 Base were detailed to attack enemy shipping in Oslo Fiord. The chief target was the cruiser Koln. It was known that this ship had been very active recently, but the chief difficulty lay in locating it, as it returned to different berths after each operation.
[Underlined] PLAN [/underlined] No.54 Base provided their own illumination and marking. In the light of flares, Mosquitoes were to mark a selected position near the supposed anchorage of the ship, and the Lancasters were to aim visually.
[Underlined] RESULTS [/underlined] The target was reported to have moved North from the briefed position. This made visual identification extremely difficult, and bombing results were not observed. The force started to bomb in the vicinity of the proximity markers. On instructions from the Master Bomber, bombing was shifted to a large merchant vessel in the centre of the harbour. A little later, a cruiser believed to be the Koln was identified lying some two miles West of the marking point, and those crews who had not already bombed were ordered to attack the new target. Bomb splashes were observed round the cruiser, but no damage has been established.
[Underlined] MUNICH – 17/18TH DECEMBER, 1944. [/underlined]
Master Bomber:- S/Ldr. Stubbs.
289 aircraft took off to attack this very important target, determined to atone for the last attack which was only partially successful. The illuminating and marking plan was normal, except that the visual Red T.I. were to be backed up with a White T.I. flashing ‘V’. The attack was to be in two man sectors, and bombing on the Red markers with overshoot as ordered.
[Underlined] RESULTS [/underlined] Weather over the target was clear with good visibility. Marking and illumination went according to plan, and a good concentration of Red T.I. was achieved. Except for an initial stick of incendiaries which fell across the markers, crews reported good bombing and a successful sector attack. Although the town is of more substantial construction than other targets attacked successfully by this Group, day cover shows very considerable areas of severe damage spreading out from the main station, and covering the old centre of the town.
[Underlined] GDYNIA – 18/19TH DECEMBER, 1944. [/underlined]
Master Bomber:- W/Cdr. Woodroffe.
This large Polish port is the main base for what remains of the elusive German Fleet, and at the time of the attack all except two of the larger operational units were present, as well as a large concentration of U-boats, and merchant shipping. 227 aircraft attacked the target.
[Underlined] PLAN [/underlined] The target was out of range of Mosquitoes, so all marking was carried out by Lancasters. The target was to be illuminated blindly, and by the light of these flares a picked force of
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] OPERATIONS. [/underlined]
the best bombing crews were to attack the pocket battleship LUTZOW visually. Marking for the main attack was to be a stick of Red and Green T.I. dropped visually at the South Western side of the docks. The Master Bomber was to select the most accurate of these T.I’s and instruct the main force to bomb it with a false wind vector.
[Underlined] RESULTS [/underlined] Weather over the target was clear, but with moderate visibility and a smoke screen late in the attack. A few crews identified the LUTZOW and bombed her, and the remainder joined in the main attack. Illumination and marking was good, and the most Southerly T.I. was accurately backed up. Due, however, to an error of calculation before take-off (a reciprocal wind was used), the Master Bomber’s navigator issued a strong wind vector, and the main weight of the attack fell to the North and West of the berth where the main naval units were lying. Although day photographs show no damage to the main fleet, and old SCHLESIEN class battleship is down by the stern, and damage is visible to warehouses, floating docks and merchant shipping.
Instead of an outstanding success the Group achieved some slight damage incommensurate with the weight of the attack. This attack affords a good example, which all should note, of the far reaching effect of small mistakes.
[Underlined] POLITZ – 21/22ND DECEMBER, 1944. [/underlined]
Master Bomber:- W/Cdr. Woodroffe.
207 aircraft took off to attack the synthetic oil plant, one of the most important and most heavily defended targets in Germany. It had already been attacked by American heavy bombers, but was back in full production at the time of the attack.
[Underlined] PLAN [/underlined] The target was to be marked blindly with Yellow T.I. and White flashing ‘V’. In the light of flares, the marking point was to be marked with a stick of Red and Green T.I. The Master Bomber was to pick out the most suitable T.I. and order main force to bomb it with a false wind vector set on the bombsight.
[Underlined] RESULTS [/underlined] Weather at the target was clear, but an extensive smoke screen was in action which made visual identification of the target very difficult. In addition to this, a number of flares did not light until they struck the ground, and others ignited just above the ground. These were confused with the Yellow proximity T.I. and added still further to the difficulties of the Master Bomber and visual markers. Nevertheless, Marker I, identifying what he considered to be the marking point, dropped his stick of Red and Green T.I’s. The Master Bomber called for an assessment, and three separate and independent assessments were made, two of 200 yards North, and one of 200 yards N.E. On the basis of this, the Master Bomber instructed Link I to work out a wind vector assuming the T.I’s to be 300 yards North of the marking point. This was then issued, and the main force called in to attack.
Night photographs show that the markers were centred some 2,000 yards North of the target and the main weight of the bombing was displaced accordingly.
The bomb aimer of the marker aircraft which dropped the stick of Red and Green T.I’s claims to have identified visually the marking point in relation to three well defined pin points, and there is no evidence to show why the markers fell so far North.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
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[Underlined] OPERATIONS. [/underlined]
[Underlined] ST. VITH – 26TH DECEMBER, 1944. [/underlined]
Master Bomber:- Provided by 8 (P.F.F.) Group.
The target was a concentration of armour, troops and supplies inside the salient made by the new German thrust on the Western Front. Conditions for take-off were bad with very poor visibility, and only 26 aircraft took off for the attack.
[Underlined] PLAN [/underlined] Target was to be marked by Oboe aircraft with Red T.I, backed up with salvoes of Red and Green T.I. Bombing was to be direct on the markers, or as ordered by the Master Bomber.
[Underlined] RESULTS [/underlined] Crews reported marking accurate and on time, and bombing was well concentrated.
[Underlined] RHEYDT – 27TH DECEMBER, 1944. [/underlined]
Master Bomber:- Provided by 8 (P.F.F.) Group.
44 aircraft took off in conditions of poor visibility to attack the marshalling yards South of Munchen Gladbach, which were handling a large volume of military traffic for the German thrust on the Western Front.
[Underlined] PLAN] [/underlined] The method was controlled Oboe ground marking. The aiming point was to be marked initially with Red T.I., backed up with salvoes of Red and Green T.I. A Master Bomber was to direct the bombing.
[Underlined] RESULTS [/underlined] Weather over the target was clear, and the first wave had no difficulty in identifying visually. The target was soon covered in a dense pall of smoke which tended to obscure the markers, but all crews reported a good concentration of bombing. P.R.U. cover shows severe damage in the yards, with a slight spread of bombing into the town area.
[Underlined] OSLO FIORD – 28/29TH DECEMBER, 1944. [/underlined]
Master Bombers: S/Ldr. Benjamin and W/Cdr. Petty.
Two forces totalling 67 aircraft took off to attack shipping in Oslo Fiord. The larger force had for its target the cruiser Koln, lying off Horten on the West side of the Fiord, and the secondary force was to bomb any shipping seen off Moss on the Eastern shore.
[Underlined] PLAN [/underlined] Due to the very bright moon it was decided to dispense with flare illumination. The marking force was to drop Wanganui flares and Flame Floats near any large vessel seen, and the main force was to attack visually, running up-moon.
[Underlined] RESULTS [/underlined] Weather over the target area was clear, but a thin layer of cloud at 15/20,000 feet diffused the moonlight, and made deceptive shadows on the water. Neither force could identify shipping clearly, but several large ships were bombed with unobserved results. One large merchantman off Moss may have been damaged by several near misses, and a small ship seen on the early night photographs had disappeared by the close of the attack.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] OPERATIONS. [/underlined]
[Underlined] HOUFFALIZE – 30/31ST DECEMBER, 1944. [/underlined]
The target was a concentration of enemy armour, troops and supplies concentrated In and around a village a few miles North of Bastogne. 156 aircraft took off for an attack in the early hours of the morning.
[Underlined] PLAN [/underlined] The aiming point was to be marked with Red T.I. by Oboe aircraft, and crews were ordered to bomb direct. Due to the proximity of friendly troops, crews were ordered not to bomb unless the Red T.I. were positively identified.
[Underlined] RESULTS [/underlined] 5 – 8/10ths cloud was encountered at the target, and only 90 aircraft bombed, reporting a good concentration of bombing around the markers. The remaining aircraft were unable to identify the Red T.I. so brought their bombs back to Base, as ordered.
[Underlined] OSLO FIORD – 31ST DECEMBER, 1944. [/underlined]
A force of 28 aircraft took off in search of shipping, especially the cruiser Koln, in the Fiord, including 12 aircraft of No.617 Squadron carrying 12,000 lb Tallboy bombs.
[Underlined] PLAN [/underlined] Marker aircraft were to illuminate the area and mark the ships and cruiser with Wanganui Flares and Flame Floats. Bombing was to be visual in the light of further flares. The Tallboy bombs were fused .5 seconds delay so that they would explode 100 feet under water. The remaining aircraft carried 1000 lb MC/GP bombs fused TD .025.
[Underlined] RESULTS [/underlined] Weather over the target area was clear, and the cruiser, together with several merchantmen were claimed as identified. The cruiser was under way during the attack, which made marking and bombing very difficult. Results of the attack on the cruiser were unobserved, but a near miss on a large ship by a Tallboy swung her 90° to starboard and brought her to a standstill.
[Underlined] SPECIAL OPERATIONS. [/underlined]
[Underlined] IJMUIDEN – 15TH DECEMBER, 1944. [/underlined]
The target was the concrete E/R boat pens, and was attacked by No.617 Squadron carrying 12,000 lb Tallboy bombs. Hits were obtained and the pens suffered further severe damage.
[Underlined] ROTTERDAM – 29TH DECEMBER, 1944. [/underlined]
No.617 Squadron carried out another precision attack with 12,000 lb Tallboy bombs, the target being the concrete E. boat pens. Crews reported concentrated bombing, and P.R.U. cover confirms a heavy concentration of craters on and around the target, and two out of the three sections of the pens have been severely damaged by direct hits.
[Underlined] OSLO – 31ST DECEMBER, 1944. [/underlined]
No.627 Squadron celebrated New Year’s Eve by a pinpoint attack by 12 aircraft on the Gestapo Headquarters in Oslo. The attack
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
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[Underlined] OPERATIONS. [/underlined]
was carried out in two waves of six aircraft, and all the first wave reported successful bombing. The second wave was hampered by smoke and dust from the bomb bursts, but two aircraft identified the target and bombed. Flak was intense and all the aircraft were hit, but returned to base safely. Rumours current in Stockholm suggest that the attack was highly successful.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Diagram] gardening
Unfavourable weather caused many operations to be cancelled at the beginning of the month, but when conditions improved on the 14th December the Group Gardeners ‘set to’ at such a pace that our previous record of 520 vegetables was in danger of being beaten before the end of the year.
Reviewing the month’s activity, all Gardeners have been most decidedly successful in planting 415 vegetables by 84 sorties in little over a fortnight. This total, 35.6% of the Command effort (1162), places 5 Group well in the can of Gardening operations, and is a commendable achievement befitting the end of a hard but memorable year of war.
[Underlined] 55 BASE [/underlined]
55 Base evenly distributed their effort by most Squadrons operating nine sorties each, visiting a selection of Kattegat and Eastern Baltic areas. On one occasion this was combined with a Group bombing force on an important Naval Base, which, in conjunction with 106 Squadron’s lay, a few days before, produced some highly satisfactory results, denying the use of the Port to the enemy and closing his Exercise Areas for U-boats and surface craft outside. Southern Norway also received attention in co-operation with other Groups, directed primarily against the movement of troops and material for the Wehrmacht from Norway to Denmark. There is conclusive evidence to show that shipping in the Fjords was seriously held up. The closing of the main ports and the consequent dislocation of traffic, had an even greater importance than the actual number of casualties caused.
[Underlined] 54 BASE. [/underlined]
54 Base have surpassed previous records by the excellent performance of 106 Squadron and the Mosquitos of 627 Squadron.
[Underlined] Fine Work by Metheringham. [/underlined]
R.A.F. Station, Metheringham, have repeatedly succeeded in lifting eleven maximum loads under difficult conditions, and on one occasion raised their record to fifteen Gardeners loaded at short notice and ready by ‘take-off’ time. These results cannot be obtained without the co-operation and hard work of the Ground and Armament staffs, who are to be congratulated on a fine month’s work.
[Underlined] 174 Vegetables Planted by a Single Squadron. [/underlined]
106 Squadron have had the busiest month of any Gardening Squadron on record, and have successfully planted a total of 174 vegetables for 36 sorties.
[Underlined] An Outstanding Operation. [/underlined]
Quite the most outstanding operation performed by 106 Squadron was their lone visit to the Eastern Baltic in the Privet and Spinach areas, when 15 Gardeners delivered their loads off an enemy port on a round trip of 1810 miles. Taking into consideration that no other Gardeners were in operation on this night, it stands as one of the greatest Squadron penetrations, and all who took part are to be congratulated on their effort.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] GARDENING. [/underlined]
[Underlined] Mosquitos. [/underlined]
627 Squadron were able to perform their first operation with Mosquitos on the 29th December, when Gardeners were briefed for an important river target, high on the priority list. Four Gardeners were very successful in planting their vegetables in the correct area without opposition, while three others unfortunately had difficulty in the area and returned with their loads. This unusual method of Gardening promises well for the future, as specially selected areas can be planted where it is bound to cause the greatest inconvenience and damage to enemy traffic. The results of this small scale planting were most effectively obtained for the cost of eight Vegetables. Time, opportunity and weather permitting, will tell its own story with regard to the menacing effects of Mosquito Gardening in the forthcoming year.
[Underlined] SQUADRON SORTIES. [/underlined]
[Table of Gardening Sorties by Squadron]
[Underlined] 5 GROUP CALENDAR – 1944. VEGETABLES SUCCESSFULLY PLANTED [/underlined]
January 25
February Nil
March Nil
April 388
May 520
June 30
July 64
August 260
Sept. 77
October 316
November 126
December 415
[Underlined] Total Planted – 2221 [/underlined]
[Underlined] GROUP MONTHLY SUMMARIES – DECEMBER, 1944. [/underlined]
No.5 Group 415
No.6 Group 232
No.1 Group 212
No.3 Group 168
No.4 Group 135
[Underlined] GARDENING POINTS. [/underlined]
(i) Only one Vegetable had to be jettisoned “Safe”. This was done in the correct manner.
(ii) All Gardeners unable to pin-point their target by H2S or ‘Visual’ returned with their load in the correct manner, or laid in Secondary Gardens.
(iii) 97.4% of the Vegetables dropped were planted successfully.
(iv) 12 Gardening areas were visited this month, covering a mileage flown of 98,230 miles in 7 nights.
[Underlined] CONCLUSION. [/underlined]
Although it is difficult to appreciate the results of our efforts without conclusive proof of sinkings or damage, it is firmly believed that many plantings have brought great success. It is estimated that at present the rate of sinking and/or damage, to enemy ships stands at 46 Vegetables per ship. It can therefore be satisfactorily assessed that, by planting 2221 Vegetables in the past twelve months, 5 Group alone have accounted for no less than [underlined] 48 ships SUNK [/underlined] or [underlined] DAMAGED. [/underlined] This figure gives at least one ship per week, and does not take into account the dislocation of shipping caused through closed ports, ships waiting to be discharged, extensive minesweeping operations and heavy
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] GARDENING. [/underlined]
repair work, combined with the feeling that it will be for ever unsafe to travel at sea until the bitter struggle ceases.
In conclusion it may be safely be said that it has been a splendid Gardening Year, and that all Gardeners have indeed maintained their high standard of efficiency; let us continue to do so, and face the year of 1045 with ever increasing zeal to destroy and annoy our enemy’s shipping.
[Underlined] THE FOLLOWING CASUALTIES HAVE BEEN REPORTED. [/underlined]
A German steamer was mined and sunk five miles SW of South Langeland about 15th November, 1944.
German BRYNGE was mined and sunk in Kalundborg Fyord in Summer of 1942. This ship was reported as mined in July 1941.
German MAGDELINE VINNEN (4594 G.T.) was in dock in November, 1944, for extensive repairs after mining.
German TELDE was under repair after being mined. This ship was reported as mined on 13th October, 1943.
Danisg VIBORG (2028 G.T.) was mined (i) on 1st September, 1944, (ii) on 17th September, 1944. The vessel reached port under her own power and as far as can be seen she is undamaged.
A Danish broadcast of 13th December, 1944, reported that wreckage of the motor vessel GRETE (51 G.T) was found North of Laeso in the Kattegat.
The Danish PHONIX (895 G.T.) struck a mine and grounded off Hals on 4th November, 1944.
An unidentified German vessel was also damaged by a mine off Hals on 4th November, 1944.
The German steamer CONSTANZA was heavily damaged by a mine off Kullen on 1st December, 1944.
Several overlapping reports give the following casualties in Oslo Fjord during November, 1944:-
(a) A tug mined and sunk in Horten Inner harbour on 29th November.
(b) The SVEIN (119 G.T.) damaged by a mine off Gulholmen on 16th November.
(c) Two M.T.B’s sunk by mines in the harbour at Horten on 29th November.
(d) A small merchant ship mined and sunk near Veslos, Horten.
An unidentified Finnish vessel of about 1000 G.T. was damaged by a mine in Oslo Fjord on 14th December, 1944.
A Swedish broadcast on 18th December reported that the Norwegian EGORVUS arrived at Bergen on 4th December. The ship was badly damaged aft, probably by a mine.
A German ship HERMINA was sunk by a mine in Stettiner Haff on 19th August, 1944.
The German S.S. ARION (2297 G.T.) was damaged by a mine near Nordenham in the Weser estuary during October, 1944.
The German hospital ship MONTE ROSE (13,882 G.T.) arrived Moss in Oslo Fjord on 12th November following repairs at Akers to make good damage caused by mining.
The Norwegian NINA (1,487 G.T.) was damaged by a mine off Schultzegrund on 27th October, 1944.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
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[Drawing] signals
1944 was a memorable year in the Signals life of the Group, and we can look back with satisfaction on such accomplishments as the general installation of V.H.F. R/T equipment and Loran into all aircraft in the Group; the improvements obtained by the Coningsby Radar Development Party in the performance of H2S Mark III; and the evolution of the ideal technique of W/T control in the target area. Let us take each of these four items in turn, and see if there are any lessons to be learnt.
[Underlined] V.H.F. R/T. [/underlined]
When No.617 Squadron were carrying out training for their famous attack on the German Dams, it became obvious that the existing bomber R/T (T.R.1196) was incapable of providing the efficient inter-aircraft R/T communication required, owing to severe interference experienced at night on the frequency band used. The V.H.F. R/T set T.R.1143 was therefore fitted, and gave excellent results. V.H.F. R/T was used by 617 Squadron for several other special operations. In April, 1944, 5 Group began operating as a separate force on special targets – carrying out their own marking and controlling. It was decided that aircraft of the Illuminating and Controlling team should be equipped with V.H.F. R/T and the remainder of the force be controlled by W/T.
[underlined] H2S Interference. [/underlined]
All Lancaster aircraft of Nos.83 and 97 Squadrons were, therefore, equipped with T.R.1143 V.H.F. R/T sets. This was the first occasion on which V.H.F. R/T sets had been fitted to aircraft carrying the H2S equipment, and on the first operation it was found that very severe interference was caused to the V.H.F. R/T by the H2S. Test proved that the interference was being picked up by the base of the V.H.F. aerial which protruded through the aircraft skin near the H2S set. All V.H.F. aerials were immediately mounted outside the aircraft skin and this cured the trouble.
[Underlined] Main Force Fitting Programme. [/underlined]
In June 1944 it was decided to fit all the remaining aircraft of 5 Group with V.H.F. R/T, and by the end of July this fitting programme was completed – thanks to the good work of a small 26 Group fitting party, and to the enthusiastic support of individual Squadron Signal Sections.
[Underlined] Removal of S.B.A. [/underlined]
To ease the burden on these sections and to put an end to much useless waste of energy and material, S.B.A. equipment was removed from all 5 Group aircraft.
[Underlined] Inadvertent Radiation of Intercomm. [/underlined]
Airborne R/T equipment is normally operated by the pilot, and he must be able to change from receive to transmit with the
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
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[Underlined] SIGNALS. [/underlined]
minimum of trouble. A small “press to speak” switch is therefore mounted on the control wheel, the mere pressing of which actuates a relay which causes the V.H.F. R/T to radiate. Occasionally relays come out of adjustment and occasionally pilots squeeze the “press to speak” switch unknowingly. It is not surprising, therefore, that we soon had cases of crew intercomm. being radiated continuously in the target area – almost completely ruining the control R/T. The ease with which the unwitting culprits were tracked down by their nicknames indicated a somewhat lax crew discipline.
The first countermeasure was an order to the effect that all transmitter crystals were to be removed from main force aircraft. This action proved to be an effective cure, but placed an added burden on the Wireless Mechanics. Bardney produced the answer – the fitting of a simple switch in the transmitter H.T. circuit – accessible from inside the aircraft. In all main force aircraft this switch is sealed in the off position after each D.I. check. In aircraft which may have to transmit the switch is placed in the on position. This scheme still left 20 or 30 aircraft liable to radiate intercom., and in spite of careful briefing and especial care of relays, the inevitable occurred and another operation was nearly ruined by one of the Illuminating Force radiating intercom. throughout the attack. Woodhall Spa produced the cure this time in the shape of a neon indicator which illuminated the words “Check VHF” everytime [sic] the V.H.F. R/T set was in the transmit condition.
[Underlined] Enemy Freya Interference. [/underlined]
During an attack in September, unusually severe interference was experienced from enemy Freya transmissions occurring on our V.H.F. R/T frequencies. With the prospect of an increasing number of operations over Freya Territory, this interference constituted a serious threat, and Headquarters, Bomber Command, made immediate arrangements for R.A.E. Farnborough to find a cure. Tests soon proved that the inclusion of a simple device known as a “series limitor” would completely eliminate Freya interference.
[Underlined] All aircraft change over to American SCR.522 sets. [/underlined]
Fortunately for 5 Group this modification coincided with the decision of higher authority to refit all our aircraft with the American V.H.F. R/T set SCR.552. This new set was already fitted with the series limitor. During the night of the 16th October the colossal task of setting up and changing 350 aircraft V.H.F. R/T sets was accomplished without a hitch. All pilots expressed themselves as highly satisfied with the excellent performance of the American sets, but there was a general complaint regarding the fact that the incoming V.H.F. R/T signals tended to swamp crew intercom. We were told to adjust the pre-set volume control in the set!
[Underlined] Effect of Icing on V.H.F. R/T Aerials. [/underlined]
The advent of winter and resulting increase in icing risks was brought home on the night 19/20th October when a large number of V.H.F. R/T aerials broke off. Our friends at R.A.E. once more came into the breach and quickly produced a modified form of mounting for the whip aerials so that they really could whip and thus prevent ice accretion. All aircraft are now being so modified as fast as the necessary parts arrive.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
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[Underlined] SIGNALS. [/underlined]
[Underlined] Pilots’ Manual Volume Control. [/underlined]
No matter how carefully the pre-set volume control was adjusted it was found that it was impossible to cater for all requirements, and pilots continued to complain of the loud V.H.F. R/T signals jamming vital crew intercom. As a result of a unanimous demand from Bases made at the November Group Signals Conference, a number of volume controls were received for trial. These trials resulted in an immediate plea for general fitting throughout all Group aircraft, and this was acceded to.
[Underlined] R/T Speech Training. [/underlined]
The best R/T equipment – like the ordinary trunk telephone must be met half way with properly articulated speech. The average airman does not possess a natural telephone voice but the excellent R/T speech training unit at Woodlands, Stanmore, soon remedies this. During 1944 [underlined] 140 [/underlined] pilots of 5 Group have benefited from the instruction given by this School.
[Underlined] FINALE. [/underlined]
The closing days of 1944 thus found the final chapter of our V.H.F. R/T story completed – a pilots’ volume control – no more inadvertent radiation of intercom. – no more Freya or H2S interference – no more broken aerials – just perfectly clear R/T at a strength to suit all pilots.
It has been an interesting story and it is hoped that those about to sample the joys of V.H.F. R/T in bomber aircraft will benefit from our experiences.
[Underlined] THE DEVELOPMENT OF W/T CONTROL TECHNIQUE. [/underlined]
At first sight it would appear to be a simple matter to arrange for one aircraft to control 250 other aircraft in the target area by W/T. The T.1154/R.1155 W/T equipment carried by our Lancasters is very efficient and easy to manipulate, and the W/T frequencies available to the Group are as clear of interference as one can expect these days. It was found by grim experience, however, that the accuracy of tuning by the average operator was below the standard required for control purposes. On more than one occasion, we regret to say, the control operator was as much as 30 kc/s off frequency – with the result that few aircraft received the control signals.
[Underlined] Crystal Monitor. [/underlined]
It was found that the only certain way of ensuring that the control operator was precisely on frequency was to resurrect the crystal monitor type 2, and make him tune the transmitter by plugging his phones into the crystal monitor and tuning his transmitter to the dead space.
[Underlined] Crystal Controlled Transmitters. [/underlined]
This scheme proved a complete cure, but was rather cumbersome and profiting by Binbrook’s experiments, a number of Controllers’ W/T transmitters were modified for crystal control. All that was necessary was to plug the appropriate crystal into the master oscillator grid circuit. This certainly simplified the tuning problem, but deprived the operator of listening-through facilities, and also his ability to hear his own morse. This latter failing resulted in the transmission of poor morse, so the scheme was abandoned and we reverted to the crystal monitor.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
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[Underlined] SIGNALS. [/underlined]
[Underlined] Transmission of Perfect Morse. [/underlined]
The job of finding W/T operators capable of transmitting perfect morse under rather nerve wracking conditions was slightly more difficult that the problem of accurate tuning. Operators who produced copy-book morse in the Squadron Training Room were sometimes found to possess nerves when they remembered that 250 other operators and several ground stations including Group Headquarters were hanging on every dot they made. A special test for Controller Operators was therefore introduced, covering morse, tuning ability, and correct procedure. During 1944, a total of 170 W/T Operators in the Group successfully passed the rigorous test, and many of these operators have since proved themselves on actual controlled operations.
[Underlined] Control Procedure. [/underlined]
To ensure that all aircraft W/T receivers are accurately tuned, the control operator transmits six callsigns a few minutes before target time. This transmission also enables the deputy control operator to check the tuning, and also to take over control if the transmissions are not heard. Thereafter throughout the attack, the control operator transmits two callsigns every minute unless control code signals are being handled. This scheme was evolved to enable W/T operators to concentrate on their tail warning device without missing any W/T signals.
[Underlined] Control Code. [/underlined]
To ensure speed and security, a special three-letter code covering all eventualities likely to arise during the illuminating, locating, marking and destroying of targets was evolved. A new code is used for each operation.
[Underlined] Deliberate Enemy Jamming. [/underlined]
To counter possible attempts by the enemy to jam the control frequency, an elaborate system of alternative frequencies and W/T guards is laid on for each operation, but happily, so far (touching wood) we have only been ‘jostled’ into doing this on two occasions and each time the scheme worked satisfactorily. We now realise just how effective 100 Group’s Countermeasure ‘Jostle’ really is!
[Underlined] Enemy Spoofing. [/underlined]
The Hun is quite capable of attempting to spoil a controlled attack by putting out spoof transmissions on our frequencies. To counter such attempts operators are reminded of the challenge procedure used with SD.0182 verification tables. No such attempt has, however, ever been made.
[Underlined] RESULTS [/underlined]
With the experience of 170 successful controlled attacks behind us in 1944, it can be said that we now have a system which is guaranteed to produce excellent morse, precisely on frequency and at the exact time required. It has resulted in the birth of a brand of wireless operator of an efficiency far exceeding that attained in the old days of perpetual W/T silence. The never failing manner in which diversion signals, wind messages and ‘target attacked’ signals are handled reflects the effect which the 5 Group Signals procedure has had on its wireless operators. Their morale was never higher and their keenness never greater. They are a credit to the Radio Schools, O.T.U’s and Conversion Units who produced them. May they keep it up in 1945.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
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[Underlined] SIGNALS. [/underlined]
[Underlined] H.2.S. MARK III. [/underlined]
In August, 1944, it was decided to exploit the blind bombing potentialities of H2S Mark III to the full, and resultant action took two parallel courses, viz:-
(a) An intensive training programme for set operators, with the object of thoroughly familiarising them with the equipment.
(b) Considerable cleaning up of the equipment to obtain increased accuracy, improved presentation and high sensitivity. This latter programme consisted of the selection of the most efficient units from the available H2S equipment and their embodiment into one aircraft installation, coupled with a detailed bench setting procedure.
This work naturally clashed with the prevailing shortage of Radar Mechanics. This was overcome by attachments from the Headquarters, Bomber Command, Radar Development Party, and from No.53 Base, as a result of a decision to curtail the fitting of H2S within that Base. Bench and workshop accommodation was extended in sympathy with the manpower increase.
Flight tests and H2S photography soon demonstrated that the scanner was a definite weakness in the equipment. Severe gaps appeared in the P.P.I. presentation, which made an accurate bombing run exceedingly difficult. Two mechanics under T.R.E. direction constructed a scanner tester with which the scanners could be tested on the ground. The gaps in the polar diagram were filled in by means of a sheet of perspex mounted on the face of the mirror, the ideal position of which was fond by trial and error. This treatment was successful with approximately 50% of the scanners.
[Underlined] The Perfect Scanner. [/underlined]
At this time a perfect scanner was loaned to Coningsby by T.R.E., and flight trials soon demonstrated that the adjective “perfect” was not an exaggeration. As a result, action was taken with our local manufacturer to cast a mirror to the perfect mirror. Trials with the cast mirror were carried out with the resultant paradox that the polar diagram was an improvement over the original. The production of cast mirrors was extended, and operational results proved that the presentation obtained was the best ever.
This labour reaped its dividends in no uncertain fashion; the ability of the operators to obtain best results from the equipment under operational conditions, coupled with the increased efficiency and accuracy of the equipment, were producing remarkably low bombing errors. Figures of a 300 yards error on the live bombing range were by no means uncommon. A still more satisfying substantiation, of course, came from the raid results.
[Underlined] H2S MARK IIIE. [/underlined]
In parallel with this improvement programme, two mechanics have been attached to T.R.E. to construct two sets of H2S Mark IIIE under T.R.E direction. Their work was completed in November, and the equipment transferred to Coningsby, where flight trials proved that it was vastly superior to H2S Mark III, and possessed the added advantage of requiring a less detailed setting up procedure. It is hoped to continue this story at a later date.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
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[Underlined] SIGNALS. [/underlined]
[Underlined] LORAN. [/underlined]
As the operational policy of ‘evasion’ developed, Radar transmissions became more and more restricted, and as a reult [sic] it was decided to install Loran in all aircraft of No.5 Group. This was a bold decision, because the equipment had not been adequately proved operationally, and the prospects of jamming were menacing.
The fitting was carried out in two phases, as equipment became available. Firstly in Nos. 53 and 54 Bases, and finally in Nos. 55 and 56. Each programme was completed rapidly as a result of excellent co-operation between the Engineering and Signals Branches.
[Underlined] Teething Troubles. [/underlined]
Initial results were not so good; Loran required longer manipulation than Gee, and while targets were within Gee coverage, the new equipment did not offer much temptation. Furthermore, the divider circuits were temperamental and suitable areas for training were too far away to allow training flights to be carried out. However, a successful raid on Munich proved the worth of the equipment, and instated it as a very necessary aid outside the limits of Gee coverage. Each navigator was issued with a screwdriver and was instructed in the art of setting dividers in the air.
The trailing aerial was a nuisance. One very vicious specimen, which brought matters to a head “collected large lumps of Window, which jammed the aerial when the wireless operator attempted to wind it in when approaching the target. He succeeded in cutting it away whereupon it jammed the bomb doors; it was cut loose again and it wrapped itself around the rear turret”. Experiments were carried out, as a result of which it was found practicable to use the 27 ft. forward suspension of the T.R.1196 aerial and a suitable loading unit. This modification has been passed to Bomber Command.
A similar aerial was developed for Mosquito aircraft, for which the internal aerial for Loran had proved unsatisfactory.
H2S interference has been experienced. A modification to suppress the receiver during the H2S transmissions has been found successful on the bench, and is undergoing air tests.
[Underlined] Prospects. [/underlined]
It is a simple device to maintain, and in these days of acute shortage of Radar Mechanics, that is an important factor. It does not radiate any energy and is therefore quite safe to use on our deepest penetrations. We look forward to doing great things with Loran in 1945.
[Underlined] TELECOMMUNICATIONS. [/underlined]
1944 saw the final completion of the Base organisation, and the resolution of all queries concerning the positioning of Ops. switchboards and the occupation of Secon huts – both of which caused a considerable amount of heartburn and one time or another. The year saw only one new change, and this was the introduction of a new scheme to speed up the passing of operational information to Bases and Stations. New? We were told that we were going back to 1939 by introducing this scheme but whether new or old it has served one purpose very well.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] SIGNALS. [/underlined]
Prior to January, 1944, all operational “gen” had been passed by “scrambler” to Base or parent stations, and passed on by the latter to stations or satellites, and a very cumbersome and doubtful method it was. On at least one occasion the omission of the word “if” nearly wrecked an operation. Delays were excessive and the whole system needed a thorough overhaul.
It was decided, therefore, to enlist the aid of the teleprinter network, and the first move at Group was to put an ops. teleprinter in a specially built cubicle adjacent to the Ops. planning room. Bases and Stations were then asked to take similar action, which by hook or by crook they speedily carried out. The final step was to arrange for a simultaneous broadcast to all Bases and Stations and this presented some difficulties, because half the Group was still in the parent/satellite stage. Nevertheless, the difficulties were soon overcome, and the scheme became a working proposition.
The advantages have been manifest from the outset. Messages are handed to the teleprinter operator as soon as they are written out, and are teleprinted at once. The broadcast remains set up as long as planning continues, and handles no other traffic; it is strictly unidirectional. The moment messages are received at Bases and Stations they are handed into the Ops. Room. Thus the overall delay has been cut to the absolute minimum. At the same time speech circuits and “scrambler” phones have been relieved of a tremendous load, and are free for conferences and for the passing of sudden changes of planning detail. In addition to these points, the broadcast network has proved so efficient that operations can now be laid on at extremely short notice, e.g. thirty minutes between time of laying on and time of Flight Planning, a state of affairs quite unthinkable more than 12 months ago.
[Underlined] SIGNALS SECURITY. [/underlined]
Now that the Hun has lost his radiolocation network in France and the Low Countries, it is more than ever necessary that the maintenance of R/T, W/T and Radar silence should be strictly applied in accordance with briefing instructions. He must also never be allowed to note the difference between an operational and a non-operational day. In this connection, the following inadvertent radiation of intercom. on H/F R/T was actually heard by Waddington during a recent daylight operational take off:-
First Dim Wit: “What is going on down there?”
Second Dim Wit: “It is an Ops take off.”
First Dim Wit: “Where are we?”
Second Dim Wit: “Waddington.”
First Dim Wit: “I suppose their satellite is u/s.”
Needless to say, callsigns were not employed in this tea-time chatter otherwise there would have been most serious repercussions for someone.
[Underlined] CODES AND CYPHERS. [/underlined]
1944 saw a radical change in the cypher policy in Bomber Command. In January all cypher facilities were withdrawn from Stations, and Group assumed the responsibility for this traffic, transmitting it to Bases in plain language either by “scrambler”, teleprinter or postagram.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] SIGNALS. [/underlined]
This released two Section Officers from each Base, who were replaced by one Flight Officer, who became a librarian of all secret and confidential publications.
Early in the year R.A.F. Cypher Sergeants were posted into the Group to gain experience before overseas service, and they are now doing vital work in our forward communications in the battle zone.
Life went on uneventfully at Group until shortly before ‘D’ Day, when only the chosen few and the cypher officers knew the actual time and date of the invasion.
And then again, from early in September until the sinking of the Tirpitz, the Group Cypher Office enjoyed a spell of heavy traffic. After some difficulty in obtaining speedy transmission of messages, direct communication was obtained with Archangel, thus making it possible to deliver in Russia deciphered messages within one hour of origination.
It is occasions like these that relieve the dull monotony of a Cypher Officer’s life – the perpetual routine messages and amending and checking of documents – and make them feel that they are perhaps of some slight use.
[Underlined] WIRELESS OPERATORS (AIR) [/underlined]
Throughout December a large decrease in the number of W/T Controllers’ tests, due to adverse weather conditions, has shown that every available opportunity must be taken by the wireless operator (air) to carry out these tests. This requires good co-operation between the Signals Leader and the Squadron and Flight Commanders, and Signals Leaders must ensure that they carry out their part in placing all their requirements before these people, who will do their best to meet these requirements.
During December, 20 tests were carried out, and of these, 16 passed as fit for W/T Controller’s duties. The Squadrons who carried out these successful tests were:-
83 Squadron – 4
97 Squadron – 1
44 Squadron – 2
57 Squadron – 4
630 Squadron – 2
227 Squadron – 1
50 Squadron – 2
Controlled Operations.
Reception of W/T messages transmitted by the W/T Links was again very satisfactory. The standard of operating by the Link operators was quite good, though there is still room for improvement in procedure. Study of 5 Group Air Staff Instructions Sigs/1, and constant practice will eliminate these small mistakes. The transmission of the “Target Attacked” signals presents no problems to our operators, and we are
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] SIGNALS. [/underlined]
happy to state that up to date there have been no failures in this respect – keep it up.
[Underlined] Group W/T Exercise. [/underlined]
Despite the re-arranging of sections and times of this exercise, the results are far from satisfactory. Signals Leaders must have a drive on getting every Wireless Operator (Air) in their squadrons to take part in at least one exercise per month. The number of crews per squadron are such that, even if they have been operating the previous night there should still be available a quota of operators to carry out these exercises the following morning. If they are being detailed for other duties, point out the requirements of this exercise to your Squadron Commander. He will co-operate.
[Underlined] Points for Signals Leaders. [/underlined]
During the past year, Wireless Operators (Air) of this Group have shown that they can carry out most duties assigned to them, but a summary of the year’s work reveals that there are still a few loopholes in their work which require filling up. For instance, the number of manipulation failures for the year was 20. Now this is a very small percentage of the sorties flown, but it can and must be reduced until in 5 Group such a thing as a manipulation failure ceases to exist. Never let it be said that the equipment is better than the man. Also, the reception of, and action on, diversion messages still leaves much to be desired. These, and other weak points can only be overcome by proper instruction and practice.
[Underlined] Categorisation. [/underlined]
Now that the majority of Squadrons have an Analysis Officer attached for categorisation duties, the results of their labour should soon be forthcoming and all Wireless Operators categorised when they arrive on the Squadron, and at their 10, 20 and 30 sortie checks. The standard categorisation paper has met with universal approval and it now rests with the Signals Leader and his assistant to ensure that these tests are carried out as instructed.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Drawing] navigation
[Underlined] REVIEW OF NAVIGATION FOR THE YEAR, 1944. [/underlined]
During the past 12 months many innovations and improvements in Navigation have been initiated by No. 5 Group. The most notable of these are:-
(i) Introduction of the A.P.I. attachment, which ensures more accurate windfinding for bombing.
(ii) Introduction of the A.P.I. and A.P.I. attachment windfinding drills.
(iii) A reduction in the practice bombing vector error from 9 m.p.h. in January to 3.4 m.p.h. in December as a result of (i) and (ii) above. Also a corresponding decrease in the operational bombing wind finding errors, although this fact is difficult to determine for obvious reasons.
(iv) New log and chart work procedure, in which all duplication of work is eliminated.
(v) Introduction of the Categorisation scheme.
(vi) Appointment of Navigation Analysis Officers.
(vii) Reduction of the “Spread” of aircraft on operations from a concentration box 100 miles x 50 miles in January to a concentration box 50 miles x 25 miles in December. (Room for still more improvement here).
(viii) Elimination of Astro and a consequent increased amount of time available for teaching more essential subjects.
The most notable of these new activities were the Categorisation Scheme, coupled with the appointment of Analysis Officers and the monumental decrease in bombing wind finding errors. They have greatly increased the standard of navigation and bombing accuracy.
This improvement in navigation must continue and be accelerated. Suggestions as to how the present standard and technique can be further improved will be welcomed. So, go to it, and don’t be afraid to voice your opinions and suggestions – and make sure that 1945 is a year of Victory.
[Underlined] IMPORTANCE OF ACCURATE TRACK KEEPING AND TIMING. [/underlined]
The general standard of track keeping and timing which was achieved on the shorter range operations is still being maintained on the longer range sorties we are now undertaking. There are [underlined] STILL, [/underlined] however, a few STRAGGLERS. No matter what is said or done either by Group Headquarters or the Station and Squadron Navigation Officers the percentage of stragglers still remains the same. A few of them are unavoidable, e.g. genuine compass failure, late take off, failure of all Navigation instruments combined with sudden wind change; but the majority are due either to poor and indifferent navigation or else a lack of understanding of modern tactics.
Aircraft in the concentration enjoy first the protection afforded by other aircraft, second the protection of “Window” and
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
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[Underlined] NAVIGATION. [/underlined]
third the protection of the countermeasures provided by No.100 Group aircraft. It is therefore impossible for a fighter, once he has got into the stream, to home on to an individual aircraft in that concentration. On the other hand, it will be very simple for the fighter to home on to any straggler, because that aircraft will be isolated from the concentration and will therefore stand out. This applies to aircraft who are out in timing, as well as off track.
Concentration in both track keeping and timing is also a safeguard against flak. It is obvious that a compact mass of aircraft will completely black out a Cathode Ray tube, and make it impossible for any one aircraft to be singled out for attack. Also it is equally obvious that the chance of being hit is considerably diminished as all aircraft are passing through the defended area in a very short space of time.
So now you know!! Keep on track and on time throughout the whole operation and minimise tour chance of being shot down.
[Underlined] PRACTICE BOMBING VECTOR ERRORS. [/underlined]
The average vector error obtained by squadrons this month is 4 m.p.h. exactly. This figure is an increase of .2 m.p.h. on last month’s figure. It is only fair to state, however, that much of the practice bombing this month has been done by the new crews, and this fact may account for the slight increase in the vector error. Remember the goal we set ourselves last month – an average vector error of below 3 m.p.h. Can we achieve it? The answer is YES – but only if EVERY navigator does his very best on every exercise. Let us start the New Year well and achieve our goal in the first month.
[Table of Average Practice Vector Errors by Squadron]
97 Squadron have been rising rapidly in this table and have now reached second place. Well done, and it is hoped that your ambition does not end there, but that you will go on and beat 9 Squadron, who have held the lead for seven consecutive months.
No.56 Base are still in the bottom half of the list. Next month we hope to see all their squadrons at least six places higher. What about it, No.56 Base?
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Drawing] THIS MONTH’S Bouquets [Drawing]
The names of the eight navigators, two from each Base, who submitted the best work this month are set out below. They have been chosen for their consistently accurate and methodical work, which includes good track keeping and timing, constant wind velocity and ETA checks and log and chart work of a very high order.
F/Sgt. Leigh – 106 Squadron
S/Ldr. Burnside – 97 Squadron
F/O. Reeves – 61 Squadron
F/Sgt. Edwards – 467 Squadron
F/Sgt. Treadwell – 189 Squadron
Sgt. Smith – 49 Squadron
W/O. Rose – 619 Squadron
F/Lt. De Friend DFM – 57 Squadron
P/O Searle, 227 Squadron, who has appeared in the last two summaries and W/O Murray, 50 Squadron, who appeared in the last summary, have both again submitted work of an exceptionally high standard. This is an excellent performance on the part of these two navigators and we congratulate them.
They have been omitted from this month’s list however, so as to give the remainder of the Group a chance!
[Underlined] UNION NEWS. [/underlined]
F/Lt. De Friend, D.F.M. – No.57 Squadron Navigation Officer, to be Station Navigation Officer, Fulbeck. Now S/Ldr.
[Underlined] ANALYSIS AND CATEGORISATION. [/underlined]
The Navigation Analysis is going very well. Analysis Officers on all Squadrons are doing an important job in a very efficient manner. Theirs is a tiresome and tedious job, but, if it is done conscientiously and well, it will pay handsome dividends in the form of better and more accurate navigation. It is to be hoped that all navigators are taking advantage of this extra service and are liaisoning [sic] with the analysis officers. Listen to what they have to say, note where you lost marks on your last sortie, and then follow their recommendations, and those if the Station Navigation Officer.
Lack of system is causing an appreciable loss of marks to some navigators, this applies particularly to the new crews. Working to a system will halve your navigational difficulties. The time to complete each cycle of operations is left for you to decide, but it is always best to work on an easy fraction of an hour, e.g. 10, 12 or 15 minutes. No system should have a time interval of more than 15 minutes.
The categorisation scheme has been in operation for 4 months
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] NAVIGATION. [/underlined]
now and is well established. It is interesting to note that over this period, the number of “A+” and “A” category navigators has risen from 116 (12 Squadrons) to 203 (14 Squadrons), and the number of “C” and “D” category navigators has been reduced from 63 (12 Squadrons) to 28 (14 Squadrons). These figures are very encouraging. We should, however, have NO “C” or “D” navigators in the Group. Station Navigation Officers and Analysis Officers must concentrate on these crews until they reach at least the “B” category.
[Underlined] BRIEFING. [/underlined]
It has often been said that a really first class briefing is half the operation. Whether that statement is strictly accurate or not is difficult to say, but it is a fact that a well briefed crew has a far better chance of completing a successful sortie, no matter how adverse the conditions, than a badly briefed crew.
One or two navigation briefings which have been attended during the last month have been below the standard required. Station and Squadron Navigation Officers must pay particular attention to this aspect of their work. The most noticeable faults of briefing officers are:-
(i) Speaking too quickly;
(ii) Not raising their voice;
(iii) Speaking with a cigarette or pipe in the mouth;
(iv) Rushing through important details and not repeating them at least once;
(v) Failing to give a little advice on navigational details, particularly to the inexperienced navigators.
Navigation officers, do any of these faults apply to you? If so, then remedy them immediately, and give your navigators a chance. Squadron Navigation Officers should detail two deputies and train them to give a good briefing, so that a high standard will always be maintained.
Navigators do you always get the most out of each briefing? Do you listen to all the valuable information and advice given you and do you use it, or are you one of those people who knows all the answers and just don’t listen to the briefing officer. If so, then revise your ideas immediately. No matter how rushed you are, always listen to the Briefing Officer and make notes of all the important points. That extra 10 minutes attention in the briefing room will save you many a headache on the operation. Once you are airborne it is too late to remember something which you forgot to ask in the briefing room.
[Underlined] SAFETY HEIGHTS. [/underlined]
With the present tactics of flying low over parts of the Continent, it is essential to know the safety heights along the route. Do YOU always note the safety heights along the track and also for a distance 20 or 30 miles either side of track, just in case? Mark the spot heights in feet, on your plotting chart. This will act as a double check.
Several reports have been received from crews in recent weeks of aircraft crashing into high ground when flying low. None of these reports have yet been corroborated, but they may be true. So take warning and don’t end your days on the side of a mountain. It’s too cold this weather anyway.
Remember that spot heights on a topographical map of the Continent are always given in metres, with the exception of the Straits
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
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[Underlined] NAVIGATION. [/underlined]
of Dover sheet. All spot heights for Great Britain are given in feet.
[Underlined] SELF-ANALYSIS CHART. [/underlined]
Here is the second analysis chart fir you to complete. If you missed the fist one for any reason look it up now and answer those questions too.
(i) Have you read and do you know all the Air Staff Instructions and 5 Group Drills which apply to YOU?
(ii) Do you know all your compass drills?
(iii) Do you know the maximum coverage of each Gee chain and which is the best chain to use over (a) North Western Germany, (b) Southern France, (c) Frisian Islands, (d) Paris area, (e) North West Denmark?
(iv) Do you know the maximum height at which H2S should be switched on?
(v) Do you know the position on the return journey of an operation, from which you are allowed to relax your timing? Do you know why you are allowed to relax timing from this position, and why this position was chosen?
(vi) Do you know [underlined] all [/underlined] the Group flight plan speeds for climbing, diving, straight and level flight, with and without a bomb load?
(vii) Do you always fill in your Form 2330 correctly and hand it to the Me. Officer on return?
(viii) Do you always pass the drift to the pilot after each alteration of course, especially on the run up to the target?
(ix) Do you always check your altimeter with the pilot’s when descending, and do you regularly check your A.S.I. with the pilot’s? When there is a discrepancy between the two A.S.I’s which do you take as being accurate?
(x) Do you always make allowance for time of turn when altering course, e.g. 1/4 minute before E.T.A. for turns up to 30°, 1/2 minute between 31° and 60°, and 3/4 minute between 61° and 100°
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Drawing] radar nav:
[Underlined] REVIEW FOR THE YEAR 1944. [/underlined]
During the past 12 months considerable strides have been made by No.5 Group both with the introduction of new Radar navigational aids, and in the use of those that existed prior to the beginning of the year. The most notable have been:-
(i) The introduction of H2S MK.II into Nos. 44, 207 and 619 Squadrons.
(ii) The introduction of H2S MK.III into No.54 Base.
(iii) The introduction of an H2S categorisation scheme at Coningsby in order to ascertain the most efficient blind marker crews.
(iv) Experiments at Coningsby to determine the efficiency of H2S MK.III and the production of specially selected MK.III equipment to give far more efficient blind marking than before.
(v) Incorporation of the 184 indicator in H2S MK.III, which has enabled a blind bombing technique of releasing direct on the response to the developed to a high standard of proficiency. [sic]
(vi) The introduction of H2S photography both on MK.II and MK.III squadrons from which it has been possible to ascertain the positions of release of mines and T.I’s and also give us considerable H2S cover of the Continent.
(vii) The introduction of the R.F. Unit 27 for use with the Gee receiver.
(viii) Consequent upon the invasion of Europe, the introduction of Continental Gee chains which give more accurate coverage over Western Germany.
(ix) The introduction of Loran, which has resulted in long distance fixing, and a consequent improvement in D.R. navigation.
(x) The appointment of Station Radar Navigation Officers who are responsible for the application of, and training in, Radar Navigational aids throughout the Group.
Most notable of the above activities were the experiments at Coningsby, which have resulted in a considerable decrease in blind marking errors, and have produced equipment which has given far better responses on the H2S MK.III P.P.I. than ever before. Coupled with this is the introduction of Loran into the whole of the aircraft in No.5 Group, which has further raised the standard of navigation, and resulted in fixes being obtained over various areas of enemy territory with considerable success and without enemy interference of any kind. This was an ambitious scheme as it involved the fitting of all aircraft and the training of all navigators within a period of six to eight weeks, and great credit is due to the Radar sections and Loran Instructors for carrying it out without a hitch.
This improvement in navigation must continue and be accelerated in the forth coming year, not only by the introduction of new Radar
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
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[Underlined] RADAR NAVIGATION. [/underlined]
navigational aids, but by the raising of the standard of efficiency of the present equipment. Suggestions as to how this can be done will be welcome. Do not be afraid to let us have your ideas and opinions. No matter how trivial they may seem to you, they may have far reaching effects if applied throughout the whole Group. If you do this far better Radar navigation facilities may come into being, and possibly help to win the victory this year.
[Underlined] LORAN. [/underlined]
The majority of operators have made good use of this aid during the month and much information has been obtained on the operational value of the chain.
A summary of results obtained on the three long range operations is as follows:-
[Underlined] MUNICH [/underlined] Rate 4 signals, particularly the Master signal, were weaker than usual with considerable splitting, thus decreasing the value of the S.S. Chain as a whole on this particular sortie. Rate 5 signals were much stronger than previously reported, perhaps due to the southerly route taken. Investigations have been made into the possible causes of the difficulties experienced and have rather indicated that weather conditions were the primary cause of the Rate 4 signals’ weakness, as the worst meteorological conditions lay between the Rate 4 Master Station and the route taken. A plot of the first and last fixes taken on this operation indicates, however, that despite the difficulties outlined, Loran could have been used from 0400E on the outward route on 0700E on the return route. It is apparent from this plot that many operators did not make full use of this aid, and it can only be assumed that they did not persevere with the equipment to ensure fixing at frequent intervals.
The procedure of watching the signals and taking readings between splitting cannot be too highly stressed. A visit to the Radar Section at night now and again and watching the S.S. Loran Chain on the bench set will prove of great value if you wish to become really efficient on this excellent navigational aid.
[Underlined] GDYNIA & POLITZ [/underlined] Much to the surprise of the majority of Loran operators exceptional coverage was obtained on these attacks. Although the routes lay mainly outside the service area, signals were strong and fairly easily recognisable, and a considerable number of operators were able to obtain fixes from the Danish Coast to the target and return. Once again, however, the first and last fixes plotted indicate that operators are not persevering. It is appreciated that many little difficulties crop up in flight but when Loran is the only aid available there can be little excuse for not endeavouring to use it.
It should be possible to obtain a first and last fix plot which shows a concentration of fixes at the point of entry into the service area and another concentration at the target. Whether or not this can be achieved is entirely up to the skill and initiative of every individual operator.
The main snags encountered on operations this month were:-
(i) Incorrect alignment of dividers.
(ii) Dampness.
(iii) H2S interference.
(iv) Difficulties with the trailing aerial.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] RADAR NAVIGATION. [/underlined]
Divider trouble appears to be an inherent fault of this equipment and has occurred more frequently in the past few weeks due to dampness. Switching the set on and leaving it for a little while to dry out may cure the trouble due to dampness. If the set does not react, then it is up to the operator to carry out the correct alignment procedure. Screwdrivers are trickling through slowly, and when all operators are equipped failures due to divider trouble should be things of the past.
In addition to divider trouble, there are still some operators who report equipment unserviceable although on check nothing can be found wrong. In the majority of these cases the remedy is simple such as turning up the brilliance, switching on the master switch, or checking and replacing blown fuses – small points but essential ones, and if you know your Loran Aircraft Drill you should have little trouble from this source.
As regards snags (ii) to (iv) the Radar Sections are working out means of counteracting efficiently the snags which have cropped up from these sources, and we expect to hear of their solution any day. 55 Base are busy with a fixed aerial which has already been used on operations with success.
Further trials are to be carried out and if successful it is intended to adopt this aerial throughout Group.
[Underlined] GEE. [/underlined]
Gee has again proved the most valuable navigation aid during the month, although from maximum fix plots it is evident that operators are still failing to obtain maximum coverage from the Continental chains.
With little or no jamming reported on the Continental chains there should be little difficulty in obtaining fixes to maximum range, and the spread between maximum fixes obtained by squadrons should be less than 1/2 a degree and not 3 degrees as is the case at the present time. The fact that all squadrons are also using Loran should not prevent operators from obtaining an occasional Gee fix as a check.
Due to circumstances beyond control, one of the Ruhr Gee Chain Stations has had to be moved away from the vicinity of the front line. This Stations [sic] has been re-sited and the Ruhr Chain has been renamed the Cologne Chain. Topographical Charts have been issued but once the front line is again stabilised it is anticipated the Ruhr Chain will once again come into being.
News has also been received of new lattice charts to a scale of one million. These charts covering the London-Berlin and London-Munich areas will give the lattice lines for the Continental Gee chains and they should be in general use by the end of January.
Navigators are reminded that the Eastern Chain is now phased for a point in the North Sea, and that inaccuracies occur in the chain South of a line Calais to Frankfurt. If you are flying below this line remember the fixes you obtain should be from either the Ruhr or Reims Chain and [underlined] not [/underlined] the Eastern Chain.
[Underlined] H2S [/underlined]
H2S Mark II have been used on two occasions during the month, and operators, despite their various activities with Gee and Loran,
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
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[Underlined] RADAR NAVIGATION. [/underlined]
managed to obtain good results on the equipment. This is evident from the excellent P.P.I. photographs which have been produced both of the targets and landmarks on track. It is, however, evident from H2S reports that many operators are still failing to use H2S (when they can) for a check on the target. Although you are bombing visually, there is no reason why you should not set up your H2S for blind bombing – the Air Bomber’s remark “Bombs gone” will serve as an admirable check on your estimation of the release point on H2S.
The highlight of this month’s activities with H2S Mark III has been the introduction of H2S Mark IIIE which gives much more clearly defined response and incorporates sector scan. So far blind bombing errors on this equipment have averaged .4 of a mile. In addition a new scanner has been manufactured which is practically perfect, and it is anticipated will give far better reception on the P.P.I. than before. Further tests are being carried out before any general statement as to its efficiency is made.
Intense interest has been shown in this Group’s challenge to 8 (P.F.F.) Group for an inter-Group Blind Bombing Competition which 8 (P.F.F.) Group have accepted.
The final details of the competition are almost complete and the contest will take place during January on the neutral Bombing Range. Good luck 54 Base and may the best side win.
H2S Photography has improved considerably during the month with both Mark II and Mark III squadrons producing excellent results. Revised H2S Photographic Instructions have been issued, and every operator should visit the Photographic Section and acquaint himself with the provisions laid down in these instructions.
Once again the reputation of the Group has been maintained on Gardening sorties. Both photographs and plots indicate that plantings have been in the correct furrows. These results indicate that despite restrictions, operators can still use H2S efficiently when required.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
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[Drawing] air bombing
1944 has been a year of exceptional progress from the bombing aspect of the activities of the Group. The average crew error for December 1943 was 295 yards at 20,000 feet, and our present results have not been achieved without a sustained effort on the part of everybody concerned to reduce that figure to the present error of 171 yards at 20,000 feet.
Changes have taken place in equipment and methods of training during the past year, and all possible means of improving the bombing accuracy of the Group have been investigated and, where possible, put into operation. The more important changes were as follows:-
The introduction of a completely new method of Bombing Analysis and the provision of a tour-expired Air Bomber to conduct the analysis on each squadron.
The categorisation of all crews on their ability to bomb accurately.
The installation of the Mark XIVA Bombsight.
A drive on the crew aspect of bombing training and the installation of Automatic Observers and sensitive skid recorders in selected squadrons to determine the errors due to inaccurate flying.
Permission to build two new targets at Wainfleet was obtained, and clearance for local dropping of T.I’s was granted.
A quarterly inter-squadron bombing competition was started, the winning squadron to hold a splendid trophy presented by Lord Camrose.
Crews were instructed to bomb on briefed tracks to provide training in operational methods.
An extension of flashlight targets took place early in the year but other commitments have caused the reduction of flashlight facilities at the present time.
Improved methods of transmitting bombing results from ranges has provided means of early analysis and assessment.
The two most notable events were the introduction of the new form of bombing analysis and the system of categorisation of crews on their ability to bomb accurately. Bombing analysis provides a method of determining the source of errors and has produced an excellent standard of wind finding, and bombsight maintenance, but it will not provide the maximum benefit until every captain studies the analysis of the exercises completed by his crew, and ensures that everything possible is being done to eliminate errors.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] AIR BOMBING. [/underlined]
The categorisation of crews, although based on practice bombing only, does give an indication of a crew’s ability on operations. When a crew obtains an A+ or A category it proves three things:-
(i) The Captain can make an accurate bombing run with no skidding turns or sudden changes in the flying attitude of the aircraft.
(ii) The Navigator can find a good wind.
(iii) The Air Bomber knows how to use his bombsight correctly and can guide the bombsight graticule [underlined] on [/underlined] to the target and not merely in the vicinity of the target.
It is reasonable to suppose that a bombing team displaying these qualities on a practice target can reproduce similar efficiency on a real precision target, but it would be unreasonable to suppose that a crew obtaining ‘C’ or ‘D’ category results during practice will obtain better results on a real target. Therefore it is essential that Squadron Commanders and Flight Commanders make every effort to provide these low category crews with as many opportunities as possible to improve their position.
The weather experienced recently, plus unavoidable commitments has reduced the time available for training, but a study of the summary of practice bombing illustrates the disparity in the number of bombs dropped by various squadrons.
During the coming year it will be more necessary than ever to maintain steady progress in bombing accuracy, targets will grow smaller and more valuable to the enemy. It is certain that the Hun will make strenuous efforts to defend them; his defences can be outwitted, but it is all of no avail if the percentage of bombs required to demolish a target fails to hit that target. A continuance of progress already made, and a repetition of the excellent co-operation existing between our crews, armourers and bombsight maintenance staffs will make an early end to the War something more than wishful thinking.
[Underlined] BOMBING RANGES. [/underlined]
The lifting of black-out restrictions on certain areas is causing some confusion in the identification of bombing ranges at night, and it is only by good fortune that serious accidents have been avoided. Bombing Leaders must make sure that crews taking off on a night bombing detail are conversant with the lighting arrangements at the Practice target. The installation of illuminated signal arrows on all Bomber Command ranges should eliminate any doubts concerning identification, and it is expected that all crews know the provisions of 5 Group Air Staff Instruction BL.24.
Another point which is not receiving the necessary attention is the firing of smoke-puffs during a practice bombing exercise. At least one smoke-puff [underlined] must [/underlined] be fired during every exercise, and to enable the range staff to find an accurate wind the smoke-puff must be fired directly over the range signals area. Some smoke-puffs intended for Epperstone have been fired over Nottingham, and the Hill’s Mirror (Observation) is not sufficiently mobile to cope with these approximations.
[Underlined] THE “LORD CAMROSE” TROPHY. [/underlined]
The trophy, awarded to the squadron producing the best average crew error over a period of three months, is leaving Skellingthorpe
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] AIR BOMBER. [/underlined]
for Bardney. No.9 Squadron has achieved an outstanding result with an average crew error of 127 yards for 570 bombs, during the months of October, November and December. No.50 Squadron made a gallant attempt to retain the trophy for the third successive occasion, but their average crew error of 139 yards for 420 bombs during the same period only took them to second place.
No.9 Squadron’s success was made possible by the hard work and co-operation of all concerned with the bombing effort, and it will be necessary for other squadrons to obtain extraordinarily good results if the trophy is to change hands at the end of March.
Well done No.9 Squadron!!!
[Underlined] BOMBING ANALYSIS. [/underlined]
56 Base (S/Ldr. Walmsley) is making efforts to find ways and means of obtaining a true wind for purposes of bombing analysis. The method now adopted seems promising and after an extended trial it might be worthy of adoption by all Bases. A smoke-puff is fired at the commencement of the exercise and the wind found is recorded at the range. At the end of the exercise, when times and headings are passed to the Range, the A.P.I. wind used for the exercise and the A.P.I. wind found from the positions recorded during the exercise are both transmitted to the Range. All three winds are then sent on the same signal as the bombing results e.g.
SP 300/40
API 290/39
MAPI 305/42
If a squadron carries out four exercises it can be seen that twelve winds are easily available for analysis purposes.
[Underlined] SQUADRON BOMBING COMPETITION. [/underlined]
[Underlined] SQUADRON AVERAGE BOMBING ERROR FOR 8 EXERCISES. [/underlined]
1st 97 80
2nd 463 87
3rd 9 89
4th 630 95
5th 50 97
6th 467 106
7th 207 107
8th 619 108
9th 49 116
The remaining squadrons did not complete sufficient exercises to submit an entry.
No.97 Squadron have headed the Group competition after being placed second last month. Their effort during this month was undoubtedly the best in the Group, both in numbers and quality, and the Squadron is to be congratulated on the results. The efficiency of a squadron is reflected in the condition of its various Sections, and the Bombing Section at 97 Squadron H.Q. is an example of what it should be.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] AIR BOMBING. [/underlined]
[Underlined] DECEMBER’S OOUSTANDING CREW ERRORS. [/underlined]
SQDN. PILOT AIR BOMBER NAVIGATOR ERROR AT 20,000 FT. IN YARDS
44 F/O Daggett F/O Sharpe F/O Hindlay 55
50 F/O Lillies F/O Skinner Sgt Tye 71
189 F/O Herbert F/O Cottier F/O Skinner 43
207 F/O Cook F/S Boddy F/S D’Arcy 75
227 F/O Skipworth Sgt Steadman Sgt Ward 72
617 F/O Leavitt F/S Oldman F/O Withams 49
F/O Flatman F/O Kelly F/O McKie 53
F/L Dobson F/O Johnstone P/O Knight 55
619 F/L Brown F/S Meakin F/O Thanes 68
5 LFS F/O Blair F/S Bethune F/S McShane 74
[Underlined] CREW CATEGORISATION [/underlined]
[Table of Crew Categorisations by Base]
Crews are categorised on the average crew error of their last three bombing exercises and the following limitations apply to the various categories:-
A+ 85 yards or less
A 140 yards or less
B 210 yards or less
C 280 yards or less
D Over 280 yards
All A+ crews can be congratulated on the exceptional standard of accuracy and efficiency attained by the bombing teams. It is not just luck which produces results, methodical work and attention to detail is the basis of accurate bombing.
[Underlined] AIR BOMBER QUIZ [/underlined]
1. What are the safety heights for the release of a 4000 lb. bomb over land and water?
2. What suction recordings must be obtained to ensure full bombsight serviceability?
3. What prevents condensation on the lens of the collimator?
4. Is it possible to do a “lights” check with bomb doors closed?
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] AIR BOMBING. [/underlined]
[Underlined] HIGH LEVEL BOMBING PRACTICE. [/underlined]
[Table of High Level Bombing Practice Results by Squadron]
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Drawing] engineering
[Underlined] SUMMARY OF ACTIVITIES FOR THE YEAR 1944. [/underlined]
On the completion of the first full year of Base Organisation, progress can now be reviewed. For inclusion in this Summary such a review must necessarily be very brief, but it is the intention to produce one in detail under separate cover so that lessons learnt during the year can be made clear, and faults can be analysed and suggestions made for improvements.
53 and 54 Bases have completed a full year unhindered by unheavals [sic]. 51 Base after a long period of excellent work in the Group transferred their affection wholly to 7 Group on formation of the separate training group. 56 Base, which was the original 52 Base at Scampton had unfortunately to break down their organisation at Scampton and rebuild it on new ground at Syerston. This did not retard progress to a great extent, but the smooth running efficiency of the Base Organisation was some weeks getting into its stride again. 55 Base is our only Base which is formed on a war-time station, and has been functioning as such for the latter half of the year; the problems of the economical and efficient running of this type of Base vary from those which are housed on stations built to peace-time design.
The basic principle behind the original scheme of Base organisation is the economy in man power, material and equipment, and this economy has been implemented in the Bases in 5 Group since their formation.
Conservation of equipment is the key note of serviceability. The least line of resistance is to remove an unserviceable item of equipment from an aircraft and fit a new item from the main stores caring little of what happens to the unserviceable item removed, which is returned to the main stores for ultimate transfer to a Repairable Equipment Depot. There is no doubt that up to a point, serviceability can be maintained with this short-sighted outlook; but by this means much equipment is en route between stations and R.E.D’s and between R.E.D’s and repair contractors, and much more is heaped up outside these various places waiting repair. So there must come a day when many particular items are in very short supply. By taking full advantage of the Base organisation and the repair facilities of the Base Major Servicing Sub-sections, the unserviceable item removed can be repaired and kept in circuit. It can be used time and time again, maintained in a serviceable condition, and a good Base can pay a dividend rather than rely on a subsidy. Such conservation of equipment has been made possible by the formation of the Base specialist repair bays, i.e. hydraulics, pneumatics, tyres, brakes, sparking plugs, propellers, metal repairs, modifications, power plants, instrument and electrical sections.
Much thought has been given to the building and improvement of these specialist bays and, for instance, the spark plug cleaning is now in its correct perspective. Due to a large amount of pressure and powers of local purchase being brought to bear, ideal cleaning and test equipment is available in Bases in this Group, and Bases are
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] ENGINEERING. [/underlined]
capable of catering for cleaning and testing up to a thousand plugs a day. As Base organisation was a scheme devised subsequent to the building and planning of stations, no designed housing for the various sections was available; therefore improvisation of certain other rooms, buildings and sections has been necessary by local initiative. The equipment required for the repair and testing od the hundreds of components has not been available through Service sources, as the requirement at the time of Base sub-section organisation was not known to higher authority. Therefore local initiative was brought to bear again, and Base major servicing sections are now in possession of excellent test equipment which will cater for the efficient testing of the various services.
[Underlined] TRAINING UNIT SERVICEABILITY. [/underlined]
[Table of 5 LFS Serviceability]
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Drawing] training
[Underlined] PROGRESS DURING THE YEAR. [/underlined]
There were numerous changes and developments in training throughout 1944 to meet operational requirements and to deal with new equipment, particularly Radar devices. As a background to all that was new there was a constant pressure on basic flying and operational procedure in an endeavour to improve standards and enable crews to raid successfully in more rigorous conditions.
On other pages of this Summary, developments in training are dealt with in detail. The main task has been to produce sufficient crews of a good standard to do the job, and at the same time to form new squadrons.
The year opened with the Training Units in the throes of conversion to Stirling aircraft and the L.F.S. in its infancy. This 2-type training on 4 engined aircraft created many problems which made the life of aircrew under training extremely strenuous. New, at the end of the year a change-over is again in progress, but squadrons fortunately have a surplus of crews to help them through the Winter months until “all through” Lancaster training is in full swing.
Among the many new features introduced into training, the Categorisation of aircrew members was perhaps the most interesting and represents an attempt to increase the individual efficiency by frequent detailed tests of his ability and analysis of his results. As an essential part of this policy, various instructors and Analysis Officers were appointed to squadrons and the value of their work was soon evident.
Crew members thus have the opportunity of finding out quickly where they are wrong, why they are wrong and what they can do to improve their efficiency. Squadron Commanders and Specialist Officers can also place their fingers quickly on the weak spots in crews.
The year also saw the introduction of No.5 Group Aircraft Drills, Check Lists in aircraft, and the addition of several new and important Air Staff Instructions; one of the latest and most important being “Precautions against Hazards in Conditions of Cumulo Nimbus Cloud”.
Other new features were the production of the new Lancaster Aircrew Quiz and the standard No.5 Group Link Trainer Syllabus which was produced to meet the particular requirements of four engined pilots. All these things provide sufficient material for crews to “find the answers” if they are in doubt and give instructors the facts necessary for the production of high standard crews.
Figures are not the final measure of effort, and “figure chasing” invariably defeats its purpose. They do, however, provide a basis for comparison and do indicate if an effort is being made. The final measure comes in the assessment of raid damage, the casualty lists and the squadron record of early returns and abortive sorties.
It is interesting to note, therefore, that parallel to the
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] TRAINING. [/underlined]
increase in sorties flown and bombs dropped, training hours and figures have also improved. The total of practice bombs dropped has increased and the error has gone down. Assessable fighter affiliation exercises have more than doubled themselves, and in particular, night affiliation grew from nothing to a satisfactory total of nearly 350 exercises in the first month of the Winter. Navigation errors came down. Link Trainer hours rose steadily and instrument flying standards improved – a little slowly perhaps but the ground was ploughed.
There must be no relaxation in training during 1945. It has no saturation point.
[Underlined] EVENTS DURING DECEMBER. [/underlined]
The exceptionally bad weather during December made regular training difficult, but despite this, Squadron Instructors completed 102 Category Checks, leaving 159 Category Checks to be done to give every pilot in the Group a Category. There are now 185 pilots in the Group holding Categories. Nos. 54 and 55 Bases are well behind the other Bases in their category tests. The following table shows the state of categorisation of pilots in the Group:-
[Underlined] CATEGORY OF PILOTS. [/underlined]
[Table of Pilot Categories by Base]
Total squadron training amounted to 2200 hours – a very big increase on the previous month owing to the weather. Of this total 1650 hours were by day and 550 by night. The average per squadron was 122 hours. Six squadrons were very low on the list – No.61 Squadron did 50 hours; 189 Squadron 58 hours; 227 Squadron 64 hours; 630 Squadron 65 hours; 44 Squadron 85 hours. It is hoped all these squadrons will double their efforts during January.
[Underlined] NO. 5 L.F.S. REPORT. [/underlined]
No. 5 L.F.S. produced 73 crews for squadrons at an average of 13 hours per crew. The Unit flew 1100 hours. Loran training was given during December, and bombing results showed improvement on November.
[Underlined] 1690 B.D.T. FLIGHT. [/underlined]
The Flight was “grounded” by weather for 14 days, but they flew whenever squadrons asked for details. A total of 252 day details and 91 night details were flown. This included 97 da details and 41 night details for No.75 Base.
Total hours for the Flight were 323, and the average hours per aircraft on charge was 24. Pilots averaged 18 hours per month.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] TRAINING. [/underlined]
[Underlined] INSTRUMENT FLYING AND LINK [/underlined]
During the Winter of 1943 there was definite evidence that the standard of instrument flying was not sufficient to meet all the requirements of operational flying in conditions of adverse weather, and special attention was paid to this phase of flying throughout 1944. A summary of the action taken to improve instrument flying throughout the Group is tabulated below:-
(i) More flying on primary instruments, by the inclusion of specific exercises in the Heavy Conversion Units, and the inclusion of a test on this point in the Pilot’s Category Check.
(ii) A revival of the use of the “hood” to provide more genuine I.F. practice in the air in day light.
(iii) The issue of a standard 5 Group Link Trainer Syllabus to meet the particular requirements of pilots of four engined aircraft (corkscrew on instruments, and flying on primary instruments only, etc.).
(iv) A modification to the Link Trainer to enable the Artificial Horizon and Directional Gyro to be “toppled” during an exercise.
(v) The introduction of a new type Artificial Horizon with a reduced turn error.
(vi) The acquisition of additional Link Trainers and Instructors towards the end of the year, which now gives each squadron one machine and one instructor.
The effort made is revealed by the fact the Squadron Link Trainer hours rose from 495 hours in December, 1943, to 1804 hours in December, 1944 – just short of a four-fold increase. The new squadrons and new Link Trainers now make more practice easier, and the acid test is the squadron average spread equally over all pilots and flight engineers on strength, and most of all, the quality of the instrument flying.
December was the best month to date and congratulations go to Nos. 49, 467 and 50 Squadrons for having reached the target for pilots on the Link Trainer. This was the third consecutive month in which No.49 Squadron has reached their target. No.44 Squadron went very close to the squadron target of 132 hours, but the bulk of the time was done by the flight engineers, the pilots being below the average with a total of 44 hours.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] TRAINING. [/underlined]
[Underlined] LINK TRAINER TIMES. [/underlined]
[Table of Link Trainer Hours by Base and Squadron]
GRAND TOTAL – 1804 hrs.
ACTUAL AVERAGE PER SQUADRON – 78.8 hrs.
REQUIRED AVERAGE PER SQUADRON – 132 hrs.
+ SQUADRONS WHERE LINK TIMES ARE FAR TOO LOW.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
second thoughts for pilots
[Underlined] SWINGING ON TAKE-OFF. [/underlined]
There have been two swinging accidents on take off recently and on each occasion the Pilot flagrantly ignored the Lancaster Swinging Drill (No.5 Group Aircraft Drill No.5). Read the Drill through carefully again and make sure that both you and your Flight Engineer know it thoroughly.
[Underlined] FIDO LANDINGS. [/underlined]
The average hold-off tends to be too long and the landing too far up the runway. This is largely because Pilots, having an exaggerated idea of the bumpiness in the box, come in at too high an airspeed – 115 m.p.h. I.A.S. is quite sufficient. Check this tendency particularly when returning with full bomb load.
On the circuit “glare” makes it difficult to see other aircraft on the same level, or slightly above. Ensure a careful “circuit look-out” normally is maintained and that navigation, upper and lower identification lights are on.
Turn your cockpit lighting on full before entering the funnel. This will enable you to read your instruments in the glare on the approach.
[Underlined] OVERSHOOTING. [/underlined]
The following are the commonest causes of overshooting:-
(i) Airspeed too high on the approach into wind. It should be 120m.p.h. with a moderately laden aircraft on the initial approach, and [underlined] 105 – 110 m.p.h. over the boundary. [/underlined] With an all up weight of 55,000 lbs to 58,000 lbs. it should be 120 m.p.h. on the initial approach and [underlined] 115 m.p.h. over the boundary. [/underlined]
(ii) Too high over boundary. You should not be above 25 – 50 feet over the boundary by day or in the Green of the G.P.I. by night.
(iii) Throttles left open too long after the initial check thus prolonging the float.
[Underlined] LOSS OF CONTROL. [/underlined]
Straight and level instrument flying is fairly sound with the amount of practice that the average pilot has during training and operations, but instrument flying with Artificial Horizon or A.S.I. u/s, steep turns, combat manoeuvres, etc. are known to be weak through lack of practice. There is no reason why this weakness should exist as there are ample opportunities for instrument practice on N.F.T’s and training flights generally.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] SECOND THOUGHTS FOR PILOTS. [/underlined]
[Underlined] CUMULO NIMBUS CLOUD. [/underlined]
Take special note of the new Air Staff Instruction Trg/6 – “Precautions against Hazards in conditions of Cumulo Nimbus Cloud”. This instruction contains three main points:-
(i) A Safety Area for climbing and descending.
(ii) A maximum height above which the aircraft is not to fly until it enters the Safety Area.
(iii) A minimum ”cross country” height above the cloud after climbing in the Safety Area.
Make sure you can see clear skies above by day or stars by night before climbing in the Safety Area. Do not fly in Cumulo Nimbus cloud. Turn round and fly clear.
[Drawing] Do [underlined] you [/underlined] always catch the “LATTICE LINE SPECIAL”
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Drawing] gunnery
[Underlined] “DECLINE AND FALL OF THE G.A.F.” [underlined]
[Underlined] DESTROYED [/underlined]
4/5.12.44 “P” – 106 Squadron – JU. 88
4/5.12.44 “Q” – 61 Squadron – ME.410
4/5.12.44 “M” – 189 Squadron – JU. 88
6/7.12.44 “V” – 630 Squadron -JU. 88
6/7.12.44 “B” – 57 Squadron – ME.110
[Underlined] PROBABLY DESTROYED [/underlined]
6/7.12.44 “L” – 97 Squadron – JU. 88
6/7.12.44 “F” – 463 Squadron – ME.110
[Underlined] DAMAGED [/underlined]
4/5.12.44 “A” – 619 Squadron – FW.190
4/5.12.44 “W” – 207 Squadron – JU. 88
4/5.12.44 “B” – 463 Squadron – JU. 88
6/7.12.44 “S” – 227 Squadron – JU. 88
6/7.12.44 “D” – 463 Squadron – JU. 88
6/7.12.44 “S” - 44 Squadron – ME.410
6/7.12.44 “O” – 619 Squadron – ME.110
6/7.12.44 “D” – 49 Squadron – FW.190
All the above claims have been confirmed by Headquarters, Bomber Command.
There was a marked increase in the number of combats this month, though the majority took place on the first two operations of of [sic] the month; the targets being Heilbronn and Giessen respectively. These two nights contributed 82 combats to the total of 101 for the whole of the month, and it will be noted that all the successes claimed were registered on these two nights.
Five enemy aircraft are claimed as Destroyed, two Probably Destroyed and eight Damaged. Five cases were noted of gunners firing on enemy aircraft attacking another Lancaster, and in one case the fighter was destroyed. In all the other cases the enemy aircraft broke off his attack. These gunners are to be congratulated on their vigilance and offensive spirit. See the fighter first and shoot first are the two best axioms for gunners; it has been proved that they pay.
[Underlined] RESULTS OF C.G.S. COURSES [/underlined]
F/O MacIntosh – 207 Sqdn – Cat. “B”
F/O Van Beck – 619 Sqdn – Cat “B”
F/O Ray – 97 Sqdn – Cat. “B”
P/O Hansom – 83 Sqdn – Cat. “B”
F/O Burnham – 467 Sqdn – Cat. “B”
P/O Annandale – 50 Sqdn. – Cat. “B”
It is good to note that the standard of candidates selected
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] GUNNERY [/underlined]
for C.G.S. courses has been such as to show a return of 9 Cat. “B”s out of the last 9 nominations. Keep this up Gunnery Leaders, and submit to your Base Gunnery Leader any gunner who possesses the necessary qualifications for C.G.S. Gunners who have been categorised as “A+” on Squadrons should be automatic selections as candidates for C.G.S.
[Underlined] REVIEW OF ADVANCEMENT IN EQUIPMENT AND TRAINING DURING 1944 [/underlined]
1944 marked the advent of new training equipment and new ideas on training, which have resulted in a marked improvement in training on Squadrons.
The most important items are as under:-
1. Standard Free Gunnery Trainer.
2. Flash Trainer.
3. Turret Manipulation Assessor.
4. Skeet Ranges.
5. Self-towed Drogue.
6. Categorisation of Air Gunners.
7. Gunnery Analysis Officers.
8. Infra-Rad Photography on Night Fighter Affiliation Exercises.
9. A.G.L.T.
Of the above items, Categorisation of Gunners has gone ahead in Conversion Units and on Squadrons and every Squadron gunner now has a category. 92 Group have now followed suit and are now categorising gunners on similar lines.
Gunnery Analysis Officers were instituted on the basis of one Officer per Squadron, whose duties are to supervise and co-ordinate all training, both practical and theoretical, on Squadrons. These duties include Skeet Range shooting and assessment of all cine gyro assessor films. Each Officer has attended the Skeet Range Shooting Course and an Aessment [sic] Course at 1690 B.D.T. Flight.
[Underlined] GUNNERY AIR TRAINING [/underlined]
[Underlined] FIGHTER AFFILIATION – ORDER OF MERIT [/underlined]
The Order of Merit is based on the following system of marking:-
Night Affiliation (Camera and Infra-Red Film) – 10 points.
Night Affiliation (without Camera) – 8 points.
Day Affiliation (Gyro and Camera) – 5 points.
Day Affiliation (Camera only) – 3 points.
Day Affiliation (without Camera) – 1 point.
[Table of Fighter Affiliation Order of Merit by Squadron]
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] GUNNERY. [/underlined]
[Underlined] SUMMARY OF AIR TRAINING EXERCISES. [/underlined]
[Table of Air Training Exercises by Squadron]
[Underlined] TOTAL OF AFFILIATION EXERCISES FOR DECEMBER – 502 [/underlined]
Bad weather and operational commitments have brought the total of Fighter Affiliation details for the month down with a rush; this month’s total being less than half of the total for November. Even with this low total, it is very satisfactory to note that [underlined] Night Affiliation exercises totalled 111, [/underlined] eleven of which were with Infra Red film. It is to be hoped that squadrons will fit the camera to the maximum number of aircraft carrying out Night Affiliation.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Drawing] armament
This year 1944 has seen the introduction into the Group of many new items of equipment and stores; a review of the changes and the part taken by Armament personnel in producing the right answers, or getting the inevitable gremlins out of new equipment will not come amiss in this issue.
[Underlined] BOMBS. [/underlined]
This subject is overshadowed by Tallboy; the introduction of this large egg has been most successful but has entailed a lot of hard work and hard thinking for armament personnel. Other bombs which arrived are the American series A.N.-M.44, 58, 59, 64, 65 and 76.
[Underlined] CLUSTER PROJECTILES. [/underlined]
The long awaited incendiary clusters have arrived in the form of Nos. 4, 14, 15 and A.N.M.17. So far these clusters have proved a mixed blessing, and have not yet replaced our old friend (or enemy) the S.B.C.
Handling clusters in the open resulted in many attempts to devise a satisfactory lay-out, but no really satisfactory method, providing adequate protection against weather and damage during handling, was evolved.
The A.O.C. came to the rescue with the Large Incendiary Store House Scheme. Successful trials have been carried out which indicate that this scheme will solve all our troubles, and damaged clusters will become a thing of the past, or a case of excessive handling.
[Underlined] BOMB GEAR. [/underlined]
The introduction of hydraulic winches has saved much sweat and many man-hours.
Modification No.74 has been incorporated to enable 18 bombs (20 when No.13 Station adaptors is available) to be dropped in one stick.
The Type N. Release slip arrived fortunately in small numbers, as snags were soon found to exist. No.53 Base have done a lot of work and finally produced a modification which it is expected will eliminate the danger of accidental release during bombing-up and de-bombing.
[Underlined] MARKER STORES. [/underlined]
Since No.5 Group has carried out its own target marking, many stores have been introduced, considerably complicating armament work in No.54 Base, and calling for local modifications to meet ever changing operational requirements.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] ARMAMENT. [/underlined]
[Underlined] FUZES AND PISTOLS. [/underlined]
The introduction of new stores has brought with it a corresponding increase in the variety of Fuzes and Pistols. The quantity necessitated the approval of an additional storehouse.
[Underlined] BOMB HANDLING AND STORAGE. [/underlined]
Stacking trucks have made their appearance, and have proved useful tools. The cry is for more and we hope to see more during 1945.
Equipment for handling S.B.C’s including the heavy transporter (once again modified) is arriving, and all stations should be fully equipped early in 1945. Some of this equipment can be used in handling cluster projectiles and mines.
[Underlined] MINES. [/underlined]
The variety has increased and is still increasing, calling for carefully planned storage so that any type can be made available at very short notice.
[Underlined] TURRETS. [/underlined]
The F.N. 121 has arrived in small numbers. No.56 Base found some snags in the Servo Feed and initiated remedial action.
[Underlined] GUNS. [/underlined]
Great strides were made at the beginning of the year in solving the gun freezing problem. Experiments were carried out with various types of anti-freeze oil, both for the turret hydraulic system and for the guns themselves. Gun ejection seals were introduced and extensive firing trials carried out on operations to ascertain whether, in fact, it was the accumulation of ice on the breech block which caused failures, or the freezing of static oil in the Palmer Firing Gear. Attempts were made to raise the internal temperature of the turret by the use of first, the Galley heater, which proved unsuccessful, and secondly, with ducted heating both to the rear and mid-upper turrets. This type of heating has proved more successful, and is being incorporated in production aircraft, many of which are already in service.
[Underlined] MODIFICATIONS AND IMPROVEMENTS. [/underlined]
Apart from those already mentioned, Armament personnel were responsible for many bright ideas, some of which are reported below.
A de-belting and cleaning machine for .303 ammunition was designed an manufactured by R.A.F. Station, Swinderby. It is understood that Bomber Command is interested in this machine which has been working satisfactorily for some months.
The enlarging of trigger guards to enable gunners to have easy access to the triggers when wearing thick gloves. Now a Bomber Command modification.
Modification to F.N. 120 turrets to enable gunners to wear the pilot type parachute submitted by R.A.F. Waddington, now as a Command Modification.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] ARMAMENT. [/underlined]
Heating for the Palmer Firing Valve Box, submitted by East Kirkby and issued as a Command modification.
Re-positioning of the MK.IIC C.G.S. Junction Box to enable the ‘C’ type parachute to be used in F.N.121 turrets. Submitted by R.A.F. Station, Waddington, and issued as a Bomber Command modification.
Improvements of Bomber Command Mod. No.3 to increase the Gunner’s vision, submitted by R.A.F. Waddington, and at present being investigated by Bomber Command.
All electrical firing gear in turrets. This modification submitted by Metheringham was at first turned down due to the inability to obtain the necessary solenoids. M.A.P. have recently shown interest in this modification and have requested full particulars.
The re-positioning of F.N. 50 Solenoids and the shortening of the Bowden Cable. This modification was submitted by R.A.F. Station, Bardney, as a means of preventing the Bowden Firing Cable from catching on the armour plating and causing run-away guns. Although not accepted, an alternative modification was incorporated in production.
East Kirkby were responsible for a modification to the No.44 Bomb pistol which facilitates the fitting of safety wires. Now a Command modification.
R.A.F. Station, Bardney, were responsible for the design and manufacture of a triple adaptor to enable 3 X 500 lb. bombs to be carried on the four centre stations of the Lancaster bomb bay. This modification aroused great interest both at Headquarters, Bomber Command, and at the Air Ministry, but was eventually turned down as the Ministry of Aircraft Production had, at this time, a similar development under way to achieve the same purpose. This adaptor took the form of a quintuple carrier slung across the bomb bay. It is understood that progress with this development is satisfactory.
Due to the delay in the manufacture of the new Heavy S.B.C. Transporter a protective plate to prevent damage to 4 lb. incendiary bomb tails when carried in S.B.C’s was introduced by R.A.F. Station, East Kirkby, and has since been issued as a Bomber Command modification.
[Underlined] BOMBING RANGES. [/underlined]
To meet the increased number of bombing targets required for practice bombing, personnel at Wainfleet Range erected two additional targets at Ingoldmells and Wrangle, the former was initially used as a dive bombing target. The range personnel worked hard to keep this target in repair and put up a tough fight against the sea assisted by well aimed bombs.
“V” GROUP NEWS. NO. 29. DECEMBER, 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] flying control
A year ago, the “5 Group Quick Landing Scheme” was introduced, following trials at Skellingthorpe. During the year developments in the scheme have speeded up the landing times. In September, 1943, the Group average was 3.67 minutes. On the introduction of the scheme this average fell to 2.66 minutes in January, 1944. Since May, 1944, when it fell to 1.99 minutes, the figure has remained below 2 minutes and in December, 1944, reached its lowest level, 1.61 minutes.
The main alteration to the original scheme took place at the end of September, on the introduction of the Command Standard Landing Procedure, when the Group scheme was amended to bring it into line with the Command Scheme by advancing the initial call-up point to the funnel, increasing the height at the initial call and renaming the calling positions.
Developments in airfield lighting have assisted in this reduction of landing times, mainly in conditions of poor visibility. Sodium lights in the funnel and on the flarepath have been of great value. Speedier clearance of the runway and perimeter track have been assisted by the introduction of directional arrows and illuminated dispersal numbers.
Tarmac and asphalt used in the surfacing of runways and perimeter tracks have improved serviceability, though considerable difficulties have arisen in the case of satellite airfields carrying two squadron traffic.
Radar developments during the year foreshadow and entire change in flying control methods, when much of the present use of lighting will be subordinated to control through Radar. The increased heavy traffic in all areas of Bomber Command makes such development vitally necessary.
[Underlined] LANDING TIMES FOR DECEMBER, 1944. [/underlined]
[Table of Landing Times by Base and Station]
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Drawing] photography
[Underlined] ANALYSIS DAY PHOTOGRAPHY – DECEMBER, 1944. [/underlined]
[Table of Day Photographic Analysis Ranked by Squadron]
[Underlined] ANALYSIS NIGHT PHOTOGRAPHY – DECEMBER, 1944. [/underlined]
[Table of Night Photography Analysis Ranked by Squadron]
This photographic inter-squadron ladder is produced on the number of failures (excluding “Target Conditions” “T.C.”) incurred during the past month, as a percentage of the number of events.
+ 617 and 627 Squadrons are omitted from the ladder in view of the relatively low number of attempts of each.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Drawing] aircrew safety
[Underlined] THE PAST YEAR. [/underlined]
The drive to save lives of ditching bomber crews and crews forced to bale out or crash land was continued. It is hard to establish how many lives were lost due to ignorance of procedure, Safety Drills or equipment, but a review of successful incidents shows a trend towards better knowledge and understanding of the drills and a decline in the number of stupid mistakes.
The year saw the ‘K’ type personal dinghy come and go. It also saw the completion of successful trials in 5 Group of the prototype Back-type parachute, which it is hoped will soon be available to all heavy bomber crews. As an interim measure the Seat-type parachute was made compulsory for Pilots and Rear Gunners.
An ingenious “Warning horn” for emergency in the air was devised within the Group and tested successfully. It has been forwarded to Bomber Command for approval and general adoption. The horn gives audible warning to all crew members to bale out or prepare for ditching when the intercomm. has failed.
[Underlined] INTO THE SEA. [/underlined]
One known ditching occurred in the Group during December – an aircraft (believed to be of 189 Squadron), returning to a diversion airfield after attacking Politz, came down in the sea about 5 miles N.W. of Banff. No signals were received from this aircraft, the incident being reported from land, and in spite of an extensive search no survivors were picked up though an aircraft wheel was seen.
[Underlined] CRASH STATIONS. [/underlined]
There have been several crashes recently in the vicinity of airfields during return from operations in bad weather. Captains of aircraft are reminded of the “Crash Landing Drill” (Appendix ‘C’ to Drill No.8 of 5 Group Aircraft Drills refers). This Drill says “The Pilot is to order ‘Crash Stations’ as soon as a crash is imminent or probable, i.e. landing in bad visibility or when the aircraft has suffered damage which is likely to make a normal landing difficult”.
[Underlined] PARACHUTES. [/underlined]
It has been noticed that a lot of pilots and rear gunners are still not using the Seat-type parachutes on all flights. This is now compulsory. See Air Staff Instruction Trg./7.
[Underlined] DRILLS. [/underlined]
A reminder that Saturday morning is still the Safety Drill morning. Get a practice done once a week and you won’t get your feet wet if you have to ditch. It’s cold in the North Sea these days.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Drawing] accidents
In reviewing flying accidents for the past 12 months, it is only fair to record what the Group has achieved in effecting a reduction in the actual rate of accidents during the period. This is best shown pictorally by means of the following graph:-
[Graph of Aircraft Damaged per 10,000 hours through 1944.]
The graph is self-evident and the consistent decrease in the rate throughout practically the whole year is something of which we can be proud. At the same time, without wishing to belittle the efforts of the those who have been responsible for achieving this reduction, we must not be misled by these figures into thinking that the accident rate is by any means satisfactory.
The hard fact still remains that in 12 months 360 aircraft were seriously damaged in flying accidents. Of these4 125 were totally destroyed including 60 cases in which one or more members of the crew received fatal injuries. In squadrons you can probably recall a fatal crash and perhaps a taxying collision and you may even have been involved in an accident yourself. We at Group as onlookers see most of the game; the accidents we can call to mind are not just isolated instances and it is for this reason that the above figures are quoted: to emphasise the serious consequences of accidents and to make quite clear that great effort is still required if we are to fulfil our aim of entirely eliminating unnecessary loss of lie and unnecessary damage to aircraft.
[Underlined] CAUSE AND PREVENTION. [/underlined]
If you have read past issues of ‘V’ Group News you will have seen repeated references to taxying accidents. It is not surprising therefore, that when examining all the avoidable accidents which have occurred during the year, we find that no less than 32% occurred whilst taxying. Barely is there the slightest excuse for this type of accident, particularly as Air Staff Instructions give adequate advice as to the means of safe taxying. Read Flying Control 24.
Overshoots and heavy landings together accounted for 22% of the avoidable accidents. These two causes have been linked together because
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] ACCIDENTS. [/underlined]
the root cause of each often lies in the approach and a good approach is dependent to a very great extent upon speed. Remember that when landing heavily laden there is no need for an excessively high final approach speed: 115 m.p.h. but never faster.
The next most serious cause from the point of view of numbers was swinging during take off and landing, accounting for 16% of the total. Once again we repeat the warning to open throttles slowly, easily and smoothly, and do not open up to full throttle before travelling 500 yards down the runway irrespective of your load.
A reminder to Squadron Commanders. Do not forget Air Staff Instruction Ops.2/47. This will help materially in the general drive to keep accidents down to a minimum.
[Underlined] THE NEW YEAR. [/underlined]
Thank you for the results achieved in 1944. You have proved what can be done and it only remains for this success to be continued and bettered in 1945.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Drawing] equipment
[Underlined] USE OF EQUIPMENT. [/underlined]
The Powers that Be are becoming very anxious about the large quantity of Service Equipment which is being mis-used. Instances quoted are Navigation Bags used for weekend holdalls, blankets as table coverings, etc. Equipment Officers can help the Station Commanders to stop this mis-use by pointing out any irregularities that come to their notice.
[Underlined] DISCREPANCIES IN BARRACK INVENTORIES. [/underlined]
Attention is drawn to Headquarters, Bomber Command, letter BC/50816/E.1 dated 19th December, 1944. If the station has not already broken down the Barrack Inventory into site inventories, under A.M.O. A.559/43, this should be done at once.
[Underlined] IN RETROSPECT. [/underlined]
The Equipment Officers and their staffs very rarely see the result of their work. Nevertheless the work they have put in during the last year has certainly helped the Group’s achievements. Without their good work this Group would not have done as much as it has. The New Year motto for the Equipment Section is “We get ‘em, you smash ‘em – we getcha some more!”
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
education [Drawing]
During December, Bomber Command opened its own E.V.T. school at Bourne. The aim is to train instructors for E.V.T. work after the cessation of hostilities with Germany. Groups are being asked to supply 10 instructors for each course, so that it is essential that a steady influx of volunteers is forthcoming from stations. Lists are submitted from Stations monthly, and the last two or three returns have not brought in nearly enough names to ensure the success of the scheme. There should always be publicity on stations asking for volunteers, and the importance of the work must be impressed on suitable candidates. It is realised that some men are put off by the fact that conditions of service have not yet been published, and by the idea the E.V.T. work might postpone demobilisation. It is thought that conditions of service will not be unfavourable, and great emphasis must be laid on the fact that no one will be kept in the service after they are due to be demobilised. It is clear that to postpone demobilisation after a person’s group is named to leave the service would destroy the whole foundation on which the scheme has been built.
The end of December makes a logical break in the winter programme, when the work of the last three months can be reviewed. Many stations have produced fairly good results, no station has done all that can be done even under present conditions. Classes at Lincoln have been well attended, there have been successful classes on stations. Some very good work has been done with aircrew cadets and handicraft and music clubs have flourished. There are still many deficiencies however. There are some stations where no classes are organised for Matriculation. It cannot be that on a station of strength 1000, there are not six people who want to take this important examination. The only explanation is bad publicity and lack of drive on the part of the Education Officer. Some stations have, as yet, no facilities for woodwork, while suggestions for the formation of cookery classes and instruction in Home Nursing for W.A.A.F. have brought little result. In some cases there is an inclination to wait for this Headquarters to arrange lectures and not enough initiative of the part of stations to obtain good lecturers themselves.
To an outside observer, the difference in the standard of News Rooms is very surprising. It is realised that some stations have better facilities for display and more comfortable furniture than others, although this is not always the fault of circumstances, but rather a lack of interest and initiative. Sometimes this deficiency is not on the side of the Education Officer, but often that officer is to blame for not making the best of his opportunities. There should be a frequent alteration of display material, with news and topical articles up to date. There is not enough variety of topics and far too many maps reproducing the same localities. One large map of Europe and one of the Far East are sufficient for keeping the War Fronts up to date. The large number of airmen using the News Rooms is a proof that far more time and attentions should be given by the officers concerned in making the rooms really first class.
The service as a whole has shown a greater realisation of the importance of education in the last six months. It is up to Education Officers to take advantage of this increased interest and to make their work attractive and appealing to the personnel of their station.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Drawing] decorations
The following IMMEDIATE awards were approved during the month:-
[Underlined] 9 SQUADRON [/underlined]
F/O R.L. BLUNSDON DFC
P/O A.F. JONES DFC
F/O R.C. LAKE DFC
F/L E.F.A. JONES DFC
S/L A.G. WILLIAMS DFC
F/SGT A.H. HORRY DFM
P/O J.E. STOWELL DFC
P/O E. SHIELDS DFC
P/O D. MacINTOSH DFC
P/O W.D. TWEDDLE DFC
F/O R.C. HARVEY DFC
F/O F. SOWERBY DFC
[Underlined] 57 SQUADRON [/underlined]
A/F/O J.H.C. BRAHAM DFC
[Underlined] 617 SQUADRON [/underlined]
F/O A.J. WALKER DFC
F/O T.H.J. PLAYFORD DFC
W/O L.J. HAZELL DFC
P/O N. EVANS DFC
A/F/L R.E. KNIGHTS, DFC DSO
F/O A.E. KELL, DFC BAR TO DFC
W/C J.B. TAIT, DSO & 2 BARS, DFC & BAR 3RD BAR TO DSO
The following NON-IMMEDIATE awards were approved during the month:-
[Underlined] 44 SQUADRON [/underlined]
P/O S.J. BRISTOW
F/O N. STOCKWELL DFC
SGT H. McKNOX DFM
F/SGT A.J. FROST DFM
F/SGT E.R. BOLAND DFM
[Underlined] 49 SQUADRON [/underlined]
F/O H.F. ARNOLD DFC
F/O L.M. PEDERSON DFC
P/O J.C. FLEMING DFC
P/O J.A. CASTLES DFC
F/SGT E.R.G. HAINES DFM
F/SGT J. CHRISTIAN DFM
[Underlined] 49 SQUADRON (CONTD) [/underlined]
SGT J. SKIDMORE DFM
SGT J.A. RICHARDS DFM
W/O L.W.J. THOMAS DFM
[Underlined] 50 SQUADRON [/underlined]
A/S/L R.N. QUINN, DFC BAR TO DFC
P/O F.N. DAVIS DFC
F/O W.J. DAVIS DFC
A/F/O N. BALLANCE DFC
F/SGT F.A. KIRBY DFM
F/SGT E.T. MANNING DFM
F/SGT H. LEWIS DFM
[Underlined] 57 SQUADRON [/underlined]
F/O O.C. THOMAS DFC
F/O W.F. MARTIN DFC
F/SGT M.J. THORNE DFM
F/O K.E. BLY DFC
[Underlined] 61 SQUADRON [/underlined]
P/O D.W. SIMMONS DFC
W/O V.G. BURGESS DFC
F/SGT J.H. KEENAN DFM
W/O A.F.C. HARROW DFC
SGT J.A. LYON DFM
P/O E.J.H. ROBERTS DFC
[Underlined] 83 SQUADRON [/underlined]
W/O P.W. ALLWOOD DFC
A/F/O P.C. CORNISH DFC
F/O T.P. JUPP, DFC BAR TO DFC
F/SGT I.O. HARRIS DFM
F/O L. HATCHER, AFM DFC
F/SGT G.S. HAZELTINE DFM
F/O R. HOBBS DFC
F/O R.E.H. FOOTE, DFC BAR TO DFC
A/W/O W.G. TROTTER DFC
F/SGT M. BRENNAN DFM
W/O J.E. HUDSON DFC
P/O V.J. ROBLEY DFC
[Underlined] 97 SQUADRON [/underlined]
F/O J.A. PEARCE DFC
A/W/O G.D. MOIR DFC
A/F/L N.N. PARKER DFC
A/F/L G.H. LAING, DFC BAR TO DFC
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] 97 SQUADRON (CONTD) [/underlined]
F/SGT G. BROWN DFM
W/O A.J. CROLL, DFM DFC
W/O F.H. GREEN DFC
A/F/L G.H.R. POLSON, DFC, DFM BAR TO DFC
F/O P.J. HUMPHREYS DFC
F/SGT D.S. NICHOLLS DFM
F/SGT J.D. McINGLIS DFM
A/S/L T.H. MAKEPEACE, DFC BAR TO DFC
F/SGT W. MANDERSON DFM
F/SGT R. MOORE DFM
P/O A.A. AVELINE DFC
[Underlined] 106 SQUADRON [/underlined]
A/F/O J. NETHERWOOD DFC
F/O L. COEN DFC
A/S/L J.W. ALLINSON
[Underlined] 207 SQUADRON [/underlined]
F/O W. McINTOSH, DFM, DFC BAR TO DFC
F/O E. OAKES DFC
P/O C.B. SUTHERLAND, DFC BAR TO DFC
P/O G.D. CHESWORTH DFC
P/O J.S. COOK DFC
W/O G.W.J. AINSWORTH DFC
[Underlined] 617 SQUADRON [/underlined]
P/O W.G. EVANS DFC
W/O T.J. McLEAN, DFM DFC
A/F/O J. GINGLES, DFM DFC
[Underlined] 627 SQUADRON [/underlined]
F/L R.L. BARTLEY, DFC BAR TO DFC
[Underlined] 630 SQUADRON [/underlined]
A/S/L R.E. MILLICHAP DFC
F/L J.W. MARTIN DFC
F/O J.W. LENNON DFC
F/O M.A.J. BEAUDOIN DFC
A/F/L D.E. HAWKER DFC
F/O G.J. BATE DFC
F/O L.A.V. WOOD DFC
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Drawing] war savings
[Table of War Savings by Station]
[Underlined] GRAND TOTAL NATIONAL SAVINGS FOR DECEMBER, 1944 - £6,476. 7. 11d.
A- Approximate number of pence per head.
B – Approximate percentage of personnel saving.
C – Total savings.
[Page break]
It Happens Every Day!!
When A.C.W. Mary Jones arrived at Station Z,
She saw the Station Signals Off., and unto him she said,
“I’ve nine days leave to come, good sir, and it would be a boon
“If I could have it right away. My boy friend’s sailing soon”.
Without delay the woeful Waaf was whisked upon her way,
And when her time was up she sent a message reading “Pray
“Extend my leave a further week; the ship is still in port”.
The Signals Off. agreed to this – he was a decent sort.
But when the girl requested yet a further forty-eight,
He quite forgot his decency and telegraphed, irate,
“Return at once to unit”, but the errant maiden tarried,
And wired “I want another fortnight more, for I am getting married,
“The church is fixed; the guests are warned. This afternoon at two
“By special licence we’ll be wed. Our hours of bliss are few
“So please agree”. Defeated he confirmed this new request,
And fourteen days ensued of peace, with no word from the pest.
On day fifteen a gentle knock upon his office door
Announced that Mary Smith (nee Jones), was back in camp once more,
And wished to have an interview, which he with some elation
Agreed to give, because he wished a fuller explanation.
The genial soul was quite prepared to overlook the past;
A little talk was his intent, and so he gently gassed,
And maundered on, and moralised for quite a lengthy spell.
‘Mongst other things – “My dear”, he said, “I’m pleased to see you well;
“And now that you are back you’ll do your very best I know.
“The section’s very under-staffed. We need you ever so!”.
He stopped at last. The girl then spoke. (You’ll guess her purpose maybe).
“Oh sir” I’d like my ticket please” I’m going to have a baby!”
ANON. (Circa 1945.).
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
war effort
[Table of Aircraft and Sorties Carried out by Squadron]
[Underlined] NOTES: [/underlined] 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. Squadrons above establishment are calculated on an establishment of 20.
[Page break]
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V Group News, December 1944
5 Group News, December 1944
Description
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Five Group Newsletter, number 29, December 1944. Includes a foreword by the Air Officer Commanding, and articles on tactics, operations, gardening, signals, navigation, this month's bouquets, radar navigation, air bombing, engineering, training, second thoughts for pilots, gunnery, armament, flying control, photography, aircrew safety, accidents, equipment, education, decorations, war savings, it happens every day, and war effort.
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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1944-12
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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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68 printed sheets
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eng
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Text
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MStephensonS1833673-160205-18
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Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
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Belgium
Denmark
Germany
Great Britain
Netherlands
Norway
Poland
Atlantic Ocean--Kattegat (Baltic Sea)
Belgium--Houffalize
Belgium--Saint-Vith
Denmark--Kalundborg
Denmark--Langeland
England--Lincolnshire
Germany--Euskirchen (Kreis)
Germany--Giessen (Hesse)
Germany--Heilbronn
Germany--Munich
Germany--Rheydt
Netherlands--Ijmuiden
Netherlands--Rotterdam
Norway--Oslo
Poland--Gdynia
Poland--Police (Województwo Zachodniopomorskie)
Germany--Urft Dam
Temporal Coverage
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1944-12
5 Group
air gunner
aircrew
bomb aimer
bombing
demobilisation
Distinguished Flying Cross
Distinguished Flying Medal
flight engineer
Gee
gremlin
H2S
Lancaster
Master Bomber
mine laying
Mosquito
navigator
Pathfinders
pilot
radar
rivalry
Tallboy
training
wireless operator
-
Dublin Core
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Title
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Stephenson, Stuart
Stuart Stephenson MBE
S Stephenson
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IBCC Digital Archive
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Stephenson, S
Description
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.
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.
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Transcription
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V GROUP NEWS V
AUGUST 1944 * [deleted] SECRET [/deleted] * NO * 25
FOREWORD by A.O.C.
In August the Group set up several new records for operations and training, and Squadrons got more hours flying out of their aircraft than ever before. Top of the list is No. 61 Squadron with a total of 105 hours per aircraft on charge, and close behind are Nos. 50 and 44 Squadrons with 103 and 101 hours respectively. These are splendid figures which reflect great credit on the maintenance staffs. The total flying for the month was 34,000 hours with 3,600 operational sorties.
A high proportion of the attacks was directed against naval targets, more especially the six ships in Brest Harbour, including the battleship Clemenceau and the cruiser Gueydon, all of which were sunk, thus preventing the enemy from carrying out his intention of blocking the harbour.
Two highly successful mining attacks were also undertaken against the ship canals at Stettin and Konigsberg. At Stettin a dredged channel crosses a six mile wide lake between the coast and the docks, and it was decided that a complete hold up of enemy shipping could best be caused by laying a considerable number of mines in this Channel. The sides of the channel were marked at the two ends and in the middle by small towers intended for lights, and between these by a double row of buoys. For the attack the area was first lit with flares and in their light, three marker aircraft laid flame floats down two sides of the canal, using the buoys as their guide, so that the aircraft carrying the mines had a well marked line in which to put them. The marking was magnificently undertaken in the face of considerable searchlight and light flak opposition and the whole operation proved an outstanding success. The average height of laying was 300 feet. The operations against the Konigsberg canal a few nights later was on a smaller scale, but two aircraft succeeded in placing all their mines in the channel again from a very low height and in the light of flares. It was after these two attacks that all Swedish shipping was withdrawn from Baltic trade.
During the month valuable support was also given to the Army in the Falaise area, and many sorties were directed against the flying bomb sites. This commitment has now happily come to an end with the capture of the flying bomb country, but the following message from the Air Ministry to Bomber Command will show the considerable part which the Command played in reducing the scale of this menace.
“The continuous and heavy bombing of the experimental stations, production plants, launching sites, storage depots and installations, which has been carried out by your Command, not only imposed on the enemy a prolonged and unwelcome delay in the launching of his campaign, but effectively limited the scale of effort which he was able to make. This notable achievement has added one more to the long list of successful operations carried out by Bomber Command.”
The month ended with two attacks by the Group on Konigsberg, capital city of East Prussia. The first attack had all the elements necessary for a decisive success but the misunderstanding by a few crews of their briefed instructions, led to the attack, which was the most concentrated ever undertaken by the Group, being centred 2000 yards from the aiming point and doing relatively little damage. As a result a further attack had to be carried out in much less favourable weather. Happily this attack was successful and resulted in the almost complete destruction of the chief port supplying the German armies in East Prussia.
The success which has, in general, attended the attacks delivered by the Group over the past six months has been largely due to the system of low level marking by Mosquito aircraft which was first tried out by Wing Commander Cheshire with No. 617 Squadron. I am sure that all in the Group will join me in congratulating him on the award of the Victoria Cross in recognition of his great gallantry over 4 years of War and 100 operational sorties.
[Page break]
[Cartoon] SPORTS [Cartoon]
[Underlined] CRICKET [/underlined]
The end of the season weather proved most unkind, and most teams found their last month’s activities very limited. Scampton completed three games, beating Rustons and A.A. Command but losing to R.A.F. Cranwell. Dunholme lost to Ruston Bucyrus away, beat Hartsholme away, and the local Cadets at home. Metheringham managed to complete only one inter-station game, and then operations caused them to field a weak side and they were well beaten by R.C.A.F. Digby. Metheringham have now completed eleven games in the season, won five, lost five and drawn one. The outstanding teams of the season were Woodhall and Syerston, both of whom were blessed with “stars”. It was fitting for them to meet in the final of the Group Trophy, and although Syerston were unlucky in having lost S/Ldr MacKenzie, Woodhall put up a splendid effort to add the cricket Trophy to 54 Base collection.
[Underlined] SWIMMING [/underlined]
Coningsby Squadrons took advantage of the last day of summer, and held the Inter-Squadron Swimming Trophy in the Open Air Pool at Woodhall Spa in the 13th August. Events were held in Free Style, Breast and Back Stroke over the usual distances, together with plunging and diving. No.83 Squadron emerged as winners, with 26 points, the next best being Metheringham with 22.
[Underlined] BADMINTON [/underlined]
Several Stations find the Badminton Court in great demand. Dunholme have just concluded a Doubles Tournament in which Cpls Pigott and Hurst beat ACs King and Wright by 21 – 19, 18 – 21, 21 – 17. Scampton have a Badminton Club. Here is a big field for inter-station friendlies, and it is hoped Stations will not miss the opportunity of taking Badminton teams to play away matches during the coming winter. Inter-station games do much to improve the standard of play, by giving players an opportunity of comparing themselves with entirely new opposition. Mixed Doubles is a successful Badminton event, giving the W.A.A.F. another opportunity of a vigorous winter sport. A combined Badminton cum Darts cum Billiards Inter-station tourney cannot fail to be successful.
[Underlined] WINTER SPORTS [/underlined]
On September 4th a Conference of Group P.F.O’s met at this Headquarters to discuss the winter programme. The starting dates for the three knock-outs were agreed as follows:-
MATZ CUP (SOCCER) – Early November
WINES TROPHY (RUGGER) – Early December
MIXED HOCKEY – Mid October.
In the near future invitation letters for the above tournaments will be issued, and a busy season is anticipated. It is hoped that as many Stations as possible will support the Mixed Hockey Trophy; mixed hockey is an enjoyable sport and provides, together with Netball, an excellent opportunity for the W.A.A.F.
[Underlined] VARIETIES [/underlined]
Winthorpe sport an enthusiastic W.A.A.F. Soccer Eleven. Any other Station that can produce eleven Amazons is invited to roll up and meet the Winthorpians in battle.
[Underlined] TRAVELLING [/underlined]
It is hoped to obtain an early decision from Command on the 5 Group suggestion that the limit for which a station can provide sports transport be increased from 5 to 20 miles (single journey). This measure will give an immediate fillip to all inter-station sport and alleviate the task of P.F.O’s in endeavouring to get variety into the programmes.
ENGINEERING
Another record number of sorties has been carried out, which entailed in turn a record number of flying hours.
The flying hours for aircraft on charge in the Squadrons has exceeded anything which has yet been achieved, and is proof of what can be done by good technical organisation and co-operation and the will to keep aircraft serviceable on the part of Officers, N.C.O’s and men.
It has been rumoured that the establishment of tradesmen was based on the assumption that a Lancaster should produce 40 hours flying a month. The hours actually flown per Lancaster on charge has varied between 80 hours and 105 hours in Squadrons for August. This means of course that the Maintenance Personnel have worked twice as hard as the Establishment Committee calculated they would. Many problems present themselves as a result of this high pressure flying, but one point is predominant: the flying has been done, and at the month end serviceability was still 90% of the U.E. aircraft.
Quite a number of aircraft are still operating although their flying hours are in excess of 1,000. The condition and work required on the 3rd major should be watched, and full advantage must be taken of 43 Group facilities for those aircraft which will require too many man hours to overhaul locally.
The increased periodicity between inspections has been approved at 75 hours for Minor and 600 hours for Major Inspection for Lancaster aircraft. This amendment will be issued within the next few days by Bomber Command.
Of the 3,600 sorties detailed 1.66% were unsuccessful due to engineering faults. This constitutes a slight increase over the July total.
No Squadron was entirely free from unsuccessful sorties, and No.52 Base are to be congratulated on having the lowest percentage.
[Underlined] TRAINING UNIT SERVICEABILITY [/underlined]
[Table of Aircraft Serviceability by Training Unit]
WAR EFFORT
[Table of Aircraft Serviceability and Sorties, including Star Awards 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 [missing] is divided between the two Squadrons.
5 GROUP NEWS. NO. 25. AUGUST, 1944. PAGE 2
[Page break]
GUNNERY
[Underlined] OPERATIONS [/underlined]
Compared with July, this month’s total of combats shows a big reduction. There have been a total of 70 combats for day and night operations; the claims being:-
7 destroyed
- probably destroyed, and
4 damaged.
During the daylight operation on Bois de Cassan on 6th August, 13 combats were reported, 2 enemy aircraft being claimed destroyed and 3 enemy aircraft damaged. In this operation the enemy fighters exploited the old tactics of attacking out of the sun, and all gunners should take note of this and ensure that in future daylight operations they are equipped with anti-glare glasses. In one instance a Lancaster was attacked from below and seriously damaged, two members of the crew being killed and another seriously wounded. The first intimation of the attack was when hits were registered on the Lancaster, the first burst from the enemy aircraft neutralising both rear turrets. Search must be carried out assiduously to cover all sections of the sky, above and below, by day as well as by night.
As a trial, tracer has been removed from the first 300 rounds in each belt, and gunners’ views are required after having used this sequence in combat, as to whether sighting is easier without the trace or vice versa. Gunners must appreciate that success, the destruction of the enemy fighter, will only be achieved by the correct application of the sight.
[Underlined] NIGHT AFFILIATION WITH HURRICANES [/underlined]
Night affiliation with Hurricanes of 1690 B.D.T. Flight has been available to Squadrons since the beginning of August. Full information and details have been sent out to Bases and Units under reference 293/Trg. dated 3rd August, 1944, and it is encouraging to note that some Squadrons have already availed themselves of these facilities. In view of the advent of longer hours of darkness which means operations of longer duration, it is most essential that gunners’ night vision and practical experience of night interception be brought to the highest standard of proficiency by constant practice. From results of recent exercises, the fighter has not been observed until a range of 150 – 200 yards. The remedies lie in the more skilful use of Early Warning Devices and better night vision.
[Underlined] ODD JOTTINGS [/underlined]
A 400 yards range will shortly be available to the Group and Dunham Cliff. Instructions will be issued shortly. It is hoped that another 400 yards range will be sited at Wainfleet which will be more accessible to those Stations in the Eastern half of the Group.
An Air Staff Instruction has been issued for Skeet Range Shooting. This is to be adhered to closely to obtain the maximum benefit from this form of training.
Details have now been issued regarding Night Vision Training Exercises in blacked-out gymnasiums. The maximum use should be made of this training which will combine fitness with night vision training.
THIS MONTH’S BAG
[Drawings]
[Underlined] DESTROYED [/underlined]
Sqdn A/C Letter Date Type of E/A
44 “A” 6.8.44. FW. 190
630 “L” 12/13.8.44. JU. 88
50 “L” 16/17.8.44. ME. 410
44 “F” 25/26.8.44. ME. 410
106 “B” 25/26.8.44. JU. 88
207 “K” 25/26.8.44. ME. 110
619 “G” 29/30.8.44. ME. 109
[Underlined] DAMAGED [/underlined]
Sqdn A/C Letter Date Type of E/A
57 “U” 6.8.44. ME. 109F
57 “B” 6.8.44. ME. 109F
57 “D” 6.8.44. ME. 107F
9 “B” 12.8.44. JU. 88
All the above claims have been confirmed by Headquarters, Bomber Command.
[Underlined] AIR TRAINING CARRIED OUT IN CONVERSION UNITS AND SQUADRONS DURING AUGUST. [/underlined]
[Table of Training Exercises by Squadron and Conversion Units]
X 49 Squadron employed on special training.
GRAND TOTAL OF FIGHTER AFFILIATION EXERCISES FOR AUGUST:- 2136
[Underlined] No. 1690 B.D.T. FLIGHT [/underlined] Grand total 760 hours and 712 details.
5 GROUP NEWS. NO.25. AUGUST, 1944. PAGE 3
[Page break]
TRAINING
During August 51 Base produced 151 crews and topped the previous month’s record by one crew. This was achieved despite several days unseasonable weather. The Base is confident that it can improve on this total for September. No. 5 L.F.S. continued to take Lancaster Conversion in its stride and completed its third month with over 2,000 hours flying.
Final training in Squadrons was abreast of the time throughout, and the Base Training Pilots and Flight Engineers did a good job in getting the crews fit for operations without any hold up despite the increased number of crews passing through their hands. 10 and 20 sortie checks were also carried out. Gunnery categorisation is now forging ahead, and towards the end of the month categorisation of Navigators was introduced. This will be followed shortly by categorisation of pilots and Flight Engineers.
The detached elements of 1690 B.D.T. Flight, comprising Martinets and Spitfires, were withdrawn from 51 Base airfields and centralised with the Hurricanes at Syerston. This did not interfere with fighter affiliation training and 1690 B.D.T. Flight as a single Unit are now providing both day and night affiliation for the Group from one Station, and in addition are affiliating with No.49 Squadron for special training. The number of details flown and gunners exercised are dealt with elsewhere in the News.
The formation of 1668 Lancaster Conversion Unit and 1669 Halifax Conversion Unit also took place during the month, and 5 Group is responsible for the training up to the present.
No.1668 Conversion Unit is due to open on the 1st September, and 1669 later in the month.
EQUIPMENT
[Underlined] ECONOMY IN THE USE OF EQUIPMENT [/underlined]
The war has now entered its sixth year and although things are going better for us, Equipment Officers should still strive after perfection in economy of equipment. This is an old and well known subject, but owing to its importance, it cannot be rammed home often enough.
Only by frequent review of establishments can correct provisioning be maintained. If provisioning is good, then the Station will not want and Station Sections will cease to hoard.
Therefore, all Equipment Officers can, by good provisioning, plus foresight, and good liaison with the other Sections on the Station, make every item of equipment do its correct job and prevent waste.
[Underlined] A.M.O’s OF INTEREST [/underlined]
A.738/44 (Parts III, IV and V) Civilian Repair Organisation – Repair of R.A.F. Equipment.
A.759/44 Contract Washing, Procedure for. Articles of Service clothing and equipment in the U.K.
A.774/44 Introduction of new small F.600.
A.775/44 Preparation of Carriers’ Notes.
A.806/44 Removal of components from aircraft in Category AC.
N.828/44 Revision of Scale of Watch, Clock and Instrument repair tools.
N.846/44 Revised scale of issue of Testers Insulation resistance, types A, B, C and D.
N.873/44 Introduction of Lubricator sets for Type B Mechanical Sweeper.
PHOTOGRAPHY
Condensation has again been the cause of a number of failures, and it is now considered that the majority of instances are the result of conditions at Base rather than conditions at or en route to the target. Experiments are being conducted to determine whether it is practicable to remove the register glass in the camera. So far success has attended our efforts and results are being watched carefully. If this can be done, then one of the surfaces on which condensation can form will have been eliminated.
Composite film join failures are still occurring and it has been decided to use French chalk on the linen side of the tape in order to prevent this sticking to the register glass of the camera. Photographic N.C.O’s are to select the tape used for this purpose with great care, as the quality of different rolls varies considerably.
The titling of photographs often leaves much to be desired. Operational air photographs without adequate and readable titling are useless. N.C.O’s are therefore to watch this point carefully. The printing of films could be much improved in many cases. Whilst speed is essential in the production of results, do not let the result be marred by bad workmanship. A green, badly titled print is an offence to the photographer’s eye.
The use of Standard Day Panchromatic Film on Day Operations should make for better quality results with much finer grain, but will, however, necessitate more frequent magazine loading in the changes from Day to Night Operations. Very great care must be exercised in handling the film during these changes.
Standard Day Film is to be used whenever possible for day operations.
ANALYSIS OF PHOTOGRAPHY
[Table of Photographic Results by Squadron]
5 GROUP NEWS. NO.25. AUGUST, 1944. PAGE 4
[Page break]
GARDENING
Business has been brisk this month In all departments of the offensive, but the Gardeners have certainly had their share of the task, and excellent results have been achieved, in High and Low Planting. The Command Gardening, totalling 1587 vegetables has been divided as follows:-
(a) A constant stream of planters directed at the U-Boat Bases on the West Coast of France.
(b) Large scale operations in the Baltic area with the object of dislocating the enemy’s sea-borne supplies for the Russian Front, and of severing all trade with Scandinavia.
[Underlined] The U-Boat Offensive. [/underlined] 5 Group, represented by 44, 97, 619 and 57 Squadrons carried out 6 operations in these areas, laying accurately by H.2.S. with slight to moderate interference from Flak.
[Underlined] Results. [/underlined] At the time of going to press, it is believed that all West Coast bases have been closed to U-Boat traffic for some time. This is more than embarrassing to a frantic enemy endeavouring to check our advances. The U-boat command must now be at pains to form any systematic plan of control for their U-boats already on patrol in the Atlantic. Individual Commanders are certain to be confused, dissatisfied and hampered by the continuous stream of contradictory instructions issuing from their superiors, on the best methods and routes for their return. Offensive patrols – already minimised to a large extent – will now have to be reduced to even shorter periods through lack of fuel, food and water; in short, lack to the North Sea Bases they will have to go, and the days of the U-boats are numbered. In co-operation with out Gardening efforts in this sector, the most striking results have been achieved by the brilliant bombing of 617 and 9 Squadrons on the Pens and Berths in these Bases. Naval Patrols have also been most successful along this stretch of water, and the future reading in Weekly Intelligence Reports should contain some interesting home truths of our enemy’s state of mind.
[Underlined] The Baltic Offensive. [/underlined] Among the many and varied targets on hand during this past month, not the least were our long and hazardous trips far into the Baltic. The nature of these operations involved dangerous low flying through heavy and light flak, concentrations of searchlights, and surprise flak ships placed in the most awkward positions. On the 16/17th August, the first strike at Stettin took place, and a special Gardening operation was co-ordinated in the main attack. 23 Lancasters were detailed from 44, 106, 57 and 97 Squadrons to pounce on the Kaiser Fahrt Channel, 97 Squadron performing marking duties ad carrying two choice vegetables apiece.
Little was known of the garden to be attacked, the only guide being the Light houses positioned in pairs, every 3 1/2 miles along the channel 157 yards wide, by about 10 miles in length. Careful timing, concise intercommunication, and cool heads were the Orders of the Day. When the force arrived the Light houses were lit, and remained so for sufficient time to reveal the line of the channel. Down went 97 Squadron to mark at mast head height with lines of flame floats. The Controller was first to mark, and laid most accurately, which was quickly confirmed by his Deputy flying between the Lighthouses at the time. The Gardeners were then called in to lay at 200 feet, meanwhile the main bomber force went for the town of Stettin, and other Groups were planting furiously to seaward. Two Gardeners were unfortunately shot down in the area – including the controller after performing an excellent task – two more were forced to jettison through flak damage, three were forced to jettison and return early with engine trouble, and two were unhappily non-starters. Out of 81 vegetables carried, 61 were successfully planted. It is estimated that a very high percentage of these now lie gracefully in the narrow waterway, including two discreetly dropped 3 1/2 miles inside the canal itself by Z/106 Squadron – a very fine piece of work. It can therefore, be said that this enterprising evolution was carried out with highly commendable skill and determination on the part of all crews in the face of intense opposition, and their combined team-work has added a further page in the history, already outstanding, of the Group’s Gardening efforts.
On the 26/27th, a similar operation took place, but this time in the Konigsberg area. Extensive planting took place to seaward in the approaches to important Baltic harbours, in which 44, 106 and 630 Squadrons took part, while four selected crews from 44, 57, 106 and 207 Squadrons made for the Konigsberg inland canal.
Illumination was provided by the main force as they retired from their target area, enabling the Gardeners clearly to identify their target. Unfortunately two aircraft were seen to be hit by flak and did not return, but R/106 and E/207 pressed home their attack with great zeal, and skilfully planted 10 of the best in the waterway. A fine example of courage and airmanship.
The main force returned to this target again on 29/30th and this time opportunity was seized to back up the previous lays in the outer gardens. 10 Lancasters representing 44, 49, 106 and 630 Squadrons completed a 100% planting of forty Mark IV vegetables with little opposition using H 2 S from high altitude. Very good records have already been received from P.P.I. photographs.
[Underlined] All is not well in the Baltic [/underlined] – The Swedish Home Service stated on the 22nd August that the State War Insurance Board had decided to stop granting war risk insurance to German Baltic Harbours for the time being, on account of the prevailing conditions.
The following tribute to the efficiency of British mining operations was paid by Rear Admiral Gadow, the Naval correspondent of the Deutsche Alhgemeine Zeitung. He wrote that the mining of the shipping routes of the North Sea had reached such a pitch of intensity that it was putting the heaviest strain on the German minesweeping flotillas.
[Underlined] General Summary [/underlined]
Sorties – 65
Successful – 53
% Successful – 81 1/2
Aircraft Missing – 4
Nights operated – 8
Mileage Flown – 96,312
Total Planted successfully – [underlined] 260 [/underlined]
[Underlined] NAVAL SUPPORT [/underlined]
In close connection with the general plan of denying the U-Boat Bases to the enemy is also the all important object of preventing the enemy from totally destroying or blocking these bases before they can be used by the Allies. With such enormous forces having to be maintained in Europe it is essential that we should have every available harbour working at full pressure for the off loading of stores and equipment from suitable big ship berths, rail and roadway centres. The enemy has been quick to realise this point, and has taken every step to bring about total destruction where he can, by the use of expert demolition squads, and the subsidiary use of Block ships in harbours.
Immediate steps were necessary, and taken, in the case of Brest, by allocating Block ship targets to 5 Group Squadrons. Great care and attention to detail wrought havoc to the enemy’s intentions, as one by one, the ships at anchor in the harbour were singled out for devastating attack, and successfully sent to the bottom by pin point bombing. The 11,000 ton tanker capable of completely filling the main entrance was the first to ‘settle’ safely in her berth, quickly followed by the aged French Cruiser “Gueydon”, a Sperbrecher berthed alongside the quay, and the half completed battleship “Clemenceau”. This stripped the saboteurs of any immediate facilities, but as they had previously disclosed their intentions by sinking one tanker and two small coasters near the entrance, the job was completed by satisfactorily destroying one large Merchant Ship and a large Sperbrecher undergoing repairs in the dry docks.
Such accuracy in bombing ships, for the sorties carried out, has seldom been reached before; the Squadrons involved are to be congratulated on their work, and helping hand given to the Royal Navy, which will greatly assist the common task of feeding our armies in the future.
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 Station]
TOTAL SAVED [underlined] £6,625.15.5. [/underlined]
5 GROUP NEWS. NO.25. AUGUST, 1944. PAGE 5
[Page break]
SECOND THOUGHTS FOR PILOTS
Longer nights and longer sorties make accurate flying more important than ever. Here are three occasions when accurate flying is essential if you are to keep “ON TRACK AND ON TIME”.
(i) On the short leg out of the target. An incorrect airspeed can make you overshoot and put you several miles off track.
(ii) During the banking search. If poorly flown, or done more to one side than another, you will also wander off track.
(iii) During the corkscrew. If carelessly executed you might get on a reciprocal. It’s been done before.
[Underlined] FLYING INTO CLOUD [/underlined]
It takes all pilots 5 to 10 seconds to “settle down” on instruments after changing over from visual flying. Always go over the instruments well BEFORE entering cloud, and avoid adding that unsettled feeling to other difficulties that you may encounter. Check pitot head “ON”, Suction on both pesco pumps, all instruments O.K., and note outside air temperatures.
[Underlined] NOTES ON PURE FLYING [/underlined]
(i) Look round before starting a turn.
(ii) In turns, correct slip or skid with rudder and keep the nose in the correct position on the horizon with the elevators, not rudder.
(iii) Aileron drag produces yaw, and it is most notable when a large amount of aileron is applied. The solution is in the rudder. Use it.
[Underlined] USE OF BOMB DOOR SELECTOR LEVER [/underlined]
If the bomb door selector lever is half-up or half-down, you will get a runaway film on the camera. So make sure the lever comes right down when selecting bomb doors OPEN. Avoid selecting bomb doors open until on the bombing run, as each time they are selected open an exposure is turned over in the camera. If you have to test the bomb doors ensure that the bombsight is switched off first.
[Underlined] FIRE IN THE AIR – DON’T DIVE [/underlined]
Diving an aircraft in an attempt to put out a fire is forbidden. It invariably leads to disaster because:-
(i) The increased air flow in a dive feeds and spreads the fire.
(ii) The risk of structural failure, if the airframe is weakened by fire, is increased.
(iii) Baling out is difficult, and in a violent dive almost impossible.
[Underlined] CREW AIRMANSHIP [/underlined]
Most new captains have at least 2 – 300 hours flying experience. The crews may not have more than 100 hours. Take practical steps to ensure your crew’s airmanship is as good as your own. Remember the old adage “A chain is as strong as its weakest link”.
(Continued at foot of col. 2)
[Underlined] OVERSHOOTING [/underlined]
The length of landing run depends on many variables, including airspeed at touchdown, strength of wind, all up weight, amount of flap used and strength of brakes. The bar of white lights 800 yds from the upwind end of the runway, therefore, can only be used as a measure of distance and not as a safety limit before landing.
[Underlined] Motto for the Month:- [/underlined]
“IF IN DOUBT – GO ROUND AGAIN”
HONOURS & AWARDS [Drawing]
The following IMMEDIATE awards were approved during the month:-
[Underlined] 44 SQUADRON [/underlined]
S/Ldr F.W. THOMPSON, D.F.C. D.S.O.
[Underlined] 50 SQUADRON [/underlined]
F/Lt B.H. BOTHA, D.F.C. D.S.O.
[Underlined] 57 SQUADRON [/underlined]
P/O W.H. GOLDING D.F.C.
W/Cdr H.Y. HUMPHREYS D.F.C.
[Underlined] 83 SQUADRON [/underlined]
S/Ldr L.C. DEANE, D.F.C. D.S.O.
A/W/C G.F. GEORGESON, D.F.C. D.S.O.
W/Cdr J.R. JEUDWINE, O.B.E., D.F.C. D.S.O.
A/W/C J. WOODROFFE. D.F.C.
P/O R.R. ORMISTON D.F.C.
F/O N.O. JOHNSON D.F.C.
[Underlined] 207 SQUADRON [/underlined]
F/O R.L. ETHERIDGE D.F.C.
F/S D. BRYDEN D.F.M.
[Underlined] 467 SQUADRON [/underlined]
Sgt R.O. NORFOLK D.F.M.
[Underlined} 617 SQUADRON [/underlined]
A/F/L B.W. CLAYTON, D.F.C. C.G.M. D.S.O.
A/S/L D.J. SHANNON, D.S.O. D.F.C. &BAR BAR TO D.S.O.
W/Cdr J.B. TAIT, D.S.O., & BAR, D.F.C. 2ND BAR TO D.S.O.
[Underlined] 630 SQUADRON [/underlined]
A/W/C W.A. DEAS, D.F.C. & BAR D.S.O.
The following NON-IMMEDIATE awards were approved during the month:-
[Underlined] 9 SQUADRON [/underlined]
W/O H.F. ROBINSON D.F.C.
F/Sgt J. MICHAEL D.F.M.
F/Sgt C.R. BOLT D.F.M.
P/O A.W.M. BIRCHENOUGH D.F.C.
F/Sgt BOWER D.F.M.
Sgt H.O. SMITH D.F.M.
F/Sgt W.E. MILLER D.F.M.
F/Sgt. C.E. BOWYER D.F.M.
P/O F.S. COLMAN D.F.C.
[Underlined] 44 SQUADRON [/underlined]
F/O O.J. REYLAND D.F.C.
Sgt J.B. COWAN D.F.M.
P/O J. WOULD D.F.C.
Sgt K. WOOLARD D.F.M.
[Underlined] 44 SQUADRON (CONTD) [/underlined]
P/O R.L. DAVISON D.F.C.
Sgt R. WOODWARDS D.F.M.
F/Sgt D.M. MURRAY D.F.M.
P/O V.G. WILLIAMS D.F.C.
Sgt E.C. WREN D.F.M.
Sgt H.L. ROBERTS D.F.M.
Sgt J.H. DAVIDSON D.F.M.
F/Sgt K.F. LETTS D.F.M.
Sgt J. MICHIE D.F.M.
Sgt W.H.R. CHAMPION D.F.M.
[Underlined] 49 SQUADRON [/underlined]
P/O J.J. LETT D.F.C.
P/O J.C. MC.KAY D.F.C.
Sgt G.J.W. PARKINSON D.F.M.
P/O J.A. JONES D.F.C.
F/O J.H. SIMPSON D.F.C.
P/O R.H. EWENS D.F.C.
F/O K.S. STOKOE D.F.C.
F/Sgt J.R. PEAKER D.F.M.
F/O L.P. MAPP D.F.C.
[Underlined] 50 SQUADRON [/underlined]
F/O L. CREED D.F.C.
F/Sgt S. BROWN D.F.M.
F/Lt F.W. CHADWICK D.F.C.
F/Lt A. HAWORTH D.F.C.
P/O J. WATT D.F.C.
F/O W.F. SWINYARD D.F.C.
F/Sgt F.E. BURTON D.F.M.
F/O A.H. CRAWFORD D.F.C.
Sgt D. GROSCOP D.F.M.
P/O D.S. RICHARDSON D.F.C.
F/O H.A. HUGHES D.F.C.
F/O A.R. VERRIER D.F.C.
F/Sgt L.C. HOGBEN D.F.M.
Sgt C.A. HORN D.F.M.
[Underlined] 61 SQUADRON [/underlined]
F/Sgt K. VOWE D.F.M.
W/O J. GRAHAM D.F.C.
P/O A.E. STONE D.F.C.
Sgt S. BILLINGTON D.F.M.
P/O R.A. GRIFFIN D.F.C.
F/O S.A. JENNINGS D.F.C.
P/O C.W.J. FRANKLIN D.F.C.
F/O J.C. HODGKINS D.F.C.
Sgt W. DACRE D.F.M.
F/Sgt O.H. MILLAR D.F.M.
A/F/O J.E. GIBBERD D.F.C.
[Underlined] 83 SQUADRON [/underlined]
F/O R.A.C. HELLIER, D.F.C. Bar to D.F.C.
W/O C.W. GRAY, D.F.M. D.F.C.
P/O M.A. ROONEY D.F.C.
P/O C.E. HAYNES D.F.C.
P/O C.E. ERICKSON D.F.C.
P/O F.A. MARDEN D.F.C.
P/O C.W. EARNSHAW D.F.C.
F/O R.E.H. FOOTE D.F.C.
F/O W.E. SIDDLE D.F.C.
P/O N.J. CORNELL D.F.C.
F/O C. BRUDETT D.F.C.
F/O R.E. FOSTER D.F.C.
W/O J.C. PARKER D.F.C.
W/O A.C. STRICKLAND D.F.C.
W/O E. PLUNKETT D.F.C.
F/O H.A. DICKINSON D.F.C.
F/O C.J. PURSEY D.F.C.
F/Sgt C. CASSIE D.F.M.
F/Sgt D.A. LAWES D.F.M.
F/Sgt M.J. BLOWER D.F.M.
Sgt F. WILDMAN D.F.M.
Sgt A.N. JONES D.F.M.
F/Sgt F. JOHNSON [sic]
P/O C.J. DUGGIN D.F.C.
(Contd. On Page 17 Col 2)
5 GROUP NEWS, NO.25. AUGUST, 1944. PAGE 6
[Page break]
SIGNALS
[Underlined] SIGNALS TRAINING [/underlined]
The month of August saw the start of controlled daylight formation flying, and again the Wireless Operator (Air) came in for a fair share of the work. The Master Bomber and Base Leader’s Wireless Operator had the task of transmitting instructions to the force, and reception of their transmission was very good.
From the W/T point of view, the control of operations during August was very good. The standard of operating by Controller’s Wireless Operators was good throughout, and the work of these operators is appreciated. It was unfortunate that, on the night on which both Link 1 and Link 2 failed to reach the target area, the primary W/T frequency was heavily jammed. We are now all well aware of the tremendous effect of “Jostle” – it really does amount to complete wipe out over a large band.
The initiative shown by the Link 3 Wireless Operator in taking over control, assessing the impracticability of the primary frequency for W/T control, issuing instructions to change to the alternative, and using this channel for W/T control, was very commendable. Also, in this respect, our congratulations go to the 97 Squadron Wireless Operator who, although not detailed as a deputy link, assumed the duties of one, and acknowledged all instructions sent by the Link3. A very good show by both Wireless Operators (Air).
[Underlined] CONTROLLERS’ OPERATORS [/underlined]
No. 54 Base again led the field in the number of Wireless Operators who carried out successful tests as laid down in No. 5 Group Signals Instruction No.13. No.55 Base have now taken up the challenge, and very soon we hope to see a healthy competition between all Bases in carrying out these tests.
[Underlined] GROUP W/T EXERCISE [/underlined]
Daylight operations during the month interfered a little with the Group W/T Exercise though some Squadrons made a good attempt to carry out every exercise. This is, perhaps, the best W/T Operating practice afforded to Wireless Operators while on the Squadrons, and every effort must be made to ensure that every Wireless Operator does take part. Some good exercises were carried out, but we still have a few offenders who will not listen out before transmitting; some still send VE before callsigns, and the proper use of QVU is not made. Signals Leaders please note.
[Underlined] EARLY WARNING DEVICES [/underlined]
The use of Early Warning Devices during the month was curtailed quite a bit by daylight operations, but, when required on night operations, they again proved their worth, judging by the number of contacts reported. Now that Squadron Signals Leaders are being given a three days course at the Bomber Command Tactics School, some very valuable information on the tactical use of Early Warning Devices and Radio Countermeasures should be gained, and passed on to the Squadrons, thus showing W/Op (Air) the value of his efforts.
[Underlined] GOOD SHOWS [/underlined]
An outstanding example and inspiration to all Wireless Operators (Air) was given by F/Lt Bean, Station Signals Officer, Coningsby, on the night of 16/17th August. The Controller detailed for the operation that night was without a complete crew, and F/Lt Bean, who had been primarily responsible for the high standard of W/T operating carried out by the Controllers’ Wireless Operators on 54 Base, and who had himself passed the test laid down in 5 Group S.I. No. 13, was detailed to carry out the duties of Controller’s Wireless Operator (Air).
Whilst over the target, the aircraft was hit and set on fire. F/Lt Bean, who was already transmitting his Captain’s instructions for the attack, sent out in plain language to the force the message “Hit and on fire”. Immediately after this transmission, he transmitted further instructions to the force to carry on the attack.
F/Lt Bean set a very fine example of coolness and devotion to duty, and it is hoped that he and all members of his crew were able to make a safe landing.
Further good shows were the commendable efforts of the two 97 Squadron Wireless Operators already mentioned, and a Wireless Operator of 44 Squadron, who, while sending an immediate sighting report of a dinghy, switched his I.F.F. to distress while over the dinghy, informed the M/F section of his action, and when leaving the area again informed the M/F Section of time of switching off. This action enabled a good fix to be taken on his aircraft. It is to be noted that an aircraft crew were rescued in this area the following day.
[Underlined] SIGNALS FAILURES [/underlined]
The percentage of Signals failures against the 3,600 sorties flown in August was 1.722. This is an increase of 0.32 per cent over the figure for July. There were no failures which prevented aircraft from taking off on account of Signals defects. Two early returns were attributed to Signals “equipment failures”. The remainder of the failures reported had no adverse effect on any of the operations.
Over 80% of the total defects were due to component failures, the others being under the category “Miscellaneous”. There were no “manipulation” or “servicing” failures. The result of five of the Signals defect investigations was “No Fault Found”. This is a most unsatisfactory type of report and every effort must be made to get at the roots of such reported defects.
[Underlined] V.H.F. [/underlined]
During the past month, replacement TR.1143 equipment has been in very short supply. It appears that the production of this equipment is decreasing whilst the requirements of A.D.G.B. are steadily increasing. As a result is has been decided to withdraw TR.1143’s and TR.1143A’s from all 5 Group aircraft, and refit the Group with the American version of this equipment, which is known as SCR.522. The problem presenting itself with this changeover is that a complete change of frequencies is also taking place. This means that a normal, steady re-equipping of, say, six aircraft per Squadron each day cannot be done, because all aircraft must be on the same V.H.F. frequencies, and TR.1143 crystals for the new frequencies are not available.
Full quotas of SCR.522 equipment have already been received by 53 and 54 Bases, and now 52 Base have received 75% of their quota. As the equipment arrives at the Squadrons, it is being set up to the new frequencies, modified and bench tested. This will ensure that, when sufficient equipment has been received to fit all Squadrons, a 100 per cent changeover throughout the Group can be effected upon receipt of the executive from this Headquarters.
[Underlined] RADAR [/underlined]
During August the disposition of Radar personnel underwent several changes. Radar Officers have been deleted from Squadron strength and placed on Stations as Station Radar Officers. A Radar Officer has also been allocated to R. & I. at Base Stations. Where two Squadrons are based on a Station, the Station Radar Officer controls the Radar servicing of both. The Radar mechanics are divided between the Daily Servicing Section and the R. & I. Section, and thus a division is made in the two maintenance aspects. This should improve the organisation very considerably. The decision to use Wireless Operators (Ground) to assist in Radar Servicing is now being implemented, and the advantage to be derived from this new arrangement will be self-evident.
[Underlined] LORAN [/underlined]
Although the policy on the use of Loran has not yet been decided upon, the intervening period between now and its installation should be utilised to train the greatest number of Radar Mechanics possible on its maintenance. The six mechanics who attended the course at Headquarter, Bomber Command, were selected as evenly as possible from Bases, and now they, with the aid of those who have had previous experience with the equipment in America, will instruct personnel within their respective Bases. Sets of equipment have been distributed to all Bases for instructional purposes. All relevant technical literature available in the form of the Bomber Command Radar Servicing Manual, Section XIII and C.D. O.526-A, has been issued.
[Underlined] REPEATER INDICATORS [/underlined]
Numerous unexpected delays have occurred in the production of these indicators, due to the great difficulty in procuring certain components. In some cases diversion orders had to be placed, and consequently temporary bottlenecks developed. Metal screens for the C.R.T. are extremely difficult to obtain, and in an effort to complete a sufficient number of indicators to equip the two Squadrons at Skellingthorpe, all redundant screens have been collected from Stations within the Group. It is hoped that by the time this summary comes off the press, this fitting will have been accomplished as well as that of the remaining Monica IIIA and V Squadrons. We take this opportunity of commending those concerned in 53 Base for their very fine work in constructing these units.
[Underlined] GEE [/underlined]
The serviceability of Gee maintained its usual high standard, during the past month, although we did not succeed in boosting it much above July’s figure (.02% to be exact). When it is remembered that at times less Gee sets were held than aircraft, all sue credit should be given to the maintenance personnel for keeping the serviceability at this high level. There were a total of 3207 sorties completed, and out pf these 88 difficulties arose, giving an overall percentage of 97.26. The difficulty in the supply position appears to be due to the shortage of crystals, and so,
(Continued on page 8, col. 1)
5 GROUP NEWS. NO.25. AUGUST, 1944. PAGE 7
[Page break]
SIGNALS (CONT.)
bearing this in mind, all crystals should be returned to Group Headquarters for repair and re-issue immediately they become unserviceable.
[Underlined] H 2 S MARK II AND MARK III [/underlined]
Despite the new switching procedure used on two operations during August, the serviceability of H 2 S Mark II was slightly improved. For an increase in sorties of approximately 30% (1635 sorties), 90.52% were completely serviceable. Headquarters, Bomber Command, are analysing the effect of delayed switching of the modulator at high altitudes, and will, if found necessary, take adequate steps to counteract any adverse effect it may have. It would appear, judging from the last operation on which this procedure was used, that provided this switching is done at altitudes of 2000 – 4000 feet, there would be no decrease in serviceability.
Unfortunately Mark III serviceability dropped below July’s figure by 4.73%. Of the 172 sorties completed, 19 developed defects. The percentage free from defects was therefore 88.96. Two of the faults were due to enemy action, and amongst the remaining 17 there were no outstanding component failures. Nos. 83 and 97 Squadrons are almost completely fitted to Mark III now, and all replacements are of this same type. Several stabilised scanners have been received but at this stage it is difficult to assess their value and efficiency.
[Underlined] FISHPOND [/underlined]
Last month saw a slight improvement over July in the serviceability of Fishpond. 1424 sorties were completed, and of these 90.52% gave very satisfactory results. The minimum range of this device is one of the major problems and is one which requires continual attention. Where any evidence exists that the minimum range is abnormally high, immediate steps must be taken to bring it down to the shortest range possible by replacing the defective units.
[Underlined] MONICA [/underlined]
Monica IIIA resumed its normal position in serviceability during August. There were 36 defects out of 941 sorties completed, giving a percentage of 96.18 serviceable, or an increase of 2.36% over July. The end of the Monica IIIA supply has now been reached, but our first issue of Monica IIIC is being made from Headquarters Bomber Command early in September, to Waddington. Future replacements will be Mark IIIC, and should be in good supply at a very early date.
Monica V, by relinquishing second place, which it held in July, did not by any means experience a decrease in serviceability. Rather, an increase was obtained, and out of 649 sorties completed, 96.0% functioned in the most efficient manner. This fact adds further evidence that, regardless of the odds which may exist, no problem is insurmountable when the proper thought and energy is applied.
ARMAMENT
[Underlined] BOMBING [/underlined]
Headquarters, Bomber Command Armament Bulletin, Issue No. 6, dated September 1st, covers many of the points which would otherwise have been raised in this News.
Special attention is drawn to the responsibilities of Armament Officers in connection with bomb aiming problems. There are two courses now running. The first is the Mark XIV Bombsight Course, at present conducted in No. 4 Group. F/Lt Rogers, the Armament Officer from Winthorpe attended the first course. It is hoped that the Group will have further vacancies on subsequent courses, and it will be possible in time to give all Armament Officers the benefit of such a course. The second course is the Mark XIV Bombsight Analysis Course now being run at Bruntingthorpe. The first few vacancies on the technical courses are being allocated to Base Electrical Officers, and subsequent vacancies will be allocated to Armament Officers.
[Underlined] CIRCULATION OF INFORMATION [/underlined]
Do you circulate your copies of the Armament Bulletin to other Sections who may be interested in the various items? This is particularly applicable to Issue No.6.
[Underlined] DE-BELTING AMMUNITION [/underlined]
It looks as though we have at last found a solution to that vexing problem of de-belting and cleaning ammunition. The machines referred to on Page 29 of the Armament Bulletin are now improved and working at R.A.F. Station, Swinderby, where the Base Armament Officer will be pleased to demonstrate this equipment. Owing to the pressure of operations it is difficult to lay down a time for a visit, but Base Armament Officers should contact S/Ldr Rowed, and make arrangements to see and copy this equipment.
[Underlined] BOMB CARRIERS [/underlined]
Credit is due to R.A.F. Station, Bardney, for producing a prototype Triple Adaptor for the Lancaster centre Stations, to take 3 x 500 lb H.E. bombs.
[Underlined] ARMAMENT QUIZ [/underlined]
Do you know what the letter “G” on a bomb trolley means? If not refer to A.M.O. N.1236/43.
[Underlined] GUNS AND GUNNERY [/underlined]
With the approach of winter, gunnery problems will become more acute. In your keenness to obtain gun serviceability, do not forget that gun aiming problems as well as bomb aiming problems are Armament problems.
[Underlined] CO-OPERATION [/underlined]
Co-operation should extend beyond one’s own Unit, and when stores are required urgently for operational use by other Stations, any delay in delivery means inconvenience to other Units. If this Headquarters asks you to send stores immediately by road, make certain that any delay in sending them is reduced to a minimum, and if such a delay is unavoidable, let us know – in other words keep us in the picture.
[Underlined] WAR EFFORT [/underlined]
August has been a busy month, and all previous records have been easily surpassed by the totals of 3,600 sorties and 14,952 tons of bombs dropped.
Credit is due to all Armament personnel in having the goods ready for delivery to the place where it hurts the Hun most.
[Underlined] BOMB DUMPS [/underlined]
In order to keep up the tonnage of bombs dropped on the Hun, Bomb Dump organisation must be still further improved, and every yard of storage space used to the best advantage.
ARMAMENT FAILURES TABLE
[Table of Armament Failures by Squadron]
A = MANIPULATION B = MAINTENANCE C = ICING
D = TECHNICAL E = ELECTRICAL F = OBSCURE
5 GROUP NEWS. NO.25. AUGUST, 1944. PAGE 8
[Page break]
NAVIGATION
Fifteen months ago our chief concern was whether the Navigational standard was sufficiently high to ensure that all aircraft would reach the target. With the increase in the number of aids available, this problem has solved itself, and our main worries these days are the finer points of navigation, i.e. rigid adherence to track and timing, and the finding, and the finding of accurate winds for bombing. The standard achieved in track keeping during the last two or three months does not leave much to be desired. We must now concentrate on the two remaining difficulties, i.e. Timing and bombing wind velocities.
If we are to achieve the concentration in timing necessitated by current tactics then all aircraft must arrive at each turning point en route and at the target within ± 1 minute. It is very hard to do this, but on the other hand it must be done. Constant checking of ground speeds and revision of E.T.A’s plus a change of air speed where necessary is the only way that really accurate timing can be achieved. Every Navigator must check and re-check his E.T.A’s as often as possible and must revise the air speed as soon as it becomes evident that revision is essential.
The finding of an accurate bombing wind in the target area is equally important. Here again this is only possible if those Navigators detailed as windfinders realise their responsibility, and work to the utmost limits of accuracy, e.g. do all the plotting necessary to find the target area wind on a large scale chart, plot air positions and fixes by use of dividers and finally check all computations and plotting again and again.
Station Navigation Officers are to concentrate on these two points during the next two months and are to make sure that all Navigators realise the necessity for accurate time keeping, and the finding of accurate wind velocities in the target area.
[Underlined] BROADCAST WIND VELOCITIES [/underlined]
The broadcast wind velocity procedure has been used on five occasions this month. In each instance the results have been very good. It is good to note that the majority of Navigators are transmitting every wind they find. This is of course essential if the Met. Staff are to note any sudden change in the wind velocity.
It would be wise to recall the Berlin raid of March this year, when the winds experienced were 50 miles an hour stronger than forecast. This change took place very suddenly and a vast majority of Navigators suspected their instruments and refused to believe the wind velocity could have increased by such a large amount. The result was that almost all of them “watered down” their wind velocities before transmitting. The Met. Staff, having no other data to work on, had to assume that the ”watered down” wind velocities were correct. At this time not many Squadrons in the Group were equipped with H 2 S, and also aircraft were flying over a continuous sheet of cloud. Consequently the majority of aircraft had to fly on D.R. using broadcast wind velocities for a period of 4 hours. At least 50% of the aircraft were 70 miles south on the return journey, and eventually passed over the Northern fringe of the Ruhr defences, without of course, realising where they were. The results were not as disastrous as they may well have been.
This must not happen again. Once again we repeat “[sic] If you obtain a wind velocity differing from the previous found wind velocities, then provided you are confident about the fix obtained and have checked the A.P.I. you must transmit that found wind velocity. If it is wrong it will be very apparent to the Met. Staff and no harm will be done. If, however, it is right and you do not transmit it, then a great deal of harm may well be done. Read this paragraph over again very carefully and digest it well.
Now to come back to a more cheery and less threatening note. The results obtained this last month have, as was said earlier, been very good. There are still, however, one or two points which are not entirely satisfactory. The chief one is coding and transmission of wind messages. A number of instances occur where the message is coded incorrectly and sometimes this is not very apparent to the receiver of the message. Also Wireless Operators make mistakes in transmission. In each instance the message is of no use. It is very annoying to think that you have worked so hard finding an accurate wind velocity, and then nullified its value by a small slip like wrong coding or transmission. Another point is that wind finders tend to slacken off on the return journey. It is realised that fatigue is partly responsible for this, but nevertheless the wind still blows and will still play tricks on you. So [underlined] DON’T [/underlined] slacken on the return journey no matter how great the temptation.
The best wind finders on each operation were as follows:-
1. BRUNSWICK (12/13.8) – F/O REID (106 Sqdn)
2. STETTIN (16/17.8) – F/O BAILEY (630 Sqdn)
3. DARMSTADT (25/26.8) – F/S KNIGHT ( 44 Sqdn)
4. KONIGSBERG (26/27.8) – F/O YOUDALE (619 Sqdn)
5. KONIGSBERG (29/30.8) – F/O McCAMM (630 Sqdn)
Good work – keep it up!
[Underlined] GENERAL HINTS IN NAVIGATIONAL PROCEDURE [/underlined]
(i) Don’t “flap” – ever!
(ii) Always work to a system, but see that the system is good. The cycle of operations, i.e. fix, air position, alter course if necessary, wind velocity, ground speed check, new E.T.A., should not be repeated oftener than once every 10 minutes nor less than once every 20 minutes.
(iii) Check every calculation at least once. If you are a slow worker, then to ensure you have sufficient time to check all your calculations, use a 15 or 20 minutes system.
(iv) When orbiting or dog legging, before setting course, keep the pilot informed of the number of minutes in hand, e.g. “5 minutes to go” – “3 minutes to go”, etc.
(v) Remember that an aircraft requires time to alter course. The heavier the load, the longer the time required. Make allowances for this, and so avoid overshooting any of the turning points, and subsequent displacement off track.
[Underlined] LOG AND CHART WORK [/underlined]
Four months ago we began a drive on more work on the chart and less in the log. The initial trials were a success, and the method was adopted throughout the Group. It was decided, however, not to force it on to the more experienced Navigators who had been used to keeping a very full log.
The reason for reducing the log work was to have more time available for the checking and re-checking of all calculations, and to enable Navigators to obtain that extra fix or ground speed check which is so often vital. A few Navigators can do all this and still keep a full log. If they wish to waste their time by recording unnecessary details, then providing their Navigation suffers in no way, there is no objection. It has been noted, however, that a few Navigators are keeping a detailed log at the expense of accurate Navigation, and constant checking. This must stop immediately. Station and Squadron Navigation Officers are to watch carefully for this, and must ensure that no Navigator is wasting valuable time writing a detailed log at the expense of accurate navigation.
[Underlined] A.P.I. ATTACHMENT FOR WINDFINDING [/underlined]
It was stated in last month’s News that 5 A. P. I. attachments were installed in aircraft in this Group and trials were to be carried out. The trials have now been completed, and the results achieved have come well up to expectations. More than 20 windfinding exercises were completed, and the winds found were compared with the Balloon Sonde Winds issued by the Met. Office. In every single instance the difference between the two sets of w/v’s was negligible. Practice bombing was completed after 10 of these exercises, and the average vector error obtained was 3 1/4 m.p.h.
The attachments have also been used on operations with equally good results. It is not possible to state the vector error obtained on these sorties, but the winds found by all A. P. I. attachment windfinders were very consistent.
One or two instances of completely “phoney” winds found by the attachments have occurred, however. Investigation has proved that in each case the error was attributable to incorrect tracking over the datum point on the second run up. A displacement of the datum point from the graticule of 500 yards, or a tracking error of 15 °, would give a wind error of 6 miles per hour. Errors of such proportions cannot obviously be tolerated, otherwise the attachment loses all its value.
It is obvious, therefore, that very great care is to be taken on the second run over the target to ensure that the aircraft approaches on the correct heading and the datum point is on the graticule. Such accuracy as is required can only be obtained by constant crew practice, and in view of the fact that these attachments will shortly be distributed to all Squadrons, crews are urged to practice constantly until they can achieve the required accuracy on each run up to the datum point. Windfinding is the responsibility of the Navigators, therefore, it is up to you Navigators to ensure that your pilot and Bomb Aimer practice constantly.
[Underlined] PRACTICE BOMBING WINDS [/underlined]
The average vector error obtained by all Squadrons and Conversion Units this month is as shown below:-
Average error of Squadrons – 6.5
Average error of Con. Units – 6.6
(Continues on page 10, col. 1)
5 GROUP NEWS. NO.25. AUGUST, 1944. PAGE 9
[Page break]
NAVIGATION (CONTINUED)
These figures show an improvement for the Squadrons of 1 m.p.h. and for the Conversion Units of 1.4 m.p.h. This is very good. We must now endeavour to reach the ideal overall average of 5 m.p.h.
[Table of Average Vector Errors ranked by Squadron and Conversion Units]
It will be noted that 9 and 50 Squadrons are holding two of the first three places for the third month is succession. Also 207 Squadron have jumped from 16th place last month to first place this month. A very creditable performance on the part of these three Squadrons.
[Underlined] UNION NEWS [/underlined]
S/Ldr Creeth Base Nav. Officer, Swinderby to be Squadron Nav. Officer 83 Squadron.
F/Lt Patchett 49 Squadron Nav. Officer to be Base Navigation Officer, Swinderby.
F/Lt Catty, DFC. No. 54 Base to be Squadron Nav. Officer, No.49 Sqdn.
S/Ldr. Mason, DFC. Base Navigation Officer, Coningsby, to be Flight Commander, 97 Squadron.
F/Lt Warwick, DFC. Radar/Nav. Officer, No.1661 Conversion Unit, to be Base Navigation Officer, Coningsby.
F/O Bennet, DFM. No.617 Squadron, to be Sqdn. Navigation Officer.
RADAR/NAV
H2S Operators were presented with numerous opportunities of using H2S to full advantage this month in view of the long range targets that were attacked. It is gratifying to note that after the slackening off in the use of H2S which was noticed last month, operators have at last realised they were neglecting excellent opportunities for obtaining valuable experience of the set under operational conditions. That H2S has been used to advantage has been shown in the number and accuracy of winds received back from windfinding aircraft particularly on this Group’s attacks on Konigsberg. Opportunity was taken to examine some of the Navigators’ and Air Bombers’ charts on these attacks, and they indicated that excellent use had been made of H2S pinpoints en route, and in addition, track keeping, timing and concentration were extremely good. It is therefore up to Navigators, Air Bombers and H2S Instructors to see that this standard is maintained on all future operations.
With the winter months coming along, and the possible increase in the number of stand-downs due to bad weather, more and more time will be available for practice on the H2S synthetic trainers. It is realised that certain inaccuracies inherent in the trainer mechanism, make exact D.R. navigation difficult, but providing the potentiometers on the control panel are matched daily, and the trainer is run for 20 – 30 minutes before each exercise, wind vectors can be found to an accuracy of ± 10° and ± 8 m.p.h.
Standardised routes have been issued as navigational exercises for the Zuider Zee, Hamburg – Bremen and Frankfurt – Saarbrucken trainer maps, and Operators should endeavour to carry them out at frequent intervals, as if they were real flights. Fixes should be made as frequently as possible, and winds found every 15 – 20 minutes. H2S Instructors should check each exercise for accuracy of winds found, ground speed checks, adherence to planned track, E.T.A’s and reliability of fixes. Whilst it is appreciated that both the Navigators’ and set operators’ reactions to H2S may be entirely different in the air, these exercises may help to iron out a lot of difficulties, and assist in forming an accurate assessment of the capabilities of the navigational team.
A system of categorisation of H2S crews has been issued for Nos.83 and 97 Squadrons. This system depends on complete analysis of all operational and training flights, and is being done to ensure the best set operators are matched with the best equipment. It will also ensure that the best navigational teams are chosen as blind markers.
If this system is successful at 54 Base it may be possible to extend it to other H2S Squadrons and assist in ensuring that only the best crews are chosen for the two marker Squadrons.
This month we had the first opportunity of attacking a target entirely blind on H2S equipment. Unfortunately, due to numerous factors, the attack developed over a large area, but many lessons were learnt by this experience and should serve to make another such attack successful. Whilst it may not be possible to carry out this type of attack again, crews are reminded that they must take every opportunity to practice blind bombing, both on the trainer and in the air. Why not make it a habit to carry out at least one practice blind bombing run on H2S every N.F.T? Even if photographs cannot be taken you are at least developing the technique.
H2S mining has been carried out on numerous occasions during the month, and from P.P.I. photographs it is evident that the vegetables were laid in the correct gardens. A considerable collection of excellent photographs of different H2S Coastal landmarks has now been built up, and it has been suggested to Command that slides be issued of these landmarks for use at briefing. Incidentally if your garden is situated at a position which is covered by your H2S trainer maps, why not carry out your H2S briefing in the trainer room with an actual demonstration incorporating the method to be used? Crews will obtain ideal indications of the picture they can expect, and the difficulties they may experience. If you haven’t the map coverage try making your own training maps of the garden areas likely to be visited.
P.P.I. photography still continues to give a few headaches, both to Navigation and Photographic Sections. However, an improvement has been noted during the latter half of the month, and Squadrons are to be congratulated on the quality of the mining photographs taken. 97 Squadron obtained an excellent photograph of the French Coast near CAEN, the details of which have been confirmed by Command.
When using P.P.I. Cameras, a good photograph depends upon the complete absence of light except that from the cathode ray tube. Watch your cabin lights and the blackouts, and above all see that you give the correct exposure for the type of camera you are carrying.
PPI Photographic Interrogation Reports are being loosely filled in. If you want to be plotted in the position you actually were at the time the photograph was taken, please see you enter correct details on this form. You are probably saving yourself from an investigation at a later date.
By examination of P.P.I. photographs, several manipulation errors have come to light, particularly:
(i) Operators are still having too large a 10 mile zero in the centre of the P.P.I. on the 10/10 scan. By manipulation of the 10 mile zero control this hole should be more of the size of a sixpence, not a half crown.
(ii) Operators are not paying sufficient attention to the correct tuning of the set. They are content with the initial tuning, completely ignoring any retuning at half-hourly intervals, and before carrying out blind bombing runs.
(iii) Too much or too little gain is being employed, and consequently the responses are completely swamped by ground returns or the responses appear too faintly to be recognised or photographed.
(iv) The Contrast control is not being used to advantage. Whilst it is not the usual policy to allow untrained operators to use the contrast control, experienced operators may obtain considerable benefit by slight manipulation of the contract control, particularly when land/water definition is essential.
GEE
During the month, navigators have taken full advantage of the extended ranges now being experienced on Gee with a resultant improvement in navigation.
(Contd. At foot of Col.1)
(Contd. From Col.3)
Excellent use is being made of the frequencies on the RF27 Unit, and many operators report that fading signals are the only restrictions on range.
The new Channel Chain has come into operation this month, and so far the only indications of its range have been obtained on one operation when the average was 0530E at 4900N. No jamming was experienced.
Gee Operators are warned that the practice of calling charts be Series Numbers has been abolished. Sheets which have been re-printed are identified by the name of the chain only. A block has now been inserted to the right of the top margin for operators to insert the number of identification blinks for each chain.
A reshuffle of Gee frequencies is likely in the near future, and Gee operators should take every precaution of checking studs and frequencies before every flight in case sudden change has been made.
Once again it is necessary to warn Navigators that XF frequencies not allocated for their particular targets are not to be used by them. Fixes taken from such transmissions are likely to be in error up to 15 miles. Always ensure that when an XF transmission is given to you that it is for [underlined] your [/underlined] target.
5 GROUP NEWS. NO.25. AUGUST, 1944. PAGE 10
[Page break]
AIR BOMBING
[Underlined] SQUADRON BOMBING COMPETITION [/underlined]
In spite of very heavy operational commitments during August, twelve Squadrons qualified for the competition.
52 Base are to be congratulated on winning the competition for the fourth successive month (in June the Conversion Units were included and 619 Squadron were second to 1654 Conversion Unit).
49 Squadron have won the competition for the second successive month, and 44 and 619 Squadrons tie for second place. Next month all THREE Squadrons are fighting for 1st place. Any other opposition will be welcomed.
52 Base has also provided the three entries for the “Big Chief” Competition. Group Captain Weir improved his previous month’s result and won the competition.
Next month all crews must guard against larger errors, because we are now measuring all bombs from T.2. and [underlined] not [/underlined] from the C.M.P.I. If you are careless the errors will inevitably be larger. Air Bombers must take care to set on the bombsight the wind the Navigator gives him, and the Navigator must plot his A.P.I. wind correctly to avoid getting a reciprocal wind.
Are all Bombing Leaders aware that for competition purposes, only 5 bombs need be counted, but all 6 must be included in the weekly return?
[Underlined] SQUADRON BOMBING COMPETITION [/underlined]
1st – 49 Squadron – 71 yards
2nd – 619 Squadron – 78 yards
44 Squadron – 78 yards
4th – 9 Squadron - 84 yards
5th – 97 Squadron - 88 yards
6th – 83 Squadron – 90 yards
7th – 630 Squadron – 91 yards
8th – 106 Squadron – 104 yards
9th – 57 Squadron – 105 yards
10th – 207 Squadron – 106 yards
11th – 50 Squadron – 116 yards
12th – 61 Squadron – 117 yards
13th – 463 Squadron, completed only 5 exercises with 121 yards error
14th – 467 Squadron, completed only 2 exercises with 89 yards error
[Underlined] “BIG CHIEF” COMPETITION [/underlined]
1st G/Capt. Weir (Fiskerton) – 69 yards
2nd W/Cdr. Millward (619 Squadron) – 76 yards
3rd G/Capt. Jeudwine (Dunholme Lodge) – 125 yards
[Underlined] CONVERSION UNIT COMPETITION [/underlined]
1st – 1661 C.U. – 60 yards
2nd – 1654 C.U. – 66 yards
1660 C.U. – 66 yards
3rd – 5 L.F.S. – 92 yards
Congratulations to 1661 Conversion Unit on winning the competition for the second successive month.
[Underlined] HIGH LEVEL BOMBING PRACTICE [/underlined]
[Table of High Level Bombing Practice Results by Squadron and Conversion Unit]
AUGUST’S OUTSTANDING CREW ERRORS
Once again, owing to the number of crew errors below 100 yards, only those below 80 yards can be recorded.
Sqdn. or Con. Unit Pilot Air Bomber Navigator Error at 20,000 (in yards)
617 F/L Iveson Sgt Chance F/O Harrison 75 and 79
F/L Orum P/O Cole P/O Brand 79
S/L Cockshott P/O Booth F/S Gosling 80
F/O Joplin F/S Hebbard Sgt Fish 74 and 49
F/O Hamilton F/O Atkinson P/O Jackson 71
97 F/L Parker W/O Carvell F/S Fripp 46-48-54
61 F/O Gibberd P/O Roberts F/S Michael 70
1660 C.U. F/S Atkinson F/O Coyne Sgt Kingston 73
F/S Eakins Sgt Wente Sgt Moulds 80
F/S Croscombe Sgt Devine F/O Reeves 66
1661 C.U. F/S Barratt Sgt Berry Sgt Towle 35
F/O Dow F/O Muddle F/O Orrell 55
F/O Findlay Sgt Hemmingway F/S Larkin 76 and 67
F/O Symes Sgt Bayliss F/O Smith 70
W/O Harrison Sgt Barnett Sgt Smart 69
1654 C.U. W/O Ross Sgt Finch W/O Hayes 66 and 76
F/O Jory F/O Pooley Sgt Craig 61
5 L.F.S. P/O Arndell F/O Porter ? 60
F/S Wiley Sgt Evans Sgt Verry 72
5 GROUP NEWS. NO.25. AUGUST, 1944. PAGE 11
[Page break]
AIR BOMBING (CONT.)
[Diagram] Fig. 1
[Diagram] Fig. 2
This article is addressed to ALL pilots, veterans and freshmen. At the top of this page will be found a plot of 15 bombs dropped by two pilots acting as Air Bombers. For reference purposes we will call the pilot who flew the aircraft for the first 9 bombs – No. 1 Pilot, and No. 2 Pilot flew the aircraft when 9 – 16 were dropped.
Now all fifteen bombs were dropped from the same aircraft, using the same bombsight, and wind velocity which was from 230°. The time taken to drop the bombs was seventy minutes. In other words, the aircraft did not land between the two exercises, not were any settings on the bombsight altered.
If we study the two groups of bombs for a few minutes, we see that there are two very definite groups. No. 1 Pilot (as Air Bomber) has obtained a much smaller group than has No.2 Pilot. [Underlined] WHY? [/underlined] – Can [underlined] YOU, [/underlined] as a pilot give an explanation? Don’t read any further for the moment; have another look at the plot (Fig.1). Now look at the bombs plotted on the same heading (Fig.2).
From these plots we see that there is a tendency for the Air Bomber to overshoot, but also present is a large pilot error. In short, the pilot who flew the aircraft for bombs 9 – 16 was steadier and flew more accurately, more relaxed if you prefer it. This was because No.2 pilot is an experienced Lancaster pilot, whereas No.1 Pilot has not yet mastered “The flying for bombing technique”.
Can [underlined] YOU [/underlined] as a pilot, see just how important you are in the bombing team? Grudgingly as Air Bombers, we have to admit that [underlined] you [/underlined] are definitely responsible for about 75% of the success of a successful exercise or operational sortie.
Remember that “flying for bombing” is an art, and only constant practice will ensure you becoming a good bombing pilot.
Remember, also that, as a pilot, flying for bombing with the Mark XIV, your worst crimes are flat turning, skidding, side-slipping and crabbing. The bombsight is fully stabilised. That means that if you bomb in a turn, you [underlined] must [/underlined] apply bank and rudder. In other words, do a PROPER TURN.
If you fly your aircraft in the correct manner on every run-up, you can be sure that [underlined] you, [/underlined] as the pilot, are contributing a great amount to cutting out errors in line.
In short, if you, as a pilot, fly your aircraft correctly, and your Air Bomber aims correctly, you automatically look after “line”. Your stick length looks after “range”.
There is another error present in [underlined] both [/underlined] exercises, and the main clue to finding it is in the above article. Bombing Leaders, Bombing Analysis Officers and Air Bombers – DO YOU KNOW WHAT THAT ERROR IS??? The answer is in another column!!!
RESULTS OF COURSES
F/O Baker (207) was 10th on No.89 Course with “B” Category.
F/O Arkieson (630) was 6th on No. 89 Course with “B” Category.
F/O Wilkie (1661) was 6th on No. 90 Course with “B” Category.
F/O Thomas (617) was 7th on No.90 Course with “B” Category.
F/O Points (61) failed to qualify as a Bombing Leader, obtaining a “C” Category.
Congratulations to F/O Soaper (5 L.F.S.) and P/O Alley (1654 C.U.) on obtaining 1st and 2nd places respectively on No.37 A.B.I. Course.
5 GROUP NEWS. NO.25. AUGUST, 1944. PAGE 12
[Page break]
AIR BOMBING (CONT.)
[Underlined] CREW CATEGORISATION [/underlined]
[Table of Crew Categorisation by Base]
A+ = 85 yards or less. A = 140 yards or less
B = 210 yards or less. C = 280 yards or less
D = Over 280 yards.
Congratulations to 50 Squadron on obtaining the 2 A+ categories!
[Underlined] “GEN” FROM THE SQUADRONS [/underlined]
[Underlined] F/L Campbell, D.F.C. (9 Sqdn) [/underlined] reports that No. 9 Squadron is now fully equipped with Mk. XIVA bombsights, and intend to win the Competition in September. At present they are having “teething” troubles.
[Underlined] F/O Clegg (619 Sqdn) [/underlined] is commencing a photographic album, 18” x 18”, in which is to be inserted the best photograph on any operation obtained by any one crew. Alongside the photograph is written such “gen” as bearing and distance from A.P., bearing and distance of markers from A.P. and marking technique etc.
Apologies are due to A/Cdre Sharpe, 54 Base, who carried out a dive bombing exercise in a Lightning during last month, averaging 9 yards for 6 bombs. This information was inadvertently missed last month.
[Underlined] “GEN” FROM THE RANGES [/underlined]
[Underlined] Wainfleet [/underlined] plotted 4123 bombs dropped by 841 aircraft.
[Underlined] Epperstone [/underlined] plotted 1397 bombs dropped by 242 aircraft.
[Underlined] Owthorpe [/underlined] plotted 1901 bombs dropped by 317 aircraft.
BOMBING LEADERS’ CORNER
S/Ldr Brewer leaves 1660 C.U. to take up duties as Bombing Leader at 83 Squadron.
F/Lt McRobbie takes over 1660 Base Bombing Leader duties.
F/O Kennedy (ex 100 Group) has joined No.49 Squadron’s Bombing Section.
F/Lt McCarthy (467 Squadron) tour expired, has moved to 1654 C.U.
F/Lt Woods has succeeded F/Lt Astbury as Bombing Leader to No.617 Squadron.
[Underlined] BOMBING “LADDER” [/underlined]
617 and 627 Squadrons maintain a Bombing “Ladder”. Top positions this month are as follows:-
617 Squadron 627 Squadron
1st F/O JOPLIN & CREW F/LT BARTLEY & CREW
2nd F/LT ORAN & CREW F/O WHITEHEAD & CREW
3rd F/LT IVESON & CREW W/CDR CURRY & CREW
[Underlined] ?? BOMBING QUIZ ?? [/underlined]
1. Your Computor [sic] Box Compass over-reads by 30 ° on all headings. What type of error would result?
2. A certain type of P.F.F. technique uses sticks of flares. Is it Musical Paramatta, Paramatta, Newhaven or Wanganui?
3. If you land away with your bombs fused with ?? you must inform the Armament Officer immediately. What fuses would be used to necessitate this procedure?
4. Some Squadrons have panels modified so that they have a 32 way distributor and [underlined] two [/underlined] pre-selector boxes. Your first pre-selector box reads:-
[Underlined] PRESELECTOR [/underlined] 1,2,3,4,5,6,7,8,9,10,11,12,13,14,15,16.
[Underlined] STATIONS [/underlined] 7,8,9,2,11,12.
You wish to drop 2 separate sticks of 3 flares; what selector switches would you use for each stick?
[Underlined] WARNING: [/underlined] This is not as easy as it first appears. It is vitally important that crews who have to carry out more than one bombing run, know the answer. SEE THAT YOU DO!!
[Underlined] WERE YOU RIGHT??? [/underlined]
The other error present in the two exercises plotted on the opposite page is a “Linear” error common to both exercises. This was caused by a sluggish D.R. compass.
LINK TRAINER
[Table of Link Trainer Exercises by Conversion Unit and Base/Squadron]
There was a slight increase in Pilot’s Link Times for the month but Flight Engineers dropped a little and the overall total was 20 hours less than July. Nos. 9 and 617 Squadrons were engaged on other special practices throughout the month and only Flight Engineers of 617 did any Link. It’s a point to note, however, that the Link flies well on a rainy day – there were several during August.
AIR SEA RESCUE
Two ditchings occurred in the Group during August. Both crews were saved. Neither ditching was “copy book”, nor were the drills up to the required standard, but in each instance, good use was made of the time available.
[Underlined] “G” of 1654 Conversion Unit. 14th August. [/underlined]
This aircraft was engaged on Air to Sea firing on the afternoon of the 14th, when the pilot found he was unable to maintain height at t low altitude because two engines gave trouble on account of fuel shortage.
There was no time to send out distress messages, but the pilot, seeing a trawler, ditched nearby. The ditching was very well carried out and no-one was hurt, though the Flight Engineer and the two Gunners had not reached their ditching stations and therefore were not braced for the impact.
No crew member inflated his Mae West before the impact and no emergency equipment was taken out of the aircraft. The crew was not aware of the existence of a locking pin in the Dinghy Manual Release and as a result of this and the failure of the immersion switch, the dinghy had to be forced out of its stowage.
The crew were picked up by the trawler within 20 minutes and after being transferred to an H.S.L. were taken to Grimsby.
[Underlined] “J” of 97 Squadron. 15th August. [/underlined]
This aircraft was returning from a daylight operation with the two port engines u/s due to enemy action. The Port inner engine failed to feather and its windmilling action together with other damage caused the aircraft to lose height until it ditched just off the Dutch coast.
W/T distress messages were sent out and the aircraft was in V.H.F. contact with the rest of the formation. It was also escorted by the Controller in a Mosquito.
The aircraft ditched successfully and no-one was hurt though the Wireless Operator stayed too long at his set and on impact was caught in the bulkhead doorway. Again in this ditching no crew member inflated his Mae West until after impact, and no emergency equipment was taken out of the aircraft.
Within two hours of ditching A.S.R. aircraft were on the scene and a Lindholme dinghy as well as an airborne lifeboat was dropped. The crew got the airborne lifeboat under way but because of the proximity of the coast, an H.S.L. was sent out an picked up the crew before they had gone very far.
[Underlined] POINTS TO WATCH [/underlined]
(i) Inflate your Mae Wests before impact.
(ii) Get to your ditching stations smartly on the Captain’s order.
(iii) Know where your emergency equipment is and take it with you.
[Underlined] NOTE: [/underlined] Due to the fact that no emergency equipment was got out of the aircraft and that the crews concerned did not inflate their Mae Wests until after impact (some members were stunned in each case) both these ditchings might have had sadder endings had not weather and light conditions been so favourable.
For the sake of your own lives don’t be half-hearted about your Safety Drills.
PRACTICE IN SAFETY DRILLS IS MORE EFFICIENT AND LESS EXPENSIVE THAN LIFE INSURANCE.
5 GROUP NEWS. NO.25. AUGUST, 1944. PAGE 13
[Page break]
OPERATIONS
August started with three abortive attacks on Siracourt, La Beteque and Mont Candon. Unfortunately all three areas were cloud covered and aircraft brought their bombs home.
[Underlined] BOIS DE CASSAN – DAY, 2ND AUGUST. [/underlined]
Master Bomber:- S/L. Owen
PLAN 100 Lancasters were to attack this target visually using Oboe Markers as a guide on their bombing run. The majority of crews bombed visually and only a few reported seeing the Oboe markers.
RESULTS Partial P.R.U. cover obtained shows that the Northern half of the target was obliterated.
[Underlined] TROSSY ST. MAXIMIN – DAY, 2ND AUGUST. [/underlined]
Master Bomber :- W/C. Simpson
PLAN The target was marked by P.F.F. Oboe Mosquitoes. The 94 Lancasters and 2 Mosquitoes attacked in conditions of 3-7/10ths patchy cloud.
RESULTS P.R.U. and strike photographs reveal fresh damage in the target area, a large rectangular building partially wrecked, and a number of craters to the South and South East of the target area.
[Underlined] TROSSY ST. MAXIMIN – DAY, 3RD AUGUST. [/underlined]
Master Bomber:- W/C. Porter (Lanc.)
PLAN The aiming point was marked by Oboe Mosquitoes and crews were to bomb visually using these as a guide.
RESULTS 1 Group attacked this target 15 minutes before 5 Group, and consequently the aiming point was difficult to identify, owing to thick smoke in the target area. P.R.U. cover showed the area to have been well plastered, and certainly one and possibly three of the tunnel entrances were blocked.
[Underlined] ST. LEU – DAY, 5TH AUGUST. [/underlined]
Master Bomber:- W/C. Woodroffe
PLAN The aiming point was to be marked by both Oboe and 54 Base Mosquitoes and 189 Lancasters were detailed to bomb visually using the markers as a guide.
RESULTS 6/10th cloud at the target made bombing difficult. The majority of crews made runs from land marks in the target area, and consequently bombing was scattered. P.R.U. cover shows further subsidence round the Southern entrance to the caves, and road and rail communications leading to the entrance were blocked.
[Underlined] BOIS DE CASSAN – DAY, 6TH AUGUST [/underlined]
PLAN This Flying Bomb Storage target was to be marked by Oboe Mosquitoes and 101 aircraft were to attack the aiming point visually.
RESULTS This attack was unsuccessful due to the force running into heavy Cu.b. cloud on track about 20 miles from the target. The force became disorganised, and many aircraft returned to Base because they heard an order from the Master Bomber over R/T to do so. Considerable interference was present and the Master Bomber is missing so that it is impossible to check this order. 39 aircraft carried on and bombed the target which was clear. Fighter escort found their task extremely difficult with the result that more than 12 of our aircraft were attacked by enemy fighters in the target area. Two enemy aircraft were claimed destroyed and three damaged, while the fighter escort without loss, destroyed two and damaged two.
P.R.U. cover showed that what bombing took place was good and the storage units and buildings immediately South of the aiming point were hit.
[Underlined] SECQUEVILLE BATTLE AREA – 7/8TH AUGUST. [/underlined]
PLAN This target was planned to assist land forces. In all, five aiming points were marked by Oboe Mosquitoes. The first phase of the bombing went according to plan, but after five minutes the Master Bomber ordered crews back to Base as smoke was making bombing impossible.
RESULTS The attack, though generally concentrated around the aiming point spread to the North/North East for a distance of approximately 1500 yards.
[Underlined] CHATTELERAULT – 9/10TH AUGUST. [/underlined]
Master Bomber:- W/C. Woodroffe (W.A/P) W/C. Simpson (E.A/P)
PLAN On this attack two aiming points were allotted and a common marking point was selected. One force was to use an over-shoot and the second force a vector. Marking to be carried out by 54 Base.
RESULTS Marking was difficult and was delayed due to hazy conditions. The marking point however, was eventually marked with reasonable accuracy and both Master Bombers ordered their forces to attack as planned. After five minutes bombing the markers became obscured by smoke and further T.I’s were dropped; these undershot by some 20 yards, and fresh bombing instructions were given to each force, who completed their bombing.
P.R.U. cover shows storage areas around both aiming points to be heavily cratered. The effect of blast and fire is seen over a considerable area. This attack shows that although a minimum quantity of marking is necessary for a good concentration, initial marking should be adequate to ensure that it will stand the smoke caused by subsequent bombing.
[Underlined] BORDEAUX – 10/11TH AUGUST. [/underlined]
Master Bomber:- S/L. Owen
PLAN The aiming point was marked direct by Green T.I’s. Again there was some trouble from smoke and further backing up was ordered. Owing to crew manipulation error, incorrect switches were selected and the markers fell in a long stick, approximately 1,00 yards wither side of the aiming point. Bombing however, continued on the concentration of markers.
RESULTS P.R.U. photographs show the Eastern bank of the river to be heavily cratered and severe damage caused to an oil and petrol storage park and also to corn silos and warehouses. This is an occasion when bad drill on the part of a member of a crew can cause scatter to what might have been an extremely concentrated attack.
[Underlined] BORDEAUX – DAY, 11TH AUGUST [/underlined]
Master Bomber:- W/C. Woodroffe
PLAN The Master Bomber dropped yellow T.I. cascading on the aiming point. This was to serve as a guide for crews in the run-up. A visual vector point was selected and a vector wind broadcast by the Master Bomber.
RESULTS The attack went according to plan and a good concentration was reported, although P.R.U. cover showed little damage to the submarine pens.
[Underlined] GIVORS – 11/12TH AUGUST [/underlined]
Master Bomber:- (Northern Aiming Point) W/Cdr Simpson (Southern Aiming Point) S/Ldr Owen
PLAN Two aiming points were detailed for this target.
(i) Marshalling Yard to the South (Red Aiming Point).
(ii) Junction to the South (Green Aiming Point).
On the Northern aiming point vector bombing was employed and on the Southern direct bombing of the aiming point.
RESULTS On the Northern Aiming Point some uncertainty existed about the accuracy of marking. The force was instructed to stand off for five minutes and instructions were passed to backers up. Backing up was not accurate and a large concentration of markers resulted. Master Bombers ordered the crews to bomb the M.P.I. of the markers, which formed a triangle with sides about 500 yards, with zero wind. The correct wind vector, however, should have been 214/13 m.p.h. on the Southern Aiming Point, but bombing was completed before the Deputy Master Bomber realised his error. The direct marking went according to plan and accurate bombing followed. P.R.U. cover shows that the attack was fairly successful and that damage was inflicted around both aiming points.
[Underlined] BRUNSWICK – 12/13TH AUGUST. [/underlined]
PLAN This attack was of an experimental nature to determine the accuracy of blind bombing on H2S.
RESULTS P.R.U. cover shows some fresh incidents in the town but these are mostly scattered. There is one small concentration in the Northern part of the city.
[Underlined] RUSSELSHEIM – 12/13TH AUGUST [/underlined]
PLAN Approximately 200 aircraft of this and other Groups were to attack the Opel Works at Russelsheim. A Master Bomber was provided by P.F.F. and the aiming point marked by controlled Paramatta.
RESULTS The markers were rather scattered and although results were difficult to assess it would appear that bombing was not
5 GROUP NEWS. NO. 25. AUGUST, 1944. PAGE 14
[Page break]
OPERATIONS (CONTINUED)
particularly concentrated. P.R.U. cover shows that new damage was caused to the South West area of the target although fires spread to woods some three miles away and to residential property to the South East.
[Underlined] FALAISE – 12/13TH AUGUST [/underlined]
PLAN 25 aircraft from this Group were called for at short notice, together with 85 aircraft of other Groups to attack land positions in support of our land forces. Musical marking was carried out by P.F.F.
RESULTS P.R.U. shows very heavy cratering around the aiming point, with very few loose sticks.
[Underlined] BORDEAUX – 13TH AUGUST [/underlined]
PLAN 20 aircraft of 53 Base were detailed to attack oil storage. There was no marking and all crews identified the aiming point and bombed visually.
RESULTS Although several sticks were reported to have straddled the aiming point and strike photographs show bomb bursts in close proximity, P.R.U. cover showed only minor damage to the aiming point.
[Underlined] QUESNEY – 14TH AUGUST [/underlined]
PLAN This was a large scale attack in which Bomber Command gave support to our land forces. Aiming points were marked by Oboe Mosquitoes and as our troops were only approximately 2000 tards from the aiming point, accurate bombing was essential.
RESULTS Crews bombed either markers or the upwind edge of the area of smoke. Apart from one stick which appeared to fall about 600 yards North of the markers, bombing was concentrated. P.R.U. photographs taken show that the area was saturated and severe destruction inflicted.
[Underlined] BREST – EVENING, 14TH AUGUST [/underlined]
Shipping in Brest Harbour was the target for 130 aircraft of this Group. Targets were assigned as follows:-
No.52 Base – a hulk
No.53 Base - a tanker
Nos. 54 and 55 Bases – a cruiser
PLAN All crews were to bomb visually, no markers being dropped. The Master Bomber was to precede the force to the target and broadcast the direction and lie of the ships.
RESULTS Weather at the target was clear and all Bases claimed a proportion of hits on their aiming points. P.R.U. photographs taken on the 15th August at almost half tide showed that:-
(i) The hulk was still afloat.
(ii) The tanker was awash.
(iii) The cruiser had disappeared.
Photographs taken the following day show an object in the former position of the cruiser, which may be its wreck.
GILZE RIJEN AND DEELEN AIRFIELDS – 15TH AUGUST
These airfields were allotted to this Group with approximately 100 aircraft on each.
PLAN 54 Base Mosquitoes were to drop cascading yellow T.I’s on each aiming point and these were to be used as a guide to visual bombing. The aircraft were to fly in company, led by 54 Base.
RESULTS All crews were able to identify and bomb the target visually and heavy damage was inflicted on both targets.
[Underlined] STETTIN – 16/17TH AUGUST. [/underlined]
PLAN Approximately 450 Bomber Command aircraft were to attack Stettin with full P.F.F. Marking. The marking in the early stages was reported as accurate but as the attack progressed, the marking became more scattered. The Master Bomber controlled the operation as the situation demanded although bombing spread back on track and to some woods to the North West of the target.
RESULTS From P.R.U. photographs taken, devastation could be seen through a gap in the cloud, but the extent of this has not as yet been ascertained.
[Underlined] BORDEAUX – 18TH AUGUST [/underlined]
PLAN 25 Lancasters were to attack oil storage – all bombing to be carried out visually.
RESULTS The weather was clear but hazy. The attack was scattered due to accurate heavy flak, making a steady bombing run almost impossible.
[Underlined] L’ISLE D’ADAM – 18TH AUGUST. [/underlined]
PLAN 160 aircraft were despatched to attack a supply depot in the forest of the L’Isle D’Adam. Oboe Mosquitoes were to mark a point three miles from the target to assist crews on their run-up. Two aiming points were allotted which were marked by 54 Base Mosquitos dropping smoke bombs.
RESULTS All crews were able to bomb visually and P. R. U. photographs show the target area to be heavily cratered.
[Underlined] LA PALLICE – 19TH AUGUST [/underlined]
PLAN 51 aircraft of 53 Base were to attack oil storage installations. All bombing to be carried out visually.
RESULTS Cloud made target observation difficult and the attack was somewhat scattered, although some bursts were observed near the oil storage depot.
[Underlined] DARMSTADT – 24/25TH AUGUST [/underlined]
Master Bomber:- S/L. Owen
PLAN This town was to be attacked by the Group in strength. A point in the centre of the town was to be marked and each Base to use a separate false vector so that bombing would be well distributed over the town centre, around the aiming point.
RESULTS Weather conditions were perfect, and flares, although doubtful at the time, were proved by photographs to have been dropped accurately. Difficulty was experienced by the visual markers in identifying the aiming point. This was eventually recognised but before the Mosquitos could manoeuvre into position and carry out marking, the last of the flares had died out. The Master Bomber had to return early due to failure of VHF and Deputy 1 and Deputy 2 were shot down before reaching the target area. The main force therefore arrived at the target without a Master Bomber. In the absence of any marking and control, W/T Link 3 took charge and ordered the force to bomb on instruments.
P.R.U. photographs show some incidents scattered throughout the built up area. Although there was no control at the target, and the main reason for failure of the attack was due to no marking being down; the weather was favourable and the flares were accurate, and this case proves that it is impossible to spend too much time on careful study of target photographs. The visual marker, has only at the best a fleeting glance of the aiming point and he must arrive at the target with a complete and real picture in his mind of the aiming point and land marks in relation thereto.
[Underlined] KONIGSBERG – 26/27TH AUGUST [/underlined]
Master Bomber:- W/C. Woodroofe
Konigsberg was singled out for attention by 5 Group, 174 aircraft from all Bases being detailed. Weather at the target was clear, visibility good.
PLAN The normal 5 Group technique of illumination was employed, the aiming point to be marked visually and backed up if accurate. Crews were to bomb T.I’s direct.
RESULTS Illumination was punctual, three markers identifying the target simultaneously, and dropping their markers together. The first was 350 yards North West of the aiming Point, the second 1200 yards to the North East. The Master Bomber dropped his own markers about 500 yards East of the aiming
[Underlined] O.R.S. ANALYSIS OF RAIDS [/underlined]
(a) Percentage of loose bombs.
(b) Radius of 50% circle (i.e. half the bombs dropped fell more than this distance from the centre of concentration).
(c) Distance of M. P. I. from Aiming Point.
[Table of Analysis of Raids]
5 GROUP NEWS. NO.25. AUGUST, 1944. PAGE 15
[Page break]
OPERATIONS (CONTINUED)
point and midway between the two previous markers. He then ordered the backers up to back these up, but the first backer up disobeyed these instructions and backed up those which had fallen 1,200 yards to the North East, which he believed to be accurate. The Master Bomber was not aware of this misplacement of the concentration and once the bombing started he found assessment difficult due to glare. As a result the concentration of bombing fell to the North East of the aiming point. This failure proves two points, firstly that the technique of one aircraft marking and this marking being assessed is the only way to achieve success. The fact that three markers dropped their load together was the primary cause for the great spread in bombing. Secondly, had the backer up obeyed the Master Bomber’s instructions implicitly, then the attack would have been misplaced by some 500 yards instead of 1500yards. There must be one Controller only at the target, and his orders must be obeyed rigidly.
[Underlined] KONIGSBERG – 29/30TH AUGUST [/underlined]
Master Bomber:- W/C Woodroffe.
Another heavy attack was despatched against this target the following night, and it was hoped on this raid to make up for the failure of the previous raid. 8-10/10ths strato cu, base 11,000 feet was encountered at the target.
PLAN The marking force was allowed 12 minutes to illuminate and mark the target. On this attack a marking point was chosen, and was to be marked visually with Red and Green T.I’s. Each Base was allotted a separate heading of attack and release of bombs was delayed for varying time intervals, in order to get a good distribution of bombs around the aiming point.
RESULTS The attack went according to plan and P.R.U. photographs show that almost the entire built up area of the city has been devastated, except for two small areas. This area of devastation, almost entirely by fire, stretches nearly 3,000 yards from East to West, and 2,000 yards from North to South. This area is confined to the main built up area of the city and does not extend West of the railway bridge across the river.
[Underlined] ROLLENCOURT, AUCHY LES HESDINS, BERGENEUSE – 31ST AUGUST [/underlined]
Three forces of aircraft were despatched from the Group to attack the above three flying bomb targets.
PLAN In each case 54 Base Mosquitos were to drop smoke markers as a guide for visual bombing. Weather was uncertain and aircraft were instructed to orbit if the targets were temporarily obscured by cloud.
RESULTS Some orbiting was necessary, but all three attacks were carried out according to plan. Bombing on each target was fairly concentrated and P.R.U. cover gives evidence of very extensive damage.
The most successful attack of these three was on Rollencourt.
SPECIAL OPERATIONS
[Underlined] ETAPLES – 4TH AND 5TH AUGUST [/underlined]
617 and 9 Squadrons attacked the railway bridge at Etaples in daylight on August 4th. The weather over the target was clear although some patches of cloud were encountered on the run-up.
RESULTS Photographic cover shows that four direct hits were scored on the double track bridge, whilst the single track bridge also sustained damage.
This bridge was attacked by 9 Squadron on the following day, but although conditions were good the attack was generally disappointing. Due to a miscalculation on the part of the formation leader the actual bombing heading carried out was almost parallel to the bridge itself, and consequently 75% of the sticks burst to the West of the bridge. Although there are two possible fresh hits on the Southern end of the target, the attack must be considered a failure due to the wrong heading of approach.
[Underlined] BREST – 5TH AUGUST [/underlined]
On the 5th August 617 Squadron attacked the submarine pens at Brest with 12,000 lb. bombs. Aiming was visual and weather at the target was good.
RESULTS P.R.U. cover confirms at least five direct hits on the pens, of which three were definite penetrations.
[Underlined] LORIENT – 6TH AND 7TH AUGUST [/underlined]
On this attack 617 Squadron were supported by No. 106 Squadron and had submarine pens for their target in daylight. The 617 Squadron leader was to drop two red T.I’s as areas markers to assist visual bombing.
RESULTS It is believed that at least two direct hits were scored on the submarine pens with a number of near misses. P.R.U. photographs show four hits on the wet pens and further damage caused by 12,000 pounders between the wet and the dry pens.
617 and 9 Squadrons were detailed to attack this target the following day, but weather prevented visual bombing and bombs were brought back to base.
[Underlined] LA PALLICE – 9TH AUGUST [/underlined]
In this attack 617 Squadron were allotted the submarine pens whilst 9 Squadron were given adjacent oil installations. A 9 Squadron aircraft was to precede the main force by 20 minutes to find a bombing wind by means of the API attachment. All bombing was to be carried out visually.
RESULTS [Underlined] 617 Squadron. [/underlined] 12 x 12,000 lb. bombs were dropped and P.R.U. cover confirms that a direct hit or hits on the S.E. corner of the pens caused a collapse of the roof over an area of 240 feet x 120 feet. There were also three further direct hits with possible penetration.
[Underlined] 9 Squadron [/underlined] reported the attack to have been fairly successful although many under-shoots and over-shoots were reported. The storage tanks are not therefore thought to have received the full weight of the attack.
[Underlined] LA PALLICE – 11TH AUGUST [/underlined]
The submarine pens were again the target for 617 Squadron who were carrying 2,000 lb. A.P. bombs. Bombing was to be carried out visually from beneath 16 and 18,000 feet.
RESULTS The bombing was accurate although smoke tended to become troublesome towards the end of the attack. P.R.U. cover shows at least four hits although none of these appear to have penetrated the roofs of the pens.
[Underlined] BREST – 12TH, 13TH AND 14TH AUGUST [/underlined]
Continuing the attacks against submarine pens, 617 Squadron visited Brest in a daylight attack in which 8 x 12,000 lb bombs were to be aimed visually at the aiming point.
RESULTS Weather at the target was clear and only one bomb reported to be wide of the target. P.R.U. cover shows that two bombs penetrated the roof, one in the centre making an opening of almost 50 feet across, whilst a third has taken off part of a corner of the roof at the Western side. There are two other possible hits which have not penetrated the roof.
[Underlined] 13TH AUGUST [/underlined]
On the following day 9 Squadron supported 617 Squadron in a second attack on the pens and shipping in the harbour. 5 x 12,000 lb. bombs were carried, the remaining loads being made up of 1,000 lb. A.P. bombs.
RESULTS P.R.U. cover reveals one direct hit which may have penetrated the pens, with two other very near misses close to the Northern wall.
9 Squadron were allotted a tanker in the harbour whilst aircraft of 617 Squadron were to attack the cruiser. P.R.U. cover showed that the cruiser was still intact, but that the tanker was awash at the stern and was resting on the bottom.
[Underlined] 14TH AUGUST [/underlined]
The cruiser was the target for 617 Squadron whilst 14 Lancaster of 9 Squadron were to attack a hulk which had been towed into the harbour. Weather was clear at the target. Bombing was not as good as had been experienced in previous attacks and P.R.U. cover showed that both vessels were still intact and undamaged after the attack.
[Underlined] LA PALLICE, 16TH AND 18TH AUGUST [/underlined]
617 and 9 Squadrons were detailed to attack the submarine pens but 9/10ths cloud was encountered at the target and the attack was abortive. On the 18th August, however, the Squadrons paid a second visit in good weather conditions. 6 x 12,000 lb. bombs were carried, the remaining aircraft carrying 2,000 lb. and 1,000 lb. A.P. bombs.
RESULTS P.R.U. cover shows at least one hit and possibly two on the roof of the pens by the 12,000 lb. bombs, but no bombs
5 GROUP NEWS. NO.25. AUGUST, 1944. PAGE 16.
[Page break]
OPERATIONS (CONTINUED)
appear to have penetrated.
[Underlined] IJMUIDEN – 24 TH AUGUST [/underlined]
Enemy E and R Boat pens were the target for 617 and 9 Squadrons in a daylight attack when 12,000 lb. bombs and 1,000 lb. bombs were carried. The attack was carried out in clear weather.
RESULTS All crews were able to identify the aiming point and bombing appeared concentrated. P.R.U. cover shows one hit in the Western half of the pen which has penetrated into the pen and blown out a large portion of the rear.
[Underlined] BREST – 27TH AUGUST [/underlined]
A hulk and Sperrbrecher were detailed for 617 and 9 Squadrons respectively for a daylight attack. Weather at the target was clear with slight haze. All crews to bomb visually.
RESULTS Hits were claimed by both squadrons on their aiming points, and these are confirmed by P.R.U. cover, which was taken on the same day. This revealed that the hulk has disappeared and that there are signs of mud displacement around the position of this vessel. The Sperrbrecher is still afloat with much debris on the decks.
Wishful Thinking
I saw a Service switchboard,
A most amazing sight,
It filled me with deep wonderment,
And thrilled me with delight.
For dainty creatures fingered
Their cords with grace and charm,
And [underlined] rarely [/underlined] gave wrong numbers,
And [underlined] never [/underlined] lost their calm.
They all had silvery voices,
Melodious and untarnished,
And each had lovely finger-nails,
Not one of which was varnished.
Their speed was quite phenomenal,
Their tact a perfect joy;
Their supervisor sat at ease,
With nothing to annoy.
They never cut subscribers off,
They always saw calls through,
And never, never argued
With their clients as others do.
Their calm serene detachment,
No traffic could abate.
They scarcely ever faltered
Or were known to hesitate.
A vision so astounding
Pure phantasy did seem.
The shock it gave awoke me
And dispersed my precious dream.
Anon. (Circa 1944)
HONOURS & AWARDS (CONTINUED)
NON IMMEDIATE AWARDS (Continued)
[Underlined] 97 SQUADRON [/underlined]
F/Lt E.F. CAWDERRY, D.F.C. Bar to D.F.C.
P/O J.K. BELL D.F.C.
F/O W.H. BENTON D.F.C.
P/O J.P. DOWN, D.F.M. D.F.C.
F/O R.M. NELSON, D.F.C. Bar to D.F.C.
F/Lt C.B. OWEN D.F.C.
F/O W.G. WISHART, D.F.C. Bar to D.F.C.
F/Sgt SMITH D.F.C.
A/F/O B.J. LINDSAY D.F.C.
F/O P.J. CRANE D.F.C.
[Underlined] 106 SQUADRON [/underlined]
F/O A. ROMANO D.F.C.
F/O J.R. GLAZEBROOK D.F.C.
F/O W.G. SEYMOUR D.F.C.
F/Sgt J.V. BEVAN D.F.M.
F/Sgt A.M. McKIE D.F.M.
F/Sgt G. HOYLAND D.F.M.
F/Sgt R.A. SNOWDEN D.F.M.
Sgt J.S. WILLIAMS D.F.M.
[Underlined] 207 SQUADRON [/underlined]
F/O G.G. FURNISS D.F.C.
F/O G.R. ANDREWS D.F.C.
P/O F. COLLIS D.F.C.
P/O F.J.A. REDMAN D.F.C.
P/O V.J. GLANN D.F.C.
P/O A.G.R. UDSON D.F.C.
F/Sgt E.J. DAWISON D.F.M.
F/Sgt C. ALLSOP D.F.M.
F/Sgt R. EDWARDS D.F.M.
F/Sgt R.S.J. CAPON D.F.M.
F/Sgt G.J. SCUFFINS D.F.M.
F/Sgt F.W. LOGAN D.F.M.
Sgt C. GIDMAN D.F.M.
Sgt A.H. ALLISON D.F.M.
Sgt W.H.A. YOUNGS D.F.M.
Sgt H.G. HALL D.F.M.
[Underlined] 463 SQUADRON [/underlined]
F/Sgt D.A. BROOM D.F.M.
P/O A.R.S. BOWMAN D.F.C.
F/Sgt M.C.J. BARBER D.F.M.
F/O F.L. MERRILL D.F.C.
P/O J.F. FREEMAN D.F.C.
W/O K.F. FLUTE D.F.C.
Sgt E.F. MARTIN D.F.M.
[Underlined] 467 SQUADRON [/underlined]
P/O H.W. COULSON D.F.C.
P/O W. MACKAY D.F.C.
P/O W.L. GIBBS D.F.C.
P/O G.B. QUARTERMAINE D.F.C.
P/O J.W. McMANUS D.F.C.
[Underlined] 619 SQUADRON [/underlined]
P/O P. BUTLAN D.F.C.
P/O L.J. WARNER D.F.C.
P/O J.C. DOUGHTERY D.F.C.
F/O F.C. SECKER D.F.C.
P/O F.L. CHIPPERFIELD D.F.C.
P/O R.W. OLSON D.F.C.
[Underlined] 627 SQUADRON [/underlined]
F/O J.A. SAINT-SMITH, D.F.M. D.F.C.
F/O G.B. HEATH, D.F.M. D.F.C.
[Underlined] 630 SQUADRON [/underlined]
P/O N.W. HILL D.F.C.
P/O H.C. RODGERS D.F.C.
F/O F.D. SPENCER D.F.C.
F/Sgt A.W. JEFFREY D.F.M.
F/Sgt G.A. DAVIES D.F.M.
FLYING CONTROL
Successful trials at Dunholme Lodge of an addition to the present landing scheme have resulted in its introduction throughout the Group. The addition has been effected by bringing back the call-up point to the funnel and renaming the existing call-up point “CHECK” where the pilot does actually check his Stud ‘B’. This has entailed an amendment to the Plus 1/2 and Plus 1 position which are now defined as QDM of runway plus 90 degrees. The additional position gained by moving the call-up point has minimised stacking and given the pilots further time in which to adjust their positions. The major gain made by the move is, however, that at all airfields the call-up point is very definitely marked by the first lead-in light.
Experiments are being conducted at Waddington with “American High Lights”, located in the centre of the airfield to define the various positions on the circuit. These lights give a beam of 15°and are of the type now being installed at Winthorpe for runway lighting in conditions of poor visibility.
Following the success of Spilsby’s experiment of utilising the second Duty F.C.O. to “shepherd” the aircraft on the circuit, the practice is to be made general throughout Group. “Shepherding” has resulted in regular spacing with consequent greater safety margin and improved landing times. In effect, the F.C.O. “talks down” the aircraft. For weather protection, Spilsby have given the F.C.O. a m/u turret on the roof. Their lay-out and the method of control used are worth seeing and will well repay a visit.
Landing times can still be much improved. Aircraft are still arriving at irregular intervals. S.F.C.O’s must continue to impress on crews at briefing the essential point of a regular flow of aircraft on return. Spasmodic “bunching” and unnecessary delay break down the whole principle upon which the landing scheme is based. Crew drill can give the same regular flow to one squadron airfields as to two squadron airfields, and crew drill is solely dependent on discipline of the highest order.
One final point about overshoots. The airfield controller has a large responsibility in that final instructions to overshoot if necessary will emanate from him. Although the airfield controller will always err on the safe side, there are still far too many instances of aircraft being instructed to overshoot, when in actual fact they could land with safety. This is proved time again by the fact that the overshooting aircraft rarely overhauls the aircraft on the runway until is clearing the runway.
It is also realised that the airfield controller finds difficult to access the range of approaching aircraft solely by means of
(Contd. In Col.1)
(Contd. From Col.3)
navigation lights. To assist them therefore simple range finders will be provided.
S.F.C.O’s should point out to airfield controllers that an overshoot is not without a certain amount of risk, and that whenever possible aircraft should be allowed to land, and not just be given instructions to overshoot in order to be on the safe side.
[Underlined] AUGUST LANDING TIMES [/underlined]
[Table of Landing Times by Station]
5 GROUP NEWS. NO.25. AUGUST, 1944. PAGE 17
Dublin Core
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Title
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V Group News, August 1944
5 Group News, August 1944
Description
An account of the resource
Five Group Newsletter, number 25, August 1944. Includes a foreword by the Air Officer Commanding, and features about sports, engineering , war effort, gunnery, training, equipment, photography, gardening, war savings, second thoughts for pilots, honours and awards, signals, armament, navigation, radar navigation, air bombing, air sea rescue, link trainer, operations, special operations, flying control, wishful thinking, tactics, accidents, and the Stirling.
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
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1944-08
Contributor
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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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18 printed sheets
Language
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eng
Type
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Text
Identifier
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MStephensonS1833673-160205-29
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
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France
Germany
Great Britain
Netherlands
Atlantic Ocean--Bay of Biscay
England--Lincolnshire
France--Brest
France--Creil
France--Etaples
France--Falaise
France--Hesdin
France--La Pallice
France--L'Isle-Adam
France--Lorient
France--Pas-de-Calais
France--Siracourt
Germany--Braunschweig
Germany--Darmstadt
Germany--Königsberg in Bayern
Germany--Rüsselsheim
Netherlands--Arnhem
Netherlands--IJmuiden
Netherlands--Tilburg
Poland--Szczecin
France--Bordeaux (Nouvelle-Aquitaine)
Poland
Temporal Coverage
Temporal characteristics of the resource.
1944-08
1944-08-03
1944-08-07
1944-08-08
1944-08-14
1944-08-15
5 Group
air gunner
air sea rescue
aircrew
bomb aimer
bombing
bombing of Luftwaffe night-fighter airfields (15 August 1944)
Bombing of Trossy St Maximin (3 August 1944)
Distinguished Flying Cross
Distinguished Flying Medal
Distinguished Service Order
ditching
flight engineer
Gee
H2S
Heavy Conversion Unit
Lancaster
mine laying
navigator
Normandy campaign (6 June – 21 August 1944)
Oboe
pilot
radar
rivalry
sport
Stirling
tactical support for Normandy troops
training
wireless operator
-
Dublin Core
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Stephenson, Stuart
Stuart Stephenson MBE
S Stephenson
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IBCC Digital Archive
Identifier
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Stephenson, S
Description
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.
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
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Transcription
Text transcribed from audio recording or document
Base [underlined] Int [/underlined]
Wadd 9
Skell 10
[Indecipherable]
Base 1
minuted
V GROUP NEWS V
APRIL 1944 [deleted] CONFIDENTIAL [/deleted] NUMBER 21
FOREWORD by A.O.C.
Last month I said that it was up to us to undertake the training and to give the thought necessary to prove that we were right in our view that night bombing could be made more accurate than day bombing. During April we have gone a long way towards furnishing the proof. The concentration of bombs which was achieved during some of the attacks, notably those on the marshalling yards at La Chappelle and Juvisy, and against some of the small aircraft factories, was outstanding, and probably represents the greatest weight of bombs in a small areas which has yet been achieved in this war.
By previous standards, therefore, our results have been excellent. But there is still much more to be done before we can afford to be satisfied. We can, however, say that the system of marking, which was pioneered by W/Cdr Cheshire and 617 Squadron, has been applied with success to larger operations, including the highly successful attack on Munich. Nevertheless, in all our attacks during April we inflicted less damage than could have been caused by the weight of bombs carried, and I want crews to think carefully over the reasons which I outline below and to take note of the remedies which are being applied.
[Underlined] Communications [/underlined]
On nearly all targets a proportion of the effort was misplaced due to a failure in communications. It is recognised that the T.R. 1196 operates on an unsuitable frequency and cannot be relied upon. Furthermore, the wireless link which, on occasions, has proved highly satisfactory, is not well suited to the transmission of anything except short instructions in a pre-arranged code. The solution to these communication problems is the introduction of V.H.F. throughout the Group and this policy has now been approved by the Air Ministry although some little time must elapse before all squadrons are fitted. In the meantime, Wireless Operators must ensure a very high degree of efficiency in handling communications.
[Underlined] Smoke [/underlined]
The smoke given off by the bombs has, on many occasions, obscured, or partially obscured, the markers and has made bomb aiming exceedingly difficult during later stages of an attack. Delay action fuses will soon be available once more and their use on certain types of target will ensure that the aiming point is clearly visible throughout the whole run up. An additional method of avoiding the smoke nuisance by aiming off, is described below.
[Underlined] Bombing Errors [/underlined]
There is no doubt that crew bombing errors are still too large and that the pattern of bombs plotted around these precision targets bears a remarkably close relationship to the pattern of bombs plotted around the practice targets at Wainfleet. A proportion of crews obtain good results up to the performance of the sight, which is well under 100 yards. Other crews seem content with results between 200 and 300 yards and a small proportion manage to drop bombs at even greater distances from heights of 10,000 feet or below. There are many causes for these errors but all can be remedied if crews determine that every load of bombs carried out of this country shall fall fair and square on the aiming point.
In the past, the majority of errors in practice bombing have been due to wrong winds, but this source of error should be virtually eliminated by the introduction of the A.P.I. wind finding method. This method will also be used by selected crews on operations so that the bombing winds transmitted to the main force should be more accurate than in the past.
A further source of bombing error has been unserviceable instruments and many Air Bombers are still failing to take the close personal interest in their bombsight which is essential if they are to obtain good results. Although the Instrument Repairer forms the fourth member of the bombing team, it is the Air Bomber who uses the instrument and who must ensure that any difficulties, however trivial, are immediately reported so that they can be put right.
A third main source of error arises out of the manner in which the Pilot flies the aircraft. I find that a number of pilots are still attempting to turn the aircraft flat when making their final corrections during the run up and I can only say to them that such action may easily throw the bombs off by 100 or 200 yards, and that every turn, however small, must be made with the appropriate angle of bank. Far better not to turn at all at the last moment rather than risk a sked. Even a skid of 2° or 3°.
Finally there are errors due to the Air Bomber. Errors which can only be avoided by constant practice in directing the pilot over objects on the ground on every flight; by learning how to adjust in plenty of time for a drift greater or less than that set on the sight. This will become of increasing importance with the introduction of the technique described below.
The accumulative effect of all these errors results in the employment of too many aircraft on each attack, or, put another way, we knock out too few targets each night with the force available. There are many targets which could be destroyed with the effort of a single squadron if the bombing errors could be reduced to 100 yards. These are targets which, at present, have to be attacked by a Base.
I have referred above to the new technique which is being introduced for attacks against small targets on which it is essential that the whole weight of bombs should fall. In the past we have endeavoured to put a marker on the aiming point and, if there were two or more aiming points to put down two or more markers. Examples are some of the railway marshalling yards, or the dispersed hangars making up the aircraft factories at Toulouse. There are several disadvantages in this method of marking. First, the markers often fall through the roofs of buildings and are consequently difficult to see. Secondly, they may be blown out by the concentrated bombing which follows or, if not blown out, obscured by smoke.
It is now proposed that the markers shall be laid by Mosquitos on the upwind edge of the target and that the bombs shall be displaced by the simple expedient of setting a false wind vector on the sight. Recent trials at Wainfleet have shown that a displacement of 300 yards does not unduly complicate the Air Bomber’s run up. If, therefore, the target is 1000 yards long or consists of scattered buildings, one aiming point will be put down and portions of the force will be given different wind settings which will offset their bombs accurately on to the various parts of the target which it is desired to erase. By this means, the target can be scientifically covered and improved results obtained from fewer aircraft.
Success depends, however, on accurate bombing and I would again ask all crews to tackle this problem and to determine that, during May, they will not be satisfied with a bombing error, whether on the practice ranges or against small precision targets, of more than 100 yards from the aiming point or the M.P.I. if a false wind has been applied.
Nothing can more quickly bring this war to a close than the regular achievement of bombing errors of this order.
The arrival in 5 Group of Nos. 83, 97 and 627 Squadrons on attachment from P.F.F. provides the Group with the means of marking targets with great accuracy and I consequently look forward to a steady reduction throughout May in the number of aircraft which have to be detailed for the destruction of these small targets, and by this means to a steady increase in the effective aid which this Group can give in the great offensive which lies ahead.
[Page break]
PROGRESS OF SERVICING
One of the major problems of the Engineering Branch is to maintain large numbers of aircraft which are of very complex design, with a limited number of tradesmen and with the use of the minimum quantity of test equipment. At the same time, the serviceability state must be high; therefore the time taken over periodical maintenance must be short and the work efficiently carried out.
Early in the war the number of really experienced tradesmen was comparatively few. All the men were exceptionally keen, and to make full use of experienced tradesmen on jobs requiring the greatest amount of skill, a reorganisation of the system of aircraft maintenance was effected.
Originally the squadrons on a station worked as independent units, each squadron being divided into two or three flights according to the number of aircraft held. Each of these flights had its own separate maintenance “set up”, with all equipment required for minor and major inspections. Each of these flights also kept its own supply of spares and tools, and minor and major inspections on aircraft were carried out by the ground crew who remained with the aircraft for all purposes including daily servicing.
This was so obviously uneconomical, not only in equipment, spares and tools, but also in the employment of skilled men and expenditure of man hours, that the new scheme was brought into force very soon after the commencement of hostilities.
The maintenance layout then consisted of the Flying Flights and a Maintenance Flight. Squadrons were still maintained as separate units, but the detailed maintenance was carried out in “M” (Maintenance Flight), i.e. minor and major inspections, acceptance checks and engine or power plant changes, whilst in the Flying Flights, daily inspections, refuelling and rectification of petty unserviceability only was necessary. The man power was of course split up accordingly, the more skilled and experienced men forming the maintenance gangs, whilst the men with less experience were employed in the flying flights.
The economy was marked and as can be visualised, only one squadron store, one pool of ground equipment for aircraft inspections and one set of test equipment for the various ancilliary trades were necessary. The economy however which made itself felt as much as anything was the saving of man-hours caused by the use of highly skilled men on detailed maintenance in the Maintenance Flight, with the result that a generally higher serviceability state was achieved.
There was a certain amount of opposition to this scheme by those who though that flights would lose their identity and spirit. This did not happen.
At a later date a further change in maintenance organisation took place. This was the formation of Station Maintenance. The resources of all squadrons on a station were pooled, and a Station Major Servicing Section was formed, catering for all major servicing work for all squadrons on the station.
These two improvements were merely forerunners of the present Base Maintenance Organisation and the advantages from the aircraft maintenance point of view are manifold.
With this scheme, squadrons do not carry out any of the detailed maintenance, this being left to the Base Major Servicing or Repair and Inspection Squadron. All tradesmen with the exception of the daily servicing squadron are controlled entirely by the Chief Technical Officer, so that by far the greatest amount of maintenance work which goes to keep the squadron at a high serviceability figure is carried out by tradesmen who, whilst working for the squadrons may not be known by members of the squadron.
It would appear therefore that those who said that we would lose the Squadron spirit etc., stood a good chance of being correct. These fears were proved groundless; the spirit has grown to embrace something which was very rare in the early days of the war. Not only have we squadron spirit which has never been as strong as it is now, but we also have pride in the station and Base achievements, and progress of the Group has naturally followed.
An extract from a letter written by a Flight Commander to the Base Maintenance Staff at his Base is typical of the spirit which exists at present. The letter refers to certain aircraft which had been modified, and brought up to operational standard in time for a specific operation, and continues:-
“It is known that in order to have these aircraft ready for operational requirements it was necessary for the staff to sacrifice much of their leisure time and to work long hours without relief.
“Occasions such as this bring forcibly to notice the excellent work being performed daily by the ground staff, and show how necessary it is for us to have their co-operation.
“We member [sic] of aircrew know that we can rely on the ground staff to help in every way possible, and we hope that we can show our appreciation by carrying out the duties in our particular sphere with the same thoroughness, perseverance, and resourcefulness which we have learned to expect from the members of ground staff.”
GARDENING
Interrogation, Easter Monday:-
“That wasn’t a U-boast, it was me – low!”.
Thus, when 5 Group staged a large scale comeback to gardening, out of six aircraft specially detailed to mine a stretch of water in the Eastern Gardens about the width of a runway, 4 (3 of 106 and 1 of 49 Squadrons) were successful despite heavy opposition, and the remaining 2 (49 Squadron) after valiant attempts, during which good use was made of firing the front guns, correctly planted in another furrow. The remaining 50 gardeners put down 244 vegetables off ports in the Gulf of Danzig. Two were missing and one returned early after jettisoning safe in the North Sea. This operation took place almost exactly on the fourth anniversary of the opening by 5 Group of Bomber Command’s mining offensive. During the four years over 30,000 vegetables have been planted, and over 1,000,000 tons of enemy shipping accounted for.
On 18/19th April, and again on 23/24th April, the approaches to Swinemunde received a total of 125 vegetables.
These attacks in the Baltic fill what was a serious gap in the mining campaign in these waters. This year intensive minelaying has been carried out by the Command to the West of Pomeranian Bay with highly successful results. One effect of this, however, was to intensify the use of mine-free waters further east as:-
(i) Training areas for all types of Warships especially U-boats.
(ii) Supply routes for vital imports and military exports to Scandinavia.
(iii) Supply routes to the North Russian front.
Press reports describe very great congestion throughout the Baltic due to closing of ports and channels; P.R.U. cover of the Western Baltic shows some of this, but was unfortunately not obtained of the 5 Group Gardens. Ground reports of sinkings are hard to come by, and take time to reach us, so for the moment we must wait for the news – which will surely come providing our mines were well and truly laid in the swept channels.
The summary of the month’s work is as follows:-
Sorties 80
Successful 77
%age successful 96.25
Mileage flown 126,880
Total vegetables planted 388
The Squadrons responsible were:- 44, 49, 57, 630, 207 and 106.
The Command effort for this month resulted in the successful planting of 2,643 vegetables in some 40 gardens ranging from South West France to the Gulf of Danzig. About half this total was planted in the Baltic, a quarter in the North Sea and the remainder in the Bay of Biscay and Channel. This is easily a record – the previous highest total for one month being 1,869, in April, 1943. A German Naval Correspondent of Transocean, states that in the Channel alone it has been necessary to treble the mine sweeping effort, but discreetly does not mention the Baltic. The problem that faces the German mine sweeping effort is to cope with a great increase in mining spread over some 2000 miles of shipping lanes. The same correspondent complains that we sometimes use 12 different types of mines necessitating the use of numbers of ships fitted with different types of sweeps to clear the same patch, [sic] of water. In fact, the number of different
(Continued in previous column)
types of mine now in use is about four times that number.
A special word of praise is due to the Armament Staffs for their complete success in the unfamiliar work of preparing and loading the vegetables. In particular, East Kirkby’s effort on the 9th April, in sending off 108 in good order, was outstanding. In some cases the weekly stock return continues to be rendered incorrectly, chiefly due to confusion about the different types sterilisers for the new and old marks of mines. The correct use of these sterilisers will literally be a matter of life and death to any of our forces who may operate in areas where we use them, and now is the time therefore, to clear up any doubts as to exactly what types are held.
Station Tracings have proved something of a stumbling block, as have some of the details required in Raid Reports. Both are designed to answer the question – “where do those mines actually fall”, using all the available evidence. Naturally the planning and success of future operations, especially the “triphibious” variety, depend to a large extent on the accuracy of this information.
5 Group News. No. 21. April, 1944. Page 2.
[Page break]
NAVIGATION
There has been a marked improvement in the navigation this month. Navigators are now realising how important it is to obtain constant checks on their position by intelligent use of either H2S or application of the broadcast w/v’s.
H2S navigators and bomb aimers are checking and cross checking all fixes they receive. If the navigator obtains constant D.R. positions along track, say every 15 minutes, and corrects these positions as ground speed checks are obtained, then it is impossible to obtain wrong fixes on the H 2 S. All Navigators should ensure that bomb aimers cross check every fix obtained, no matter how confident they may be. Also remember that a track made good, w/v and G/S check can be obtained from an unknown response. Very few operators make use of this.
The majority of navigators now use the broadcast w/v’s in an intelligent manner. There are a few, however, who [underlined] do not. ALL NAVIGATORS [/underlined] are to make a regular practice of obtaining a D.R. position by use of broadcast winds every 30 minutes – and do not forget to use the “Past” w/v!! If the D.R. position obtained places the aircraft off track, alter course immediately and regain track. Now that 5 Group operate alone, concentration is even more important. Station Navigation Officers must have a concentrated drive in this direction, and ensure that all H 2 S navigators are making the fullest possible use of their equipment, and also that the remainder are making full use of broadcast w/v’s, by obtaining constant D.R. positions checks on ground speed etc.
The importance of timing was discussed in last month’s “News”. We would do well however, to reconsider this subject seriously. Accurate timekeeping is more important now than ever before. The largest discrepancies in timing occur on the return journey. This is due partly to the fact that aircraft do not all bomb at the same time and therefore do not leave the target at the same time. To overcome this it may be necessary to establish a concentration point on the return journey, situated close to the target. It is obvious, however, that many navigators make no effort to achieve good timing; they merely carry on and get there “sometime or other”. There are a few pilots who consistently fly at greater speeds than those laid down, and consequently on the return journey are some 10 or 15 minutes ahead of the main force, By so doing they give the Hun a few extra minutes warning of the route home, apart from exposing themselves to individual interception. Station and Squadron Navigation Officers must watch for and stem any tendency for bad time-keeping. Sufficient navigational aids are now available to ensure that you are on track and on time. Now it is up to [underlined] YOU [/underlined].
[Underlined] BROADCAST W/V’S [/underlined]
April has been a very good month for broadcast w/v’s, particularly since the Group began operating alone. Windfinders have been doing an excellent job. On two occasions this month more than 300 w/v’s were received from aircraft – an excellent effort. Windfinders are transmitting all the winds they obtain. If you note a sudden change in the wind direction or speed, then provided you are satisfied with the fixes used, send back [missing word] w/v immediately.
There are one or two cases, however of navigators chosen as windfinders not realising their responsibility. One navigator for instance, stated that he just couldn’t be bothered to send back w/v’s!! Another said that sufficient w/v’s were being sent back by other aircraft, so he didn’t bother either. Those few navigators who are chosen as windfinders must realise that the whole Group is navigating on the w/v’s they transmit to Base. We cannot afford to have anyone “not bothering”. So buck up chaps, the vast majority of you are doing an excellent job, but those few, who just “don’t bother” – well -- !!
Many experiments have been carried out on French targets to ascertain the most accurate and practical method of obtaining a bombing W/V, which must of course, be a w/v prevailing in the target area. The experiments have proved that the most accurate method is to use a datum point in conjunction with the A.P.I. It is hoped therefore that this method will be adopted on all future operations where practical. Any suggestions or criticisms on this subject will be welcomed.
[Underlined] ASTRO NAVIGATION. [/underlined]
It has been decided that Astro can no longer be considered as an essential aid to navigation. Much time has been devoted to teaching this subject to Navigators, but the results obtained do not justify this training. Therefore this training time is to be devoted to improving the general standard of navigation. More time is to be devoted to plotting and computing two of the weakest links in navigation at the moment.
This decision for not mean that Astro is now “dead” and can be forgotten by all., It is still a standby aid, and all navigators should keep themselves in practice. There have been isolated incidents where a Polaris shot or an Astro fix have been the means of saving an aircraft. You may find yourselves in such a predicament one night – so be ready.
All Astrographs and sextants are to be withdrawn from aircraft, but those navigators who are considered by the Station Navigation Officer as competent Astro Navigators may draw the equipment from the station stores.
[Underlined] SUGGESTIONS AND IDEAS [/underlined]
(i) Many station and squadron navigation officers find it impossible to spend as much time as they would like in supervising the work of a new navigator, and teaching him all the things he should know. To overcome this [underlined] East Kirkby [/underlined] put each navigator under the care of a very experienced navigator whose responsibility it is to supervise the other at briefing, to check his log and chart the next day, and to pass on to him all useful information and “tips”. In short the senior navigator acts as a “father” to the “sprog”.
This scheme is working extremely well, and should be adopted by all squadrons.
(ii) Many navigators cannot remember to check compasses regularly. [Underlined] Dunholme [/underlined] have overcome this by marking red or green dots on the face of the Astro watch. This serves as a constant reminder to the navigator. It is recommended that compasses be checked every 20 minutes, and therefore the dots on the face of the Astro watch should be spaced accordingly.
(iii) [Underlined] Metheringham [/underlined] suggest that since Astro will no longer be used to any great extent that astrograph films should be treated and used instead of Gee charts. The procedure would be to mark on the film the lattice lines in the same way as on the Gee Charts. The film or films applicable for each night’s operation would be placed in the aircraft before take-off.
There are two great advantages:-
(a) Fixes would be plotted directly on the plotting chart, thus saving time and reducing the risk of errors.
(b) It would not be necessary to carry a large supply of Gee Charts as at present.
[Underlined] P.F.F. [/underlined]
We welcome the arrival of the 3 P.F.F. squadrons to this Group. There is no doubt that we shall be able to pick up from them many useful ideas and suggestions. These will be passed on to Squadrons as soon as possible.
It is hoped that all station navigation Officers will make a determined effort to visit these 3 squadrons whilst they are attached to the Group.
[Underlined] AIR POSITION INDICATOR [/underlined]
It was stated in last month’s Summary that one A.P.I. was being modified by having a “miles flown counter” fitted. This has been done & has been tested by No.617 Squadron on three 6-hour cross countries, undertaken at operational height.
The results are as follows:-
Miles flown registered on counter = 2927
Miles flown calculated by navigator = 2892
Percentage error = 1.2
These tests have proved conclusively that the over reading error in the A.P.I. is negligible.
Permission is now being obtained from Bomber Command for the fitting of the “air miles flown” counter to all A.P.I’s. The manufacturers state however, that the modification may not be retrospective.
There is still considerable difference of opinion as to the best method of using the A.P.I. One third of the Group prefer to reset, the remainder prefer the “graphical” resetting method. It is not necessary to lay down any one method of use but Station Nav Officers must ensure that all Navigators use one of the above two methods.
Station navigations officers are to discuss the use of the A.P.I. with all navigators. Any suggestions on improvements or methods of resetting etc. should be tried out immediately and if successful passed to Group Headquarters.
[Underlined] ANSWERS TO LAST MONTH’S QUIZ [/underlined]
1. Put the switch on the heading Control unit to “Manual” and by means of the setting knob adjust the line of flight marker until it corresponds to the true course as indicated by the P.4 compass. Maintain the switch on “manual” until the D.R. compass is functioning correctly, when you should switch to “Auto”.
(Continued on page 4, Column1.)
GROUP NEWS. NO.21. APRIL, 1944.
[Page break]
NAVIGATION (CONTD.)
(Continued from page 3 column 3)
2. To obtain ground returns, tune in brightest responses on the P.P.I. by means of brightness, contrast, gain and tuning controls. To obtain correct height set range drum at zero and adjust the range marker ring by means of the height control until it is on the first ground returns.
3. (i) Check the pinpoint yourself, visually and by the aid of D.R.
(ii) If pinpoint correct, alter course immediately to regain track by 30° if more than 10 miles off track, by 15° if less than 10 miles off track.
4. You would lose the time in hand by flying small dog legs, preferably either side of track, and of a maximum duration of 2 minutes. Dog legs to be completed before reaching a position 50 miles from the target. Navigator must use his own discretion as to the most suitable area in which to lose time.
5. (i) France (ii) Germany (French name for AACHEN) (iii) Germany (iv) Belgium (v) Czecho-Slovakia (vi) Germany (Part of Berlin).
6. Stuttgart to London.
[Underlined] UNION NEWS [/underlined]
S/Ldr Quinn, DFC. Sqdn Nav. Officer 50 Sqdn to Stn Nav. Officer, Skellingthorpe.
F/Lt Cunningham 50 Sqdn promoted to Sqdn Nav. Officer.
F/Lt. Waterkeyn Sqdn Nav. Officer 44 Sqdn to P.F.F.
F/Lt. Woodhouse, DFM. H2S Instructor, Metheringham to Sqdn. Nav. Officer, 44 Squadron.
P/O Blackham 49 Squadron to H2S Instructor, Metheringham.
F/Lt. Bone, DFC. H2S Instructor Swinderby to Sqdn. Nav. Officer 106 Squadron.
F/Lt. Murphy Sqdn. Nav. Officer No. 467 Sqdn. to No. 61 Squadron (with W/Cdr Doubleday)
F/O Abbott 467 Squadron promoted to Sqdn. Nav. Officer.
F/Lt. Bonefield Sqdn. Nav. Officer, No. 9 Squadron – Missing.
F/Lt. Jones Nav. Officer, 1660 Con. Unit to Sqdn. Nav. Officer 9 Squadron.
S/Ldr. Georgeson, DFC. Sqdn. Nav. Officer No.83. Squadron.
S/Ldr Stevens, DFC. Sqdn. Nav. Officer, No.97 Squadron.
HONOURS & AWARDS [Cartoon]
The following immediate awards have been approved during the month:-
[Underlined] 9 SQUADRON [/underlined]
F/O M.R. HEAD D.S.O.
[/Underlined] 44 SQUADRON [/underlined]
P/O J. CHATTERTON D.F.C.
P/O R.T. MANNING D.F.C.
P/O J. BRADBURN D.F.C.
[Underlined] 49 SQUADRON [/underlined]
SGT. A. WARD D.F.M.
SGT. R. MACHIN D.F.M.
SGT. R.A. FRIARS D.F.M.
P/O SANDERS D.F.C.
SGT. R.H. HUDSON D.F.M.
P/O A.W. SHINN D.F.C.
F/L. D. MILLER, D.F.C. D.S.O.
F/O J.E.W. ADAMS D.F.C.
[Underlined] 50 SQUADRON [/underlined]
P/O H.H. LLOYD D.F.C.
W/CDR. A.W. HEWARD D.F.C.
F/O G.A. BERRY D.F.C.
[Underlined] 57 SQUADRON [/underlined]
P/O J.S. LUDFORD D.F.C.
F/O F.A. THOMAS D.F.C.
[Underlined] 61 SQUADRON [/underlined]
P/O H.H. FARMILOE D.S.O.
F/O S. HALLIWELL, D.F.C. Bar to D.F.C.
P/O D. PAULL D.F.C.
SGT. P. MCGABNEY D.F.M.
P/O D.C. FREEMAN D.F.C.
SGT. L. CHAPMAN C.G.M.
[Underlined] 97 SQUADRON [/underlined]
P/O F. GRIFFITHS D.F.C.
[Underlined] 106 SQUADRON [/underlined]
F/SGT T.W.J. HALL D.F.M.
F/O R.F. ANDERSON D.F.C.
P/O G.S. MILNE D.F.C.
F/O J.B. LATHAM D.F.C.
[Underlined] 467 SQUADRON [/underlined]
W/CDR. J.R. BALMER D.F.C.
[Underlined] 617 SQUADRON [/underlined]
W/CDR G.L. CHESHIRE, D.S.O. & BAR 2nd Bar to D.S.O.
S/LDR J.L. MUNRO, D.F.C. D.S.O.
F/L C.K. ASTBURY, D.F.C. Bar to D.F.C.
S/LDR J.C. MCCARTHY, D.S.O. D.F.C. Bar to D.F.C.
W/O W.G. BICKLEY C.G.M.
[Underlined] 630 SQUADRON [/underlined]
F/L W. KELLAWAY, D.S.O. Bar to D.S.O.
[Underlined] 83 SQUADRON [/underlined]
W/CDR A.S. JOHNSON D.S.O.
The following non-immediate awards have been approved during the month:-
[Underlined] 9 SQUADRON [/underlined]
F/O E.J. KNELL D.F.C.
F/O R.H. SMITH D.F.C.
F/L J.F. MITCHELL D.F.C.
F/O J.N.G. WYATT D.F.C.
F/SGT. K.J. DAGNALL D.F.M.
F/SGT R.N. BROWN D.F.M.
SGT. E. SULLIVAN D.F.M.
SGT. E.R. BAKER D.F.M.
F/SGT. E.G.B. COLE D.F.M.
F/SGT. T.F. PARSONS D.F.M.
[Underlined] 44 SQUADRON [/underlined]
F/SGT J. MURPHY D.F.M.
F/O D.C. ARMSTRONG D.F.C.
F/SGT. A. HOLDEN D.F.M.
W/O G.A. WILKIE D.F.C.
P/O G.G. WHITEHEAD D.F.C.
F/SGT J.R. OSWICK D.F.M.
[Underlined] 49 SQUADRON [/underlined]
SGT. J. CHALONER D.F.M.
SGT. (NOW P/O [sic] A.E. BOASE D.F.M.
P/O H.C. DARNTON D.F.C.
P/O G. SERGEEV D.F.C.
SGT. R. JEFCOCK D.F.M.
F/SGT (NOW P/O) W.A. MOORE D.F.M.
F/L D.J. BACON D.F.C.
[Underlined] 50 SQUADRON [/underlined]
P/O W.C.B. SMITH D.F.C.
F/O E.C. WEATHERSTONE D.F.C.
P/O A. BEALE D.F.C.
[Underlined] 57 SQUADRON [/underlined]
P/O A.W. FEARN D.F.C.
F/L R.V. MUNDY D.F.C.
F/L R.K. EGGINS D.F.C.
[Underlined] 61 SQUADRON [/underlined]
F/O J.H. PULLMAN D.F.C.
[/Underlined] 97 SQUADRON [/underlined]
F/L J. SEARS, D.F.C. Bar to D.F.C.
P/O R.E. KNIGHTS D.F.C.
[Underlined] 106 SQUADRON [/underlined]
F/O E.C. GREENHALGH D.F.C.
S/LDR A.R. DUNN D.F.C.
F/SGT. M.D.J. PARKINSON D.F.M.
F/SGT. L. BENDING D.F.M.
F/SGT. T.J. FLOWER D.F.M.
[Underlined] 207 SQUADRON [/underlined]
F/O R.O.P. BEATTY D.F.C.
P/O D.E. FREEMAN D.F.C.
P/O H. THOMAS D.F.C.
P/O L.W. MITCHELL D.F.C.
P/O C.M. LAWES D.F.C.
F/SGT. P. PULLAR D.F.M.
[Underlined] 467 SQUADRON [/underlined]
P/O J. ROBERTSON D.F.C.
P/O W.T. LOFTUS D.F.C.
P/O W. BOOTH D.F.C.
[Underlined] 630 SQUADRON [/underlined]
SGT. R.W. JAGGS D.F.M.
F/O H. McDONALD D.F.C.
F/O C.H. JOHNSON D.F.C.
[Underlined] 463 SQUADRON [/underlined]
F/O N.H. KOBELKE D.F.C.
W/O H. McCABE D.F.C.
5 GROUP NEWS. NO.21. APRIL, 1944. PAGE 4
[Page break]
SIGNALS/RADAR
April has provided another milestone on our road to the fullest use being made of radiations and echoes helping to get more bombs on the target. V.H.F. R/T has been fitted to two more squadrons – W/T has provided almost 100% communication between Controllers and Main Forces – the serviceability of all Radar devices has improved.
We are grateful to all those outside the Group who have helped us so readily – particularly 92 Group and the Signals Schools with their special drive to train Wireless Operators to read morse through severe interference and to tune their W/T sets with one eye on a C.R.T.
[Underlined] WIRELESS OPERATORS (AIR) [/underlined]
A hearty welcome to all those faces, both old and new, that have appeared within the Group since our last edition.
April 1944 will long be remembered in the history of 5 Group as a month of hard work, which was crowned with the success it so richly deserved. Wireless Operators (Air) played their part with the energy and determination that is always to be found when there is an extra job to be done, and a large slice of the credit for our recent achievements is due to them.
As usual, the “Back Room Boys” at stations and in our own W/T cabin at Headquarters gladly threw their weight into the fray, and we are indebted to them. Their keenness has always been an inspiration.
Several points have been brought out this month, first and foremost being the quality of morse emanating from the Controllers’ aircraft. There has been a noticeable difference between operators, which, if all past suggestions re training had been acted upon, should never re-occur.
It has been stressed time and again that ANY ONE Wireless Operator (Air) may be called upon to transmit control signals and the only way to ensure perfection is by constant practice.
In this connection, it is pointed out that the Group exercise is an ideal medium for improvement of morse (although not even a whisper of control code must be allowed to pass through the other), and during the coming month the exercise frequency will be closely watched.
Signals Leaders, get this fact thoroughly instilled into your flock – “The ultimate success or failure of future operations may depend on the ability of a Wireless Operator to send or receive signals”. Display it in your training room, convert it into morse symbols, give morse tests regularly each week for we have reached a stage in the conflict where every minute spent in training counts one hundred fold in the air.
[Underlined] EARLY WARNING DEVICES [/underlined]
The following is a combat report from 619 Squadron for the night of 22/23 April:-
“The first indication was a contact by W/Op. on Visual Monica Mark V at 1,800 yards… E/A dropped back out of gunner’s sight and W/Op reported it 800 yards astern down… E/A broke away to starboard and disappeared from gunner’s sight, W/Op again reported E/A 1100 yards, closing slowly…E/A disappeared and was reported once again by the W/Op.”
The outcome of this combat was one JU. 88 probably destroyed. Sgt. Brady, Wireless Operator (Air) deserves the highest praise for his reporting.
You see, it can be done, and when handled in the proper manner not only SAVES YOUR AIRCRAFT but probably destroys a Hun, which reduces the total that can be put in the air against you on the following operation.
Once again, there is only one path to take to success, and that path is labelled TRAINING. Constant practice with your Early Warning devices will pay handsome dividends.
Points for Signals Leaders to include in their “daily ration” to the Section:-
(i) Spare Groups No.12 and 15 in CD.0250.
(ii) X114 and X623 are still being used by some careless operators.
(iii) Log keeping could improve (we have seen some good logs this month).
(iv) More practice – or has that been mentioned somewhere before?
F/O Cook, D.F.M., has gone to No.9 Sqdn., as Signals Leader.
F/Lts Gronow and Chambers, D.F.C. are the Signals Leaders of Nos.83 and 97 Squadrons respectively, who are to be congratulated in accepting such a sudden change of procedure and dovetailing into the 5 Group system with the minimum of trouble.
[Underlined] SIGNALS MAINTENANCE [/underlined]
Facts and Figures about Failures
Out of a total of 2034 operational sorties during the month, 34 Signals failures were reported. Although these represent an increase over last month’s figure, this can be attributed almost entirely to the rise in Category 4 failures (miscellaneous). It is again stressed that Category 4 failures are most unsatisfactory. Most of the failures in this Category are of the type “Equipment reported u/s. O.K. on ground test. No fault found.” Every effort must be made to pin down any reported failure to some definite cause.
An investigation into failures in this Group over the past year reveals some interesting results. Apart from an unfortunate month in February, the percentage of failures shows a slight decrease over the year. This unfortunate February figure coincides with a large percentage of miscellaneous failures as well as a large percentage of T.1154/R.1155 failures. Category I (Equipment) failures show a general tendency to rise during the year. The other categories (2 and 3) have a see saw effect and no general conclusion can be made.
Intercom. failures over the year show a pronounced tendency to decrease, while T.1154/R.1155 failures show a corresponding pronounced increase. The reason for the former can be put down to the energetic drive which Signals Officers have kept up in their Squadron Maintenance Sections against this type of fault. The reason for the latter is not hard to find. During the past year the W/T installation has come into its own again and is an essential piece of equipment for the success of current operations. Whereas in the past unserviceability of the of the main W/T installation may have gone by unnoticed, now it cannot escape report.
[Underlined] THE OLD ORDER CHANGETH…. [/underlined]
Authority has finally been given for the removal of S.D.A. equipment from all Lancaster aircraft in 5 Group. This event has fortunately coincided with the partial introduction of V.H.F. (T.R.1143) installation. Command have agreed in principle that the fitting of V.H.F. is a necessity for the success of the type of operation now being undertaken by 5 Group, and every endeavour is being made to find sufficient equipment to fit all 5 Group squadrons. Careful thought has been given to the possibility of utilising the S.B.A. connectors as a small contribution to ease the very tight V.H.F. equipment production. The only small saving envisioned is the main receiver aerial and lead in; the length of the aerial will, of course, have to be shortened.
[Underlined] RADAR [/underlined]
Last month saw a great improvement in the serviceability of all Radar equipment. However, before anyone relaxes and sticks his chest out, it should be remembered that the advent of warm, dry weather was a contributory cause. In addition, many sorties have been at lower altitudes than usual, which would eliminate many of those non-reproduceable faults.
(Continued on page 6, col.1)
Then and Now – and how!!
[Underlined] Then [/underlined] In Ancient times, the D.S.O.
Performed his duties staid and slow.
He did his routine work by day,
And dozed his duty nights away,
Untroubled save for threats of violence
‘Gainst those who busted wireless silence!
[Underlined] Now [/underlined] The aethor’s full of legal dope
Which we receive, (at least we hope!).
It’s also full of surplus dits
Transmitted by the brainier twits;
While brighter souls – misguided clots –
Originate redundant dots!
Amendments to a basic plan
Are never ending, and unman
The D.S.O. who, frantic, chases
Vital gen in awkward places;
And rubs – with bitter rueful tear –
His Port, or Telephonic, Ear!
Poor chap, how like a sponge his brain,
Which, like a sponge, he’ll learn to squeeze;
And fill it daily once again
With brand new gen – with practiced ease!!
ANON (CIRCA 1944)
5 GROUP NEWS. APRIL, 1944. NO.21 PAGE 5.
[Page break]
SIGNALS (CONT.)
(Continued from Page 8, col.3)
Having however, realised the existence of those contributory causes, it is possible to say that a considerable increase in serviceability was due to more efficient maintenance and manipulation. It is sincerely hoped that this improvement will continue.
[Underlined] H 2 S [/underlined]
A total of 767 sorties was flown with H.2.S, with 99 defects for a serviceability rate if 87.87. This is an increase of 10% over March. With an extra effort, and the weather on our side it could be made over 90% in May.
There has been a noticeable drop in filament transformer failures, largely due to the weather and height conditions. It is not expected that we will see the end of filament transformer breakdowns until the new type is introduced. The same is true for the 2000v condensers.
The expansion of H 2 S training in Conversion Units should go a long way towards eliminating the alarming number of manipulation failures. Manipulation and maintenance failures can be eliminated by constant training.
The arrival of 83 and 97 Squadrons has given us a taste of equipment to come. These Squadrons have a few Mark III sets and every one is very pleased with their performance. To date, the serviceability of the equipment is 92.8% which is very satisfactory for a new set. In this connection a debt is owed to 8 Group for having pioneered so well and eliminated most of the teething troubles. We can now look forward to a general changeover to Mark III with confidence in our ability to maintain and use it.
[Underlined] FISHPOND [/underlined]
Fishpond was 86% serviceable, an increase of 8% over March. This increase is of little value of W/Ops are not fully trained in the use of this equipment. The necessity for the Navigator – W/Op co-ordination cannot be overemphasised. Efforts have been made to reduce the minimum range below its present 600 – 800 yards. These have been unsuccessful, but it is believed the “back room boys” are now on the right track, so an answer should be forthcoming soon.
[Underlined] GEE [/underlined]
As usual, Gee is top man when it comes to serviceability. In 96.5% of sorties, Gee was 100& serviceable. This reflects credit on both maintenance personnel and navigators, as it is an increase of 1.2% over last month. Gee could be made almost 100% serviceable; those last few percent are hard to get, but keep trying. The next few months of dry weather should give ample opportunity to break all records.
[Underlined] MONICA MARK IIIA [/underlined]
The expression “Ever Upwards” could be fittingly applied to Mark IIIA serviceability. This Group has watched Monica grow from an idea to a headache when the word “Switchmotor” nearly drove a Radar mechanic mad, and now to a reliable and efficient tail warning device. April serviceability was 91.6% out of 534 sorties, an increase of 1.3% on March.
An examination of combat reports provides innumerable examples of Monica’s capabilities in the hands of a trained operator. The fitting of 10 aircraft at 5 L.F.S. should relieve squadrons of a great deal of preliminary training.
[Underlined] MONICA MARK V [/underlined]
Another 5 Group “baby” (Lulu to some) is growing up, after a rather shaky beginning. Out of 299 sorties flown, 259 were trouble free for a serviceability rate of 86.7% - an increase of 5%. Now that the initial teething snags are over, it should be possible to make Mark V follow the footsteps of IIIA and push serviceability to 90%.
TACTICS
[Underlined] PRECISION ATTACKS [/underlined]
The big step made this month towards perfection of target marking, with its detailed methods of target illumination, initial marking, assessing, backing up, and controlling the force, although introducing many new ideas and problems, has brought little change in basic tactics. Indeed more attention than ever must be directed to tactics, particularly to precise orders and instructions given out for each operation. Special attention must be paid to timing and track keeping, adherence to allocated heights, compliance with instructions from the Controller and an exact knowledge of the marking method. These are dealt with separately.
[Underlined] TIMING AND TRACK KEEPING [/underlined]
The force employed on each target is now normally very much smaller than that in the past. This means that greater accuracy is needed in timing and keeping on track. It also means that if you stray a few miles off track with force of 150 aircraft or less, you are more likely to be singled out by G.C.I. than if you stray the same distance with a force of 800aircraft. Timing is vital. Only a limited number of target markers are dropped, and unless all aircraft are ready to bomb on time, these may be obscured by smoke or blown out by the bombs that drop before yours, and in any case may be difficult to locate.
[Underlined] HEIGHT BAND [/underlined]
The allocation of height bands to Bases, which means that each crew must fly at a given height, has been introduced for several reasons and entirely for your own protection. Firstly, it is intended to protect the force against a collision risk, mainly in the target area, where it may be necessary to do dog legs. Secondly, as a countermeasure against barrage flak. The Hun must now put up the same number of rounds into a very much larger area than before, thus decreasing the chance of individual aircraft being hit. Thirdly, combined with extremely accurate timing, the length of the stream can be very much shorter, and therefore less liable to interception by radio controlled fighters. To achieve the full advantage of this scheme, it must be accompanied by a drive by each Captain to make sure that Window is always thrown out correctly, particularly OVER THE TARGET AREA. If this is done, then there is no reason why crews at the lower heights need have any concern. It is, however, their duty to tighten up the normal crew search procedure and to be aware of fighters which may attack from above.
[Underlined] CONTROLLER’S INSTRUCTIONS [/underlined]
It is essential to comply strictly with the Controller’s instructions throughout the attack, and his decisions should never be questioned in the air. A wrongly timed load of incendiaries dropped whilst the Mosquitos are examining the roof tops to assess the marking, may upset the whole routine and possibly divert the main weight of the attack.
[Underlined] TARGET MARKING METHODS [/underlined]
All crews must be quite clear before leaving the briefing room of the colour of the spot-fires to be used, and the details of the controlling code. It doesn’t pay to be doubtful after you have taken off. You must be ready to carry out orders given over the target without hesitation.
(Continued in col.2)
TACTICS (Continued from Col.3)
[Underlined] TAIL WARNING DEVICES [/underlined]
The fruits of good training in tail warning devices are borne out by the following Combat Report. Each month there are many similar instances of fighters which have been beaten off because the correct drill has been carried out. Each month there are also instances of fighter damage sustained, and the fighter that did it is not picked up until after the attack. It pays to practice the reporting code at least once a day!
“First indication was contact by W/Optr. on Visual Monica Mk.V, 1,800 yards, Port Quarter down. Pilot altered course and E/A followed and closed in to 800 yards. W/Optr. ordered corkscrew to Port, and at the same time E/A opened fire and scored hits on tail unit on Lancaster “G”. R/G sighted E/A at 500 yards, Port beam down 30° and opened fire. E/A fired again and missed Lancaster. W/Optr. reported E/A closing in slowly and R/G sighted it at 500 yards astern level. R/G opened fire and E/A broke away to Starboard Quarter up. Hits claimed on E/A which disappeared from Gunner’s sight. W/Optr. again reported E/A on starboard quarter up at 1,100 yards and closing slowly. Rear and Mid-Upper Gunners sighted E/A simultaneously at 500 yards, Starboard Quarter level. Both gunners opened fire and scored hits on E/A which broke away at 300 yards, diving to Port Quarter down with smoke pouring from both engines.”
The Station Commander’s comments are self-explanatory: “I consider that Mark V Monica saved this crew. The Wireless Operator’s commentary was excellent, and the crew co-operation of a very high standard.”
FLYING CONTROL (Continued from page 15)
play a part in the final choice. From the condition of the airfield right down to such small items as the cleanliness of the flare path party room will be reviewed, so if you want to top the bill S.F.C.O’s, start cracking the whip NOW.
[Underlined] BLIND LANDING EQUIPMENT [/underlined]
It has been decided by this Group to remove all S.B.A. equipment from operational aircraft and it is hoped that in the not too distant future other and better means will be introduced. The first piece of equipment which we hope to get is a P.P.I. which will be installed in the watch tower and on which will be indicated the positions of all aircraft in the circuit.
Other equipment such as Radar Landing Beam, coupled with a Radar G.P.I. Radar Homing Beacons will all follow in due course. These will naturally give Flying Control Officers more work and more responsibilities but with the increased safety of aircraft this work and the short training required will be well repaid.
5 GROUP NEWS. NO.21. APRIL, 1944. PAGE 6
[Page break]
AIR BOMBING
April has been a most satisfying month for the bombing crews of 5 Group. Numerous precision attacks have been carried out with a great measure of success. The front pages of the Daily Press made public the achievements of 5 Group when they printed the after-bombing photographs of the marshalling yards at JUVISY, South of Paris. Equal success rewarded the attacks at TOURS and LA CHAPPELLE. The raid on MUNICH was successful, and a fair measure of success resulted from the attacks on BRUNSWICK and SCHWEINFURT. Finally, further small factories near OSLO, BORDEAUX and CLERMONT FERRAND are now devastated.
[Underlined] HOW HAS ALL THIS BEEN ACHIEVED? [/underlined]
Firstly, of course, most credit is due to the marking success of 54 Base. The next main contribution to the Group’s success has been the intense practice bombing carried out by the squadrons for the last year.
Owing to the very limited time available for bombing training at Conversion Units the final co-ordination of the bombing team has to be carried out on the squadrons. Much credit is due to the Conversion Units for their efforts, and particular praise is due to the Lancaster Finishing School who have elevated the importance of crew practice bombing to the extent of averaging between 12,000 and 18,000 feet in all bombing exercises over the last three months!!!
However, the crews are inexperienced with both aircraft and bombsight on arrival in the squadrons and intensive training is essential to bring them into line with the precision our operations require.
[Underlined] THE MARK XIV BOMBSIGHT [/underlined]
This bombsight has proved its worth. Although it is by no means a perfect sight, it is true that provided it is expertly maintained by the Instrument Sections and carefully handled by the Air Bombers, it can put bomb loads on to a target.
Air Bombers should make sure that their bombsights [underlined] are [/underlined] serviceable. It is the most important individual item of equipment that your aircraft carried, and as such should be the most carefully maintained. Its best test is on the practice bombing range – 6 bombs aimed accurately on different headings should produce a CLOSE GROUP. If not, then SOMETHING is wrong – report it to the instrument section – help them to find out what is wrong and then test it again. It may not always be possible to get this test exercise in the air – if not you must do the next best – carry out the exhaustive N.F.T. check.
In every P.R.U. picture there are sticks off the main concentration – it is almost certain that these sticks are wide because they were aimed with an unserviceable bombsight – are they yours? Were you absolutely certain that on Juvisy, La Chappelle, Tours, Brunswick, Munich or Schweinfurt, your bombsight was functioning correctly – when did you last do practice bombing with it – did you give is a thorough check during your N.F.T. or Ground Check? Did you??
[Underlined] NOTE [/underlined]
O.R.S. at Bomber Command have conducted a painstaking analysis of 5 Group’s practice and operational bombing. They report that
(Continued on Page 8 Column 1)
[Underlined] HIGH LEVEL BOMBING TRAINING [/underlined]
(ERRORS IN YARDS CONVERTED TO 20,000 FEET)
[Table of Bombing Training achievements by Squadron and Conversion Units]
[Underlined] THE BEST RESULTS FOR APRIL. [/underlined]
In previous months all crew errors at 20,000 ft. of less than 150 yards were listed in this column However, in April [underlined] 103 [/underlined] such results were obtained and it is therefore impossible to record them all. The crew errors of less than 100 yards are shown this month but it is confidently expected that in future space will only permit inclusion of results of less than 75 yards. It is possible – the list below proves it – therefore it must be done!!!
Squadron or Unit Pilot Air Bomber Navigator Crew Error at 20,000 ft
9 S/Ldr. Keir F/Sgt. Coates P/O. Lewis 54 yards
44 F/O. Oldham F/O. Petts Sgt. McKerrow 99 yards
49 F/Lt. Adams F/Sgt. Underwood S/Ldr. Evans 84 yards
F/O. Edwards F/O W. Smith F/Sgt. Cavanagh 83 yards
50 P/O. Lundy F/O. Bignall F/Sgt. Jordan 90 yards
P/O. McFarlin Sgt. Ball Sgt. Elliott 75 yards
F/O. Botha Sgt. Thompson F/O. Bishton 95 yards
S/Ldr. McLeod Sgt. Price F/Lt. Cunningham 80 yards
61 P/O. Ascott F/Sgt. May F/O. Ward 98 yards
F/O. Jeavons Sgt. Graham F/Sgt. Dow 93 yards
F/O. Paul P/O. Cook P/O. Griffin 40 yards
W/Cdr. Stidolph F/O. Aley F/O. Dyer 71 yards
F/Sgt. Woolnough F/O. Ravenscroft F/O. Haggerstone 71 yards
467 F/Lt. Marshall F/Sgt. Borman F/O. Easton 96 yards
619 P/O. Roberts F/Sgt. DeViell F/Sgt. Lott 43 yards
P/O. Saunders F/O. Rosenfield F/Sgt. Greacen 84 yards
630 F/Lt. Roberts F/Sgt. Jeffery F/Sgt. Davies 75 yards
S/Ldr. Calvert F/Sgt. Hogg F/O. Beaudoin 95 yards
Sgt. Mallinson Sgt. Pomeroy Sgt. Nassau 73 yards
F/O. Joblin F/O. Beeson F/O. Lambton 80 yards
1654 F/O. McLaughlan Sgt. Leeson F/O. Phillips 90 yards
F/Sgt. Pethick Sgt. Wallace F/O. Baldwin 82 yards
P/O. Richards Sgt. Buckby Sgt. Fazackerley 93 yards
F/O. Long F/O. De Sautels Sgt. Thomas 88 yards
1661 Sgt. Marsh Sgt. Carr ? ? 98 yards
5 LFS F/O. Oldham F/O. Petts Sgt. McKerrow 98 yards
617 F/O. Knights F/Sgt. Bell ) The best two 49 yards
S/Ldr. Munro F/Lt. Astbury ) exercises 53 yards
5 GROUP NEWS. NO.21. APRIL, 1944. PAGE 7
[Page break]
AIR BOMBING (CONTD:)
[Underlined] SQUADRON BOMBING COMPETITION. [/underlined]
APRIL has produced the first maximum entry for the Competition since its inception in June, 1943. Some excellent results have been submitted and hearty congratulations are due to 61 Squadron for their outstanding exercises. The results are as follows:-
PILOTS AND AIR BOMBERS NAVIGATORS
1st 61 Squadron – 55 Yards 1st 50 Squadron – 59 Yards.
2nd 619 Squadron – 63 Yards 2nd 61 Squadron – 84 Yards.
3rd 49 Squadron – 71 Yards 3rd 619 Squadron – 96 Yards.
4th 50 Squadron – 80 Yards 4th 630 Squadron – 98 Yards
5th 44 Squadron – 81 Yards 5th 463 Squadron – 111 Yards.
6th (630 Squadron – 90 Yards 6th 44 Squadron – 125 Yards.
(106 Squadron – 90 Yards 7th 57 Squadron – 136 Yards.
8th 207 Squadron - 101 Yards 8th 467 Squadron – 141 Yards.
9th 9 Squadron – 112 Yards 9th 49 Squadron – 152 Yards.
10th 463 Squadron – 116 Yards 10th 106 Squadron – 163 Yards.
11th 467 Squadron – 125 Yards 11th 9 Squadron – 167 Yards.
12th 57 Squadron – 135 Yards 12th 207 Squadron – 188 Yards.
Group Captain Butler (R.A.F. Dunholme Lodge) produced a token cup to celebrate 44 Squadron’s victory in March. It is hoped that 44 will pass on the token to 61 Squadron.
It is noteworthy that the three Squadrons of 52 Base are all in the first five.
[Underlined] LEADER COMPETITION. [/underlined]
Only two entries were received this month:-
1st F/Lt. FARARA (630 Sqdn) – 85 yds.
2nd F/Lt. McDONALD (61 Sqdn) – 160 yds.
Congratulations F/Lt. Farara!!
(Continued from Page [sic]
our errors on both are similar – that means that 5 Group Bombing Teams achieve substantially the same results on German targets that they obtain at Wainfleet, Epperstone, Owthorpe and Bassingham Ranges, therefore, it merely remains to improve our results on the “home” ranges in order to obtain more hits on the “away” targets.
[Underlined] “GEN” FROM THE SQUADRONS. [/underlined]
[Underlined] 106 Sqdn. [/underlined] (F/Lt. Wake DFC) reports that their descent from top position in the Bombing Competition is only temporary and is due to their best crews finishing about the same time. Other Squadrons are warned that 106 intend to be back at the top by the end of May.
[Underlined] 44 Sqdn. [/underlined] (F/Lt. Lowry) have constructed an effective Mk.XIV mock-up as follows:-
1. No suction used – Gyros are counter-balanced in Sighting Head and Computor.
2. All electric motor is used to obtain pressure.
3 Airspeed and Height operation is obtained by connecting two external sylphan tubes to the static and pitot heads of Computor Unit. Attached to sylphan tubes are adjustable thumb screws to enable airspeed and height indicators to be carried throughout their range.
This go ahead Bombing Section have also introduced the use of Navigator’s Log Books (an idea borrowed from 5 L.F.S Syerston) in which are posted all permanent information such as Bomb T.V’s Conversion of True to Indicated Wind speed tables, etc. and is also used to carry target maps and operational bomb load instructions.
[Underlined] 1661 Con. Unit. [/underlined] (F/Lt. Brewer, DFC.) have completed the installation of Mk. XIV bombsight complete, in the A.M.B.T. A really first-class job by all concerned!!!
[Underlined] 61 Sqdn. [/underlined] (F/Lt. MacDonald) Competition winners for April, report that W/Cdr. STIDOLPH and crew set the pace with a Crew Error of 71 yds. This aroused competitive spirit to a marked degree in the Squadron. The following result was obtained:-
Crew Error ar 20,000 ft. – 40 yards
Navigator’s Error – 25 yards
Pilot & Air Bomber’s Error – 37 yards
The crew were:- Pilot – F/O PAUL
Air Bomber – P/O COOK
Navigator – P/O GRIFFIN
[Underlined] 9 Sqdn. [/underlined] (F/Lt. Bell, DFC.) reports the following excellent method of plotting crater positions from night photographs.
Plot the centre of the photograph on tracing paper pinned on to the target illustration. Mark the heading accurately from the compass rose on the tracing. Calculate distance between centre of the bombing photograph and centre of bomb craters commencing with position of bomb and flash release. The distance from this position to the centre of the photograph is the ground speed of the aircraft in feet per second multiplied by the flash setting; a deduction being allowed for the 5° aft tilt of the camera.
Forward travel of the bombs can be noted in A.P.1730A.Vol.1. to which must be added or subtracted the distance due to the wind component.
Plot this distance forward along track on the tracing paper and the approximate position of the centre of the stick is recorded. The stick length is known and should be drawn to scale. This method if accurate provided that:-
(i) the aircraft maintains heading and attitude from bomb release to explosion of flash (this can be checked by study of pre-bombing frames on the film)
(ii) There is only a small error due to cross trail - allowance can be made for this if necessary.
9 Squadron have found that their plots using this method are accurate to within 100 yards by subsequent comparisons with P.R.U. photographs.
[Underlined] 617 Sqdn. [/underlined] (F/L Astbury, D.F.C) reports the following outstanding exercise:-
F/L Clayton, Pilot, F/O Watson, Air Bomber, carried out an application exercise from 20,000 ft. And averaged 73 yards. Two of the six bombs were DIRECT HITS!!
[Underlined] “G”N” [sic] FROM THE BOMBING RANGES [/underlined]
(I) [Underlined] Wainfleet [/underlined] – plotted 5,492 bombs aimed by 1,044 aircraft during April. Thus in one month 28 tons of practice bombs have been dropped at this range.
(ii) [Underlined] Epperstone [/underlined] – plotted 990 bombs aimed by 200 aircraft.
(iii) [Underlined] Owthorpe [/underlined] – plotted 916 bombs aimed by 147 aircraft.
[Underlined] AIR BOMBERS’ QUIZ. [/underlined]
1. What would happen to the Mk. XIV Bombsight if the Port Inner engine had to be feathered?
2. How would you use the Quadrant Plate and Pointer at 13,000 feet?
3. How could you jettison a load of incendiaries “SAFE” with reasonable certainty?
4. If the Pilot operated the Jettison toggle what would happen to your Jettison bars and what extra action is necessary to put them back to “SAFE”?
[Underlined] BOMBING LEADERS’ CORNER. [/underlined]
[Underlined] F/Lt. Abbott [/underlined] is now Bombing Leader at 49 Squadron. It is noted that 49 moved from hitherto unplaced position in the Competition up to [underlined] 3rd [/underlined] in April.
[Underlined] F/Lt. Stoney, DFC. [/underlined] (1660 Con.Unit) has moved to 97 Squadron for his 2nd tour of operations. Good Luck!
[Underlined] F/O Lowans, DFM. [/underlined] has moved from 49 Squadron to 54 Base where he is attached for Bombing Leader duties.
[Underlined] F/O Tibbs (207 Squadron) [/underlined] obtained “B” category on No. 79 Bombing Leaders Course.
[Underlined] F/O Kennedy (619 Squadron) [/underlined] and F/O Martins (106 Sqdn) obtained “B” categories on No. 80 Course.
[Underlined] P/O Ball, DFM. (1660 Con. Unit) [/underlined] has been attached to Headquarters, Bomber Command for Bombing Analysis duties.
5 GROUP NEWS. NO.21. APRIL, 1944. PAGE 8
[Page break]
RADAR/NAV
[Underlined] H 2 S [/underlined]
Considerable changes have taken place in H2S training during the month, the most notable being:-
(i) H2S training has been expanded at the Conversion Units to cover 12 crews per course, to meet increased demands of the squadrons.
(ii) To standardise training throughout the Group, a Ground Training Syllabus has been issued outlining the minimum amount of ground training to be carried out by H2S crews, whether trained on squadrons or Conversion Units.
(iii) Greater emphasis is being placed on the Navigational aspect of H2S to increase further the reliability of fixes and winds obtained.
A concentrated drive is being made by all Instructors to improve D.R. navigation by H2S, to ensure that failures due to lack of confidence and inability to interpret the P.P.I. are things of the past. The tendency to slur over H2S navigation must be overcome as a successful H2S bombing run is largely dependent on a correct navigational approach to the target. This does not mean however that blind bombing is to be relegated to a mere fraction of the training time; on the contrary a large part of training can be devoted to blind bombing technique when crews are able to navigate accurately by H2S and ensure that the target is reached at the correct time.
Manipulation failures still continue to be reported and every effort must be made by operators to prevent such failures being attributed to their neglect. Now that the Air Bomber is required to sit in the navigator’s compartment and manipulate the H2S equipment, manipulation failures should be on the downward path. Two heads are usually better than one and with the list of H2S faults and remedies, one of them should at least have some knowledge of the symptoms and their correction. The impression conveyed is that many of these manipulation failures are due to lack of understanding of the equipment. The Technical Radar Officer is always willing to part with “gen” providing questions are asked. Don’t be afraid to worry these officers because in the long run by asking questions about your equipment you are probably saving their time and yours.
Leica cameras are now being used to photograph the P.P.I. on training flights and several remarkable prints have been obtained. particularly [sic] on Edinburgh and London. Two squadrons are now equipped and it is eventually hoped to obtain further cameras for the remainder. With the advent of P.P.I. photography blind bombing can be carried out irrespective of cloud cover and accurate results obtained. Much information can also be obtained on the definition of built up areas and it is hoped eventually to relate individual bright responses with definite structures in these built up areas. It is therefore essential that the camera operator fills in the photographic interrogation report in a concise and accurate manner, enabling much valuable information to be obtained for use of H2S crews on future operations.
The results of the blind bombing competition have now been received and are published below. All crews who participated are to be congratulated on the excellent results obtained.
[Underlined] Final Order Captain Squadron Av. Error. in miles. [/underlined]
1 P/O Rogers 630 .33
2 F/S Canever 57 .38
3 P/O Manning 44 .42
4 F/L Smith 57 .46
5 P/O Ross 57 .46
6 P/O Higgs 44 .48
7 F/O Bayley 57 .49
8 F/L Healy, DFC. 49 .60
9 F/O Penman 106 .64
10 P/O Shinn 49 .65
11 P/O Jones, J. 49 .66
12 F/O Thomas 57 .87
13 F/L Kellaway, DSO. 630 1.12
14 F/L Roberts, DFC. 630 1.15
One point arising out of blind bombing on H2S which has been noticeable on operations during the last month is that many H2S operators who claim to mark blind are unduly influenced by the markers showing a lack of faith in the instrument. Complete confidence can only be built up by sufficient training in which advantageous use should be made of the synthetic trainer.
Talking about synthetic trainers, East Kirkby have introduced a modification to the trainer which gives correct crystal current movement and a tuning position, thus enabling operators to practice manipulation on the trainer. It is hoped to introduce this modification to other trainers in the Group as soon as the technical details are settled.
This month we welcome 83, 97 and 627 Squadrons into the Group. They have brought with them new equipment and methods and it is felt that as pioneers in H2S much can be learnt from them. It is hoped that all H2S Instructors will take the opportunity of visiting these squadrons and utilising the information gained to the benefit of their respective units.
[Underlined] GEE [/underlined]
Gee range has improved considerably during the month and many navigators obtained fixes over targets attacked. However, there is still a tendency to neglect Gee when jamming appears.
Some navigators had opportunities of using the new North Eastern chain this month with gratifying results, many fixes being obtained further than 8° East, and off chart coverage. Providing navigators continue to give reports on the reception they receive outside the limits of the present lattice charts, something can be done to produce additional charts.
Coding has not caused any confusion, and the blinking of the “A” pulse appears to have been a success. There is one point, however, which must be borne in mind by all navigators and wireless operators regarding the use of coding in distress signals. All fixes passed for transmission during distress procedure must give the true lattice line values and therefore the coding figures must be deducted by the navigator from the indicator readings prior to passing the fix to the Wireless Operator. Watch this or you will be plotted miles away from your true position.
Manipulation failures are still too high and these can be overcome only by constant practice in setting up and correction of faults. Many navigators to whom manipulations faults have been attributed are still changing over alternator plugs with the set switched on resulting in fuses being blown. When changing the R. F. Units or alternator plugs, Gee must be switched OFF.
The following is an extract from a report on Gee which should be of interest to all navigators:-
“There seems to be a popular idea with navigators that XF’s necessarily give extra range. This is based on the fact that when they were first introduced, they gave extra ranges before the enemy had time to organise counter measures. The main advantage of XF’s is not to give extra range but to make the enemy spread his jamming over more than one frequency, tending to make it less intense on any one frequency”
Another point is that many navigators are using stud settings and RF Units which have not been detailed for the operation in question. There is even a case this month of a navigator using a chain which was not detailed, and he claimed far greater range though admitted the fixes were unpotable.
(Continued on page 14, col.2)
Link Trainer
The nil returns for 630, 617 and 627, and the very low return for 57 Squadron were due to the absence of Link Trainers at East Kirkby and Woodhall. Machines were, however, installed at these Stations at the end of the month and it is hoped these Squadrons will make up the deficiency by an increased effort next month. A revised Link Trainer Syllabus is being drafted and should be available to Units by the middle of the coming month. The amount of Link done on the squadrons still warrants improvement and it is hoped that the new Syllabus will assist in this.
[Table of Link Trainer Sessions by Squadron and Unit]
5 GROUP NEWS. NO.21. APRIL, 1944. PAGE 9
[Page break]
[Cartoon] SPORTS [Cartoons]
April, and the first few days of May, saw the last of the two Group Competitions – the Lancaster Seven-a-Side Rugger Trophy, and the Matz Cup.
[Underlined] The Lancaster Seven-a-Side Competition [/underlined] has had a very mixed reception. Although designed on a Group inter-squadron basis, to include every crew in each Squadron, and having a system of points that favoured squadrons fielding the greatest number of teams, no squadron outside 53 Base even began the competition. But within 53 Base it was an amazing success. 86 teams took part, and the resulting increase in fitness, and the keenness that developed, fully repaid the efforts of A/Cdre. Hesketh who originated the competition. Next season this is going to be one of the Rugger high-lights, with a smashing Boxing Day final meeting of all the squadron finalists, followed by “noggins for all” round “Ye Olde Yule Logge”.
[Underlined] The Matz Soccer Cup. [/underlined] Coningsby crowned a successful soccer season by beating Winthorpe 2 – 0 in the Matz final on the Lincoln City ground on 6th May. In their semi-final game, Coningsby met the Group “giants” – Scampton – at Waddington, and emerged successfully after a terrific duel. Winthorpe had to play three games with Metheringham before they got to the semi-final stage. Then they defeated Skellingthorpe 3 – 2, after being 2 goals down with only twenty minutes to go. The final was worthy of the competition, and produced a clean, hard fought duel, perfectly even in the first half, but with the Coningsby forwards more dangerous than their opposites in the second. Winthorpe goalie and backs are to be congratulated on their fight, they certainly kept the flag flying. Coningsby’s first goal came from a penalty, their second from a beautifully placed header into the corner of the net in classic “corner kick” style. Coningsby were minus their professional left winger, Colinridge, but his successor ably filled the bill, and the forwards were presented with many openings by a clever half back division. After the game, Mrs. Cochrane presented the cup in the stand, and the A.O.C., who had been a delighted spectator, congratulated the teams in the dressing rooms on their splendid show. Later the teams had tea together in Lincoln, and later again the Cup was christened with the traditional quart of “old and mild”, we hope.
[Underlined] The Wines Rugger Trophy. [/underlined] Dunholme are hot on the scent of this “pot”, and it will take a good side to stop them. Winthorpe are in the remaining semi-final with Waddington. It is proposed to polish off the semi-final and the final before the 14th, leaving King Willow in peaceful possession.
[Underlined] 5 Group Mixed Hockey Trophy. [/underlined] East Kirkby reached the final by beating the redoubtable Swinderby on their own ground. It now remains for Metheringham to play Waddington and the winner to meet Scampton, to provide the other finalist. This competition must be polished off quickly, before hardening grounds make the ball a little too lively for all but the steel shinned types. This new competition has proved very successful and should provide a most interesting final.
[Underlined] FOOTBALL [/underlined]
SCAMPTON played eight Station matches, during the month, of which they lost only one, 2 – 1 to R.A.F. Ingham. In the semi-final replay of the Lincoln and District Amateur Cup they defeated R.A.F. Wickenby 3 – 0. In the final with Lincoln Rovers on City ground they played magnificently for a 5 – 4 victory, finishing the game with only nine men. Now they are all out for the Lincoln and District League Championship. They have had a most brilliant season.
DUNHOLME had six games, of which they won four. Their two losses were to Scampton – 1 – 5, and to Headquarters 5 Group 3 – 4. Eight inter-section games were played off.
FISKERTON laid out two soccer pitches during the month and gained a considerable impetus in ensuing activity. The station team won its last three Lincoln League games. A combined league and knock-out competition is running with eleven teams competing. 49 Squadron has three teams entered. Two games per day is common; B.A.T. Flight v Echelon have already fought three pointless duels, playing extra time in the last two games. Which shows what a new pitch can do.
BARDNEY have a very strong team, and won six out of their seven April games, including Coningsby and Skellingthorpe, Matz winners and semi-finalists, among their victims. They challenge all comers to do battle! and they are keen, they even cycled to a match – and won!!
METHERINGHAM were unlucky in having three station games cancelled. They played three losing to Digby and 373 Battery, Woodhall, but beating Woodhall Spa 5 – 2. Inter-section fixtures (league and knock-out) produced 14 games, Squadron Armoury, the League champs, being knocked out by R.A.F. Regiment.
H.Q. 5 GROUP team is building up steadily, the laying out of a pitch having provided a much needed stimulus. After winning the opening game against Wigsley, 3 – 1, on the new pitch, the Group lost to Skellingthorpe away. Six games yielded four wins, a draw with 93 M.U. the old rivals, and one defeat. In early May, there was much creaking of joints when an officer’s team emerged minus winter woollies and held the Group side to a mere 3 – 1 triumph.
RUGBY
DUNHOLME, finalists in the Wines Trophy, have a powerful side. They defeated Swinderby 8 – 0 in the Wines’ second round, defeated 2 A.A. Command School both away and at home, and Scampton 7 – 6 on the latter’s ground. They are all out for the Wines Trophy and beat Fiskerton 27 – 0 in the semi-final.
METHERINGHAM with a greatly improved side held Waddington to a 9 – 0 victory, and win one and lost one with R.A.F. Digby.
[Underlined] HOCKEY [/underlined]
SCAMPTON certainly got in plenty of practice, with eight April games. They won five, knocking Syerston out of the Group Trophy, their victories also included Ingham, Faldingworth and 5 Group. They are in a strong position for the Trophy competition.
H.Q. 5 GROUP team is most active. Through the generosity of Swinderby they hold “home” games there pending completion of their Morton Hall pitch. During April they played six games winning two, with one draw. East Kirkby proved their downfall in the Group Trophy. A friendly three game duel with Swinderby has produced one win each and one draw. It is hoped to continue hockey, even if only in inter-section “sixes” throughout the summer.
[Underlined] GENERAL JOTTINGS. [/underlined]
SOFT-BALL 0 Fiskerton have a team in the Lincoln area league. Metheringham are also running a team, playing in a Digby League. 5 Group H.Q. have a willing, if unskilled, nucleus who like to “play ball”. There should be some scope for friendly games within the Group.
TENNIS and BOWLING – Bardney and Metheringham are lucky in having village facilities available, and the games are in full swing.
CYCLING is popular in Bardney. The tough kind with a “cow’s horn” handlebar and a “tail up” racing crouch. Any ex “roadmen” are welcomed to compete in a friendly “25”. A perimeter track is the proposed venue.
CRICKET – The great concern of every captain’s heart is the pitch. The sacred sward where worms and birds both “fear to tread” is THE FOCUS OF ALL CRICKETERS THOUGHTS. May we remind stations that it will be appreciated if they will keep to the date schedule of the Group competition, and not insist on a too Velvet like patch before playing their first round.
WAR SAVINGS
FISKERTON are to be congratulated on another fine effort in National Savings this month. Last month’s increase of 143% to £884 has again been increased by 34% to £1185.
FISKERTON will doubtless be only too pleased to pass on details of their fruitful methods to other Stations – if only to get a bit of competition!!
(a) Pence saved per head of strength.
(b) Percentage of personnel saving.
(c) Total amount saved.
[Table of War Savings by Station]
TOTALS 6309.13.4.
5 GROUP NEWS. NO.21. APRIL, 1944. PAGE 10
[Page break]
ACCIDENTS
[Underlined] SLIGHT IMPROVEMENT IN ACCIDENT RECORD [/underlined]
The month of April showed a welcome drop in the number of accidents in the Group compared with March, but though there was a large increase in total flying hours, this accident rate did not improve in the same ratio, and is still well below the Group’s best standards.
In all 40 aircraft were damaged during the month, 19 of which were classed as “avoidables”. The remainder were classed as technical failures or obscure. The total of “avoidables” may be subject to alteration as one or two accidents occurring at the end of the month have not been fully investigated and are not included. At the moment they appear to be technical failures or entirely obscure.
[Underlined] AVOIDABLE [/underlined]
The details of the avoidable accidents are as follows:-
Ground collision (including taxying) – 6
Swings … 2
Heavy landings …2
Low flying … 2
Overshoots landing … 2
Mid air collisions … 2
Errors of judgement landing … 1
Other errors of judgement … 2
TOTAL … 19
51 Base accounted for 11 and Squadrons 8.
[Underlined] M.T. COLLISIONS & TAXYING [/underlined]
There were again two M.T. accidents this month. In spite of strenuous efforts to stamp out this type of accident it still recurs. Next month [underlined] MUST [/underlined] be “M.T. Accident Free”.
Of the taxying accidents two occurred at night and two during the day. One of the “night” accidents was caused primarily by the pilot neglecting to use an Aldis lamp or taxying light. He struck an obstruction just off the dispersal lead in. In this instance his Flight Engineer was aware of the obstruction but did not warn his captain. Both log books were endorsed in RED.
A Lancaster pilot had just landed landed [sic] and was proceeding round the perimeter, when he told his Engineer to cut the outer engines. The Flight Engineer did so, but opened the starboard outer throttle fully before the propeller stopped turning. The engine roared into life and swung the aircraft off the perimeter. Again, the log books of both pilot and F/E were endorsed in RED.
[Underlined] SWINGS AND HEAVY LANDINGS [/underlined]
Both Swings this month were on take off – one Stirling and one Lancaster.
In the Stirling the pupil pilot swung off the runway, throttled back completely as per drill, but did not stop before his aircraft struck another in dispersal.
The Lancaster pilot ignored all he had ever been told about take-off procedure, handed over his throttles too soon to the Flight Engineer, swung to port at “full power”, over-corrected and broke his undercarriage on a final swing to starboard. His bomb load exploded. Luckily the crew got clear before this happened.
This pilot made another mistake in running up to +4 lbs, 2650 revs. against the brakes.
Heavy landings were of the usual pattern. One occurred at Conversion Unit in unfavourable weather conditions. The other was the result of a Lancaster pilot levelling off too high and not using the engine to correct.
[Underlined] MID-AIR COLLISIONS [/underlined]
There have been four mid-air collisions in the Group in recent months – two in April. There are so many aircraft over this country both by day and night that crews must keep absolutely on their toes at all times. We hear reports of “narrow squeaks” almost every
[Cartoon]
Dot and Dash, the immaculate W.A.A.F’s … “and I’d have been all right if that Stirling hadn’t backed into me”
day. The answer, of course, is to maintain a thorough look-out.
Don’t ignore the new “look-out” drill which was sent out this month. There should be no tendency to relax when an aircraft comes back into the circuit after an Op. or any other flight. The danger of collision is always present, and as the pilot is necessarily busy with his cockpit drills, it is up to the rest of the crew, especially gunners, to ensure the safety of the aircraft by keeping up a search and warning the captain of other aircraft.
[Underlined] OTHER INCIDENTS [/underlined]
A pupil pilot in a Stirling was out of line with the runway at 500’ on a good clear night. He landed anyway, off the runway, and knocked over the wind sock.
An Instructor in a Lancaster in showery weather, also found himself out of line with the runway. Instead of going round again he landed off the runway. His speed was excessive and he overshot. A deliberate ground loop placed the aircraft – CAT AC.
A Conversion Unit Mid-Upper Gunner was unloading his guns after a flight. One went off and fired a round into the “fin”. The fin had to be replaced. Gunners! make sure your guns are on “Safe” – all of them.
One Lancaster crashed this month in obscure circumstances. The aircraft was seen coming out of cloud in a high power dive. The tail fell off and then the aircraft broke up. The suggestion at the moment is that the pilot lost control in daylight in cumulo-nimbus cloud. The Accidents Investigation Branch may produce further evidence.
Further proof of the merits of the Lancaster came out this month. An aircraft returned on two engines after being badly shot up. On making an approach at a strange airfield, the pilot could not get his wheels down and went round again from a low height. Unfortunately on his second attempt the pilot overshot on a short flarepath and crashed.
RECENT GOOD SHOWS
P/O Milne of 50 Squadron displayed exceptional airmanship, and also proved that the Lancaster can be flown on two engines even with a load. He lost both starboard engines while outward bound on ops., at 3,000 feet. Forced to return to Base, he jettisoned the fuel from the inboard tanks and effected a perfect approach and landing still carrying full bomb load.
F/Sgt Young, a pupil at 5 L.F.S., put up a good show which also reflects credit on his Instructor. Shortly after take-off on his first solo in a Lancaster, the starboard tyre burst. F/S. Young was diverted to Woodbridge where he made a successful landing without causing any further damage to the aircraft.
F/Sgt. White and F/Sgt Millikan, the Navigator and Air Bomber of a crew under training at Conversion Unit, set an example which would have done credit to an experienced crew. While on a high level cross country flight, their pilot passed out through lack of oxygen and lost control of the aircraft. F/Sgt Millikan regained control of the Stirling and under the direction of F/Sgt White who assumed the responsibility of captain, they flew the aircraft for 1 1/2 hours back to Base when the pilot had recovered sufficiently to land the aircraft.
The “Plumbers Union” have also distinguished themselves. F/Sgt Gledhill, a Staff Engineer of 1660 Conversion Unit, was a member of a crew of a Stirling. While the aircraft was taxying to dispersal, the port inner caught fire. The Graviner had no effect, and F/Sgt Gledhill promptly removed the engine cowling and extinguished the fire with a hand extinguisher, saving the aircraft from much more serious damage.
(Continued on page 12, col.3)
5 GROUP NEWS. NO.21. APRIL, 1944. PAGE 11
[Page break]
GUNNERY
[Underlined] CLAY PIGEON SHOOTING [/underlined]
F/Lt. Lucas of Flying Training Command visited the Group during April to advise on the subject of Clay Pigeon Shooting, this Officer is stationed at 54 Group Headquarters, and is responsible for Clay Pigeon Shooting in the I.T.W’s. It was obvious that we are getting little if any training value out of clay pigeon shooting at present, due to the lack of proper ranges and the fact that very few Gunnery Leaders have ever had instruction in the art.
A trap house was constructed at Waddington from sandbags, and seven firing points laid out; this work was done in two days. The lay-out in use at I.T.W’s has two trap houses, but this was not considered necessary for our purpose. A request has been made for an officer from Flying Training Command to be attached to the Group to give advice and instruction to all stations, and the possibility of constructing a sandbag trap house on each station is under consideration. A demonstration of the lay-out at Waddington, makes it obvious that clay pigeon shooting must be done on a properly constructed range under the supervision of an instructor; under these conditions it is an excellent quickening exercise and when gunners are proficient in hitting clays, they have confidence in themselves.
[Underlined] .5 UNDER DEFENCE GUN. [/underlined]
Six squadrons have aircraft fitted with this gun and squadrons have been asked for opinions on the value of the gun on operations, and if H 2 S is preferred to the gun, as the aircraft can obviously only have one or the other. Opinions given to date are not very favourable as several snags have been encountered during the trials carried out so far. With the gunner strapped in his seat it is difficult to follow the gun round on the beam; it is difficult for the gunner to get his head down behind the sight as it tends to push the oxygen mask upwards on the gunners face; and also considerable vibration is experienced on the sight when the gun is fired.
[Underlined] COMBATS [/underlined]
Combats for April numbered 81, resulting in 5 enemy aircraft claimed as destroyed, 1 as probably destroyed and 7 damaged. The maximum number for any one operation was 24 and this was on the 22/23rd April on Brunswick five claims being made on that night; 1 destroyed, 1 probable and 2 damaged. Combats on French targets were few, but these sorites are not to be treated lightly by air gunners and the most vigilant search is to be maintained at all times. Squadrons must include instruction on search during night vision training. Search from the rear turret is difficult as it entails the rear gunner standing or crouching in a most uncomfortable position for short periods to enable him to see below and astern; this must be carried out as the view below is very poor when the gunner is in the seat.
[Underlined] SELF TOWED DROGUES [/underlined]
This practice has not been carried out on the scale it was hoped for, due to a variety of reasons, the main one being the shortage of brackets for attachment to the aircraft. Some Stations have had difficulty in obtaining the material for the manufacture of these items and snags have been met in obtaining the quick release unit. Gunnery Leaders should press for this equipment to enable a consensus of opinion to be obtained on the value of the exercise. Self tow at night with the drogue illuminated is the best step and should present no difficulties when Squadrons are satisfied that the existing equipment is satisfactory.
[Underlined] RESULTS OF C.G.S. COURSE. [/underlined]
[Underlined] NO. 77 COURSE. [/underlined]
F/O Wyand – 9 Sqdn. – 83.8% - Cat. “B”.
F/O Fisher – 1660 C.U. – 77.8% - Cat. “B”.
[Underlined] SPECIALIST SIGHTING COURSE AT MANBY. [/underlined]
[Underlined] COURSE NO. 14. [/underlined]
F/O Gross – 1660 C.U. – Cat. “B”.
[Underlined] COURSE NO. 17. [/underlined]
P/O Hammond – 619 Sqdn. – Cat. “A”.
Congratulations to P/O Hammond on obtaining first place on the course.
This Month’s Bag
[Cartoon]
[Underlined] DESTROYED [/underlined]
49 Sqdn. “M” 20/21st April,1944 FW.190 C.
106 Sqdn. “G” 22/23rd April,1944 ME.109 C.
467 Sqdn. “N” 26th April,1944 FW.190 C.
630 Sqdn. “B” 29/30th April,1944 FW.190 C.
[Underlined] PROBABLY DESTROYED [/underlined]
619 Sqdn. “G” 22/23rd April,1944 JU. 88 C.
[Underlined] DAMAGED [/underlined]
44 Sqdn. “Z” 9/10th April,1944 ME.110 C.
207 Sqdn. “A” 22/23rd April, 1944 ME.210 C.
467 Sqdn. “W” 22nd April,1944 ME.109 C.
630 Sqdn. “J” 24th April,1944 FW.190 C.
630 Sqdn. “T” 24th April,1944 ME.109 C.
97 Sqdn. “Q” 24th April,1944 JU.88 C.
[Table of Air Training for April showing Fighter Affiliation and Air Firing Exercises by Squadron]
[Underlined] ACCIDENTS (Contd. From page 11, col.3) [/underlined]
- AND SHOWS NOT SO GOOD
A Stirling made a crash landing last month and the only man injured was the rear gunner. He was also unique in that he was the only man not in his crash position.
A Squadron aircraft crashed in poor visibility. There were several diversion airfields available and the pilot was told to stand by and orbit Base. But he thought he’d come down to have a look!! He and two occupants were killed as a result.
Two aircrew baled out over the Wash. They did not take their ‘K’ type dinghy, and so threw away their last chance.
An experienced captain was recently forced to make an early return. His Flight Commander removed his pitot head cover for him when he landed.
Another “gen man” thought it unnecessary to await the ground crew’s signal to leave dispersal. He taxied into the tail of an aircraft in front of him. Both aircraft are CAT A/C!!
A very much sadder and wiser crew landed badly shot up recently. They explained they had lost the Concentration. The pilot had put red on black on one course. Yes it can still happen!!
5 GROUP NEWS. NO.21. APRIL, 1944. PAGE 12
[Page break]
PHOTOGRAPHY
The number of photographic attempts during the month of April was 1635, of these 952 produced plottable ground detail, this increase being due to better conditions and the type of attack. It will be seen from the analysis that the percentage of failures is still excessive with a considerable increase in failures attributed to “no flash” illumination”. [sic]
There can be no doubt that, in the past, many flash failures were passing through as “flash muffled by cloud”, since it is impossible to assess bombing frames exposed by the light from fires on the ground when cloud conditions are 10/10ths. This is no attempt to draw attention to the high percentage of Armament failures; failures, whatever the cause, result in the loss of very valuable information and represent a loss in efficiency.
Photographic and Armament personnel must co-operate with each other to establish the [underlined] real cause [/underlined] of these failures; Type 35 camera controls and photo flash fuse settings must be identical with each other. It is not enough to set the control pointer to the required setting. Make sure that the timing of the control agrees with that indicated upon the setting dial before it is fitted to the aircraft; adjustments can be made to the pointer where necessary.
It is again necessary to stress that once the aircraft have returned from the attack, the production of the photographic results in the minimum period of time is essential to the Air Staff. The majority of the section personnel are aware of this fact, but improvement can be made by better organisation and attention to the following:-
(i) Ensure that everything is ready to commence processing as soon as the first magazines arrive (at one section seven minutes were lost between the time of the first magazine going into the darkroom and the lights being switched off).
(ii) The photographer detailed to receive the film magazine from the aircrew must obtain essential information and pass the first four or six magazines to the processing section in the quickest possible manner. (One section wasted valu-
{Continued on Page 14 Column 3)
[Table of Photographic Analysis Results by Squadron]
TRAINING
[Underlined] RECORD MONTH FOR TRAINING BASE [/underlined]
During April, 51 Base flew more hours and passed out more crews than ever before in its existence. The Stirling Conversion Units produced a grand total of 5500 flying hours, and the Lancaster Finishing School a total of almost 1900 hours. The Lancaster Finishing School posted 109 crews to squadrons and 95 crews were posted into the Lancaster Finishing School for Lancaster training.
These results were achieved as a result of strenuous efforts on the part of maintenance personnel and instructional staffs throughout the Base, despite the fact that the first ten days of the month produced little flying owing to bad weather. The operational stations in the Group assisted by providing their airfields for circuits and landings when training base airfields were overcrowded.
With excellent co-operation between this Group and 10 and 12 Fighter Groups, Training Base flew Bullseyes on 18 nights. Crews also took part in Command Bullseyes, including three spoofs over the North Sea which, in addition to providing good D.R. practice for the Navigators, helped divert the enemy’s fighter strength from the operations against enemy centres in France.
The main concern during the month has been burst tyres on Lancasters and Stirlings, and every precaution is being taken to reduce these to a minimum, because it is fully appreciated that the minor mishap caused by a burst tyre can well lead to a serious accident. The overall total of accidents for the Base is still too high, and the staff is pressing forward strongly with an “accident reduction” drive.
The forthcoming expansion in Training Base by which 132 crews are to be produced each month, has led to a revision of the Ground Syllabus and the Flying Syllabus. The revised Flying Syllabus is not yet effective, but will come into operation during May. There has been an expansion of H 2 S training in the two Units at present equipped for this training, and when 1654 Conversion Unit at Wigsley becomes productive, the periodical shortage of H 2 S crews should cease.
AIR SEA RESCUE
It is a very easy thing, when ordered to practice Parachute or Dinghy Drills to go out to an aircraft sit around smoking for half an hour and then report back to the Flight Office “D.C.O.” These drills are the “Safety Drills” and the instinct of self preservation alone should make crews practice them until “Practice makes Perfect”.
Generally speaking parachute drills are carried out more conscientiously than Dinghy Drills, but in recent incidents in this Group it appears that even this drill is not receiving the attention it should. Note the findings of the investigating officer after a recent fatal accident. “It seems doubtful whether the crew had done the amount of parachute drill accredited to them in the “Flight Records”. In other words completed records may save you a lot of bother, but unless the records are true they are valueless and wasteful.
Let us face facts. Even [underlined] you [/underlined] may be shot down and bale-out or ditch some time or other. If you have just a rough working knowledge of the drills, some of the crew will probably save their lives, but, equally probably, some will lose their lives. If you and your crew are word and action perfect in the drill, you will live to fight again, and get a good spell of “Survivors’ leave” into the bargain. Most probably!
Saturday morning had now been set aside as the time when every available crew is to spend at least an hour on these Safety Drills. It should also be regarded as a suitable time to acquaint aircrews with the latest safety equipment and modifications. This period, however, should not be regarded as an excuse for not doing drills at other times. There’ll be the odd occasion when you are elsewhere on a Saturday morning.
One Base has issued instructions that crews are to be ordered at Briefing, from time to time, that they are to do these drills after landing from Operations – when tired and in darkness, when their physical condition is similar to that when facing a real “Bods out” or ditching, or baling our [sic] conditions. This is a very good way of doing things – you get the maximum benefit, as you are already in full flying kit, with the minimum of effort.
In March 36.9% of aircrews in all Groups who ditched in “Home Waters” were saved, while 397 lost their lives. The fact that 73 lives were lost in crews where other members were saved stresses the importance of drills. The Americans are still making better use of your Air Sea Rescue Service than you are.
[Underlined] ARMAMENT (Continued from Page 15 Col.2) [/underlined]
stations in the near future to service the F.N.64 turrets prior to their being returned to Maintenance Units – a step in the right direction at last. All Armament Officers can assist in speeding up this servicing process by ensuring that a hydraulic turret test rig and a complete set of tools are available for the party when they arrive. Don’t leave it until the day the party is expected, and so waste a day collecting the equipment from various dispersed points around the station. Do it now and ensure that the floor space at present cluttered up by these turrets is made available for more important equipment.
5 GROUP NEWS. NO.21. APRIL, 1944. PAGE 13
[Page break]
ENGINEERING
A record number of sorties has been carried out during April and it was pleasing to note that note that the cancellations due to technical defects were: Early Returns .73% - Cancellations .69% - both being very definite improvements.
The number of engine failures which occur and necessitate change of an engine before the completion of its life are not decreasing at the rate we should expect now that a more reliable engine forms the bulk of our holdings. The Merlin 24 from which we expected such high performance is doing its best to produce this performance. It is however handicapped by the fact that paddle-blade propellers and AY/118 constant speed units have invariably been fitted to this type of engine, the results being that instances are occurring of over speeding and the odd case of engine disintegration. Action is in hand to fit modified C.S.U’s and this must go ahead with all possible speed.
The Merlin 28 and 38 still suffer from loss of coolant occasionally, and we still get failures due to fracture of the oil pipe to the dual drive, mainly due to the slow rate at which the modified oil pipe is being supplied.
It is pleasing to see the local improvements which are being carried out by C.T.O’s the improvement of technical sites on the “self help” scheme and the general clean-up and overhaul of equipment.
Although the introduction of a technical adjutant was mainly to allow the C.T.O. to be out amongst the aircraft more, there may be a tendency for the C.T.O’s to leave too much to the technical adjutant. This is a point which must be watched and although it is not the intention to pin the C.T.O. to his office, he must keep a tight control on correspondence, returns and technical reports and keep “au fait” with all leaflets and technical letters issued.
[Underlined] ELECTRICAL AND INSTRUMENTS [/underlined]
It is gratifying to note that the maintenance of the Mk.XIV Bombsight improves month by month, as is evidenced by recent photographs of targets after a visit by 5 Group. Ground crews in general share in these achievements, but the instrument repairer deserves a special pat on the back for the hours well spent in tuning and levelling the Bombsights to produce these results.
The same degree of accuracy is unfortunately not apparent in the A.P.I./A.M.U. Cases are still being reported of “racing” of the A.M.I. despite the fitting of Command Modification No. 57. This “racing” can be attributed in most cases to incorrect tension of the relay spring and as no test equipment is yet available the fault cannot be laid at the door of bad maintenance. Efforts are being made to obtain the necessary tension gauges so that this fault can be cured. In the meantime units must make every effort to complete the manufacture of the Coningsby A.P.I./A.M.U. test bench, details of which were forwarded several weeks ago.
April witnessed the introduction of new equipment the responsibility of which rests on the instrument repairer. The most important is the nitrogen installation. It is not necessary to demand the ground charging equipment, but units must advise their Equipment Officer when an aircraft with nitrogen is received so that the necessary steps can be taken to obtain the charging equipment. At the same time the Group electrical officer must also be informed.
The other item of new equipment arriving in aircraft is the Mk.VIII Automatic Control, the introduction of which should ease maintenance problems. The Group servicing van has been round all operational stations to give preliminary instructions on the maintenance of this instrument and courses of three weeks’ duration will shortly become available to those personnel who have already attended the Mk.IV Control course. The question of the inferior luminous markings of the Mk.IA repeater has been brought to the notice of Headquarters Bomber Command, and it is hoped that an improvement will be made shortly.
The Electrical Sections – particularly those in Base major servicing units – continue to do a good job of work, despite the increasing number of modifications in which the Electrician is involved. Further modifications of an operational necessity are on the way, so electrical officers must give all future suggested modifications very serious consideration before submitting them to higher authority, if the electrical sections are not to be overburdened.
A word about Bumph. There appears to be a rooted objection among electrical officers to put pen, pencil or typewriter – if you can get one – to paper. Base and Station electrical officers must realise that it is impossible to get on without a certain minimum of paper work and promptness in replies is essential. If you are asked to reply to a question by a certain date make sure that your reply is one time.
[Underlined] TRAINING UNIT SERVICEABILITY [/underlined]
[Table of aircraft serviceability for Stirling and Lancaster]
[Underlined] RADAR/NAV. (Contd. From Page 9 Column 3) [/underlined]
This dangerous habit must cease. Some navigators seem to use R.F. Units and Stud Settings as toys to be changed and switched about to see what fixes they can obtain; the result is incorrect fixes, and chaos. These navigators are playing right into the enemy’s hands, particularly if they obtain signals which do not emanate from our Gee Stations!”
All Navigators must realise the importance of the above points as it is possible that in future several operations per night may be planned with an XF possibility for each operation. If navigators persist in using XF’s which are not assigned to them and phased for their route, there will be multitudes of incorrect fixes, and possibly casualties as a result of careless navigation.
Flight Engineers
In the past the Flight Engineers have been selected from Group I or II tradesmen; having been in the R.A.F. for long periods they gained quite considerable experience of many types of aircraft and engines, and therefore the changeover to their new duties was easy.
To-day we are faced with the problem of having to train pupils who perhaps a few weeks ago, had never seen inside an aircraft. During their training in the early stages, many subjects are taught which would appear to have no bearing on their job as Flight Engineers; this must be done however, so that later in the course, when boost control, hydraulics and pneumatics are explained, the pupil will have the basic knowledge to understand them. This takes time, and as we must produce more and more Flight Engineers, time cannot be spared to train them as Fitters. They are trained as Flight Engineers but perhaps a few corners remain that can be “polished off” by the Flight Engineer Leader.
The Flight Engineer Leader in a Squadron is responsible for training new members until he is satisfied that after a personal check, they can carry out the duties as laid down in A.M.O. A.538/43. He must make them continue their practical training, and whenever possible let them be with the ground crews on Daily Inspections, or any other work on their aircraft. Only in this way will good aircraft familiarisation be gained.
The training to be carried out in Squadrons must consist of Daily and Between Flight Inspections, instructions on the electrical panel, log keeping and engine limitations. The last subject is most important; only last month an early return which could have been avoided was made by a crew in this Group. On this occasion the oil pressure dropped to 50 lbs. per square inch at 20,000 feet, but the temperature remained at 80°C. Engine limitations laid down in A.P. 2062C (Pilot’s Notes) are:-
Oil Pressure minimum 45 lbs. per sq. in.
Oil temp. maximum 90°C.
[Underlined] PHOTOGRAPHY (Continued from Page 13 Col.1) [/underlined]
able time in processing a batch of films which had not been exposed, for the simple reason that the bombs had been brought back. This was negligence on the part of the airman who took over the magazines from the aircrew.
The photographic N.C.O. is responsible for the first film analysis and must decide whether it is a success or failure. Despite repeated instructions, many instances still occur where films are sent to this Headquarters as successes when in fact they are failures, and failures which should be classified as successes. This wastes the time spent on correspondence and telephone calls. One N.C.O. stated that it was because everything was required in a rush; this is true. THE AIR STAFF MUST HAVE PHOTOGRAPHIC RESULTS as soon as they can be produced and in ensuring this there must be no reduction of effort. Once the prints have been despatched, all films should be carefully re-examined, to ensure that no mistakes have been made.
Now that Headquarters, Bomber Command have reduced the amount of photographic printing, an improvement in the printing quality is expected. Faint ground details which could be plotted is often lost through poor processing and printing.
5 GROUP NEWS. NO.21. APRIL, 1944. PAGE 14
[Page break]
ARMAMENT
[Underlined] BOMB DUMPS [/underlined]
The expression “unable owing to pressure of work” has become the password for excusing a dirty and untidy bomb dump. A slovenly bomb dump is too often the hall mark of poor workmanship and the effect is cumulative until unstacked empty cases, broken trollies and transporters disposed at random are taken for granted.
It takes little longer during a fusing operation to stock the tail boxes when removing the tails, rather than strew them indiscriminately over a large area; the effort is not great but the resultant tidiness is surprising.
A scene reminiscent of Napoleon’s retreat from Moscow can be avoided if only a few men are employed on cleaning up after a fusing detail. If the broken transporters, trollies and liners are not repairable, write them off for scrap metal – the country needs it.
[Underlined] PHOTOFLASH [/underlined]
Nearly 7% of the total number of photoflashes carried in April have been classed as flash failure. The classification flash failure is given when:-
(i) There is no indication of illumination on frames 6, 7 and 8 (or 4, 5 and 6 in the old sequence) of the film.
(ii) The fusing wire from the fuse is brought back.
(iii) There is no indication of violent evasive action on any of the bombing frames.
(iv) The camera control is checked and found correct.
(v) The electrical circuit and release slip are found serviceable.
This figure of 7% is excessive and so much higher than any previous month that it must be assumed, as in many cases the same lot numbers were used over two consecutive months, that some of this 7% was, in fact, incorrect fuse setting and bad maintenance. Co-operation with the photographic section can solve this problem.
[Underlined] “J” CLUSTERS [/underlined]
Loading ramps and rollers for 500 lb “J” clusters should be spring cleaned so that the clusters which are now arriving in quantity may be loaded directly on the rollers, thus saving double humping.
[Underlined] SUPPLY [/underlined]
Owing to the present precarious supply position of certain weapons the C.O. and personnel of No.93 M.U. have been called upon to produce stores at a moment’s notice from nowhere. To the credit of 93 M.U. these stores always turn up, but it is realised how much extra work is entailed in meeting a rush demand.
The staff of 93 M.U. are extremely well informed regarding the requirements and difficulties of operational armament, but it is doubted if Armament Officers realise the difficulties of the M.U. who handled nearly 30,000 tons of bombs last month.
It is suggested that Armament Officers could spend a profitable day by accompanying an Austin to the M.U. and see for themselves how large scale humping is organised.
[Underlined] MANIPULATION FAILURES. [/underlined]
A marked increase in manipulation failures has been apparent this month resulting in a large number of bombs and pyrotechnics being returned to base. The more outstanding “boobs” are set out below:-
1. 2 S.B.C’s complete with contents returned to Base – distributor arm fouled by the quadrant peg card. No jettison action carried out.
2. The following stores were returned to Base due to non-[underlined] selection [/underlined]:-
2 x 4.5” photoflashes
2 x 250 lb Target Indicators
2 x 7” Hooded Flare Clusters
1 x 1000 lb M.C.
NO FURTHER COMMENT IS NECESSARY.
[Underlined] FN.64 TURRETS [/underlined]
The turret servicing party is visiting all
(Continued on Page 4 Column 2) [sic]
[Table of Failures by Squadron]
FLYING CONTROL
The high standard of landing achieved last month has been maintained during April. It is significant to note that SKELLINGTHORPE who pioneered this scheme when it was first introduced and in fact, carried out all the trials, have risen to the top of the ladder with an excellent average of 1.85 minutes.
The most outstanding figure for the month, however, is 30 aircraft landed in 36 minutes at Waddington. This is, in fact, the finest performance which has ever been put up within the Group and possibly within the Command. The following are some examples of really first-class performances for the month:-
[Table of Selected Flying Control Sessions by Stations]
[Underlined] FLYING CONTROL COMPETITION [/underlined]
It is hoped to introduce shortly a competition embracing all Flying Control aspects. This will be judged on a quarterly basis and the condition and efficiency of every part of the Station Flying Control organisation will
(Continued on Page 6 Column 2)
[Table of April Landing Times by Station]
Aircrew Volunteers
(a) New Volunteers
(b) Accepted by A.C.S.B.
(c) Posted for training
(d) Awaiting interview by A.C.S.B.
5 GROUP NEWS. NO.21. APRIL, 1944. PAGE 15
[Page break]
OPERATIONS
Our brief this month was abundantly clear. With the Allied air offensive continuing almost uninterruptedly on a rising scale against communications targets and airfields, it appeared certain that our own role would be integrated in the common plan to wear down the Western Wall. To this end we have seen during the course of the month a revolution in our bombing technique confirming the undoubted accuracy of low level precision attacks.
The importance of hammering railway targets as a means of reducing the enemy’s capacity to meet a threat from the West was fully recognised. On 10/11th TOURS was effectively attacked, followed by JUVISY and LA CHAPELLE on 18/19th and 21/22nd respectively. The results in each case were impressive. At Tours an exceptional concentration with over 100 hits fell on the track disrupting all communications. A particularly high precedent was established at Juvisy. Here we achieved one of the greatest concentrations of craters yet obtained on a target of this type – the attack almost completely devastating the marshalling yards.
The attack on La Chappelle was no less successful. Damage is severe at the southern end of the Marshalling Yard which sustained the main weight of the attack. Large fires were still burning in the area the day following the raid, and it could be seen that tracks had been severed at several important junctions. The importance which the enemy attaches to keeping his railroads open, and the difficulties which he is experiencing in handling even high priority traffic is perhaps reflected in the fact that some 50000 Germans have now been transported into France to relieve the situation and, furthermore, German branch lines have been torn up to provide new tracks.
This wearing down process is also being applied with particular attention to the Luftwaffe itself, its sources of supply being very seriously threatened by repeated attacks on aircraft factories. On 5/6th, 605 tons of bombs were dropped on four plants at TOULOUSE. The S.N.C.A.S.E. Aircraft Assembly Plant has sustained serious damage to its three main buildings – the assembly plant, component store, and testing shop. At the A.I.A. Works, every building is more or less severely damaged, while the Aircraft Factory buildings are all damaged – amongst those completely destroyed being the components manufactory shop, components store, drawing offices, heat treatment and plate shop. The Montaudran Airfield is now without its three principal hangars, and has suffered damage to other unidentified buildings.
Coupled with the first attack on St. Medard-on-Jalles (reported later) was a raid on the KIELLER Airframe Factory near OSLO – PRU cover is not complete, but the photographs available indicate that damage is considerable in the North Eastern part of the target area, including heavy destruction in the Bayerische Motorenwerke.
It is perhaps interesting to note that following the attack on CLERMONT FERRAND Aulnat Aircraft Factory, the sick bay is almost the only building undamaged. It is open to some doubt as to whether this fact can be accepted as a tribute to our precision bombing, but whatever the position may be in this respect, it is manifest that this Repair Factory will not be available to the enemy for a long time to come.
The attack on the ST CYR Signals Equipment Depot on 10/11th was highly successful – resulting in the destruction of several of the principal buildings in the Depot.
Although the focus of attention was directed on rail centres and other special targets in the occupied zone, this concentration in policy did not imply that other forms of attack would be discontinued; still less that they were conceived independently of the supreme invasion task. In fact four “blitz” attacks were staged during the course of the month. AACHEN was singled out for attack on 11/12th. Throughout the city – particularly to the South and South West, industrial and residential damage has been fairly severe, while the Main Station and sidings, large Passenger Station, Locomotive Sheds, and Goods Depot Shed have suffered heavily. Reconnaissance following our attack on BRUNSWICK on 22/23rd is not complete, but from the photographs obtained, it can be seen that damage is considerable in the business/residential area South of the City Centre, with many hits in the South Eastern marshalling yards. A high measure of success also attended the attack on MUNICH on 24/25th.
[Underlined] RIDER [/underlined]
Until that date this Nazi birthplace had escaped serious damage, but it is now known that the town has suffered its first heavy battering. No interpretation of the reconnaissance photographs is yet available but even to the unpractised eye it is obvious that the target is severely hit. Widespread areas of devastation are apparent in the old city (which is 30 - 40% gutted) continuing in a wide sear from East to West up to and including the Main Railway Station. The Nazi Party meeting place Kreig Ministerium and Prinz Leopold Platz, to mention but a few of the important Municipal Buildings are either destroyed or severely damaged.
Fierce fighter activity was encountered in defence of SCHWEINFURT on 26/27th. Despite this violent reaction, however, the attack was pressed home, resulting in severe damage to all five ball-bearing plants, in particular to the Deutsche Star Kugalhalter where two thirds of the machine shops have been demolished. The adjoining marshalling yards have also sustained damage, and there are many incidents throughout the town.
No less important were our minelaying trips on 9/10th, 18/19th and again on 23/24th. These sorties probably lack the spectacle of a bombing attack, but their sinister loads will doubtless reap a very real contribution in the war harvest.
The culminating stage of the month was in the final raid on 29/30th against the Explosives Works at ST. MEDARD-on-JALLES. A pass had already been made at this same target the previous night, but had been frustrated by unfortunate weather conditions. So with redoubled vigour another attack was launched. On this occasion the weather chose to be our ally, and the opportunity afforded was seized to produce one of the most impressive pyrotechnic displays. For more than half an hour the target was in the throes of a succession of violent explosions. The greatest concentration of the attack fell to the North East of the works area extending across the centre of the works to the western border. A most heartening result and an inspiring conclusion to the month’s work.
The above achievements were contributed by 1950 Lancs and 84 Mosquitos – 88.6% of which were successful in attacking the primary, with 2.5% casualties.
WAR EFFORT
[Table of Statistics by Squadron showing Availability, Sorties, Results and Points]
5 GROUP NEWS. NO.21. APRIL, 1944
Dublin Core
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Title
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V Group News, April 1944
5 Group Newsletter April 1944
Description
An account of the resource
Five Group Newsletter, number 21, April 1944. Includes a foreword by the Air Officer Commanding, and features about process of servicing, gardening, navigation, honours and awards, signals / radar, tactics, air bombing, radar / navigation, link trainer, sports, war savings, accidents, gunnery, training, air sea rescue, engineering, armament, flying control, operations and war effort.
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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1944-04
Contributor
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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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16 printed sheets
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eng
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Text
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MStephensonS1833673-160205-25
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
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France
Germany
Great Britain
Norway
England--Lincolnshire
France--Clermont-Ferrand
France--Tours
France--Toulouse
France--Saint-Cyr-sur-Mer
France--Saint-Médard-en-Jalles
Germany--Aachen
Germany--Braunschweig
Germany--Munich
Germany--Schweinfurt
Norway--Oslo
Temporal Coverage
Temporal characteristics of the resource.
1944-04
1944-04-05
1944-04-06
1944-04-18
1944-04-19
5 Group
air gunner
air sea rescue
aircrew
bomb aimer
bombing
bombing of the Juvisy, Noisy-le-Sec and Le Bourget railways (18/19 April 1944)
bombing of Toulouse (5/6 April 1944)
Cheshire, Geoffrey Leonard (1917-1992)
Distinguished Flying Cross
Distinguished Flying Medal
Distinguished Service Order
ditching
flight engineer
Gee
H2S
Heavy Conversion Unit
Lancaster
mine laying
navigator
Normandy campaign (6 June – 21 August 1944)
pilot
radar
RAF Coningsby
RAF East Kirkby
RAF Metheringham
RAF Waddington
RAF Wainfleet
rivalry
sport
training
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/986/10534/MWhybrowFHT170690-160926-21.1.jpg
d7138ed071275177d09ea88bdd68ceee
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Title
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Whybrow, Frederick
F H T Whybrow
Description
An account of the resource
49 items. The collection concerns Flight Lieutenant Fred Whybrow DFC (1921 - 2005, 1321870, 170690 Royal Air Force) and consists of service documents, photographs and correspondence. After training in the United States, he completed two tours of operations as a navigator with 156 Squadron Pathfinders. After the war he served in Japan and Southeast Asia. He was demobbed in 1947.
The collection has been loaned to the IBCC Digital Archive for digitisation by Anne Roberts and catalogued by Barry Hunter.
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IBCC Digital Archive
Date
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2016-09-26
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. 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.
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Whybrow, FHT
Transcribed document
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UNIT ROUTINE ORDERS
BY
FLIGHT LIEUTENANT F.H. WHYBROW. D.F.C.
[Underlined] COMMANDING NO. 91. A.S.P.(.E.P.)R.A.F. [/underlined]
Serial 107
Page 1
Date 15.8.45
786. [Underlined] DUTIES. 15.8.45 16.8.45 17.8.45. [/underlined]
[Underlined] ORDERLY OFFICER. [/underlined] F/O. JOHNS. F/O. GOLD. F/O. MILLER.
[Underlined] ORDERLY N.C.O. [/underlined] SGT. URQUART. SGT. DUNHAM. F/S. GOODSWEN.
[Underlined] DUTY DRIVER. [/underlined] CPL. BAILEY. AC1. BEVAN. LAC. STOCKHAM.
[Underlined] DUTY FIRE DRIVER. [/underlined] LAC. WHITSON. LAC. BLISSETT. LAC. WHITE.
[Underlined] DUTY FIRE PICQUET. [/underlined] 393. MARSHALL. 378. PINDER. 733. GIRLING.
022. DUCKER. 504. TOUGH. 863. FEATHER.
787. [/Underlined] CESSATION OF HOSTILITIES WITH JAPAN. [/underlined]
The Japanese Imperial Government has accepted the surrender terms laid down by the Allied Governments at Potsdam. In consequence of this the Cease Fire was ordered on all fronts at 00:01 hours this morning
788. [Underlined] V.J. DAY. [/underlined]
Today, Wednesday August 15th. 1945, is to be celebrated as Victory day. The following arrangements have been made:
There will be a Sports Meeting on the Unit Football ground at 14.00 hrs this afternoon. ALL personnel are requested to make an appearance. Prizes to the value of R600, have been donated by the Officers. Following this meeting there will be a concert given by the Unit Concert Party at 17.00 hrs in the Airmens Dining Room. It is regretted that no celebrations have been made for tonight, however it is believed, judging by the results of VE-Day, that personnel will wish to spend the evening quietly.
789. [Underlined] CELEBRATION DAY. [/underlined]
Tomorrow, Thursday. August 16th , will be Celebration day and arrangements made for O.R’s have already been published in U.R.O’s Ser:106 dated 13th Aug: entry No: 784. In addition to these there will be a dinner given to all Airmen by the Officers and S.N.C. O’s. Personnel are asked to be seated by 19.00 hrs sharp. Food will be served by the Officers.
790. [Underlined] THANKSGIVING DAY. SUNDAY, AUGUST 19th 1945. [/underlined]
A special Parade will be held on the above date to mark the end of the war with Japan.
Parade will form up at 08.30 on the Unit parade ground under the command of F/O JOHNS. The Commanding Officer will take over the Parade at 08.45.hrs.
Flights will parade as follows:
No: 1 Flight. F/O. GOLD. SGTDDUNHAM. [sic] F/O. MILLER.
S.H.Q.
No: 2 Flight. F/O. PARISER. SGT. HOLTBY. F/O. COLEMAN.
Further details to be notified later.
[Signature]
W.J.H. GOLD.
FLYING OFFICER ADJUTANT.
[Underlined] 91. A.S.P.(.E.P.). R.A.F. [/underlined]
[Underlined] AFTER ORDER [/underlined]
791. [Underlined] COMMANDING OFFICER’S WEEKLY INSPECTION. [/underlined]
In future, kit laid out for the Commanding Officer’s weekly inspections need not include Water Bottled and Respirators.
792. BEER. SPECIAL VJ ISSUE.
Dublin Core
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Title
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Unit Routine Orders
Description
An account of the resource
The orders refer to the cessation of hostilities with Japan and VJ day. Celebrations include a sports meeting with monetary prizes and a concert.
Creator
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Flight Lieutenant Fred Whybrow
Date
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1945-08-15
Format
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One typewritten sheet
Language
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eng
Type
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Text
Text. Service material
Identifier
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MWhybrowFHT170690-160926-21
Coverage
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Royal Air Force
Publisher
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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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1945-08-15
Contributor
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Anne-Marie Watson
entertainment
sport
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1365/22926/PThomasAF20010041.1.jpg
dd24b1121768d64f389292d32d50dd54
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Thomas, Arthur Froude. Album 1
Description
An account of the resource
An album containing 50 pages of photographs of Arthur Froude's family and his pre war career and service as a flight engineer with 90 Squadron. The album also contains family photographs dating from 1900.
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.
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Thomas, AF
Transcribed document
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Transcription
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Start of transcription
[Photograph]
R.W. BROWN & SON
WESTON SUPER-MARE
Uncle Froude James Thomas. Son of Charles Henry and Emily Thomas. Born Banwell 1889. Died in Dartford hospital 1975. Photo 1930’s.
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Title
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Uncle Froude Thomas
Description
An account of the resource
Half-length side portrait of Arthur Thomas' uncle.
Creator
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RW Brown & son
Format
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One b/w photograph an album page
Language
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eng
Type
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Photograph
Identifier
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PThomasAF20010041
Coverage
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Civilian
Spatial Coverage
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Great Britain
England--Kent
England--Dartford
England--Somerset
England--Banwell
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.
Contributor
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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
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1765/30782/ELayneWHLayneAJ431014.2.jpg
4ca49a96d6df4ea52f3bf9d8abeefd6a
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Title
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Layne, Wally
Walter Henry Layne
W H Layne
Publisher
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IBCC Digital Archive
Date
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2017-06-07
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.
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Layne, WH
Description
An account of the resource
100 items. The collection concerns Walter 'Wally' Layne (b. 1916, 963012, 40348 Royal Air Force) and contains his log book, prisoner of war diary, personal and official correspondence and photographs. He flew operations as a wireless operator with 97 Squadron and became a prisoner of war after being shot down.
The collection has been donated to the IBCC Digital Archive by D Layne and catalogued by Nigel Huckins.
Transcribed document
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Transcription
Text transcribed from audio recording or document
Kriegsgefangenenlager
Datum: OCT. 14/43.
DEAR JOAN.
I AM IN GOOD HEALTH AND AM GETTING PLENTY OF FOOD, YOU HAVE NO REASON TO WORRY ABOUT ME AT ALL, THIS IS BETTER THAN I EXPECTED. CIGARETTES WILL BE APPRECIATED. SEND THEM TO THE FOLLOWING ADDRESS. W.O. LAYNE. WALTER HENRY 605 STALAG-LUFT 6 LAGER ‘K’, IT IS SLIGHTLY DIFFERENT FOR LETTERS. THEY COME TO STALAG-LUFT 3. LAGER ‘K’ DEUTSCHLAND. CANVAS ALL MY RELATIVES AND GET THEM TO SEND CIGS THRO RED +, THEY COME DUTY FREE. I HAVE SEEN BOB HE IS VERY FIT, ALSO JACK AND JOE. Love Walter.
[page break]
Kriegsgefangenenlager
Datum: Oct 26/43.
Dear Joan, Things are going very well, I am quite fit and getting plenty of food. I have met Dal, he sends his best wishes and will be writing soon, a fellow came round to see me called Cornish, seems he used to know you. In my parcel include some underwear. Send this card to Air Ministry, you have permission to draw my personal kit. Send a pipe in my parcel, not my usual one, any old thing will do, don’t let anyone borrow my fishing tackle, I shall be using it soon, All my love Walter.
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
Two postcards from Wally Layne to his wife
Description
An account of the resource
Top - writes that he was in good health and getting plenty of food. Would appreciate cigarettes and gives address to send then to.
Bottom - Writes he is fit and well. Has met friend who sends best wishes. Asks for underwear to be sent in his parcel. Says to sent this postcard to Air Ministry as permission to draw his personal kit. Says do not let anyone borrow his fishing tackle.
Creator
An entity primarily responsible for making the resource
W H Layne
Date
A point or period of time associated with an event in the lifecycle of the resource
1943-10-14
1943-10-26
Format
The file format, physical medium, or dimensions of the resource
Two handwritten prisoner of war postcards
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
ELayneWHLayneAJ431014
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
Temporal Coverage
Temporal characteristics of the resource.
1943-10-14
1943-10-26
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
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IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Anne-Marie Watson
prisoner of war
Red Cross
Stalag Luft 3
Stalag Luft 6
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1771/31056/BCleggPVMartinCv10001.1.jpg
4fcc3bd0f10e35d723dde402b0348c8f
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
Clegg, Peter Vernon. Martin, Charles - folder
Description
An account of the resource
Three items. Includes newspaper cuttings, record of operations and extracts from his log book.
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-02
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. 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
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Clegg, PV
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
A.D.F.C. Airman. – The son of a retired schoolmaster, Flying Officer Charles Martin, R.A.F., of 301, Brook-street, Erith, and formerly of 12, Hillcrest-road, Chatham, has been awarded the Distinguished Flying Cross. Born in 1922, he was educated at Ordnance-street Council School, whence he gained a scholarship to the Gillingham County School, where he spent six years. In 1940 he entered the Civil Service (Ministry of Supply), and the next year enlisted for air crew in the R.A.F. He was trained in South Africa, and was commissioned in 1943.
“This officer,” states the citation, “has participated in attacks on some of the most heavily defended targets in Germany and enemy-occupied territory. He is [missing word] efficient and capable naviga[missing letters] who during adverse weather has successfully guided his aircraft to the target and back to base.
“In May, 1944, following an attack on Mailly, his aircraft was engaged by an enemy fighter. Severe damage was sustained before the hostile aircraft was shot down. The petrol tanks were holed, but largely owing to F.-O. Martin’s navigational skill, his aircraft landed in the United Kingdom.
“By his fine record of operational flying and technical skill, this officer has set a splendid example to other navigators.”
Flying Officer Martin’s father taught in this district for over thirty years. Charles is the youngest of three sons, and there is also a daughter. All of them gained secondary school scholarships whilst resident in Chatham.
FOR GALLANTRY.
F/O. Charles Martin, D.F.C.
Flying Officer Charles Martin, R.A.F.V.R., whose home is at Erith, has been awarded the Distinguished Flying Cross.
Born at Chatham in 1922, he enlisted for air crew in 1941, trained in South Africa and was commissioned in 1943.
This officer, stated the citation, has participated in attacks on some of the most heavily defended targets in Germany and enemy-occupied territory. He is an efficient and capable navigator, who during adverse weather has successfully guided his aircraft to the target and back to base.
In May, 1944, following an attack on Mailly, his aircraft was engaged by an enemy fighter. Severe damage was sustained before the hostile aircraft was shot down. The petrol tanks were severely holed, but, largely owing to Flying Officer Martin’s navigational skill, the aircraft landed in the United Kingdom.
By his fine record of operational flying and technical skill, this officer has set a splendid example to other navigators.
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
Two newspaper cuttings
Description
An account of the resource
Left - Notifies of award of Distinguished Flying Cross to Flying Officer Charles Martin. Provides some biographical details and description of action which led to the award.
Right - Notified of award of Distinguished Flying Cross, some biographic details and description of actions.
Format
The file format, physical medium, or dimensions of the resource
One b/w photocopied sheet
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
BCleggPVMartinCv10001
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
France
France--Mailly-le-Camp
Great Britain
England--Kent
England--Chatham (Kent)
Temporal Coverage
Temporal characteristics of the resource.
1944-05
1943
1941
Contributor
An entity responsible for making contributions to the resource
David Bloomfield
Anne-Marie Watson
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
aircrew
bombing
Bombing of Mailly-le-Camp (3/4 May 1944)
Distinguished Flying Cross
navigator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1396/28372/SHookKG195765v10073.2.pdf
44bc21f6ad202904857aae75edc0a0f9
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
Hook, Ken
Kenneth Gordon Hook
K G Hook
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-07-04
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
Hook, KG
Description
An account of the resource
53 items. The collection concerns Flying Officer Kenneth Hook DFM (b. 1923, 1335989, 195765 Royal Air Force) and contains his log books, documents, photographs, objects and correspondence. He flew operations as an air gunner with 75 Squadron.
The collection has been donated to the IBCC Digital Archive by Iain Hook and catalogued by Trevor Hardcastle.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
PLANE KILLS 5 CHILDREN AT AMBLE
[Inserted] Plane (Stirling) crashed on Wednesday night about 10.30p.m. (1st. Dec. 1943) [/inserted]
[Photograph]
The wreckage of Cliff House Farm near Amble, where five children were killed when a plane crashed into the house.
Pilot avoids crash in town, but hits farm
ALL five children of Mr. and Mrs. W. Robson, of Cliff House Farm, near Amble, were killed when a plane crashed into a small farmhouse late on Wednesday night, after the pilot had struggled to save his plane from coming down in the town.
One member of the aircraft’s crew survived.
The child victims were:-
Sylvia (9), Ethel (7), Margery (5), William (3), and Sheila (1 1/2).
The children were sleeping in upstairs rooms at the time of the crash, while Mr. and Mrs. Robson were entertaining friends, Mr. and Mrs. J. Rowell, of Pilston, Alston, in a room on the ground floor.
The four adults escaped with cuts and shock, but the children were killed instantaneously.
[Photograph]
MR. JAMES ROWELL, Amble butcher, who was visiting Cliff House Farm when a plane wrecked it. He saved one of the crew, whose clothing was ablaze, by rolling him on the ground and putting out the flames.
FRENZIED SEARCH
Fire broke out in the wreckage of the house and while the parents and their friends were making a frenzied search for the children Mrs. Rowell noticed an airman running round the field with his clothes ablaze.
She called her husband, who ran across, rolled the young airman on the ground, and then extinguished the flames. Then he rushed to the plane but could not find anyone.
Mr. and Mrs. Robson, Mr. and Mrs. Rowell, and the airman were taken to hospital and given treatment. Only the airman was detained.
Mr. Robson, who, with his wife, is staying at a nearby farm, told a “Newcastle Journal” representative: “It all happened so quickly that I know very little about it. One minute we were a happy little gathering, the next the place was a shambles.
“HOUSE CAME DOWN”
“While we were looking for the children fire broke out, then my neighbours came along to help and they were closely followed by the rescue squads. I must say that the rescue squads were soon on the scene.”
Mr. Rowell, who is a butcher in Amble, said he went to the Robsons to roll some bacon. “My wife and I go to the Robsons every Saturday night,” he said, “but as I had this little job to do, Mr. Robson suggested that I take my wife along for supper.
“We had just finished the meal when there was a deafening roar.
“I shouted ‘Look out’ and we all threw ourselves on to the floor. The house collapsed above our heads and looking upward we saw the sky.
“Mrs. Robson shouted ‘Oh, my poor bairns,’ and tried to make her way towards the stairs, which had been blown away.
“CHAIRS SMASHED”
“Our first thoughts, naturally, were for the children.
“We pulled at the wreckage in an effort to find them. Then fire broke out and we had to throw water to keep down the flames.
“The chairs we had been sitting on were smashed, and the walls in that part of the house are not more than three feet high now.”
Mr. and Mrs. Robson would have been in bed upstairs if they had not been visited by the Rowells.
Mr. Rowell has received a message of thanks from the medical officer at the aerodrome for saving the airman’s life.
The airman said that the plane had been having trouble, but the pilot managed to keep it in the air until it cleared the town. After that, however, he was unable to maintain control.
[Page break]
FIVE AMBLE CHILDREN KILLED
Plane Crashed On Farmhouse
PARENTS AND FRIENDS INJURED
FIVE children aged from one to 11 were killed in their beds in an upstairs room when an aircraft on Wednesday night crashed into Cliffe House, a small farmhouse near Amble. One of the crew was saved.
The children were Sylvia Robson, nine; Ethel, seven; Marjorie, five; William Matthew, three; and Sheila, one.
They were in bed at the time following a party and their father and mother and two friends, Mr. and Mrs. J. Rowell, of Pilston, Amble, were injured, but not seriously.
The farmhouse is occupied by Mr. William Robson.
The Robsons were holding a party at their home at the time.
AIRMAN’S RESCUER
The Gazette was told yesterday that a member of the aircraft crew owes his life to the prompt action of an Amble butcher, Mr. James Rowell, of Dilston Terrace, whose wife was among the injured.
Mr. and Mrs. Rowell were among the guests having supper downstairs when the plane crashed into the house.
The machine at once took fire and flames spread to the house which was completely wrecked.
One of the guests dashed to the burning plane found the airman was still alive and ignoring the blazing wreckage and his own safety managed to extricate him from the machine.
The airman’s clothes were on fire and he succeeded in extinguishing the flames by rolling him on the ground.
[inserted] Air Raid Siren Test on Monday
PUBLIC air raid sirens will be tested at 10.00 a.m. on Monday throughout Northumberland, Durham and the North Riding of Yorkshire.
The Raiders Passed signal will be sounded for one minute, then the Alert for one minute and finally the Raiders Passed signal again for one minute. The test will not be made in any district in which an actual Alert has been sounded during the preceding fortnight. [/inserted]
Units of the N.F.S. and members of the Civil Defence service were rushed to the scene and the dead and injured moved to Amble by ambulance.
The injured were given treatment at a first aid post.
Mr. Rowell told the Alnwick Gazette yesterday, “My wife and I and Mr. and Mrs. Robson were having supper at the time of the crash. The five children were asleep in bed upstairs. We heard the plane coming in low but did not think anything of that at the moment. We next heard the machine hit a tree nearby. I do not remember what exactly happened afterwards because it all took place so quickly, but I heard someone shout “Lie down, lads.” We all dived for the floor and as we did so there was a terrific crash and debris began to fall among us. When I looked up again I could see the sky through the roof of the house. I heard explosions outside and I ran out to see one airman staggering across the field. His clothes were on fire and I helped him to put the flames out.”
Mr. Rowell added, “The plane simply tore the whole of the top of the house off and crashed through the bedroom. One of its huge wheels finished up in the sitting room. The scene outside at the time as the fire was raging was like daylight.”
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
Two newspaper cuttings
Plane kills five children at Amble
Description
An account of the resource
These report the crash of the Stirling where Ken was the sole surviving crew member, and five children were killed, on the 1 December 1943.
Format
The file format, physical medium, or dimensions of the resource
Two newspaper clippings
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
SHookKG195765v10073
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. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Northumberland
Temporal Coverage
Temporal characteristics of the resource.
1943-12-01
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
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
childhood in wartime
crash
killed in action
Stirling
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1367/23003/PThomasAF20040013.1.jpg
58c47618b369eb870eeaa5725f747517
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]
2916 GLY. 12/13/7/44//NT.8” 8500 [symbol] 080° 0046
TOURS W 8x1000. C21SEC P/O TROPMAN. U35.
12/13 July Night 1944. Tours.
A night attack on this target timed at 00-45 height 8500’. The incendiary tracks appear to be wavy lines caused by the aircraft weaving. Photograph taken by U-Uncle of 35 Squadron flown by P/O Tropman.
[Photograph]
2013 GLY. 12/13.7.44//NT8” 9000’ [symbol] 050° 0050 18
TOURS P. 8 x 1000 C21SEC. F/L BERNDSSON. P35
12/13 July Night. Tours.
This second photograph shows the raid developing, timed at 00-50 height 9000’. The aiming point is marked in red. Gun flashes can be seen, also a searchlight. Photograph taken by P-Peter of 35 Squadron flown by F/Lt Berndsson.
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
Tours
Description
An account of the resource
Photo 1 is a vertical aerial photograph of Tours. The city is visible but there are incendiary tracks blotting out much of the detail.
Photo 2 is a vertical aerial photograph taken during the bombing of Tours. Explosions can be seen and a searchlight.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-07-12
1944-07-13
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
PThomasAF20040013
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
France
Great Britain
England--Cambridgeshire
France--Tours
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.
1944-07-12
1944-07-13
Contributor
An entity responsible for making contributions to the resource
David Bloomfield
Anne-Marie Watson
Conforms To
An established standard to which the described resource conforms.
Geolocated
Requires
A related resource that is required by the described resource to support its function, delivery, or coherence.
Workflow A completed
35 Squadron
aerial photograph
anti-aircraft fire
bombing
RAF Graveley
searchlight
target photograph
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1259/17109/BWhiteheadTWhiteheadTv1.1.pdf
5cdaf0868025b5eaa1e0fd6fda8aab10
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
Whitehead, Tom
T Whitehead
Description
An account of the resource
31 items and an album sub collection. Collection concerns Warrant Officer Tom Whitehead (b. 1923) who served as a rear gunner with 428 Squadron operating from RAF Dalton in Yorkshire. He was shot down over Duisburg and became a prisoner of war. Collection includes his prisoner of war logbook, official correspondence to his mother, official documentation, letters from the Caterpillar Club, German prisoner of war propaganda, 14 editions of the Red Cross prisoner of war newspaper and photographs of Royal Air Force personnel including himself.
Album in sub collection consists of 47 pages of prisoner of war related photographs.
The collection has been loaned to the IBCC Digital Archive for digitisation by Pamela Hyslop and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-03-07
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Whitehead, T
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]
[Page break]
Is Now Prisoner
Mr. and Mrs. J. Whitehead of Jaum Fields Farm, Littlemoss, who [missing words] after. He also states he is in good health. Sgt. Whitehead volunteered for the [missing words] received word some time ago that their son, Sergt. Air Gunr. Tom Whitehead R.A.F. was missing, received a letter from their son yesterday morning stating that he was a prisoner of war in Germany and being well looked [missing words] R.A.F. in October, 1941. On leaving school he was employed at Messrs. Baxendales Furnishing Co. but later he took up farm work with Mr. Thacker, of Ashton.
[Photograph of man in uniform] Sgt. T. Whitehead
[Page break]
[Blank page]
[Page break]
[Boxed] A WARTIME LOG
FOR
BRITISH PRISONERS
Gift from
THE WAR PRISONERS’ AID OF THE Y.M.C.A.
37, Quai Wilson
GENEVA – SWITZERLAND [/boxed]
[Page break]
[Blank page]
[Page break]
[Boxed] THIS BOOK BELONGS TO
SGT TOM WHITEHEAD
B.P.O.W. 1051
STALAG LUFT SIX
YMCA symbol [/boxed]
[Page break]
[Blank page]
[Page break]
[Boxed] CONTENTS Page
WHARE I went AND LAFT … 1
JOE 4
DIUT ON RETUNS – 9
DINNER – 11
WORDS BY Winston Churchill. 14
LAND OF MILK AND HONEY – 42
CAMP MONEY – 51
THE CAPTAIN UV THE BOAT WOT TAKES US HOME – 52
[Deleted] EXNG [/deleted] English lad Names – 55
CANADA - 59
NEW ZEALAND AUSTRALIA 63
DER JAG. MARCH 5. 70.
MARCH 6. 76
MARCH 7. 8. 9. 77, 78, 79
GOOD FRIDAY – 86.
APRIL 6th 90. [/boxed]
[Page break]
[Blank page]
[Page break]
1
SHOT DOWN DUISBURG ARIL 8th 1943,
ARRIVED DULAG LUFT FRANKFURT APRIL 11th 1943,
LEFT DULAG LUFT FRANKFURT APRIL 20th 1943
ARRIVED STALAG LUFT 1 BARTH APRIL 24th 1943.
LEFT STALAG LUFT 1 BARTH OCT 27th 1943.
ARRIVED STALAG LUFT 6 HEYDEKRUG NOV 1st 43
LEFT STALAG LUFT 6 HEYDEKRUG JULY 16th 1944
ARRIVED STALAG 357 THORN JULY 17th 1944
LEFT STALAG 357 THORN AUG 9th 1944
ARRIVED FALLINGBOSTEL AUG 11th 1944
MARCHED FROM STALAG 357 APRIL 6 1945
[Underlined] LIBERATED [/underlined] APRIL 18 1945
[Page break]
4
[Blank Page]
[Page break]
“JOE” 5
On – on, the army rolled on,
Dawn – dawn, beautiful dawn,
Revealing – revealing, always revealing,
Healing – healing, deaths wounds healing.
Country – country, desolate country,
Torn – torn, conquerers crossing,
Gleefull – gleefull, yet ever manly,
Waves – waves, bodies are tossing.
Advance – advance, measured advance,
Close in – close in, give no chance.
Slash them – slash them, closer lash them,
Border – border, smashed in order.
The bug – the bug, the soil we hug,
Gunfire – gunfire, aircraft climbing higher,
Take & town – for the crown,
Red earth – red earth, once was brown.
Leningrad, Stalingrad, tremendous struggle,
Then swinging forward to german soil,
Millions of dead – in single – in mass,
Berlin in sight – so ends this toil.
On – on, Joe comes on,
This we build our hopes upon,
Freedom by soviet men,
To see our distant home again.
Thorn – Poland, 1944.
Butch
[Page break]
6
[Blank page]
[Page break]
7
[Cartoon of a bird in an aircraft]
E.J. MARTIN
STALAG 357.
[Page break]
8
[Blank page]
[Page break]
Diet on Return 9
Diet recommended by M.O.
This is not necessary to be adhered to, but is to act as a guide.
7 a.m.
Coffee and milk – no sugar. Toast white bread
[Underlined] Breakfast [/underlined]
Porridge or other cereals with milk and sugar. (1 pint.)
Eggs, boiled poached or scrambled. Brown bread and butter.
Marmalade, jam, beverage as prefd.
[Underlined] 10 to 11 AM. [/underlined]
Custard or milk pudding. Ovaltine – cake or biscuits.
[Underlined] Lunch [/underlined]
Fish boiled or stewed. or cold meat – veg salad. tomatoes if available – brown bread.
Custard or milk pudding – beverage as preferred.
[Underlined] 3 to 4 pm [/underlined]
Milk or Ovaltine etc. biscuits cake and fruit
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[Underlined] Dinner [/underlined]
2 to 3 Potatoes boiled. 2 to 3 ozs meat grilled [deleted] or [/deleted] boiled veg including onions
[Underlined] Dessert [/underlined] Coffee brown bread, butter
[Underlined] Supper [/underlined] Cocoa biscuits and cheese.
Also as much fruit and chocolate as can be obtained fried food is not recommended for the first fortnight. It should be understood that food should not be taken in undue quantities or gorged. The times stated should not be strictly adhered to but the time between food should be as long as possible
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It is a melancho compassion. You must obey his orders. Await his pleasure, possess your soul in patience. The days are very long the hours crawl by like paralyzed [sic] centipedes.
Moreover the whole atmosphere of prison, even the most easy and well run and regulated prison is odious.
Companions squabble over trifles, and get the least possible pleasures out of each others company, you feel a constant humiliation at being penned in by railings, and barbed wire, watched by armed men, and webbed about by a trough of regulations.
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THESE WORDS WERE WRITTEN BY
Winston Churchill
POW
British East Africa
1899.
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18
[Underlined] R.A.F. STATIONS [/underlined]
since 1941
R.A.F. PADGATE
10 S R.C BLACKPOOL
402 SQD WARMWELL DORSET
ACRC. LONDON
14 ITW BRIDLINGTON YORK
1 A.A.S MANBY. LINCS
11 OTU BASSINGBOURN
11 OTU WESCOTT OXON
428 SQDN DALTON YORKS
1 GRS DRIFFIELD YORKS
428 SQDN DALTON YORKS
[Underlined] GERMANY [/underlined]
SHOT DOWN 8-4-43
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19
[Underlined] LANDED BACK 24 APRIL 45 [/underlined]
WING BUCKS.
6 PRC COSFORD
109 PRC WITTERING NORTHANTS
24 MU STOKE HEATH SHROP.
8 S-TT WEETON LANCS
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42
[Map of North Island, New Zealand]
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43
[Map of South Island, New Zealand]
The Land of Milk and Honey.
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50
[[Blank page]
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VALUE
15 MARKS – 1 POUND.
[Two examples of currency]
CAMP MONEY
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52
[Underlined] THE CAPTAIN UV THE BOAT WOT TAKES US HOME [/underlined]
By PTE JOHN BURKE POW
Though I’ve never been no scholar
With no luvly stiff white collar
I’ve made me mind up – ere I go
A po-em – Sum’ll like it – others hate it
But I’m going to dedicate it
To the captain uv the boat wot takes us home
Now I’ve dreamt about this bloke
Like you often dreams o’ folk
Perfect strangers yet yer feels you know em
An’ the moment that I eyes im
Then I bet I recognise im
As the captain uv the boat wot takes us ‘ome
P’raps ees andsome like an actor
P’raps is dial would stop a tractor
P’raps e ‘asn’t got a air upon is dome
But the moment that I meets im
That’s ow I’m gonna greet im
The captain uv the boat wot takes us ome
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E might be gay and full o cheer
I might say “Sonny now yer ere lets cruise around
Where would you like to roam”
If he does I’ll tell him straight
Yer the captain yer the mate
Don’t mess about this ship to take me ome
I’ll obey his slighted wishes
Scrub his deck and wash ‘is dishes
As long as e steers across the foam
An at last when we sight shore
Then I’ll shake the blooming pore
Uv the captain uv the boat wot takes us ome.
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54
[Blank page]
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[Photograph of mountain scenery]
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[Blank page]
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[Photograph of a bridge]
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Missing from Air Operations
Councillor and Mrs. G. L. Molyneux, of of 93, Newmarket – road, Waterloo, have been informed by the Air Ministry that their only son, Sergeant Keith Molyneux, is missing as a result of air operations. A keen sportsman, Sgt. Molyneux was well known for his interest in football which started when he was attending Christ Church School, Waterloo. There he played with the school team and was later chosen as a member of the Ashton Boys’ team on several occasions. He holds many cups and medals and had a trial with Bolton Wanderers. As a member of Christ Church Scouts, under (Mr. F. Leech as Scoutmaster) he attended many camps with the company. He was employed by Messrs. Stones, Ltd., Dukinfield, and in October, 1941, he joined the R.A.F. Volunteer Reserve. He has made many operational flights over Germany. He was also a keen attendant at Taunton Sunday School where he made many friends.
Councillor and Mrs. Molyneux have received many messages of sympathy and reassurance from their son’s friends and also from the chaplain of his station. The Rev. A. D. Johnson conducted a short prayer at their home for Sgt. Molyneux’s safety.
[Photograph of an airman] Sgt. K. Molyneux]
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55
[Vertically on page] England
C Price
The Homestead
College Lane
Woking Surrey
H. R Willis
42 Tedmarsh St
Reading Berks
T Darvill
28 Oxford Rd
Sidcup Kent
W. Frost
22B The Riddings
South Yardley
Birmingham 26.
G Semper
Midway
Ring Rd
Shadwell
Leeds
F Hocken
8 Agar Terrace
Bodmin
Cornwall
F Boyd
81 Bexley Lane
Sidcup
F Norris
3, Marathon Drive
Douglas,
Isle-of-Man
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56
E.J. MARTIN
57, SHREWSBURY RD
LONDON N.W. 10.
W A Leslie
58 Leadenhall St
Everton
Liverpool. 5
R Betteridge
101 Elsan Rd
Elsan Gosport
Hampshire
J D Palmer
15 Easter Hill Place
Tolcross
Glasgow
S. H Greaves
12 Carmelite Terrace
Kings Lynn
Norfolk
F DOWLMAN
1 PARK ST
WIGAN
D Baker
102 High St
Thame
Oxon
F Calvert
Lordsfield Cottages
Whittlebury
Towcester
Northants
[Deleted] R HOLLOWAY
47 CASSLAND RD
SOUTH HACKNEY
LONDON [deleted]
C Wayte
170 Portland Rd
Hucknall
Notts
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57
[Boxed] W NICHOLSON
2 MARBLE HILL PARK
TWICKENHAM
MIDDLESEX
[/boxed]
E Buckley
16 Birch Ave,
Hurstead
Rochdale
Lancs
Vernon (Taff) Gale
18 FREEMAN AVENUE
HAMPDEN PARK
NR EASTBORNE
SUSSEX.
G. S. Gold (Gaffer)
31, Murray Grove
London. N. 1.
Bob
30 Devonshire Rd
Palmers Green
London. N.
Jock Lee
30 Church St
Hemel Hempstead
Herts.
R Sluckey
83. Glens Road
Guildford
Surrey.
[Boxed] WAGSTAFF
BURNHAM RD
REDDISH
CHES [/boxed]
RG Saunders,
52 Boundary St,
Hulme,
Manchester.
[Boxed] 14503008
L/C Bootle K
MORTORS B SQD
15 Scottish [deleted] Div [/deleted] Recce Rgt
R.A.C.
B=L=A [/boxed]
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58
Bren Gallagher
C/o 81 Rosehill Terrace
Brighton (B 5051)
Phil Doherty
21 Fernside Ave
Winton
Bournemouth
M Megan
63 Burlington St
A-V-L
JOAN KNIGHT
63 LADBROOKE RD
ASHTON
[Boxed] J. R.
9 COY 7 Hut
THE DALE
CHESTER [/boxed]
[Boxed] J. INNES
15 SMITH. ST.
SPRATTON
NORTHAMPTON [/boxed]
[Boxed] M CLARKSON
BIRCH LANE
DUKINFIELD [/boxed]
Thelma Freeman
Highlands Rd
Lichfield
Fareham
Hants
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[Diagonally across page] [Underlined] Canada [/underlined]
S. H. Allison
90 Kolfrey Ave
Toronto
H. N. Richards,
49 Maple Ave,
Oakville,
Ontario.
R. M. Buckham
28 Glen Manor Drive
Toronto Ont
Mr I McPhee
Sautt St. Marie
Ont. Canada.
Zeke
AD. WHILE IN ENG.
Hyde Park.
A Whitteron
519 William David St
Maisonneuve
Montreal
J. D. Fraser
Suite 7. Stephenson Blk.
Saskatoon, Sask.
N. W. Radin
R.R.2#
Clovendale,
B.C.
Murray Pratt
937 North Drive
Ft Garry Wpg
Canada
Miss M Warburton
176 Wellesley Cres
Toronto
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62
V.C. Said “I Bomb – Whatever Happens”
BEFORE leaving for a daylight attack on Amsterdam power station in May, 1943, Sq-Ldr. Leonard Henry Trent, D.F.C., No. 487 (R.N.A.F.) Squadron Bomber Command told his deputy he was going over the target whatever happened.
Fifteen or 20 MEs dived incessantly on the Venturas – six of which were destroyed in four minutes. Two more soon went down in flames.
Finally Sq.-Ldr. Trent dropped his bombs on the target. The one remaining plane following him was shot down, his own plane was hit and broke up, and he and his navigator were made prisoners.
The V.C. is today awarded to Sq.-Ldr. Trent.
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[Diagonally across page] New Zealand & Australia
W. K Mawson
47 Albany St
Christchurch
N.Z
E. G. Brown
915 Albany Rd
Victoria Park
Perth Aust
JACK SMITH
C/O CHRIS BROWN
GLADSTONE RD
GISBORNE
NEW ZEALAND.
Dick McLaren
Auckland
North Island
NZ.
F Mandelson
26 Selwyn Ave
Napier
N.Z.
J. D. Sharp
81 Richmond St
Petone
Wellington N.Z.
Doug Shears
Timaru
N. Z.
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Der Tag March 5
Today March 5 1945 Starts the period of reduced german rations, and to commemorate this great day here is a summary of the past and a diary for the future. The camp is stalag 357 situated at Fallingbostel near Hannover in N.W. Germany. The district is heavily wooded and damp and the rain fall is ten times as bad as that ever experienced by the residents of Manchester. There are 8000 inmates at this so called holiday resort or “Morgue” whichever we call it approx 50% army and R.A.F. and the administration is rotten with disorganisation. The barracks are of brick each one containing 72 men in two-tier bunk. There has never been a [deleted] wood [/deleted] coal issue for the stoves, the only thing we get
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is a very small wood issue, the fires are inadequate, consequently the roof drips every minute of the day. The lighting system is that we call deadly oil lamps would do credit to these deutsch electricians, and during an air raid the lights go off at the main, and due to the fact that our comrades seem to have a rendezvous over here each evening we are invariably forced to retire to our beds in pitch darkness every evening about seven o’clock.
Now for a review of the main situation. There is very little mail coming into the camp, I have not seen any this year. The last cigarette parcel I received was on Christmas eve, when I recd. 200 Senior Service from Margaret, it was a very nice Christmas present.
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The last time I had a clothing parcel was the first week of February 1944 just 13 months ago, quite a while. Cigarettes are practically non-existent in the camp, and one never sees a dog end on the floor. Things in the smoke direction are grim, and make the camp unhappy on the whole.
The question of food in a very tricky one, until we came to this camp we always had a full Red Cross parcel per week, which was not too bad, a man could exist on it, plus the german rations, and feel fairly happy, play football occasionally, and keep fairly fit. Since we came here we have had approx 1/2 rations with a few gaps, but now the last
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month we have been without Red Cross parcels, living on our small reserves and “jerry” rations. These reserves being completely used up we are now “belting” on german rations. We were getting along on the most miserable existence when yesterday came the great blow out. Dr. Goebells [sic] announced the new cut in German rations. Our potatoes have been cut in half giving us about half a pound per day, our bread has been cut, as also every other commodity we are issued with. The prospects of us lasting the summer out on these rations looks very remote, nevertheless we shall see.
Now for the story of the beds the first sunday this year a german came into the biillet in
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the early morning saying that we all had to take our mattress’s outside where the german officer would inspect them and replace all the damaged and worn ones. This we knew to be a load of bullsh- as we say in the R.A.F. so he was promptly told what to do with his mattress check. On parade the truth became known, the German High Command had issued an order that we should lose all our tables, chairs and mattresses as a reprisal for the ill-treatment of german P.OW.s in camp 306 somewhere in Egypt. We were kept on the sports field all morning, by the usual business – like guards or “postens” as they say in german, whilst every other
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german took away our matress’es, tables, and forms. We were very annoyed at the time, and resolved to do the best we could we just put two mens bed boards on to one bed, and slept two in a pit from then to this day. I can assure my readers that since that day I have never lost a wink of sleep, and seeing that we have practically no food at all, why use a table, the only mistake we made was not burning the table before our hosts’ took them. Looking back on the whole thing we can laugh at their childishness.
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MARCH 6
Today the weather was not too bad – very damp and everyone was thoroughly cheesed off. I spent the whole day in bed, reading the finishing chapters of the “poisoned pen”.
Breakfast consisted of a cup of deutsch ersatz coffee, then a cup of Red & tea without sugar or milk at ten oclock, a pint of soup at dinner time consisting of swede and potatoes with another cup of tea, another cup of tea at 3 oclock and the soup and tea again at 4 oclock. All these were brought to my bed by Bobby who did the job admirably. At five oclock I was compelled to get up out of the pit so that we could be counted like a flock of sheep by our hosts. Supper at half past six consisted of still another cup of char with the days issue of bread, i.e. two slices of fairly thick toast
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and margarine, then to finish the day we climbed onto the bed, made it and at seven oclock, lo and behold the sirens went once again, compelling us to retire to our beds to imagine the great big meals we could be eating is only we were in blighty.
The highlight of the day came when it was announced that early this morning someone, nationality unknown, raided the cook house, pulling off a nice haul, which will entitle him to live comfortably for several days or perhaps weeks, good show we say so long as he doesn’t get caught.
March 7. Just the same as yesterday, only instead of spending the day in bed, I just wasted the whole miserable day while Bob hugged the blankets. I looked
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after the combines interests, and gave him his swede and potato soup. One sack of parcels arrived but our luck was out as usual.
[Underlined] March 8. [/underlined] Another damp day, so I stayed in the pit, had a read, and shivered in general all through the day. Roll call was in the billit [sic] at night so I was able to stay in bed until supper time, or half past six. Then I got up had my two slices of toast and tea, and just had time to shake the blankets when the sirens went, and out went the lights. Seem to be getting more accustomed to the rations now although our stomachs are yelling out for work all day long. By the way it is rumoured that there may be still a further cut in the
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rations, we ask what will they do next.
[Underlined] MARCH 9 [/underlined] A great day in the life of a kreigy, shower day. We had the first hot shower today since the 6th of January, it was very nice but not enough to get properly clean, only the top few layers of dirt came off. I guess it may be the last hot showers here. Todays German rations were two lots of potato and swede soup, a small piece of fresh cheese just enough for 1 slice of bread, about a 1/4 pound of Molasses (instead of jam) and we were able to get 2 1/2 slices of toast each which will be devoured for supper. No use trying to save any for breakfast. The spring sunshine came out for the first time and the birds could be heard singing, a very welcome sign. “Roll on Monty” is the wish of us all
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March 10. The weather is damp again and I stayed in bed all day. The menu was the same – two soups pretty weak ones at that, and 214 grammes of bread, issued with next weeks sugar ration, about 8 ounces, and next weeks meat that is just enough sausage for 1 meal, and a pretty small meal at that. I should say they’re fairly meagre.
Two prisoners have just arrived here, in a bad condition after having been marched all the way from Thorn in Poland without any food. They were on their way to Hamburg, but couldn’t just make the pace, so came into our hospital.
[Underlined] March 11 [/underlined] Sunday marks the end of the first week of the reduced rations, and with it came the news of still another cut. The lunch time soup was excellent, it could compare with a home made Pea
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soup. It was the only decent soup of the week, but it was worth waiting for! Evening we had the german [deleted] equal [/deleted] equivalent of rice pudding, it was just boiled barley, it is not such a bad substitute for rice, we just put sugar with it and it is very nice when one is hungry.
Here is the list of the weeks rations
14 pints of vegetable soup
1700 grammes of bread
1/4 lb sugar
160 grammes of margarine
1 meal of sausage meat
1/2 lb molasses.
A German officer has just left for Lubec to attempt to obtain Red Cross food for us. We have all got our fingers crossed.
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During the past few days six tents have been erected on the sports field, so it looks as if we can expect new “kriegies” in the near future. Yesterday bobby acquired two dog ends, and I caught him and “Goldie” rolling them in a sheet of the bible, it was the only paper available, and public opinion doesn’t matter here.
[Underlined] March 14 [/underlined] Today big things have happened, the weather is lovely, and the german officer has arrived back from Lubec brining with him 200 American food parcels, and enough cigarettes to issue each man with six each. I wish I could explain what it feels like to be without a smoke for two months any how the feeling towards one another has altered 100%
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The food was divided 20 to a parcel, it was only a small portion, but very acceptable, with a promise of more to come in the near future. It seems disgusting to think that food comes all the way from America to Lubec and then it is kept there through lack of transport, and here we are only 60 miles away living on rations that would not keep a decent sized dog alive. We are looking forward to the future now, a little more hopefull [sic]. Bobby had a letter yesterday, first one for four months, lucky devil. We changed 4 ozs of tea today for 3 lbs of bread, we no sooner had the bread, than the marg was on the table, and Bob, Zeke and Goldie and myself “killed it”
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The word kills is one of the most common expressions, when we get our rations, we very seldom allow anything to lay around, we just get them and bang its gone. It makes no difference what it is, it all goes the same way, we cannot even save a slice of bread for breakfast. Our motto is eat when you can and never mind the future, the same with cigarettes. Bobby has just been promoted to Warrant Officer, so I expect mine will be coming through shortly.
It is now MARCH 21 The first day of spring is lovely, the sun is quite strong, and with a bit of imagination it feels good to be in spring. There is no food in the camp and we are really getting weak, this food
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is good enough to keep us alive, and that is about all. We are hungry and its no joke, and without a smoke it is really grim. We are backing on Monty to do his stuff now. There is still no chance of getting food from Lubec, only 60 miles away our camp has got 22,000 food parcels there and its impossible to get transport the last few miles. The boys we left behind at Ledicrug have just arrived here after marching from a camp at Tichan near Danzig. They have had a terrible time which can only be told by the boys themselves. Most have suffered from bayonet wounds, some serious, others not so bad.
[Underlined] MARCH 27 [/underlined]
Our Camp Leader, yesterday
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managed to persuade the hosts to transport him to Lubec in a lorry and at night our popular “Dixie Deans” one of the most famous camp leaders in Germany drove back into the camp with enough cigarettes for 48 per man, a great deal. He always has been popular, and needless to say he has been in some very awkward positions. After all this time we can once again smoke. It seems funny to see a chap smoke a cigarette and go dizzy, but its true. The best bit of the day is that is will only be a couple of days and we shall have some food here, two waggons having already left Lubec.
GOOD FRIDAY.
Today has been the happiest day of our lives, firstly we are counting the days to the end, and then
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secondly the food has arrived this morning. We have got to a stage where, a slow stroll round the camp at night, a distance of less that a mile is as much as any man on the camp can manage, it is pitiful to see the chaps trying to drag their weary bodies round the camp.
The parcels are new Canadian Red Cross ones, and it makes us englishmen feel ashamed of our own British Red + when we compare the parcels, the english ones are a disgrace to send out to us. They are the same weight but the british stuff is such poor quality the meat roll being the worst I have ever been expected to eat.
Here is a list of the Contents of a canadian parcel
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1 – 16oz tin Klim milk powder
1 12 oz Bully
2 – 12 oz Spam meat roll
1 8 oz Best Butter
1 4 oz Cheese
2 tins dehydrated apples (4 pints sauce)
1/2 lb sugar
6 oz Coffee
5 oz best Milk Chocolate
8 oz Quick Quaker Oats
1 large pkt biscuits
1 lb raisins
1 lb best strawberry jam
Each man recd 1/2 each and we are looking forward to the end of the war quite happily, with a little more strength in our bodies. We give it three days now.
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Last night an aircraft kept up a regular patrol near the camp and then dropped a lovely cookie near the camp, and were we happy. A few of the boys had mail from home yesterday, lucky chaps, needless to say it was at least six months old.
The food has all gone now, the day is April 3 we got stuck in and everyone can feel the benefit even though it was only a good days food. The cigs have run out but as things are in the area these days we are happy, and looking forward to seeing the white cliffs of Dover very shortly.
We are all planning the great leave now, and what a time we are going to have.
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[Underlined] APRIL 6 [/underlined] Early this morning we got the news that we are to move at 8 PM however we are not too pleased to hear that we march to “some joint”, even the germans don’t know where it is. All the Red Cross invalid parcels are distributed and we all got stuck in, “none for the road” we all say. We made a lovely big porridge for the four of us, 1 tin condensed milk, 1/2 lb oats, 1 tin creamed rice, and a pint jelly, lots of sugar, and what a meal. The four of us each had 1 cup of Ovaltine out of a tin so you can guess the strength of that one. We ate up all our food which was a lot, and well, we know that the vitamins would do us well. The Red + food that we have had this last few days has already done us good and we feel stronger, by far now. By the time we got out of the camp we felt a bit cheesed. I left nearly all my kit behind taking with me, two good blankets and a small box 12” x 8”
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with my possessions in it. Our travelling rations were 1 loaf and 2 1/4 lb marg. Our guards seem to be all old men with all their kit so were happy. The camp was soon left behind and we headed east at a slow pace, dusk came and we were still marching, then darkness came. By this time the guards were getting tired some of them even couldn’t go any further, so they dropped out one by one, it can be imagined what things were like, we were going through very wooded country, and believe me the boys were really jumping out. We eventually reached a main road, a little scared cause there were lots of intruder aircraft knocking around bombing and machine gunning, when all of a sudden down came a Mosquito cannons and all, lucky for us it was late when we were spotted so he did a tight turn to come up the road at us and hit a tree and crashed about fifty yards from where we were on the ditch. It was a good job he did crash or we would have been killed
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by one of our own aircraft. Two bodies were pulled out the next day. All we said was, “Well, they shouldn’t have joined.” About a mile from the incident we were billetted for the night in a barn. This was what we were really in need of, so we just put straw on the floor and out with our blankets and slept. The next morning I was up early with Zeke, and we went after food, we got it how I shall not say here. By the way yesterday was bobs’ third wedding anniversary, all in the country. All the day we spent in eating and in one day we have eaten more than we would on camp rations in a fortnight, and for the first time in ages we felt full. So ends our second day.
[Underlined] APRIL 8 [/underlined] We left the barn at ten oclcok marking 7 Kilos’ to a wood where we were told we would sleep the night, we had another feed
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and got our bed ready, damp leaves for a mattress and the heavens for a ceiling. We had very little sleep. I might say, the aircraft were busy all night and we really welcomed the dawn. We had tea and roast potatoes and toast for breakfast then set out on the road once more.
[Underlined] APRIL 8 [/underlined]
As so it goes on we are kept on the march by day and all the food we get is a few potatoes at night, and if we get a chance to slip our guard we knock off eggs or anything handy.
This life went on until the 16 of April, a lot of the boys were ill about 50% escaped and on the 16 April along with five pals I stayed with a party of sick fellows.
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We were not really short of food ourselves, and for the last few days we had two unarmed guards for 150 prisoners. During the last two days we collected at least seven machine gun attacks from our own typhoons so you can imagine our feelings when the 11 th Armoured division came to the rescue on the 18 of April at five oclock in the afternoon on the outskirts of Luneburg. Just short of Hamburg.
[Underlined] Thats the end. [/underlined]
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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
Tom Whitehead's Wartime log for British prisoners
Description
An account of the resource
Belonging to Sergeant Tom Whitehead, B.P.O.W. 1051, Stalag Luft 6. Contains newspaper cutting with news of Tom Whitehead as prisoner of war. Main dates of events and locations from shoot down to liberation. Includes a poem 'Joe', cartoon, diet sheet, words by Churchill as prisoner of war, list of his postings to RAF Stations, outline map of New Zealand, camp money, poem 'captain of the boat wot takes us home', photographs, newspaper cutting on Sergeant E Molyneux, addresses in England, newspaper cutting concerning Squadron Leader Leonard Trent Victoria Cross. Continues with diary of events from 6 March 1945 to 8 April 1945 gives details of camp and conditions with reduced rations at Stalag 357, Goes on to describe march to Hamburg including being strafed by own allied aircraft.
Creator
An entity primarily responsible for making the resource
T Whitehead
Format
The file format, physical medium, or dimensions of the resource
Cover and 35 double page handwritten booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Text. Poetry
Text. Diary
Identifier
An unambiguous reference to the resource within a given context
BWhiteheadTWhiteheadTv1
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--Toruń
Germany
Germany--Frankfurt am Main
Germany--Barth
Lithuania
Lithuania--Šilutė
Germany--Fallingbostel (Landkreis)
Germany--Hamburg
Germany--Lübeck
Temporal Coverage
Temporal characteristics of the resource.
1943-04-08
1943-04-11
1943-04-20
1943-04-24
1943-10-27
1944-07-16
1944-07-17
1944-08-09
1944-08-11
1945-04-06
1945-04-18
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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
1943
1944
1945
Contributor
An entity responsible for making contributions to the resource
Anne-Marie Watson
428 Squadron
Dulag Luft
military living conditions
prisoner of war
RAF Dalton
Red Cross
shot down
Stalag Luft 1
Stalag Luft 6
the long march
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1538/28540/MDowningJJ418648-160914-07.2.jpg
35bc694457872a4f4ab02e3a0599f940
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
Downing, Jeffery John
J J Downing
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-09-14
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
Downing, JJ
Description
An account of the resource
19 items. The collection concerns Flying Officer Jeffery Downing (1922 - 1945, 418648 Royal Australian Air Force) and contains documents, objects and photographs. He served as bomb aimer with 460 Squadron and was killed 10 February 1945.<br /><br />The collection has been donated to the IBCC Digital Archive by Elizabeth Dillon-Hensby and catalogued by Barry Hunter. <br /><br />Additional information on Jeffery Downing is available via the <a href="https://losses.internationalbcc.co.uk/loss/106456/">IBCC Losses Database.</a>
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[Deleted] To Every man there [indecipherable] [/deleted]
“To every man there openeth
A Way, and ways & a way,
And the High Soul climbs the high way,
And the Low Soul gropes the low.
And in between, on the misty flats
The rest drift to & fro.
But for every man there openeth
A High way & a Low,
And every man decideth
The way his soul shall go”
Let us follow the way of Asseerwingsho at hooslc, at emho, at ylap.
Let us always be [deleted letter] kdni, & always speak the tthru.
Follow our hero Jesus Christ along the way of righteousness [symbol]
[Inserted vertically] This I found cleaning the old linen room, it is Jeff’s work but at what stage of his life it was written I cannot make out. It must have been the time when he was thinking for himself [/inserted vertically]
Dublin Core
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Title
A name given to the resource
To every man there
Description
An account of the resource
A religious poem about the ascent of the soul
Creator
An entity primarily responsible for making the resource
Jeff Downing
Format
The file format, physical medium, or dimensions of the resource
One handwritten sheet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Poetry
Identifier
An unambiguous reference to the resource within a given context
MDowningJJ418648-160914-07
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
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Anne-Marie Watson
arts and crafts
faith
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1339/22109/SValentineJRM1251404v10122.1.jpg
72b8e6627aa64e6185f7708a966bf055
Dublin Core
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Title
A name given to the resource
Valentine, John. Ursula Valentine's newspaper cutting scrapbook
Description
An account of the resource
131 items contained in a scrapbook. Mainly newspaper cuttings of events from May 1942 to 1945.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
TUESDAY, APRIL 17, 1945
A girl ran through the streets, shouting. And from a prison camp a great cry went up:
‘THEY’RE HERE’
From RICHARD McMILLAN: British 2nd Army, Tuesday
British tanks and infantry are now driving into the Stalag belt. We are in what is known as “Prison Camp Germany.” All our commanders are carrying lists of dozens of Stalags in the area. Many thousands of British and American troops are known to be in them.
Liberated prisoners tell us that there is a great wave of excitement and joy spreading like wildfire through the prison camps.
As convoys move up to help our own released war prisoners, other great convoys – some of them 20 miles long – are rolling back carrying thousands of German prisoners to the Allied captive cages.
And here are four stories of the Great Liberation.
STORY NO. 1: Girl told the news
From LESLIE RANDALL
FALLINGBOSTEL, Tuesday. You have to go back to the story of the Altmark and that famous greeting: “The Navy’s here,” for the equal of the scenes that have taken place in this German front line town.
Tanks of the Desert Rats, fighting their way from the Aller to the Elbe, crashed down the main street. A Polish girl saw them and ran as fast as she could to the great prisoner of war camp on the town’s outskirts.
“English Panzers. English Panzers,” she shouted.
The German guards hurriedly put down their rifles and pulled out white handkerchiefs. The prisoners – there were nearly 7000 in the camp – came swarming to the barbed wire fences.
“They’re here”
Then our tanks appeared. A great cry went up: “They’re here.” It was the moment for which many of these men have been waiting for five years or more.
“You ought to have heard the yells,” and English bomber pilot, whose airplane was brought down on one of our first raids on Berlin, said to me.
All these prisoners – more than 2000 of them are British and American – have a terrible tale to tell.
I went into one of their huts. It seemed impossible that any human being could survive in such an atmosphere. More than 300 men have been living here – sleeping two in a bunk or on the floor.
The Germans recently shot dead a glider pilot captured at Arnhem because he went to the barbed wire, the prisoners said.
“Ten days ago we heard the sound of distant gunfire,” said one prisoner. “Day by day the sound of the guns became louder and louder. Then Typhoons began to circle over the camp and we knew that it was a signal that rescue was at hand.
“At last came the great moment. Our tanks appeared, and everybody shouted as one man: “They’re here.” Then we tore down the barbed wire fencing and we all went mad.”
[Missing words] were 90 men stricken with disease or wasted by malnutrition.
All the liberated prisoners had one anxiety – to let their folks at home know they are safe and free
Send a word
They crowded round me – Londoners, Scotsmen, Welshmen; soldiers and airmen from Leeds, Birmingham, Liverpool and a score of other places – begging me to send a word to their families. I wish I could give just a few of their messages, but it is not allowed. Their families must wait for the official notification.
A London man whose home is in Tottenham and who was taken prisoner at Dunkirk, said: “My wife and children must think I’m dead. I have not been able to write home for a long time.
“No letter-cards have been issued to us for weeks.
“I was in the march from East Prussia and., like everyone else, by the time I got here last month I was more dead than alive, but we began to pluck up hope again when we heard of the advance of our armies and the crossing of the Rhine.”
Wild with joy
Among the prisoners were soldiers left behind at Dunkirk; Commandos captured on daring coast raids, Canadians, Australians and New Zealand pilots, men of the Eighth Army taken prisoner in North Africa and Italy, and glider pilots and paratroopers cut off at Arnhem.
This is the first British prisoner of war camp liberated by the advance of our armies deep into Germany, and the celebrations are still going on.
The fires of battle are still blazing fiercely in Fallingbostel, but crowds of liberated prisoners are parading the streets shouting and singing, and wild with joy.
There was an extraordinary scene last night when thousands of these lean, hungry men sacked the German town. Nearly every man came away carrying on his shoulder a great packing-case of preserved meat or canned vegetables.
The Germans had plenty of food here. They had deliberately staved these men.
STORY NO. 2: The most pitiful men
From GODFREY BLUNDEN
U.S. NINTH ARMY. – The slave-workers and prisoners are here in their thousands – from Poland, the Ukraine, France, Yugoslavia, Holland and a dozen other countries. They have been liberated and they are on the march.
Some American prisoners whom I met this morning seemed to me to be the most pitiful.
Since their capture they have been marched almost continuously from one place to another.
STORY NO. 3: Their torturers
Evening Standard War Reporter
WITH U.S. 9TH ARMY, HANOVER, Tuesday. – You need not disbelieve anything you have heard about Nazi barbarity to the Jews.
In Hanover, Red Cross and Military Government officials found a concentration camp inhabited by 190 bony, parched, and dying wrecks of humanity.
Eight months ago 1000 Polish and Hungarian Jews, already enslaved in their countries, were driven like cattle across Germany to this pen. Eight hundred are dead.
Many of the survivors will die now, because they are beyond hope.
German citizens of Hanover claim they knew nothing of this awful place, but at least 30 large houses of the comfort-loving, God-fearing German burghers overlook the site, and they could not have failed to see slaves crawling around the yards.
If the Nazis had really wanted work from these people they would have fed them. It is all too nauseatingly clear that they brought them here to indulge in their pathological passion for cruelty.
STORY NO. 4: Pole warned tanks
From C. S. McNULTY
EAST OF HANOVER, Tuesday. – An excited civilian rushed out of the woods on to a road east of Hanover, gesticulating to a tank column rumbling forward at speed.
Sergeant Bryant Shrader, a tank commander, of B Company, 771st Tank Battalion, waved to the man to get out of the way, but the civilian began panting and scrambling alongside the vehicles.
The sergeant finally decided to stop when he discovered the man was a Pole. By an odd chance a member of the crew of the leading tank knew Polish, and to him the civilian explained he wished to warn them of a German strongpost ahead on the road, where the enemy were waiting.
The Pole, who had been released from slave-labour, went back into the woods to get on with his self-appointed task of killing Germans. He stalked his victims, armed only with an axe.
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
They're here
Description
An account of the resource
Account of British tanks driving into Stalag belt and liberating prisoners. Story of Polish girl in Fallingbostel announcing to prisoners that British tanks were here. Accounts of liberated prisoners.
Date
A point or period of time associated with an event in the lifecycle of the resource
1945-04-17
Format
The file format, physical medium, or dimensions of the resource
One newspaper cutting
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
SValentineJRM1251404v10122
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
British Army
Spatial Coverage
Spatial characteristics of the resource.
Germany
Germany--Bad Fallingbostel
Temporal Coverage
Temporal characteristics of the resource.
1945-04
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
anti-Semitism
forced labour
Holocaust
prisoner of war
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1365/22922/PThomasAF20010037.1.jpg
2ff39e857c8180c01ef27a85a3cab229
Dublin Core
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Title
A name given to the resource
Thomas, Arthur Froude. Album 1
Description
An account of the resource
An album containing 50 pages of photographs of Arthur Froude's family and his pre war career and service as a flight engineer with 90 Squadron. The album also contains family photographs dating from 1900.
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
Thomas, AF
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[Photograph]
[Photograph]
[Photograph]
[Photograph]
The wedding of Evelyn & Len Jones at the Parish Church of St. Andrew Banwell, Somerset. 1941. Small photo’s at the reception with Arthur Thomas, Best Man.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
The Wedding of Evelyn and Len Jones
Description
An account of the resource
Photo 1 is the wedding party standing outside the church. Arthur Thomas is the best man.
Photo 2 is a small group including choir boys outside the church.
Photo 3 is the bride, groom and a bridesmaid.
Photo 4 is a man and woman standing on the pavement.
Date
A point or period of time associated with an event in the lifecycle of the resource
1941
Format
The file format, physical medium, or dimensions of the resource
Four 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
PThomasAF20010037
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
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Somerset
England--Banwell
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.
1941
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
love and romance
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/501/22594/MCurnockRM1815605-171114-023.2.pdf
a02db80744787a6f9a921729ebed4e0b
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Title
A name given to the resource
Curnock, Richard
Richard Murdock Curnock
R M Curnock
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Curnock, RM
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-04-18
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Description
An account of the resource
92 items. An oral history interview with Warrant Officer Richard Curnock (1924, 1915605 Royal Air Force), his log book, letters, photographs and prisoner of war magazines. He flew operations with 425 Squadron before being shot down and becoming a prisoner of war.
The collection has been licenced to the IBCC Digital Archive by Richard Curnock and catalogued by Barry Hunter.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
THE
Prisoner of War
[Symbol] THE OFFICIAL JOURNAL OF THE PRISONERS OF WAR DEPARTMENT OF THE RED CROSS AND ST. JOHN WAR ORGANISATION, ST. JAMES’S PALACE, LONDON, S.W.1 [Symbol]
VOL. 3 No. 36 Free to Next of Kin APRIL, 1945
The Editor Writes –
There is good news regarding the distribution of supplies from Switzerland to camps in different parts of Germany to which prisoners from eastern Germany have been sent. Fifty railway waggons, 48 with food and two with medical supplies, which left Switzerland for the neighbourhood of Moosburg, some distance north of Munich, have reached their destination and supplies are being distributed from there by lorry to British and United States prisoners of war in the vicinity.
Supplies by road
Eighteen lorries which crossed the Swiss frontier into Germany for Northern Czechoslovakia have reached their destination and distributed food parcels to some 18,000 British and United States prisoners of war in the Eger, Prague, Marienbad and Carlsbad areas. An extra 100 lorries are available in Switzerland for use as opportunity offers.
In the north at Lubeck, two large lorries already in use by the I.R.C.C. have been supplied with petrol and oil and it is hoped to obtain further lorries for use in this area from Sweden.
Ex-Prisoners at Odessa
Various estimated have been made unofficially of the total number of prisoners of war released by the Russians, but the only information that has been verified is that which has been given in reply to questions in the House of Commons. On March 6th Sir James Grigg announced that the arrival of 14 officers and 464 other ranks at the transit camp at Odessa had been reported by our Military Mission in Moscow, and on March 9th, Mr. Arthur Henderson, Financial Secretary to the War Office, in answer to a request for information about the 2,600 prisoners reported on their way to Odessa, replied that no further information had been received. Sir James Grigg has, however, given an assurance that he will give all the information he receives.
The advancing armies in the West are also overrunning prisoner of war camps, and one report speaks of 3,000 Allied soldiers, liberated from Krefeld, but there has as yet been no official information of this report.
[Group of people in uniform standing by a man at a desk] OFF TO SWEDEN. Officers of the British Red Cross and Order of St. John, bound for Sweden to look after British repatriated prisoners, take leave of Colonel Montague Brown at Red Cross Headquarters in London.
Exchange of Prisoners
Negotiations for the exchange of British and German able-bodied prisoners have not yet been completed but if they are successful the proposed scheme may well affect a considerable number of British and Commonwealth prisoners, captured before July 1st, 1940. But, lest too high hopes are raised, I must emphasise that the whole matter is still in the preliminary stages. During this war most of the prisoners exchanged have been gravely wounded men and non-combatants covered by the Geneva Convention of 1929, and the present negotiations are the first for an exchange in which the prisoners involved would be active and physically fit men.
Six British Red Cross welfare workers are waiting at a northern port ready to embark for Sweden.
As I write, approximately 800 Britons, Turks, Portuguese and Argentines have arrived in England in the repatriation ship Drottningholm for an exchange of German civilians.
Leave for Repatriates
Repatriated prisoners of war are given 42 days’ leave as soon as they are fit to go to their homes after arrival in this country. They are able to obtain ration cards, vouchers for handkerchiefs and Naafi rations of chocolates, cigarettes and tobacco. Arrangements are also made for them to be placed on the Service register as electors.
This was officially stated in the House of Commons
[Page break]
2 The Prisoner of War APRIL, 1945
last month when it was also announced that if an ex-prisoner on leaving hospital is discharged from the Army on medical grounds he is given not 42 but 56 days’ leave.
New Arrangements
Repatriates receive the amount of leave only if they are not subject to the new arrangements for members of the Forces. That is, if their in-patient treatment in a Service or E.M.S. hospital is not complete, they will not be discharged from the Services until at least eight calendar months, including 56 days’ notice have elapsed from the date of their first absence from duty through illness. The new rule does not apply to patients such as those suffering from tuberculosis, once they have been transferred to civil sanatoria. Nor will it shorten any longer period of retention in the Service now allowed under normal regulations.
Tribute to Medical Officer
A prisoner in Stalag 383 who has been suffering from a badly septic hand has written home praising enthusiastically the British medical officer who has been attending to him in the hospital. Of his time in hospital he says: “Of course, I’ve had a lot of pain and it made me ill, but, oh, the treat to be in this quiet room (only four men with me) after years in the crowded Stalags and to be out of the bitter cold. We get a little more food in here, too, and I’m afraid that means a great deal to all of us now.” Like many other prisoners, he spends a lot of his time studying, and goes on: “I have had to give up my Spanish studies as I find that two subjects will be as much as I can cope with before next summer, as the standard is, of course, much higher than matriculation. My period of study for European history is 1500-1914, which is a big undertaking. My Polish teacher is now one of my closest friends. He is very fond of music and we go to a lot of gramophone recitals together. I hope I can show him a little hospitality after the war, in England, before he returns to his own country.”
Contents of Food Parcels
It has been announced that from the beginning of April food parcels for prisoners of war will each contain 8 oz. of butter. Up to the present time 54 per cent. contained butter and the rest margarine. In future no more margarine will be sent.
May I call the attention of next of kin to the important announcement from the G.P.O. about parcels which appears on page 16.
[Photograph of a large group of men] INDOOR MEETING. Men at Stalag IVB meet together in one of the camp huts.
Camp Hospital Conditions
I am grateful to a repatriated prisoner for information about conditions in the tuberculosis camp hospital at Reserve Lazaret 742, Elsterhorst. He wrote to the parents of a staff-sergeant who is official interpreter at the hospital and camp: “I was a prisoner at Lazaret 742 for six months where I was able to see the splendid work your son is doing. He runs the administration of the whole place, and runs it very well indeed.” The food and living conditions, he added, were much better than in the ordinary prison camps.
A Rifleman’s Violin
A rifleman in Stalag IVC had a very agreeable surprise last November, when he received his violin. It had been sent off to him two years before by his wife. Writing to the Red Cross telling the story, she says: “It had been to Italy and followed him to Germany. I felt you would be interested to know this as I brought the violin up the St. James’s myself and your organisation packed it and sent it off for me. It says much for the way it was packed, for it arrived quite intact and my husband was able to play it at once.”
Lucky Reunion
By a chance in a thousand, a captain captured in Normandy found to his amazement, on arrival at Oflag 79 that his elder brother was in the camp. His brother, who has been a prisoner for about three years, was captured in Egypt, had been a prisoner in Italy and in several camps in Germany as well. Sheer coincidence brought them to the same camp. In brotherly fashion, the captain writes: “Try as hard as I can, I can detect neither mental nor physical difference in him, there isn’t any. Neither fatter than he was nor thinner; neither older nor younger, in looks or in manner. Take it or leave it. Olly is Olly; and if anything a bit more so … so far I have been unable to do anything at all except talk and talk and talk to Olly.”
Repatriates Tribute
I much appreciated the letter sent to me by a private recently repatriated from Switzerland. “Without your marvellous organisation,” he wrote, “it would have been just a horrid existence.” He added that since he had been home he had derived a lot of pleasure from reading The Prisoner of War. “They must have proved a big help during that worrying time.” He enclosed a donation with his letter, writing “May I help others who are still behind the confines of the prison camps even as others who helped me whilst I was in that position? A letter received from an officer in Oflag VIIB shoes that those who are still prisoners are hearing news of repatriated prisoners. He writes: “I know a number of officers from here who have been repatriated, and we sometimes hear from previous repatriates. They seem to have ample rations, petrol, clothing coupons, etc., given them on arrival.”
Food for Body and Mind
Over 28,000,000 Red Cross parcels of food and invalid comforts and over 1,000,000 next-of-kin parcels have been sent to British prisoners of war and internees in European prison camps since the beginning of the war. But it must not be forgotten that while the greater number of food parcels are packed in England, all the Dominions and the British communities in the Argentine and Brazil contribute to the work either by packing, by financial aid, or by provision of bulk food, for which a parcel equivalent is included in the figure above. In addition many thousands of pounds have been spent by the Red Cross on sending to the prisoners about 500,000 books of every kind needed for education or recreation, on music and musical instruments, indoor games and outdoor sports equipment. Not only the body, but also the mind of the prisoner of war has been kept fit and healthy.
[Boxed] HAVE YOU MOVED?
If so, do not forget to notify the Army, Navy or R.A.F. authorities as well as the Red Cross of your change of address. [/boxed]
[Page break]
APRIL, 1945 The Prisoner of War 3
Released by the Russians
[Photograph of a group of men] Russian seamen at Odessa watch the ships depart.
RELEASED by the Russians during their swift advance into Eastern Germany, 400 British prisoners of war are, at the time of writing, on their way home to the United Kingdom. They form an advance party which will be followed by others, bringing ever larger numbers of freed captives back to those who have waited so long for their return. The majority of these men come from camps near Torun, Stalags XXA and XXB.
A second shipload of repatriates follows closely in the wake of the first.
Upon arrival in the United Kingdom they will receive 42 days’ home leave, after which they will attend a medical board. Then, depending on their state of health, they will either return to their units for a course of training in the United Kingdom, or receive the hospital treatment which has been prescribed.
Three Welfare Officers of the British Red Cross and St. John War Organisation passed through Moscow, where a special British staff is now established to contact released British p.o.w.s, on their way to Odessa.
Other Red Cross personnel plan to join those now in Russia, and together they hope to set up a semi-permanent depot at Odessa, with supplies of Red Cross comforts sufficient for 10,000 men.
These comforts include books, games, tobacco, cigarettes, soap and other toilet requisites, gramophones with recordings of E.N.S.A. shows etc. Food, clothing and medical supplies are also being sent to supplement those provided by our Russian allies.
Special consignments of tea, milk, sugar and biscuits will be available to repatriates during the journey home, so that they may enjoy “elevenses.”
More Are Coming
Almost every day trains draw into Odessa, chief southern port of Russia, bringing prisoners rescued by the Red Army – British, American, French, etc. – a great many of them civilians freed from internment camps.
When they reach this old fortified city of the Ukraine, built by the Empress Catherine in 1784-1792, and now badly damaged in the war, British p.o.w.s are taken to warm and spacious quarters in large buildings adapted as rest homes, where hot baths and excellent food are provided. Worn uniforms and ragged underclothes are exchanged for new outfits, comprising great-coats, battledresses, and warm underwear. New badges of rank and medal ribbons are issued to those entitled to wear them.
“See you in Berlin”
Various entertainments have been arranged to fill in the days of waiting until ships can take the men home.
Winter in the Ukraine is both longer and colder than in Western Europe. In January the temperature is much the same as in Stockholm at that time of year, whilst in July it is on a par to that experienced in Madrid.
As the first repatriate ship, a luxury liner of pre-war days, weighed anchor with her load of excited, happy men, someone shouted to the crowd of Russians watching from the quayside: “Thanks for everything. See you again soon, in Berlin.”
The remark brought a thunderous reply from the Russians- “Da, da” (Yes, yes) roared back from a dozen throats.
Ex-Internees Welcomed Home
AFTER years of internment, between two and three hundred British civilians, men, women and children, have been released from the German camps of Biberach, Wurzach, Liebenau and Ilag VII.
The large majority of those freed are Channel Islanders, who were forcibly deported from their homes by the Nazis in September, 1942.
A number of medical cases with their families were included in the draft. Fourteen men who joined this repatriation had been scheduled to join a previous one, but were held up in Sweden at the last minute. They had been detained at the request of the German Government when the total number of British to be exchanged was found to exceed that of the German.
Help and Gifts
At the port of embarkation at Gothenburg, in Sweden, and during the homeward voyage in the Drottningholm, the Swedish Red Cross looked after the comfort and welfare of the repatriates. When they reached the United Kingdom they were met by officers of the British Red Cross, who gave them every assistance in addition to dispensing gifts of chocolates, cigarettes and newspapers. Warm clothing costing up to £10 per head had been provided by the British Red Cross, through their Swedish colleagues, to each ex-internee before sailing.
The Ministry of Health is responsible for all arrangements made for the reception of British civilians released from enemy hands. There are excellent hostels provided at the port of disembarkation, where those requiring temporary accommodation may stay.
Previous repatriations took place in January, 1942, October, 1943 and August and September, 1944.
[Photograph of a group of people outside]
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4 The Prisoner of War APRIL, 1945
The Brighter Side
[Boxed] Most of the paragraphs on this page refer to activities in the big base camps and it should not be assumed that they are typical of conditions in all camps or in outlying working detachments where facilities for sport and amusement are much fewer. [/boxed]
[Picture of the front and rear pages of a pantomime programme] Pantomime programme at Marlag und Milag Nord.
FEW camps have put on a more impressive selection of shows than Marlag und Milag Nord. Bandwaggon and Marlag Coons are among the regular features. Such well-known plays as French Without Tears, Hobson’s Choice, and The Importance of Being Earnest have been produced; while Gilbert and Sullivan have been well represented with H.M.S. Pinafore, The Gondoliers and Pirates of Penzance. Pantomimes are regular favourites and the men have produced Aladdin, Cinderella, Robinson Crusoe and Dick Whittington.
Their skill in reproducing all the atmosphere of a West End show is shown by the front and back covers of the programme devised for Dick Whittington, which was written and produced by one of the prisoners. There were three acts of two scenes each and music by Mac and his Grand Pantomime Orchestra. The cast consisted of 25, with a chorus of ten villagers and eight “rats.”
On New Year’s Eve the Merchant Navy arranged a Fancy Dress Ball with some of the prisoners dressed up as girls, and had an excellent entertainment.
Hogmanay Dinner
A prisoner at Stalag IVC writes of the New Year celebrations in the camp: “Two of my pals, being Jocks, they insisted that at New Year we should have a real Hogmanay Dinner. One chap, a sign-writer, did some excellent painting of seasonal greetings, decorated the room and gave it a really cheerful and cosy appearance. Three of us did the cooking and 18 sat down to dinner.” Afterwards they had impromptu turns and a sing-song accompanied by an accordion and guitar, and finally finished up with a supper.
In the same camp they recently put on the sketch The Monkey’s Paw. It was originally intended to produce it as am “eerie hair-raising drama,” but as things were rather hectic they eventually put it on unrehearsed as a farce, rather, it appears, to the despair of the promoter. Still, the audience got plenty of good laughs.
High Opinion of Shakespeare
They have a very high opinion of Shakespeare in another camp, where The Comedy of Errors is halfway through its run. It is being played as a sort of pantomime farce, with song and dance, bright colours and red noses, and one prisoner writes: “I think the audience enjoy it, but they can’t get over an almost religious respect for William Shakespeare; they sit and chuckle, refuse to applaud the songs and afterwards tell one that they are coming to see it twice more. Very odd…”
On Tour
A corporal from Stalag 344E3 has written home to say that he is now at an entirely new place, 600 miles from his own camp. It appears that he is out on tour with one of their shows, Night Must Fall, which they are playing to prisoners who are not able to put on shows of their own. He added: “I am having some quite novel experiences. It is quite a change after four years in E3. You have probably read of the camp in the papers. It is a very nice place.”
Plenty of Entertainment
There is plenty of entertainment to be had at Stalag IVB and prisoners have a choice of going to the pantomime or the musical revue, listening to music, or reading, playing football or indoor games. At Christmas they produced a modern Nativity play, Christmas on the Green, which, in the words of one prisoner, recalled “a beautiful Miracle play of the Middle Ages.” The pantomime started its run just after Christmas, following a musical revue, Springtime for Jennifer, which had been written by a prisoner and was “one of the best yet.”
English football enthusiasts at the same camp are feeling very pleased with themselves because England recently beat Wales 3-0.
Another prisoner who wrote home is more enthusiastic about music. He writes: “Bolt, who recently gave the Unfinished, Rosamunde, Ballet and Gluck-Motte Suite, has thrilled us with Beethoven (Ind. Sy. Fidelio, Egmont and that exquisite poem Romance in F). The orchestra of 45 men is international and now plays finely. A young Warsaw violinist gave a sensitive rendering.”
Prisoner Playwright
As a pleasant reversal of the usual conditions, it is interesting to be able to record that a prisoner of war in Germany was able to bring laughter and joy to a large number of people in England this Christmas. L/Sgt. Derek C. Lunn, a prisoner since Dunkirk and now at Stalag 357 (22), was asked by his fiancée in Woking to send her something for her Girl Guides to perform. He forwarded a delightful outline of a pantomime, which, being too ambitious for her small company, was taken up by the local Commissioner. A treatment was worked out by an amateur playwright in the neighbourhood, and four performances were played to crowded houses.
The net result was a cheque for £100 being handed over to the Y.W.C.A. Appeal Fund, and the pantomime has been so successful that hundreds of would-be spectators who were unable to secure tickets have insisted on further performances in the near future. The whole of the cast, comprising Brownies, Guides, Rangers and Sea Rangers, signed a special letter of thanks to the author.
Indoor Games
At this time of year indoor games and recreation are naturally very popular. In Stalag IVB they organise quiz shows, and entertainments and lectures as well as all the usual indoor sports. Before the prisoners at Stalag Luft III were moved to the south-west, the camp had for a time a special entertainments section, with provision for lectures and classes. The most popular were those in French, German and shorthand.
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APRIL, 1945 The Prisoner of War 5
Escaped Prisoners Reach Italy
DOROTHY M. CLARKE,
Official Red Cross Correspondent, Describes Their Reception There
[Photograph of a line of men peeping out from washing cubicles] Hot showers are enjoyed by all.
ONE Belgian and thirteen British soldiers who had escaped from German prison camps reached Italy at the end of December. Several of them had been prisoners of war since 1940, when they were captured defending Metz during the Battle of France.
Private J. Creighton, whose home is in Sligo, Eire, was one of those taken at Metz. After a long period in prison in German Occupied France, he managed to break out and reach Switzerland. Then, when the American Army invaded Southern France and advanced to the Swiss border, he crossed the frontier and joined them.
Private William Powell, who comes from Sydney, Australia, told me that he had been on the run in Northern Italy for many months after escaping from a German prison camp. After many adventures he made his way through the enemy’s lines into Allied territory.
Upon arrival at a special reception camp in Southern Italy each man received a hot meal and a comfortable bed. Next morning after breakfast, which was served from 8 a.m. to 9 a.m., the new arrivals had to report at the reception office and fill in forms giving full particulars about themselves and their movements. Then they went to the disrobing-room and removed their somewhat heterogeneous collection of garments, which were taken away for disinfestation whilst the men themselves enjoyed hot showers. This was followed by medical inspection and injections, and a full issue of fresh clothing from the Quartermaster.
Called on the Red Cross
Dressed in their new outfits, the men called at the British Red Cross store, where an officer of the War Organisation presented each with a Red Cross “Glory Bag” containing various toilet necessities, writing-paper, etc.
The men had next to be interrogated by officials of the Security Department, who checked their credentials and established their identity; after this they received their first pay as free citizens – a memorable occasion they will not easily forget.
Whilst awaiting repatriation to their homes the men are at liberty to enjoy all the amenities of the reception camp; their only fatigue, if it can be called such, is attendance at one parade daily to answer to their names at roll-call.
Three times a week a cinema performance is given at the camp. In charge of the large and well-equipped club room, with its billiard and ping-pong tables, dart-boards, and E.F.I. canteen, are two English ladies, members of the W.V.S. One is Mrs. Dimbleby, mother of the well-known broadcaster.
The days of waiting need not be spent in idle leisure only, for a fatherly War Office has provided the facilities of a warrant officer’s education for those desiring to avail themselves of the opportunity of hearing lectures, studying maps, joining in discussions of topical interest, and making use of the well-stocked library.
From the Folks at Home
The British Red Cross Welfare Officer attached to the camp has been largely responsible for equipping the sick bay and small chapel. She made the altar-cloth in the chapel herself, and on her orders local craftsmen executed the wooden crucifix and candlesticks.
Gifts of the British Red Cross in the sick bay are the cheerful looking yellow counterpanes, hiding drab Army blankets; and the bright curtains at the windows, which give the plain flambo hut a more homely appearance. The wireless set, gramophone, easy chairs, hot-water bottles, bedrests, rugs, heating stoves, flower vases, games, etc., which do so much to ease and cheer sick men who have known little comfort or happiness during long years of captivity, were all bought with those pennies subscribed each week by the folks at home.
“When you write your report there is one thing I would like you to be sure to mention,” the Camp Commandant said to me before I left; “and that is, that every man who comes to this camp tells me he would not be alive if it had not been for the British Red Cross food parcels which he received whilst a prisoner.”
I can report how Red Cross money is being spent, but if only subscribers at home could actually see the use to which their gifts are put, then they would be amply repaid for what they have given. It is not only the material contributed, but the spirit of remembrance and gratitude of the giver, which means so much to men in exile. As Sir Walter Scott wrote:-
“It is the secret sympathy,
The silver link, the silken tie,
Which heart to heart and mind to mind,
In body and soul can bind.”
When the “cease fire” sounds, and all prison gates open, the still captive comrades of these men will return to a changed world; but not, one hopes, to a world in which people will easily forget their sacrifice and their suffering.
[Photograph of people gathered around a fireplace] The first real rest in years.
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6 The Prisoner of War APRIL, 1945
Official
[Photograph of a large building by a bridge over water] BESIDE THE STILL WATERS. View of Oflag IXA/H.
DULAG 339, MANTUA
This is the new name for the transit camp in German-occupied Italy, formerly known as Stalag 337. The camp is intended to serve as a transit camp for prisoners captured on the Italian front while awaiting transfer to Germany. As a rule prisoners are here only two or three days, but lately, owing to the bombing of communications and transport, prisoners have been kept two or three weeks. On the day of visit there were 321 British and 95 American prisoners of war in this camp.
The camp is situated on the outskirts of Mantua, near the Lake Inferiore. Four large buildings and an old garage have been converted and made habitable, two are used as dormitories, one is reserved for stores, and the fourth is used for workshops, showers, etc. A kitchen has been installed in the middle of the camp and underground there is an air raid shelter to hold 500 prisoners.
The dormitories are not heated and are well aired. The temperature is at present adequate. Each prisoner has three blankets. The beds are the two-tier type. There is practically no lighting in the camp.
There is a large washhouse with running water. Fifteen shower-baths have been installed, but there is no hot water. The prisoners receive soap. The kitchen is run by a German N.C.O. helped by six prisoners. The food was not plentiful, but appeared sufficient. Supplementary rations are provided for prisoners who work. It has not been possible to install a canteen in the camp. There is a shortage of clothing.
Medical treatment is available at the neighbouring hospital, where the prisoners can also have dental and eye treatment. There is no British chaplain.
The prisoners are entitled to send a postcard to their next of kin as soon as they arrive in the camp. Permanent staff may write every week.
There is a library of 350 English books, and the prisoners have supplies of games and playing cards.
(Visited November, 1944.)
OFLAG IXA/H, SPANGENBERG
Upper Camp
28 newly captured officers had arrived from the Western front, making a total of 185 officers and 36 other ranks.
Interior arrangements are adequate at the moment, but it is feared that if many more prisoners arrive from the Western front the dormitories will be overcrowded. This will also apply to the library and recreational rooms.
All the Roman Catholic prisoners of war have been moved to Oflag IXA/Z, since there is no priest in this camp.
Recreational facilities are satisfactory. Walks are organised twice a week.
Lower Camp
Total strength on day of visit was 210 officers and 34 other ranks.
The situation with regard to overcrowding was the same here as in the Upper Camp. Many dormitories are already very full. If many new captures are sent to this camp the overcrowding is likely to be serious.
The central heating will be out of use when the present stock of coke is exhausted. It is hoped that further supplies will be forthcoming, this being a camp for senior officers, the average age being 43 years.
Recreational facilities are well organised. The prisoners go for two walks each week and in addition parties go out of the camp nearly every day to collect wood.
Mail is stated to be very good. Letters from England arrive within two or three weeks.
The general impression from both the Lower and Upper Camps is that at present conditions are fairly satisfactory; but it is the future which causes anxiety, in that if there is to be a large increase of officers, both camps will be seriously overcrowded and the existing facilities such as heating, lighting, water supply, and sanitation, will be unable to stand the increased burden.
(Visited November, 1944.)
OFLAG IXA/Z, ROTHENBURG
Total strength 405 officers and 56 other ranks.
Interior arrangements are satisfactory at the moment, but an increase in the camp strength is expected, which will cause overcrowding.
[Photograph of a group of men in uniform outside] CAPTIVE BUT NOT DOWNHEARTED. A smiling group of men at Stalag IVF.
There has been no improvement in the lighting of the camp, and if extra lighting is to be given to the recreational rooms it will be necessary to reduce the lighting in some of the other rooms. Central heating is at present only available for a few hours in the evenings. The shortage of coal, owing to transport difficulties, is current throughout Germany, and it was considered unlikely that the full scale of coal could be delivered before the winter. The officers are allowed to go out most days to collect wood.
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APRIL, 1945 The Prisoner of War 7
from the Camps
[Boxed] In every case where the conditions call for remedy, the protecting Power makes representations to the German authorities. Where there is any reason to doubt whether the Protecting Power has acted it is at once requested to do so. When it is reported that food or clothing is required, the necessary action is taken through the International Red Cross Committee. [/boxed]
Owing to the shortage of coal, hot showers are available only once a fortnight, and the prisoners are only able to have a hot evening meal four times a week.
Nearly 300 prisoners have been inoculated against typhus, with anti-typhoid inoculations to follow. German supplies of drugs and medicines are now better, but most of the supplies are received from Red Cross sources.
There are three chaplains at the camp – one Church of England, one Roman Catholic, and one Baptist.
The spirit in the camp is high, and it is hoped that there will be no considerable increase in the number of prisoners, since the existing facilities are likely to prove inadequate.
(Visited November, 1944.)
LABOUR DETACHMENTS
Dependent in STALAG IVF
No. Z128, Marienthal. – 20 prisoners of war work in a tramway factory 10 hours daily. Sunday is generally free.
The only complaint is a lack of working gloves, which the Germans promised to provide.
9 British prisoners at W123, Bogenstein, are employed digging air raid shelters for 55 hours weekly. Sundays are free.
[Photograph of group of men] HOLD IT NOW! Members of a working party at Stalag IVG pose for their photograph to be taken.
[Drawing of a large building OFLAG IX AZ. Germany] LAST CHRISTMAS IN GERMANY? A sketch of Oflag IXA/Z drawn by a senior British officer, and sent as a Christmas card to the Red Cross.
There were no complaints at Detachment No. Z15, Suedkapmfbahn, where 97 prisoners of war are engaged on various maintenance jobs for nine hours daily.
No. G168, Glauchau. – This camp is housed in a large wooden barrack and has good air-raid shelters. There are 26 British prisoners of war employed in an artificial wood factory for 60 hours a week, with Sundays generally free. There are four sleeping rooms with a separate dining room and a separate room for the medical orderly and the cook. There are sufficient tables and chairs. Some of the roofs leak. Each prisoner has two blankets.
The washing facilities are adequate and the prisoners can have a hot shower each week in the factory. There is a small library in the camp, also a gramophone. Prisoners are able to play football.
Detachment No. L106, Loessnitz. – The 58 British prisoners of war in this detachment live in a two-storied stone building near a small village. There are no air-raid shelters in the camp, but there are good shelters at the factory where the prisoners are employed manufacturing cotton for 60 hours a week. Sunday is generally free.
Interior arrangements are adequate. There are two sleeping rooms. Lighting and heating are in order. Every prisoner has two blankets. Hot showers are available at any time in the factory. The prisoners of war have their own cook. Prisoners do their own laundry, but the soap is said to be insufficient.
Detachment No. 87, Oberstuetzengruen. – 53 British prisoners work 60 hours weekly loading and unloading wood. Every third Sunday is free.
The prisoners have only been having a hot shower once every fortnight. In future they will be able to have one every week. The 191 British prisoners of war in Detachment No. 104, Kohlenschacht Lugau had no complaints. They work eight to nine hours daily on the surface of a coal mine and every second Sunday is free.
At Detachment No. 129, Rachau, 20 British prisoners of war work in a paper factory. The hours are 60 a week with Sunday generally free. The 16 prisoners at No. A13, Lindengarten, work for the German Red Cross eight to nine hours a day, and had no complaints.
There were no complaints at the following detachments:-
No. 149, Wuestembrad, where 18 British prisoners of war work for 8 1/2 hours a day at digging air-raid shelters; at No. C89, Neemestrasse, where 24 British prisoners of war work at load-
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8 The Prisoner of War APRIL, 1945
ing and unloading glass for nine hours a day; and at No. C104, Limbacherstrasse, where 7 British prisoners of war are employed in a brickworks for 9 1/2 hours a day.
(Visited November, 1944.)
RESERVE LAZARET HOHENSTEIN (STALAG IVF)
On the day of the visit there were 41 British and 38 American patients in this hospital. There are two British medical officer and four British medical orderlies on the staff of the hospital. There were no complaints on either the conditions or the treatment at this hospital.
The drug supply is in order, and there was a good stock of medicaments. Dental treatment is done by a French dentist and is reported to be satisfactory.
(Visited November, 1944.)
LABOUR DETACHMENTS
Dependent on STALAG IVG
The delegate only visited a few working detachments, but met most of the district Men of Confidence.
District Leipzig East. – There are 971 British prisoners of war in 11 detachments. The Men of Confidence had no serious complaints.
District Leipzig Nord. – 344 British prisoners of war in five working detachments. The only complaint was that in this district all stocks of Red Cross parcels have been moved outside the camps and the keys not given to the Men of Confidence.
District Leipzig West. – 497 British prisoners of war in seven working detachments. Here again the Men of Confidence complained that stocks of Red Cross parcels are inaccessible. Arrangements will be made to secure more store-rooms.
District Espenhain. – 500 British prisoners of war in three working detachments. The chief complaint was that there was a French doctor in charge of the prisoners who does not speak English. As it will hardly be possible to get a British medical officer to this area, arrangements will be made to secure an interpreter.
[Photograph of five men in uniform] RED CROSS STAFF AT STALAG IVG, where the general health of prisoners is reported to be good.
District Grimma. – 368 British prisoners of war in six working detachments. There were no complaints.
District Wurzer. – 533 British prisoners of war in ten detachments. There were no serious complaints.
District Borna. – 266 British prisoners of war in five detachments. The only complaint was that at Detachment No. 102, Bad Lausick, the men had been unable to play football although there is a good sports field at their disposal. It was agreed that prisoners will again be allowed to play football on their free Sundays.
Detachment No. 654, Coswig. – 26 British prisoners of war are employed 65 hours a week in workshops and had no complaints about working conditions. There was no Sunday work.
The prisoners are well accommodated in a large barrack with two sleeping rooms. Lighting and heating are satisfactory. There are adequate air-raid shelters. The clothing position is bad in this camp. The laundry has to be sent out to a German firm, who often lose the prisoners’ garments. Medical attention is good.
Detachment No. 434, Grossteinberg. – 79 British prisoners of war work in a stone quarry for nine hours a day. Prisoners work one Sunday in each month. The prisoners sleep on wooden three-tier beds and have two blankets each. Lighting and heating facilities are in order. Medical attention is satisfactory. The camp is visited regularly by a padre. There were no complaints.
Detachment No. 104, Rittmitz. – There are 41 British prisoners of war in this camp, some of whom work in a factory and the others in a stone quarry. There was no Sunday work. Living quarters in a stone building are adequately furnished with double-tier beds. Hot showers are available at the factory. A stove for cooking Red Cross food parcels was expected to arrive shortly. The general impression was that this was a fairly satisfactory camp.
(Visited November, 1944.)
RESERVE LAZARET HAID (b)/TRAUN
This lazaret is attached to Stalag 398. It consists of several barracks forming part of a large compound housing foreign labourers engaged in a nearby ironworks at Pupping.
The hospital accommodates prisoners of any nationality. At the time of the visit there were 30 British prisoners, and 14 Americans for whom special rooms are reserved. These arrangements are considered satisfactory.
Clinical equipment is adequate. There is one British medical officer who is able to carry out any treatment required. The British medical staff work amicably with the German authorities. Cooking is done by foreign prisoner cooks and rations are considered to be very unsatisfactory. The chaplain from Stalag 398 pays regular visits to the hospital. There are sufficient recreational grounds within the compound.
(Visited November, 1944.)
Reports on Stalag IVG, Oshatz and IVF, Hartmannsdorf, will be found on page 16.
[Photograph of eleven men in uniform] BRITISH AND SOUTH AFRICAN Back Row, Left to Right: Bobs Tatham (Natal); Ned Sparks (Gt. Britain); Bob Cullen (Natal); Ronald Abbot (Cape Town); Geoffrey Reid (Cape Town). Front Row: Bobby Gain (Cape Town); Paddy Doyle (Gt. Britain); Neil Orpen (Cape Town); Billy Reynolds (Somerset West); Zander Dewar (Natal); Tony Burch (Uitenhage).
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APRIL, 1945 The Prisoner of War 9
The Letters They Write Home
[Photograph of two men boxing, watched by a group of men] THE FIRST ROUND OPENS.- Men of a working party at Stalag XVIIA hold a boxing match in a wood.
Like Great-Grandmother’s
Oflag VIIB 26.12.44.
As by a German order all reserves of food in the camp must be consumed before new parcels are allowed in, everyone has had (and is having) a very well-fed time of it. I made a really excellent brawn from bully, meat roll and bacon, and Steve and I produced a Christmas cake which would not have made a bad show of it even in the presence of the genuine article á la Great-Grand-mother’s recipe!!
The ingredients may interest you: 1 small tin Horlick’s, 3 Canadian Red Cross biscuits ground to flour, egg powder, milk powder, bicarb. of soda, chopped raisins and apricots, and prune kernels and hazel nuts, butter, sugar.
Officers made toys, which were auctioned and the money and toys are to go to the Ilags for the children, mostly from the Channel Islands.
We had an old time Boxing Booth á la Sanger. They produced an excellent Christmas number of our magazine, with a ghost story and a new poem on Cheshire. Steve and I got up in darkness for the 7 a.m. service, and it was jolly cold, but we made it.
We are able to help the new boys out over food, and just at present there is plenty for all and the future will have to look after itself.
Carved Crib with Razor
Oflag V A. 27.12.44.
We have had days now of very hard frost; Christmas Day itself was beautifully sunny, clear and crisp, without a cloud all day. I managed to finish the crib I tried to make. It finally consisted of a very plain stable of cardboard, with a star over it, and inside Joseph, Mary and one shepherd. The Child was a vague head sticking out of a bundle of cloth in the manger-only just adequate-but Joseph was quite imposing with a green robe, and Mary was really very sweet, in blue, sitting on a stool, leaning forward to put a covering over the Child. The Shepherd, in what looked like a brown gym tunic, was kneeling at the other side. It was put in the chapel, and, I says it as should not, really looks very nice.
I really enjoyed carving the figures-though with nothing but a razor blade some bits were difficult, and, to begin with, my “anatomy” was bad - arms and legs would not come right.
I went to Mass at 7.30, when there were 140 there. At 9 o’clock there were twice as many.
We had a good breakfast in the mess (porridge, sausages, eggs and coffee), and later on an excellent lunch (meat pie, mashed potatoes, peas, trifle, cake and mincepie), complete with orchestra playing.
Christmas in Cookhouse
Stalag 383. 27.12.44.
Considering the circumstances, we had a very good Christmas as prisoners of war. Wacky and I spent Christmas Eve and Day with Dai (a sergeant in the Welsh Guards) who, being in charge of the soup kitchen, has a room in the cookhouse.
On Christmas Eve, we each had a litre or so of beer and a bit of a sing-song.
The following morning we started the day with an English breakfast (we managed to save a few tins during better times). Our dinner consisted of mashed and roast potatoes, peas, swede and roast meat, and followed by an excellent pudding (made with bread and raisins) with “Klim” washed down with a bottle of beer. I suppose the beer here is no stronger than it is at home nowadays.
We had a very nice cake for tea; Ivor spent a few hours endeavouring to give it the necessary seasonal appearance and finished up by having the words “A Merry Christmas” printed on the wrapper.
Imposing Little Ceremony
Stalag IVF. 6.11.44.
My last outing was on All Souls Day, when I went down to the hospital cemetery to attend a short memorial service conducted by the French chaplain. I went from there with the French and Belgian Men of Confidence, and the Italian chaplain, in the French Red Cross lorry.
A large contingent from the hospital marched down to the cemetery. After prayers the names of the prisoners of all nationalities who had died, were read out. Our senior doctor read the British names.
Then we went on to the civilian cemetery in the town, where other prisoners are buried, and the service was repeated. It was quite an imposing little ceremony.
A Pretty Decent Chap
Stalag IVD. 23.2.45.
This week has been a record for illness. We all have rotten colds – it has run all round the Stube – 40 of us. Tons of snow and very cold still. But hope you are free from colds yourself.
Still plenty of work and the hours are long. Am on night shift every other week on a metal press, Have a pretty decent chap in charge named Max, who has a bit of sympathy for us. No cigarettes or mail yet, but tell Hilda to get the baking pans ready as we are betting on seeing you in the near future.
Fire Fuhrer
Oflag VIIB. 1.1.45.
At present, as I am our room “fire fuhrer,” I seem to spend my entire days trying to make lumps of wood fit into our tiny stove, which won’t burn when we want to cook, and soars through anything when we try to damp it down.
It really isn’t fair, this business of ten officers living, sleeping, eating in the kitchen; or you might call it cooking, eating, living in one bedroom.
To-day I spent hammering old tins out flat and joining them together to make tops for cooking pots, my tool kit consisting of a rusty iron bar and a jagged knife. I get quite a bit of amusement out of it really.
To turn to a less squalid side of life, I’ve spent half to one hour daily, for the last week, on skates on the flooded hockey pitch.
News and Rumours
Stalag IVF. 29.10.44.
Most of our lads have just received their first personal parcels, and are they happy? Socks with the foot complete, shirts in one piece, and cigarettes are arriving as well. So just at a time
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10 The Prisoner of War APRIL, 1945
when things looked black, owing to the food parcels being cut to one between two men, we are laughing again. It is good to see how everybody takes all hard knocks with a smile, and they are numerous these days.
You were asking in your letter, do we get news of the progress of the war? Yes; we hear and see enough to help us form opinions on what is happening. But genuine news is far outweighed by rumours, so we have to sort it out.
I notice you have not been able to make any plans for the post-war. I believe that applies to most of us. I often think of the worry ahead for all of us. What a splendid opportunity for all to make a great effort to create a better standard of living in Europe. Nobody should go short of food after six years of suffering. May we be able to give the lead to other nations. I am continuing my letter on another card.
Arguments and Discussions
Stalag 357. 5.11.44.
The location of this new 357 is quite good, being on grass this time, and down the side of a real Scottish wood. There are about 6,500 men here, mixed R.A.F. and Army and all nationalities, so arguments and discussions are many and varied. We have electric light installed, and now have a hot plate in each hut.
Lights were out again last night at 7 p.m., so we had an evening’s community singing with all sorts of songs and stories. An Aussie in the bed above me is pretty good!
I have been issued with a pair of new boots and a French great coat, so am now well equipped.
Making a Start
Stalag 357. 20.9.44.
We are gradually organising our social life in this new camp. The library has opened and once again I spend a few hours in it every day. For sport we have football, rugby, cricket and racing.
It should not be long before the school is open and then I will be able to resume my studies.
Saw Volkssturm Practicing
Stalag IVB. 1.12.44.
Seeing the Volkssturm practicing on the range near the camp on Sundays is just like seeing the Home Guard at home.
To-night I saw at the theatre Springtime for Jennifer; these productions are excellent and amazing.
The editor of New Times, the paper for
[Photograph of a group of people performing a play] CLOTHES AND THE MAN.- An Able Seaman gives a realistic rendering of Lady Bowden during a theatrical performance at Stalag 344.
4,000 English-speaking prisoners, has asked me to join the editorial board and contribute regularly, so I am not out of touch with my life as it was and as it will be.
Each day I cook our two meals for my “mucker” and myself and I am modestly an increasingly good cook. You would be amazed to see me in my skyblue French overcoat, maroon beret, et.
Midnight Parade
Stalag XIA. 25.12.44.
Christmas Day here was really quite amazing. All the boys have entered into the spirit of things and are
[Boxed] SEND US YOUR PICTURES AND LETTERS
Ten shillings will be awarded each month to the senders of the first three letters from prisoners of war to be printed. Copies instead of the originals are requested, and whenever possible these should be set out on a separate piece of paper showing the DATES on which they were written. The Editor welcomes for other pages of the journal any recent NEWS relating to prisoners of war.
Ten shillings will also be awarded for photographs reproduced across two columns, and five shillings for those under two. Photographs should be distinct, and any information as to when they were taken is helpful.
Address: Editor, “The Prisoner of War,” St. James’s Palace, London, S.W.1. The cost of these prices and fees is defrayed by a generous friend of the Red Cross and St. John War Organisation. [/boxed]
determined to have as merry a time as possible. On Christmas Eve we had a carol service complete with orchestra and choir. After that we had a concert in our room, and finished up by parading round the other rooms at midnight singing at the tops of our voices.
The following morning at 6 o’clock they had their own back by waking us with a fanfare of trumpets, trombones, drums, etc.
Our Christmas dinner was a great achievement; we had saved some stuff from our parcels and made a big pudding for sixteen of us, and our three-tier cake was the talk of the camp.
We are all feeling a little uncomfortable now, but nevertheless contented. We toasted you all after dinner (in tea) and feel sure we will be with you soon.
New Arrivals
Biberach. 26.11.44.
We have quite a mixed crowd of people in the camp, including about 140 (men, women and children) who arrived recently. Special arrangements had to be made on their arrival, and they are now getting more settles down. The women are up fairly early in the morning, and soon the lines outside their barracks are full of washing.
We now have 84 persons in our barrack with none in hospital. There are 17 in our room.
The hospital and Red Cross staff have had a little more to do lately, and have done it well. About 2,000 Red Cross parcels arrived here recently, and are very welcome.
Nearly a Black Christmas
Stalag IVD. 26.12.44.
It looked like being a black Christmas for us here with no parcels, but on Christmas Eve the works foreman came in dressed as Father Christmas and brought good news. Parcels were at the distributing centre and he had been able to make arrangements for collecting them on Christmas morning. After that the band got going with a swing and the dance was on.
On Christmas morning we went to the pictures. The big picture was an ice skating film and was very good. Also news and a short picture taken in Salzburg area. Going again on New Year’s Day, the picture being a circus film, which should be good.
It has been very cold all the holiday – well below freezing point. Start work again tomorrow.
[Page break]
APRIL, 1945 The Prisoner of War 11
“Rookery Nook” at Stalag XXA
[Group of three photographs of a number of players in stage production]
GERALD: “She’s just a sweet, innocent little girl.”
Putz leaves in a nasty rage.
Clive and Gerald tell Twine to get Rona’s clothes from the German.
The well-known play Rookery Nook was first produced in London many years ago when Ralph Lynn, Tom Walls and Robertson Hare played the original parts. Since then, it has been revived by many theatrical companies, including those in prisoner of war camps, and is a favourite everywhere.
The theme of the play is a matrimonial muddle at a country house, and as the scenes shown here were not marked on these photographs from Germany, we asked Mr. Ralph Lynn to caption them. In returning them, he says, “I think they have done wonders by the photographs. God bless them, and good luck to them all.”
LETTERS (Continued from previous page)
Table Bombs
Stalag XIA. 25.12.44.
To-day we put on the best show for the camp at 10 o’clock until 12 mid-day. We all put our iced cakes and puddings on show and all down the centre of the room on the decorated tables were paper flowers and table bombs. They really looked well. Mind you the inscriptions would not pass the censor, but none the less for all that we enjoyed it.
The table bombs gave us all enough hats and flags for the room. To-morrow I have to arrange, by way of entertainment, a mock trial for some unfortunate individual. For all this good food and so on we have to give our thanks to the Red Cross.
A Wizard Day
Stalag Luft III 26.12.44.
We had an absolute wizard day yesterday, which I shall always remember as one, I think, of the best in my life. After ten weeks of pretty lean diet on half parcels, a consignment of American Christmas parcels arrived, and from them we enjoyed, among many good things, turkey and Christmas puddings which were the last word.
One fellow from our room has cooking right at his finger tips, and we were supplied through the day with an assortment of eats which, in my opinion, would have graced with distinction the tables of a Royal household! We have plenty left over for to-day and the New Year, which includes a 16lb. cake untouched from yesterday.
Excuse all this talk about food, but here at times it is an interesting topic.
3,000 Feet Up
Stalag XVIIB. B.H.V.101. 3.12.44.
The snow I wrote about went away, but to-day it is snowing again. This time we want it for the sleighs to get in the winter firewood. The Austrians tell us that they get snowed up here.
We are 3,000 feet up the mountains. One place where we have been working is higher still. On a clear day we can see the Alps in the distance.
I shall soon be a Jack of all trades. We have been chaff-cutting on a motor saw, laying floorlogs, forestry and roadmaking – a bit of everything. I am keeping fine despite all.
We have a cat that catches the rats; it is hard to feed her these days.
Bit of a Miner
Stalag IVD. 25.12.44.
I have now changed my kommando and am no longer at the sugar factory, but am a bit of a miner. The work is hard, but I am used to that, as you know. Work makes the time pass more quickly.
This Stalag is very well organised, which is a great asset. Last night they held a dance which was a “wow.” You would be surprised to see what wonderful looking girls some of the chaps turned out to be. Went for a laugh and I certainly had it.
To-day we went to a service, and although it was only held in a hut it was as impressive as any held in a church.
[Page break]
12 The Prisoner of War APRIL, 1945
[Boxed] How They Help
In addition to those mentioned below, we wish to thank the many kind readers whose help to the funds this month we cannot find room to record here individually. [/boxed]
MR. PAYNE, of “The Crown and Anchor,” Gallows Tree Common, near Reading, has collected £33 7s. from a sale of goods given by his customers, which he forwards with the comment: “It is only a little, but I must thank you for the Red Cross parcels received by my son who is a prisoner of war in Germany.”
With the help of friends Mrs. Agnew has collected £94 7s. 6d. in Jarrow, also for food parcels.
Mrs. Kellow, who writes from Liskeard that she has recently had two cheerful letters from her nephew in Stalag XIA, sends £3, and a total of £15 is reached by a fifth contribution from Mrs. Millard, Risca, Monmouthshire. On behalf of his staff at Llantwit Major, W/O A.S. Hamblin has forwarded £20.
Father Helps Son
A further donation of £5 17s. 6d. has been received from the staff of Nicholl’s Stores, Kensington, and the staff of 50 at Messrs. R.W. Greff and Company of Bishop’s Stortford, who have two colleagues prisoners of war, one in Europe and the other in the Far East, have raised the sum of £112, an increase of £2 on the total for the previous year and the result of the sale of their handwork and toy making.
“Friends at Electra House, London,” have been keeping their eye “on the ball,” and over £2,000 has been collected in sixpences during the past eighteen months or so, and they give us the following “crazy” figures realised from other recent efforts:-
A dart-board … £15
Three fruit cakes … £13
A portable gramophone and tennis racquet … £55
A trug of fresh fruit … £22
Bunches of cut flowers per bunch … £4
Shell eggs … £1 a piece!
Nat Gonella, the ace trumpeter, and the dance band of the Royal Tank Regiment were the star attractions at a ball and cabaret held in the Bournemouth Town Hall, which resulted in £71 15s. 8d. being raised for prisoners of war. Mr. Leo Wells, the promoter, has a son who is a prisoner of war and writes that he is already organising another ball which promises to be an even greater success.
Another successful dance, organised by the Aeronautical Inspection Department, raising £170 17s. 4d. took place at the Co-operative Hall, Nottingham.
Jean Medlock and some of her friends at Shefford, all nine years old, wrote and performed a play, and from the entrance fee of 1d. per person were able to send 5s. Rita Burgess of Luton, who is also nine, has given a second donation, mentioning that she is knitting mittens from the pattern published in the journal, for her father, who is a prisoner of war.
Prisoner Wins Prize
Half of the proceeds of three plays presented by the Upper Killay Young People’s Dramatic Society have been devoted to the Red Cross, and the carols of the Wantage Rangers profited the fund by £1. £2 in Victoria pennies has been saved by Jean Rome, Dunstable, and the combined efforts of the Parsons, Jones and West families at Tirphil, New Tredegar, in collecting threepenny pieces have produced £5.
The East Wales v. West Wales Secondary Schools Union rugby match, which was played on the Gnoll Ground, Neath, was the means of raising £192 1s. 4d., which is a particularly fine result, as the match had to be postponed on the first date arranged because of bad weather.
The two organisers of the Blaenclydach and District Prisoners of War Fund arranged a competition which brought in £120. The prizes were donated by Miss Thomas, Tonypandy, and one of the winners was previously a prisoner of war in Italy.
Gave Own Coupons
A courageous helper is Mrs. Futcher, of Catford, who is 87, who through physical disability can seldom go out of doors, and then only in a wheel-chair. Mrs. Futcher gave her first donation in March, 1942, and has now contributed £42 earned from the sale of kettle-holders at 6d. each, and towels purchased with her own coupons which she converted into face cloths.
Mrs. Say, of Marlborough, has sent in £1 10s., which she writes, “is the result of turning out sundry small things which have been put out of sight. A lot of people perhaps would like to follow suit.” Domino tournaments and competitions run by Mr. A. Garrett, of Hedge End, near Southampton, have produced the splendid figure of £115, while patrons of the Mansfield Hotel, Hove, have raised more than £500 over fifteen months and are aiming at £1,000.
By January 31st, 1945, expenditure and allocations to p.o.w.’s food and comforts had reached £15,511,000.
[Picture of a cherub] [Underlined] Our Gift. £51 * 10 * 0. [/underlined]
[Picture of a candle] [Underlined] To Prisoners of War [/underlined] 22nd. Dec. 1944.
Accept this our donation for the Prisoners of War.
Made by the sale on calendars and Xmas cards galore,
We are but five young tracers and we’ve made our own design
And printed by all by hand a thousand cards without a whine.
Individually each card is made, no copying, no stencil,
A box of paints, a brush, a drawing pen, and just a pencil.
Altho’ the work entailed has used up nearly all our leisure,
We wish to state emphatically it’s been the greatest pleasure
And tho’ we’ve sometimes floundered when we’re making up our rhyme
Each card has its appropriate verse, and is dispatched in time.
So to conclude we send to you the best of Xmas cheer,
And may the boys look forward to a happier New Year.
[Underlined] From – [/underlined] [Signatures]
Surveyors’ Dept., P.D.Ltd., Ystrad Mynach, Glam. [Drawing of a duck]
Five young tracers of Messrs. Powell Dufftyn of Ystrad Mynach, sent the above poem with a donation to the Penny-a-Week Fund.
[Page break]
APRIL, 1945 The Prisoner of War 13
Prisoner of War Artists
[Drawing of a man carrying a full load of kit] Packed and Ready! A cartoon sent home as a postcard to his wife by Corporal Harold Coulter.
[Drawing of a country scene] A view seen looking north from an Oflag theatre painted by Major W.F. Anderson.
[Drawing of Pinocchio] Pinocchio was painted by Warrant Officer Gordon C.G. Hawkins and sent home from Germany as a birthday card for his small son Richard.
[Drawing of a bed with associated furniture] A corner of the hospital was the subject of a first attempt at a pen and ink sketch made by Captain Robert Ferguson who has taken up drawing and painting as a winter occupation.
[Drawing of a cartoon rabbit] ‘Pooky Rabbit was crayoned in bright colours for Richard by his father, Warrant Officer Gordon C.G. Hawkins.
[Drawing of men walking inside a barbed wire area, with look-out post] A barbed-wire view painted by Lieutenant Worsley, official Naval war artist.
[Page break]
14 The Prisoner of War APRIL, 1945
Examination Successes
Since the beginning of the year over a thousand examination scripts have reached the Educational Books Section from camps in Germany. Many more are arriving almost daily and are being forwarded to the examining bodies concerned for correction. It is very encouraging to have this evidence that the autumn and winter examinations have been able to be held before the break-up and dispersal of some of the camps owing to the Russian advance.
Applications for future examinations are also coming in in great numbers: as one camp leader says of the men in his camp, “Will their keenness never flag?” and it does not look as if it will, as since the New Year nearly 1,200 examination entries have been received.
More than one camp education officer has written about the difficulties under which the examinations have been taken, e.g., intense cold, interruptions due to air-raid alarms, shortage of stationery, etc. We have every reason to be proud of the men who can work and study in such conditions.
New Pass List Ready
The most recent edition of the pass list giving the examination results for July to December, 1944, is now available. Copies are obtainable on application to the Educational Books Section at the New Bodleian, Oxford, 3d. in stamps should be sent with the application.
Some copies of previous lists are also still available (July to December, 1943, and January to June, 1944).
News From Camps
Lieut. D.C. Crichton has been elected an Associate Member of the Institution of Mechanical Engineers on the results of the examination which he took in camp last year.
A Canadian flight lieutenant, J.P. Gofton, has been credited with written papers in chemistry and biology towards a medical degree at the University of Manitoba. He took papers in these subjects in the first M.B. examinations of the University of London under a special arrangement whereby members of the United Nations may take the London examinations for the purpose of obtaining credits in the equivalent examinations in their own countries.
Two prisoners of war have passed the Final Examinations of their respective professions, viz., Lieut. E.S. Bell, the Institute of Chartered Accountants, and Sgt. R.C. MacKenzie, the Institute of Cost and Works Accountants.
Another accountant prisoner of war, Sgt. P.C.G. Montgomery, has passed the First Division of the Final Examination of the Chartered Accountants of Scotland.
Lieut. A.H. Eagles, who passed the Associate Membership Examination of the Institution of Sanitary Engineers last year, has been elected as an Associate Member of the Institution.
One civilian internee in Ilag Kreuzburg has passed the Cambridge Certificate of Proficiency in English examination, and three in the same camp have passed the Lower Certificate.
Lieut. G.C. Sunley has passed the examination for the Certificate in Russian of the School of Slavonic and East European Studies.
A corporal who passed the written papers for the City and Guilds of London Institute examination in Gas Fitting in Stalag XXA in 1942 has now been repatriated, and has applied to take the practical part of the examination. Arrangements are being made for him to do so.
RESULTS AT A GLANCE
[Table of numbers of candidates applying for and taking examinations, with numbers of results from December 1942 to February 1945]
THE ABOVE FIGURES GIVE THE TOTALS BY THE END OF EACH SIX-MONTHLY PERIOD
Proportion of total successes for results published during February: 82 per cent.
OFLAG 79 – Described by a Repatriate
OFLAG 79 was previously used by the Germans as a Luftwaffe Cadet School, and in consequence the fittings, buildings, sanitation etc., are of a higher standard than one expects to find in a normal Oflag. There are seven double-storey buildings in the camp, which are sub-divided into small rooms accommodating anything from six to fifteen persons. The centre of the camp has a large pine-grove, which helps to break the monotonous barbed wire outlook. The inside perimeter wire is about a mile in circumference, so really one need not suffer from lack of exercise.
The camp is not actually in Brunswick, but is situated in a small village about 5 kilometres east of the town. The village is called Braunschweig Querem.
The German rations were not good. The sole diet, with a few exceptions, was black bread and potatoes. Occasionally vegetable soup, millet and fresh meat were issued, and once weekly a small ration of ersatz margarine, sugar, jam, coffee and tea.
This diet, of course, would have been almost impossible without the aid of the Red Cross food parcels which were issued to us weekly. I really feel that one cannot do enough to help the Red Cross in the wonderful work.
The chaps in the camp have things fairly well organised. When I left they had the theatre going with a new play every week. The junior University – covering almost every subject under the sun – was operating very efficiently. The camp library (most of the books from private parcels) was fairly well stocked, and the indoor and outdoor games were going strong.
The treatment from the Germans was not bad, and I personally have not witnessed any individual acts of cruelty.
H.D.G.
NOTE: This account was written by an officer p.o.w. repatriated in the Autumn of 1944 and therefore describes conditions at the time he left Germany.
[Page break]
APRIL, 1945 The Prisoner of War 15
An All Purpose Pullover
WITH SHOULDER CABLE STITICHING
[Photograph of a man wearing uniform and a pullover]
[Instructions for making a pullover]
[Page break]
16 The Prisoner of War APRIL, 1945
New Film on Loan
A NEW film entitled “Prisoner of War,” compiled for the British Red Cross and St. John by the Gaumont British Picture Corporation Ltd., with commentary by Mr. F.V.H. Emmett, is available free of charge, for private or public display.
The film is 35 mm. size, one reel, with sound recording, and takes ten minutes to run. It is the story of a man captured in Europe and records various incidents which occur during his sojourn in enemy hands.
Applications to borrow Prisoner of War must be made at least two weeks before the date fixed for showing.
Private individuals should apply to:- The Central Film Library, Imperial Institute, South Kensington, London, S.W.7, and pay return carriage.
Professional requests should be sent to:- The Publicity Department, Red Cross and St. John War Organisation, 24, Carlton House Terrace, London, S.W.1.
Please Note
Owing to urgent last minute alterations at the time of going to Press, three errors were made in the camp names in the March issue of “The Prisoner of War.” On page 2, in the article Transport of Food Parcels, Oflag VIIIB should have read Oflag VIIB. On page 16, in the first paragraph of Camp Transfers, Stalag IV should have read Stalag Luft IV; and in the notice Parcels, Luft VIII should have read Luft VII.
REPORTS FROM THE CAMPS
(Continued from page 8)
STALAG IVG, OSCHATZ
The main camp was not visited, there being only 19 British prisoners on the permanent staff. There are 64 British working detachments in the Stalag area containing 4,055 British prisoners of war.
The three British medical officers in the Stalag area reported that the general state of health is good. Dental treatment is done by local dentists and is satisfactory.
STALAG IVF, HARTMANNSDORF
There are only 27 prisoners of war in the main Stalag. The total number dependent on the Stalag is 5,524 British and American prisoners of war, who are dispersed in 95 labour detachments. Interior arrangements in the main Stalag are good and there were no complaints.
[Boxed] NUMBER PLEASE!
Please be sure to mention your Red Cross reference number whenever you write to us. Otherwise delay and trouble are caused in finding previous correspondence. [/boxed]
Camp Transfers
LATEST NEWS OF PROGRESS
(Red Cross Map Reference Shown in Brackets)
FROM DATE OF INFORMATION LOCATION
Stalag IIB March 10th Marching to west part of Wehrkreis II (3D/E).
Stalag IID March 10th Marching to west part of Wehrkreis II (3D/E).
Stalag IIIB March 10th At Maerkisch Reitz (E.4).
Stalag IIIC March 10th At Seefeld, near Werneuschin (E.4).
Stalag 344 Feb 27th Teplitz Schonau being used as assembly point (E.6).
[Stalag 344] March 7th 4,000 British and American sick journeying by rail to:
Stalag XIB – Fallingbostel (C.4).
Stalag XIIIC – Hamelburg (C.7).
Stalag VIIA – Moosburg (D.8).
Stalag IXB – Wegscheid Badorb (C.6).
Stalag VIIIA March 9th Head of southern group (marching towards Nuremburg) east of Jena (D.6). Sick prisoners and British Medical Officers remained at Gorlitz (F.5).
Stalag VIIIB March 7th Advance groups at Rakonitz (E.7). Rear groups at Melnik (F.6).
Stalag VIIIC March 9th Head of northern group (moving towards Hanover) west of Soemmerda (D.5). Head of southern group (moving towards Cassel) near Gersund, west of Eisenach (C.6).
Stalag XXA Feb. 25th Prisoners collected in Uckermark region (E.3) and moving westwards.
Stalag XXB Feb. 21st Near Malchin and Tetorow (E.3) and moving westwards.
Stalag Luft III Feb. 23rd Prisoners transferred to S.E. region of province of Oldenburg (B.4), Stalag IIIA Luckenwalde (E.5) and other camps (see March Journal)
[Stalag Luft III] March 7th 480 sick left at Sagan (F.5).
Stalag Luft IV March 10th 1,500 British and U.S. prisoners are proceeding to Stalag Luft I, Barth (E.2). 1,550 British and U.S. prisoners proceeding to Nuremburg [missing reference]. 3,600 British and U.S. prisoners proceeding to Stalag XIB (C.4) and Stalag 357, Fallingbostel (C.4).
Stalag Luft VII Feb. 20th Reported at Stalag IIIA, Luckenwalde (E.5).
PARCELS POST SUSPENDED
THE Postmaster General announces that in the present phase of the war, transport conditions make it difficult to forward next-of-kin and permit parcels to prisoners of war in Germany.
Although, therefore, it is hoped that it may be possible to forward some, or all, of the present accumulation of these parcels to destination, it is necessary to suspend further posting of next-of-kin and permit parcels for the present.
Labels and Coupons
No more labels and coupons will be issued for the present. This applies to first and later issues.
Next of kin and acting next of kin (including county branches, associations and packing centres) are asked particularly not to return issues already in their possession, but to keep them until further notice. Parcels partially prepared should also be kept intact with any remaining unused coupons.
The Red Cross will repack and hand over to the G.P.O. any parcels received at the Packing Centres at Finsbury Circus or Glasgow, which were posted before the G.P.O. announcement was made.
[Boxed] FREE TO NEXT OF KIN
This journal is sent free of charge to those registered with the Prisoners of War Dept. as next of kin. In view of the paper shortage no copies are for sale, and it is hoped that next of kin will share their copy with relatives and others interested. [/boxed]
Printed in Great Britain for the Publishers, THE RED CROSS AND ST. JOHN WAR ORGANISATION, 14 Grosvenor Crescent, London, S.W., by THE CORNWALL PRESS LTD., Paris Garden, Stamford Street, London, S.E.1.
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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The Prisoner of War, April 1945
Description
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The official journal of the Prisoners of War Department of the Red Cross and St John War Organisation. This edition covers the Editors comments, POWs released by the Russians, ex-Internees welcomed home, entertainment at the Camps, Escaped Prisoners reach Italy, Official reports from the Camps, POW letters to their homes, Rookery Nook play, charitable contributions, POW artists, Exam results, a description of Oflag 79 camp, a knitting pattern for a pullover, a new film titled 'Prisoner of War', Camp transfers and the suspension of parcel post.
Date
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1945-04
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16 printed sheets
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eng
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Text
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MCurnockRM1815605-171114-023
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Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
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Czech Republic--Prague
Germany--Krefeld
Russia (Federation)--Moscow
Germany--Liebenau Site
France--Metz
Ireland--Sligo
Australia
New South Wales--Sydney
Germany--Spangenberg
Italy--Mantua
Germany--Marienthal
Germany--Glauchau
Germany--Leipzig
Germany--Coswig (Saxony)
Germany--Braunschweig
Poland
Poland--Tychowo
Czech Republic
Czech Republic--Karlovy Vary
Germany--Moosburg an der Isar
Ukraine--Odesa
Czech Republic--Cheb
Sweden--Göteborg
Germany--Biberach an der Riss
Italy
France
New South Wales
Germany
Ireland
Russia (Federation)
Sweden
Ukraine
Germany--Ruhr (Region)
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Great Britain. Red Cross and St John war organisation. Prisoners of war department
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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.
Contributor
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Anne-Marie Watson
Temporal Coverage
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1945-04
aircrew
arts and crafts
childhood in wartime
entertainment
faith
Navy, Army and Air Force Institute
prisoner of war
Red Cross
Stalag 8B
Stalag Luft 3
Stalag Luft 4
Stalag Luft 7
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/501/22592/MCurnockRM1815605-171114-021.2.pdf
0b8bc57160c8e208e9ed946757257721
Dublin Core
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Curnock, Richard
Richard Murdock Curnock
R M Curnock
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IBCC Digital Archive
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Curnock, RM
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2016-04-18
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An account of the resource
92 items. An oral history interview with Warrant Officer Richard Curnock (1924, 1915605 Royal Air Force), his log book, letters, photographs and prisoner of war magazines. He flew operations with 425 Squadron before being shot down and becoming a prisoner of war.
The collection has been licenced to the IBCC Digital Archive by Richard Curnock and catalogued by Barry Hunter.
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THE
Prisoner of War
[Symbol] THE OFFICIAL JOURNAL OF THE PRISONERS OF WAR DEPARTMENT OF THE RED CROSS AND ST. JOHN WAR ORGANISATION, ST. JAMES’S PALACE, LONDON, S.W.1 [symbol]
VOL. 4. No. 37. Free to Next of Kin MAY, 1945
The Editor Writes –
IT is just three years since on May 1st, 1942 we launched the first number of The Prisoner of War. For most of our readers three long years of strain and toil, of hopes and anxieties. “It is hard,” wrote Her Majesty the Queen in a message printed in our first issue, “for those who wait at home to go cheerfully about their daily tasks in the knowledge that someone dear to them is in exile and a prisoner.” But their long ordeal is coming to an end, as I write, and indeed for many thousands has already ended. By the time these lines are printed it may well be that all our men in Germany will once again be free.
A Host of Friends
This journal will still appear for a few months so long as there is any useful information to give to ex-prisoners of war and their next-of-kin, but, happily, it will no longer contain news of what is happening in the Stalags and Oflags, for they, I hope, will have become a very bad dream that is now over. From the first I have looked forward to the day when the journal in this form would no longer be needed.
But there is sadness in the thought that I shall be saying good-bye to a host of good friends, personally unknown to me, but brought very close by means of correspondence.
[Photograph of a large group of cheering men] Wild scenes of excitement at Stalag 357 as the camp is liberated.
So Many Letters
Never, I am sure, has a journal been so eagerly looked for each month by so many readers. Never has an editor received so many thousands of grateful letters as have reached my colleagues and myself month after month from relatives who were cheered and comforted by the scraps of news we were able to give them, heartened by the knowledge of what the Red Cross and St. John War Organisation was able to do for their men, but, above all, brought closer to their dear ones by the intimate revelations of what other prisoners were doing and thinking.
Fare You Well!
To all our readers and their men with whom they are once more united, I would say: “Thank you for your gratitude and your confidence. I wish you a full life and every happiness.” But in the general rejoicing, let us not forget the relatives of those who will not come back, and especially of those (few in number we believe) who in the last weeks of the war were marched out of the camps to death by hunger or exhaustion. Our hearts go out to them.
News Without Delay
Events are moving so rapidly in these great days of victory that the news of recent developments grows stale from hour to hour. The latest news of the camps is given on another page. The Secretary of State for War announced on May 1st that 43,000 prisoners had reached this country from North West Europe. A further 3,436 had been evacuated from Odessa. Many others have doubtless been liberated by the Red Army in the neighbourhood of Berlin and Dresden and by the American Armies on their way to Munich and the Austrian frontier.
Sir James Grigg undertook to give out immediately any information, and next of kin may rest assured that they will be notified without delay of any definite news of their men.
Transfers Cease
The German Government has stated through the Protecting Power that all transfers of prisoners have ceased in areas under German control. The prisoners have been collected, as far as possible, in large Stalags, and the German Government has
[Page break]
2 The Prisoner of War MAY, 1945
asked the I.R.C.C. and the Protecting Power to send representatives to these camps. When the German military authorities withdraw, these representatives will remain in charge of the camps until the Allies arrive.
The “Master” Race
The unspeakable atrocities perpetrated at the concentration camps are a revelation of the depths of vileness to which Germans have been brought by leaders who invoked their pagan instincts and barbaric lusts. The victims of these sub-human torturers and murderers were almost entirely Germans. Poles, Jews, and other Europeans enslaved by the “Master Race.” Ordinary prisoner-of-war camps were not exposed to any similar system of torture.
450 Miles Winter March
The treatment of prisoners of war who were moved from camps in Silesia when the Russians approached is evidence, however, of the generally callous cruelty of the German to those in his power. They were marched for 450 miles in the depths of winter. The Germans had prevented them from making any preparations for the move, and failed to make adequate provisions for food and accommodation or for those who fell ill on the way. They were visited on the march by a representative of the Protecting Power, and a protest was made. The Secretary of State for War, answering questions on this matter, added that the Germans were becoming more and more incapable of looking after things in their own country, and he feared a good deal of hardship was inevitable. Some camps were grossly overcrowded by incoming prisoners from the East.
“The LatestReprisal”
A petty example of German vindictiveness has come in a report from Oflag VIIB and Stalag 357 (now captured), where the British prisoners were deprived of their mattresses, palliasses and most of their furniture ostensibly as reprisals for the ill-treatment of German prisoners in Egypt. The allegations, says Sir James Grigg, were entirely without foundation. An apt comment reached me from a prisoner in Oflag VIIB: “Just in case you should get hold of a garbled version of the latest reprisal, … our mattresses and 90 per cent of our tables and chairs were taken away. As you may imagine, we have improvised and everybody seems quite comfortable.”
[Boxed] NEW ADDRESS
If you have moved, do not forget to notify the Navy, Army, or R.A.F. authorities as well as the Red Cross of the address of your new home. It is MOST IMPORTANT that official news should reach you without delay. [/boxed]
REPATRIATION ARRANGEMENTS
By Major-General Sir Richard Howard-Vyse, K.C.M.G., D.S.O.
(Chairman of the Prisoners of War Department)
THE repatriation of British Commonwealth prisoners of war on the Western Front is the responsibility of SHAEF in conjunction with the War Office; we have been in close consultation with both authorities. The continued resistance of the enemy has necessitated certain modifications in the original plans, Instead of the great majority of the prisoners being freed at the moment of the signing of an armistice, and while still in their original camps, they are now being recovered by degrees. Some, mostly the sick, are found in camps and hospitals, some have escaped and reached the allied lines, but most of them are apparently being overtaken while on the march. This makes it easier as regards the numbers to be dealt with at any one time, but much more difficult from the point of view of making definite plans beforehand.
Strictly speaking, a freed prisoner of war, unless he is sick or wounded, is no longer a concern of the Red Cross; but it is unthinkable that we should immediately lose all interest in him. We have therefore prepared, in numbers sufficient to supply every man, gift bags containing a razor and other toilet requisites, chocolate, cigarettes and a message of welcome. The message is from all the Dominion and Indian Red Cross Societies, and not only from the War Organisations. Many, but not all, the ex-prisoners will need other articles such as pullovers, pyjamas and socks, and these also we are providing on a liberal scale, as well as invalid diet and medical supplies. To assist in the distribution of these articles, to give as much information as possible to the men, while they await transport to this country, and to co-operate with the Army Welfare officials, we have enrolled a number of our own representatives.
Helping in North-West Europe
These plans have already been put into operation at Odessa, and, in order to complete the arrangements for North West Europe, not long ago I paid a visit to SHAEF. As the result, 40,000 gift bags with the necessary proportion of other supplies have already left this country, and another 60,000 are on order to go. Eight representatives have also left. The British Commonwealth character of this service is emphasised by the fact that these eight representatives include 3 British (one of whom has knowledge of Indian), 2 Australian and 1 each Canadian, South African and New Zealander. These have all gone to the zone of one particular Army Group and will be called forward to P.o.W. Assembly Camps as and when required. Similar arrangements will have been put into operation in other zones before these words appear in print.
We are, of course, extremely anxious that our Gift Bags, and especially the Message of Welcome, should reach ex-prisoners of war at the earliest possible moment; and I am sure that SHAEF and the various Army authorities concerned will give us every help in this. But some men are sure to miss them, and stocks of Gift Bags are therefore being sent to a port of embarkation in N.W. Europe, and to all counties in this country where Reception Camps are being established. It will therefore be very bad luck if every man does not, at some stage or another, receive our gift. The speed with which repatriation is at present being carried out may make it impossible to issue the more bulky articles such as pullovers. We provided these originally in anticipation of a fairly long wait at staging or transit camps overseas, and no one is likely to grumble if this does not materialise.
Reception Camp Welcome
War Organisation representatives are also present at the Reception Camps in this country and are ready, in co-operation with Army Welfare, to welcome and help all repatriates. In particular, I hope they will be used to make arrangements for those who wish to be met on their arrival at their home station. Here again, I would emphasise that the speed with which men are being passed through the various stages of repatriation, though admirable in every other respect, inevitably results in administrative difficulties for the Red Cross.
Reunion
This brings us to the longed-for time of reunion, an event so intimate and so sacred that is seems inappropriate to intrude upon it, even in print. We think, however, that most next of kin will be glad to have advice on the very important question of diet, and with the kind help of the Ministry of Food we are drawing up some hints which we shall be circulating to all next of kin of repatriated prisoners.
As regards the many other problems which may arise, we have also prepared some notes, which we have communicated to Joint Committees and Prisoner of War Representatives in all counties, who are therefore in a position to give advice where it is needed.
N.B. – This article has of necessity been written in the second week of April and much of it therefore may be out of date by the time it appears in print.
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MAY, 1945 The Prisoner of War 3
Liberation Comes to Stalag IXA
Described by SGT. THERON, of the 1st R.L.I., Union Defence Force, South Africa, who was captured at Tobruk
[Photograph of a large group of men in uniform, cooking outside] Oflag 79 is liberated, and British Ex-p.o.w.s cook their first meal in freedom.
THERE had been no Red Cross food parcels since the arrival of the British p.o.w.s from Silesia; all of them had walked the gruelling 500 miles and most were in a state of utter physical exhaustion. But the German radio announced on the 2nd April, that the American 3rd Army had penetrated deeply over the Rhine at Frankfurt; and hopes and morale soared. The pet phrase in the British compound was the “Three P’s” – Patten, Parcels or Peace! Rumours were rife, but at least hunger was replaced by the excitement of imminent liberation.
Then came the blow. On Wednesday, the 4th April, at 4 p.m., all senior men were sent for by the German Commandant and told that on Thursday all fit men would move out on foot. The news hit us all very hard, as most of the lads had just completed a previous “hike,” and had barely recovered from its effects.
Mass sick-parades were held; and the ruling of the Senior British Medical Officer was that those who could manage to walk should do so in order to protect the really crippled and weak. The Germans had threatened to force everybody out, and such action would have meant certain disaster to many. We were in three categories – the walking fit; the not-so-sick who were to be transported; and the serious cases who were to remain in Stalag hospitals.
Those Who Remained
At 8 a.m. on Thursday the 5th April, the marching columns left, and we who remained watched their straggling line disappear into the trees about a mile from the camp. Along the road leading past Stalag IXA there were evident signs of German withdrawals – on foot, by cart and horse, and in trucks hundreds of Germans were streaming back from the front.
In the valley our fighters straffed incessantly. We were told that all men in camp would remain indefinitely but we couldn’t believe that the Germans would allow us to be retaken so simply. It was apparent by 3 o’clock that only a very skeleton guard would remain. Volunteers from among the guards were called for, and eventually at 5 p.m. all who remained were three officers and 26 other ranks. Their attitude was one of complete resignation – the camp was virtually ours.
All afternoon and during the nigh the battle-sounds came closer, and very few men slept that night. The whole camp seemed tense and uncannily quiet. Friday dawned sunny and clear – except for a distant rumble all was quiet. The morning dragged to 11 a.m., and still no sign of Allied tanks. Spotters reported German tanks on the hill behind the camp and we feared a battle might develop in our vicinity. Everybody was ordered to get into barracks and remain quiet. At 11.15 a.m. the German Acting-Camp Commandant formally handed the keys of the camp to our senior officer.
[Photograph of a large group of cheery men behind barbed wire gates] The gates of Stalag XIB open to release the British captives within.
At a few minutes after midday a line of tanks was spotted coming towards us from the east. We could scarcely breathe. I grabbed a pair of binoculars from a German officer and in the tense excitement could only see a blur! German or ours? It meant so much. The Germans knew, however, and fell in neatly, ready to hand over to the first American soldier. All this while the camp was quite deserted and incredibly quiet. A shot passed overhead, and shortly afterwards at exactly 12.30 p.m. the first Sherman reached the gates.
At Last!
The p.o.w.s were held in check until the Germans were disarmed, and then as the main American convoy moved up pandemonium broke loose.
Singing, yelling, cheering , prisoners mobbed the liberators – everybody was shaking hands with everybody else. Incoherent babbling and tears were frequent signs of a relived gladness that is beyond description. All that day Americans poured past, and the starved and smokeless p.o.w.s had armfuls of cigarettes and “C Rations” handed to them. It was a great day.
The next morning truckloads of chocolate, cigarettes and chewing gum rolled into camp. The Yanks were incredibly kind to us and only asked that we re-
(Continued on page 11)
[Pager break]
4 The Prisoner of War MAY, 1945
PRIVATE D.W. GARDNER, liberated by the Russians, from Stalag XXB and now home again was prominent in his camp in helping to produce shows. In this article he takes us –
BEHIND THE SCENES
[Two photographs of actors in stage shows] These two shows produced at Stalag XXA, Sinbad the Sailor, (Above) and The Wind and the Rain (Right) show the ingenious costumes that can be produced in a prison camp.
YOU have probably all had letters at one time or another from your friends or relations who are P.o.W.s, with the phrase, “We had a jolly good show last night,” or “We had a dance last night,” with perhaps more details. What lies behind these phrases?
Way back in 1940 about two hundred tired and rather dirty P.o.W.s arrived at Stalag XXA, in Thorn, Poland. After finding somewhere to sleep, someone came into the barrack saying, “There’s a show on in such-and-such a barrack in half an hour.” A show? What kind of a show? Let’s go and have a look.
Several hundred men crowded into a sleeping barrack, facing a “stage” made out of table-tops. There they listened to a mouth-organ band with a drummer. Oh, yes, there was a drummer complete with different-sized jam tins is place of drums. Interspersed with monologues, the band played for about an hour, bringing memories and forgetfulness to the weary audience.
The first show was born, and it was the same in every camp. The Germans were amazed at the enthusiasm shown by the men to “dress up” and amuse themselves.
Time passed; Red Cross parcels began to arrive. With the main worry removed, the shows became more elaborate.
Money began to come into the camps from the men who were working. Permission was given to buy instruments. A violin was followed by a piano, then came accordions, trumpets and saxophones, through the Red Cross; until at last dance bands, quintets and even military bands came almost to perfection.
The idea of a “show,” in those days, was to have the band on the stage; then it would come off for periods to let the concert party give short sketches or perhaps a monologue or song. The whole show was held together by a compère.
This type of show was rather unwieldy and depended too much on the compère. Producers became more ambitious and split in two directions. One concentrated on straight shows, such as “Journey’s End,” “Dover Road,” and “Dr. Clitterhouse,” the other on musical comedies.
The musical comedies were usually more popular, but were well balanced by the drama. Many men found themselves talent to write these shows, usually “two and a half hours of music and mirth,” to quote posters.
These shows brought out the amazing ingenuity of the average P.o.W. Take almost any show based on a civvy street film. The producer asks for a Chinese costume, a girl’s evening dress and sailor’s costume amongst others. The Chinese costumes are made out of dyed pyjamas with dyed Eastern decorations. Sailor’s costumes – Air Force trousers, a blue roll-neck sweater with cardboard anchor stitched on, and a paper hat completes the dress. Ladies’ evening dress – a sheet cut and stitched to shape, decorations by coloured paper stitched round hems and neck or on the skirt.
There were a thousand and one “tricks” – wigs and moustaches made from Red Cross string, 18th-century dress, hoop skirts made with wire and crêpe paper, cardboard evening dress collars, paper ties, paper umbrellas, suit of armour from empty tins straightened and “sewn” with wire, blouse from a shirt trimmed with crêpe paper.
These large shows were limited to large camps, but even the smallest camps arranged some sort of show. Perhaps they had a band – an accordion and a drum, or a mouth-organ and a guitar; and they had their little “jam-session” with everyone singing or learning to dance.
Many will look back on those long years with memories of their “first appearance” and the knowledge that they tried to, and did, break the monotony.
[Picture of a dance band with a singer] A “turn” with the dance band at B.A.B. 20.
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MAY, 1945 The Prisoner of War 5
BARBED-WIRE UNIVERSITIES
[RAF Crest] The story of study at Stalag Luft VI is told in illuminated book* [University crest]
[Boxed] FOREWORD
BY TAKING ADVANTAGE OF THE FACILITIES offered through the channels of the Red Cross Society it has been possible to establish in a Prisoner of War Camp this Education Organisation, an outline of which is given in the following pages.
To convert this period of enforced military inactivity into one of further training is our final aim. The principal value of the scheme however lies in its power to provide a distraction from Boredom and an antidote to Mental Stagnation.”
E. Alderton. [/boxed] This is the Foreword of the book, reproduced in facsimile.
“THE moments we forego, eternity itself cannot retrieve,” run the words of an old proverb. Mindful of this ancient truth, N.C.O.s of the Royal Air Force, imprisoned in Stalag Luft VI (later 357). Formed a study circle in preparation for taking examinations and so qualifying themselves for post-war appointments.
The venture became known as the Barbed-Wire University.
The British Red Cross and St. John War Organisation sent books and materials and arranged for the despatch and handling of examination papers; no mean undertaking when the courses on the “University’s” curriculum included as many as 84 different subjects.
The men behind the wire produced an illuminated prospectus, which told how: “This unique school was formed to provide educational facilities for flying personnel interned in Germany. The aim of the school is to expel boredom and mental stagnation by providing educational courses which can be profitably put to use in post-war life.”
Their Majesties’ Good Wishes
Lord Clarendon showed Their Majesties the original manuscript, and later a copy of the prospectus was sent to Buckingham Palace. Its receipt there was acknowledged by Lady Katherine Seymour, Lady-in-Waiting, who wrote: “The King and Queen have seen the illuminated book from Stalag Luft VI N.C.O.’s Education Committee. Their Majesties are both deeply impressed by the beautiful workmanship which has been put into the book, and by the splendid courageous spirit with which it has been completed. I am to say that the Queen hopes the booklet will meet with every success.”
The book did meet with great success, 10,000 copies were printed and sold in the United Kingdom. The illuminated prospectus has been reprinted in colour and is now on sale, price 2s., at bookshops and bookstalls.
Studying Under Difficulties
Study and examinations were carried out under incredibly difficult conditions. Five times the “Barbed Wire University” was moved to a different locality; and each move meant a loss of books and a fresh search for suitable accommodation at a new camp.
The Germans allowed no artificial lighting in prisoner of war camps until after 4 o’clock in the afternoon, and as the men had to sit for their examinations between 2 p.m. and 5 p.m., this ruling caused considerable inconvenience. The rooms where they worked were unheated, and frequently the temperature there dropped below freezing point. Sometimes there were no tables or chairs, and Red Cross packing cases were utilised as furniture.
In Other Camps
Stalag Luft VI has not, however, been unique in its experiences. Almost every university in other P.o.W. camps has had to contend with similar difficulties. At Oflag VIIB the university, which was formed in 1940, was the first of its kind. It had 17 different faculties and a library of 50,000 books. The officers sat for their examinations in a storeroom because it was the quietest place. During one examination a bag of pepper in the store burst unexpectedly; somebody kicked a football accidentally through the window, and as a crowning disturbance pipers held a bagpipe practice in the immediate vicinity.
The illumination in the room used for study at Luft VI came from “fat lamps.” These ingenious little lights were made with margarine saved from the candidates’ rations, or bought with precious cigarettes from the ration of a friend, and old suspenders used as wicks.
Improvising at Stalag IVB, blackboard chalk was concocted from a mixture of toothpaste and plaster of paris baked in an oven.
Equestrian Ingenuity
Men at Stalag 383 wishing to learn horsemanship formed an Equestrian Society and built a dummy horse from an old wooden barrel. Occasionally the German guards were persuaded to loan the society a live cart-horse.
By March 24th this year no less than 16,122 applications to take examinations had been received from British P.o.W.s in Germany.
Over long years of captivity men whose minds might have become stagnant in thought and warped in outlook through enforced idleness, have learnt by their attendance at barbed-wire universities and stalag schools to conquer boredom and fit themselves for post-war work.
LIBRARIES FOR EMPIRE REPATRIATES
SEVEN camp libraries are being given by the War Organisation of the British Red Cross and Order of St. John to reception centres in this country for repatriated prisoners of war of the Dominion Forces. The books are of a type that ate scarce to-day, but are in great demand. They will include volumes of standard works on travel, biography, arts, science, classics, etc. Books on British country life are particularly popular.
The centres are already well supplied with fiction from their own Dominions.
BOOKS FOR THE VOYAGE
Twenty-four bales of books and magazines have been sent to Odessa by the British Red Cross and St. John Hospital Library Headquarters to provide reading matter for repatriated prisoners during their voyage home.
* THE ROYAL AIR FORCE SCHOOL FOR PRISONERS OF WAR, STALAG LUFT VI, obtainable from bookshops and bookstalls, price 2/-. The trade distributors are:- Messrs. Simpkin Marshall (1941), Ltd., 12, Old Bailey, London, E.C.4. All profits on the sale of the book will go to the Red Cross and St. John Fund for prisoners of war.
[Page break]
6 The Prisoner of War MAY, 1945
FIRST TASTE OF FREEDOM
BRITISH AND AMERICAN PRISONERS OF WAR LIBERATED BY THE RUSSIAN ARMY PASS THROUGH ISTANBUL IN CHEERFUL MOOD ON THEIR WAY HOME FROM ODESSA
[Photograph of a ship at sea]
[Photograph of a man in a uniform coat] A pilot officer in board keeps warm in Russian fur cap and greatcoat.
[Photograph of a group of men on a ship] THUMBS UP expresses the high spirits of the liberated prisoners of war.
Welcome at Brussels
Reprinted by courtesy of The Times
From The Times Special Correspondent
THERE can have been few episodes more touching in the wartime experience of the Belgian capital than the daily arrival last week of prisoners of war, mostly British, released by the allied armies in Germany, and the manner in which they have been welcomed, refreshed and given a new start on their way to England.
They came by hundreds – on several days more than 1,000 were registered – and the stream still flows in. To deal with them, all concerned, from Military Headquarters “A” Branch (whose business, primarily, it is) to the Belgian voluntary welfare workers and Belgian boy scouts, have worked all day and half the night. Prominent as always in service of this kind has been the British Red Cross and St. John War Organisation, which concentrated on assisting the liberated prisoners as soon as the first batch reached Brussels last Tuesday. These came from the advanced collecting centres in transport aircraft which, after landing them at the Brussels airport, filled up with supplies and took off again for the front.
Mingled Joy and Sadness
The men arrived at the Red Cross offices in the Rue de la Loi just as they had left their prison camps, and the spectacle was one of mingled joy and sadness for those who saw them – joy in their new freedom and return to friends, but sadness at the drawn, weakly, subdued look of so many. They told of marches for weeks on end, between camps in Germany, since the beginning of the year, with barely enough food to keep life in them. While on the move they were deprived of the Red Cross parcels without which, in the established Stalags, they would have died. Besides those brought in by air, a multitude arrived by other kinds of transport, including bicycles, or on foot. Tree men came on a German fire engine which, they said, they had driven all the way from Hanover.
Every man was given a linen bag containing toilet articles, pyjamas and underwear, writing and smoking materials, handkerchiefs, and a card with the message “best wishes for a happy return home,” from the Red Cross organisation of the Empire. Many tired eyed lighted up at the sight of the handkerchiefs. Most men wanted first to put into words their gratitude to the Red Cross for all that its care had meant to them in their captivity, and many were in tears as they did so. Several hostels had been quickly got ready and meals with every sort of delicacy that the men’s state of health permitted or demanded were provided by Naafi.
The men who came in by road all spoke of the wholehearted help that they had received from the troops, British and American, all the way down the line, including the sharing of their rations. They leave Brussels in better heart, cheered and comforted by the efforts of many different people with a common bond of practical sympathy.
BRUSSELS, April 23.
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MAY, 1945 The Prisoner of War 7
The came home via Russia
[Photograph of ranks of men in warm clothing and uniforms] Allied prisoners freed by Soviet troops marching towards Odessa.
By courtesy of Pictorial Press.
IN an Army Reception Camp on the green slopes of a Buckinghamshire wood, 590 liberated prisoners of war, back from Odessa, spent Easter Sunday in England – for many it was the first in five years. They were on their way home on 42 days’ leave – with full pay and double rations. No doubt every man agreed heartily with the Camp Commandant’s policy of seeing them through the last formalities with the utmost speed and efficiency,
The atmosphere of the camp is informal and friendly and discipline is kept to a minimum. Soon after arrival the ex-prisoners have a square meal. The follows form-filling concerning arrears of pay, kit, medal claims, and so forth. Each man receives an initial payment to cover immediate expenses. He has a thorough medical examination and visits the radiology department for an X-Ray. The Quartermaster completes the gaps in uniform and equipment. Naafi is there to provide cigarettes, chocolate and the ever-popular cup of tea.
Their Problems Solved
To the Welfare Office in the middle of the camp drift those with problems, large and small. Working side by side with the Army welfare officer is a representative of the British Red Cross and St. John War Organisation. The men are obviously reassured by the friendly sight of her uniform, and she in turn is touched by their overwhelming gratitude – not just for any help she is able to give to them in this office, but as the personification of what Red Cross has meant to them in prison camps.
A corporal in a parachute regiment enters the office diffidently. He is not sure whether his problem is in the welfare category. He is anxious to trace his wife, a corporal in the W.A.A.F. The latest address he has of a camp in the Midlands is several months old, and he fears she has been moved or even sent abroad. Within three minutes the Red Cross officer has put a call through to the camp, and in another three minutes the corporal is speaking to his W.A.A.F. wife, excitedly making arrangements for their reunion.
Many problems had arisen through the irregularity of mail in prisoner of war camps in Germany in recent months. Some men in outlying working detachments had received scarcely any letters since D-Day. They wished to verify the addresses of their wives and families. The Welfare Office checked changes of address caused sometimes by bombing, by telephoning directly to the local police.
Middle East Welcome
Personal contact with the Red Cross was, however, made before reaching England. Many repatriates spoke warmly of the magnificent reception accorded to them in the Middle East. Red Cross personnel boarded their ships at Port Said as soon as the ships had docked. Once ashore, meals and entertainment were arranged, and on the second day an impromptu dance was organised at very short notice. It was not known how many ex-prisoners would wish to go, but over 1,000 attended and the evening was an outstanding success. The ladies of the party consisted of 15 Red Cross and St. Johns welfare workers, some 30 Wrens and 45 British women residents. A cabaret show, an excellent band and plentiful refreshments were put on.
Many men told the Red Cross Middle East Commissioner that this party did more to restore them to normality than anything else that could have been planned for their entertainment. At the end of the evening O.C. Troops of one of the transports called for three cheers for the Red Cross, and 1,000 men roared their appreciation before singing “God Save The King.”
Their Adventures
Interrogation by the Army Intelligence Corps is a very important part of the machinery of a reception camp. Repatriates are eager to collaborate, hoping to help their less fortunate comrades.
Typical of the experience of many prisoners was that of Private Perkins, who went to India with the Duke of Cornwall’s Light Infantry in 1937. After service in Iraq, Palestine and Egypt, he was eventually captured at Tobruk, and after thirteen months in an Italian prison camp he arrived at Stalag VIIIB. He became one of a small working party at a benzine factory situated in a part of Germany which during the last weeks he was there had thirty visits from “our friends the Yanks … complete with their headaches,” as he described the raids.
Towards the end of 1944, the demeanour of the guards became noticeably gloomier, and by a contrary process, the spirits of the prisoners rose. Finally, on January 21st, the Germans evacuated the major part of the camp westwards, and Private Perkins in the outlying working party was “one of the lucky ones” who escaped.
With Polish and French ex-prisoners he hid in the woods for five days. They broke into a German magazine for food, sledges were hastily improvised, and piled high with tinned meat, sugar and coffee. The Russian army took this area in an encircling movement and the prisoners finally contacted the Russians 10 kilometres behind their lines.
Precious possessions collected for years in a prison camp had for the most part to be left behind. But in a few cases, P.o.W.s had clung tenaciously to some favourite object. One man was playing his guitar in the reception camp. It had been sent out to his prison camp by the Red Cross; he had learned to play it there, and managed to bring it all the way home. Another man had arrived in England complete with typewriter.
Private Baggott, captured in Crete and a P.o.W. for four years, worked in a grube (coal mine) attached to the same camp. When the Germans evacuated in a hurry he hid in the roof of the bathhouse and escaped detection. Red Cross parcels kept him going and later, according to a prearranged plan, he sheltered in a nearby Polish house. Many of his companions were hidden by the Poles in spite of frequent German searches.
When the Germans had finally left the village, the prisoners, who had been a week or more in hiding, declared themselves to the newly arrived Russians. After much hospitality and kindness, the P.o.W.s made their way to Cracow, Lublin, Warsaw and other cities to which they were directed by the Russian armies, until they were all gathered together at Odessa. And there, daily, more trainloads arrive, to be shipped via the Middle East, to a Buckinghamshire reception camp and then home. B.C.S.
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8 The Prisoner of War MAY, 1945
Official [On next part of double page Reports from the Camps]
[Photograph of a group of men outside a large building] OFLAG VIIB. When this camp was visited in February general health was reported to be good.
Report on conditions during the forced march of British Prisoners of War from Stalag Luft III, Sagan and Stalag Luft VII, Bankau, to Stalag IIIA, Luckenwalde, due to the advance of the Russian armies.
STALAG LUFT VII, BANKAU
On 17 January the Camp Leader was told that the prisoners would have to be ready to evacuate on foot in an hour’s time.
On leaving, each prisoner was issued with 2 1/2 days’ marching rations. To start with no transport was provided for any sick who might fall out of the column, and the only medical equipment available was that which could be carried by the medical officer and three orderlies.
On reaching Karlsruhe, the prisoners were accommodated in an old brick factory, and two field kitchens were provided to cook for 1,550. When they left Karlsruhe, a small horse-drawn wagon was provided to transport the sick. Tribute was paid to the assistance, both moral and physical, to the accompanying British medical officer and the two padres.
At Schonfeld, some biscuits and a little coffee were issued. The column was marching again by 5 a.m. and reached Jenawitz, where they were issued with a modicum of fat meat and some pea soup.
On January 24 and 26 they rested. On January 29 they arrived at Peterwitz in an exhausted condition.
On February 1 they left Peterwitz and marched to Frausnitz, where they remained until February 5.
Before leaving they were issued with bread, margarine and meat. They marched to Goldberg, where they were put into cattle trucks – an average of 55 men to each truck. The train journey to Luckenwalde lasted three days; the men had no water on the train for two days.
As a result of this march and the deplorable conditions under which it was undertaken the morale of the men on arrival at Luckenwalde was extremely low. There were numerous cases of frost-bite, malnutrition, dysentery and other illness.
Prisoners of other nationalities also marched under much the same conditions and arrived at Luckenwalde in an exhausted condition.
STALAG LUFT III, SAGAN
On January 27, 1,000 prisoners from the East Compound were marched out of the camp. Each man collected one Red Cross parcel to carry with him.
The move was to be made on foot and no transport whatever was available for the march, which lasted eight days. No preliminary preparations were made by the detaining power, and the prisoners were forbidden to make any preparations in anticipation of the event. Small sledges manufactured by the prisoners out of Red Cross material were confiscated, and improvised ruck sacks and kit bags were forbidden.
No provision was made for the care of those who might fall sick on the march or for the carriage of their equipment, and throughout the whole journey the only transport available to the column consisted of two horse-drawn wagons which were reserved for the carriage of German equipment.
The march was made in stages of about 18 kilometres per day. On the way a number of men from Belaria and other Compounds joined the column, bringing the number to 1,415.
The daily rations throughout the march consisted of one half-loaf of bread per man and one issue of barley soup. The provision of water was entirely haphazard and on many days the only water available was such as could be begged or bought for cigarettes on the way.
The prisoners were kept for many hours in the open after a hard march in severe weather conditions until accommodation could be arranged, the only shelter provided on each occasion being roof cover.
The marching conditions of prisoners from other compounds of this camp were similar to the above.
STALAG IIIA, LUCKENNWALDE
This report deals solely with those prisoners of war who have been evacuated from other camps.
The layout of the camp is in no way changed. There are prisoners of many nationalities, each nationality being segregated. The British prisoners who recently arrived are also separated from those who were there before.
British officers from Stalag Luft III are in a compound known as “Oflag IIIA,” where there are 1,357 British and 461 American prisoners of war.
All the compounds are overcrowded. Triple-tier beds have been provided, but in many cases the wooden boards are lacking. About 100 men sleep on the floor.
In the Oflag these conditions are somewhat better, but even here some officers have to sleep on the floor.
All the barracks need repairs. Woodcutting parties bring wood daily to heat the barracks. There is a great shortage of eating utensils in all the quarters. Washing facilities are totally inadequate.
Medical officers are doing everything possible to help the sick, but they are very much hampered as there are practically no medicaments or drugs.
Most of the prisoners of war have only the clothing which they stand up in. There is no laundry and the prisoners are unable to wash their only sets of garments. Religious services are held regularly.
(Visited February, 1945.)
[Photograph of a large group of men outside] These men were still prisoners but hopefully awaiting liberation when this picture was taken at Stalag IVC.
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MAY, 1945 The Prisoner of War 9
Reports from the Camps
[Boxed] In every case where the conditions call for remedy, the Protecting Power makes representations to the detaining Power. Where there is any reason to doubt whether the Protecting Power has acted it is at once requested to do so. When it is reported that food or clothing is required, the necessary action is taken through the International Red Cross Committee. [/boxed]
[Photograph of actors on a stage above the orchestra in the pit below] THE SHOW AND THE ORCHESTRA. The professional touch characterises this scene at Stalag IVB.
At Other Camps –
HOSPITAL AT BILIN
This has always been a good hospital and at the time of the visit contained 42 British patients. Treatment is given by a German doctor and two Serbian assistants. Dental treatment is given by a French dentist. The British patients would appreciate the appointment of a British doctor to this lazaret.
(Visited January, 1945.)
HOSPITAL AT SANDBOSTEL
Five American and one British patient in this hospital have very high praise for two Serbian surgeons and the treatment they receive from the Germans. The hospital appears to be one of the best.
(Visited January, 1945.)
OFLAG VIIB, BEICHSTATT
There has been no change in the general layout of the camp since the last visit, except that two new huts are now nearly completed. At present there are 1,846 officer and other ranks, but more officers are expected, in which case facilities for bathing, washing, cooking, etc., will be inadequate. At present hot showers are available twice a month.
The scale of rations has recently been cut and is now the same as that of non-working German civilians and not that of German depot troops.
Four British medical officers are in charge of the camp hospital. The general health is reported to be still good. No improvement has been made in the lighting conditions, and the prisoners’ eyesight is suffering in consequence.
Mail has taken longer of late and many letters arriving by airmail were posted at dates varying between July and November. During January, the Germans gave orders that all prisoners of war should be deprived of their mattresses. Almost all tables, chairs and benches were removed, and all public rooms were closed, except the Catholic chapel. The excuse given for this was alleged bad conditions at a German prisoner of war camp in Egypt. Similar reprisals were put into force at Stalag 357. Strong protests have been made to the German authorities by His Majesty’s Government.
(Visited February, 1945.)
STALAG IVA, HOHNSTEIN
At the time of the visit there were 4,753 prisoners of war in the area of Stalag IVA. Most of these were distributed in 60 British Work Detachments. There has been no change in the general layout of the camp. At the time of the visit the stock of Red Cross parcels was very low. The medical officer stated that a fair supply of drugs was obtainable from the German authorities and that there was a supply of British drugs. He was allowed to visit work detachments in the immediate neighbourhood and stated that the co-operation of the German medical officers was the best he had experienced. It was unfortunate, however, that there was no British dentist in the whole Stalag. The clothing situation on the whole was fairly good, each prisoner of war having two complete outfits. There was one British chaplain at the camp and he was allowed to visit work detachments as often as he wished.
Work Detachments.– Five work detachments in the Hoyerswerda district were visited.
No. 502, Grube Brigitta.- There has been no change in this camp since the last visit. There were no military targets in the immediate vicinity and the camp was provided with covered slit trench air-raid shelters. The 140 British prisoners of war are employed on loading and unloading wagons or repairing rails for the Grube Brigitta. They work about ten hours a day and every second Sunday is free. The medical officer in charge gave a very good report on the infirmary where a new room is under construction.
No. 531, Grube Ostfeld.- This camp also has good covered air-raid shelters. 90 British prisoners of war are employed in workshops and on forestry. They work 7-10 hours daily and every third Sunday is free. Living quarters are not very attractive, but a new barrack is nearly finished and should bring about a change for the better. Twice a week a sick parade is held by a civilian doctor and serious cases are sent to the hospital at Konigswartha. The Y.M.C.A. chaplain pays visits from time to time.
No. 508, Grube Erika.- 293 British prisoners of war work on the mine railway. The nearest military targets are about three miles away from the camp and the men are able to seek protection in the slit air-raid trenches. Living accommodation is entirely satisfactory, as also are the heating and lighting facilities. The supply of drugs and medicaments was reported to be fairly good. A daily sick parade is held by two polish doctors and twice a week by a civilian doctor. Recreation facilities are well organised. This is reported to be a good camp.
No. 543, Grube Heye III.- There were no serious complaints from this camp, where 45 British prisoners of war are employed on railway and surface work in the mines. Good air-raid shelters are provided, although there are no military targets in the neighbourhood.
BAUTZEN DISTRICT
Five detachments were visited in this area.
At No. 1274.- 70 British prisoners of war are employed on timber work. The camp has recently been transferred to a new barrack and there have been considerable improvements. The prisoners of war are building air-raid shelters for themselves which are not yet finished.
At No. 1184, Kronprinz Kirschau,
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10 The Prisoner of War MAY, 1945
[Photograph of a team of eleven men] Football team at Stalag IVA. Most of the P.o.W.s in this camp were distributed among 60 work detachments when the camp was visited in January.
the camp strength has lately been increased to 97 British prisoners of war, who load and unload waggons. The prisoners of war have hot showers and washing facilities in the factory as there is no running water in the camp. There were no serious complaints. Mail from England is said to take about one month to arrive.
No. 1091 is situated in the small village of Neukirch. There are only 20 British prisoners of war, who work in a box factory. Saturday afternoons and Sundays are free.
At No. 1007, Loebau.- 204 British prisoners of war work in a sugar factory. During the sugar season only every third Sunday is free. The camp was slightly overcrowded, but at the end of the season at least 80 men would be transferred, when conditions again would be satisfactory.
There are no complaints from No. 953, Loebau.
Several camps were visited in the Dresden district. A new camp, No. 1325, has been opened at Radebeul. The prisoners of war live in two barracks in a small compound. They have covered air-raid shelters. There are no complaints.
Work Detachments Nos. 1308, 1311, 1320 contain American prisoners of war.
(Visited January, 1945.)
STALAG IVB, MUHLBERG
There were nearly 7,000 British prisoners of war and 3,000 Americans in the camp at the time of the visit. This has caused considerable overcrowding in the bungalows, where for some time two men shared one bunk and many prisoners of war slept on the floor, benches and tables. Bathing facilities are good, but their use is somewhat limited by the numbers in the camp.
Cooking for British and American prisoners of war is done in one kitchen, staffed by 52 British.
During the recent overcrowding, when several thousand American prisoners of war were in transit through the camp, there were several cases of contagious diseases, particularly diphtheria and malaria. Supplies of drugs and dressings have not been very good and the promised improvement by the Germans in this respect did not materialise. In the camp hospital there is also a shortage of drugs and dressings and surgical equipment. The dental station is in the care of British and American dental officers, and fillings and extractions are done satisfactorily. Stocks of materials are adequate and an average of two new dentures a week is permitted by the authorities. Clothing stocks have rapidly diminished owing to prisoners of war from the Western Front needing complete new outfits.
There are two Church of England, one Presbyterian and one Roman Catholic chaplains on duty and services are regularly held for all groups.
There is a new German commandant in charge of the camp, and satisfactory relations exist between the authorities and the British and American prisoners of war. Great difficulty, however, is experienced in obtaining any material improvements to the camp under present conditions.
(Visited February, 1945.)
STALAG IVC, WISTRITZ
At the time of the visit there were approximately 7,000 British prisoners of war and 80 Americans in the camp. Most of these were distributed in the 53 work detachments. The general conditions of all work detachments is fairly good. There is an American and a British camp leader. At the main camp the British staff is allowed to shelter in a cellar. Red Cross parcels are kept in a storeroom in the town. Two British prisoners of war work there all day long.
Work Detachment 22A, Brux.- This visit was made very soon after aerial attacks on targets in this vicinity on December 25th, when 9 British prisoners were killed and 18 wounded. Six barracks were completely destroyed and four others were damaged. Some of those which were destroyed were completely burned out, destroying a quantity of clothing and personal articles. In the event of air attacks, prisoners of war are allowed to leave the camp or go to a cellar about ten minutes’ walk away, where they can remain until the “all clear.” During the attack on December 25th those prisoners of war who were killed had remained in the camp. The barracks are being rebuilt and should be in use by the end of February. The 2,210 British prisoners of war at this camp work in nearby villages and in factories. For the majority working hours are from 7.30 until 5. Most of the men now have every other Sunday free.
The medical staff consists of one medical officer and eight orderlies. The general state of health of this camp is good, though there are a number of men who should be removed to a camp where the work is lighter.
Work Detachment No. 51, Brux.- The strength of this camp is 1,773 British prisoners of war. The majority of them work in the Columbus mine. So far there have been no casualties from air attack, but prisoners of war are allowed to go outside the camp during an alert or to the shelters in the compound. There were no complaints about material conditions.
Work Camp Tschausch III, Brux.- 659 British prisoners of war live in five huts and work in the Tschausch mine. The health of the men at the camp has so far been very satisfactory. There were no serious complaints. During air raids prisoners of war are allowed to use the covered slit trenches in the compound, but many prefer to go down the mines.
Work Camp No. 258, Niemes.- 57 British prisoners of war work here in a wood factory. There were no serious complaints from this camp. Covered air-raid trenches are available near the camp compound.
Work Camp 53A, Deutsch Pankraz.- 50 British prisoners of war are digging trenches for the laying of gas pipes. There were no complaints., A daily sick parade is held by a civilian doctor.
Work Detachments Dux III.- 32 British prisoners of war work at a porcelain factory. Living quarters are not at all good though treatment of the prisoners of war appears to be quite satisfactory. The question of quarters was discussed with the Stalag authorities.
Work Detachment 395A, Tscherzowitz II.- 62 British prisoners of war are lodged in an old inn. There are no military targets near the camp. This was reported to be a good camp.
Work Detachment No. 32, Wurzmes.- This is a new camp containing 109 British prisoners of war captured on the Western Front. The men live in buildings attached to an old coalmine consisting of a stone building in a small compound. There are no military targets near the camp. Washing and bathing facilities are satisfactory. Heating and lighting is in order. Medical attention in the camp is given by a British doctor.
(Visited January, 1945.)
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MAY, 1945 The Prisoner of War 11
Relief by Road and Rail
IMMEDIATELY conditions in Germany began to deteriorate, and transport became difficult, the British Red Cross and St. John War Organisation asked the International Red Cross in Geneva to do everything possible, and to spend whatever was necessary, to solve the urgent problem of supplying relief to British prisoners of war.
The prisoners had in many cases been moved from organised camps and were being sent far away to unknown destinations. These conditions made it impossible to get Red Cross parcels to the men in the usual way, and over a period of weeks practically nothing got through to those on the move.
Then in early March the I.R.C.C. was able to send about 500 tons of food and medical supplies across Switzerland to the small eastern frontier station of Buchs, where 50 German railway waggons arrived to collect them. On March 10th the consignment reached Moosburg, 30 miles north-east of Munich; and here P.o.W.s unloaded the waggons.
Moosburg was for a time used as a distributing centre from which parcels could be sent by lorry on to camps in South Germany, Austria and part of Northern Czechoslovakia. It has now been overrun by the Allies; alternative distributing centres have been set up at Ravensburg and Markt Pongau.
Further trainloads of supplies left during the last few weeks.
Lorry Convoys Tour Reich
Early in March, Canadian and American lorries were moved from Toulon to Geneva, and on March 7th the first “flying column” of 25 left Switzerland, via Constance, with 120 tons of food and medical supplies. The drivers were Swiss nationals accompanied by German guards.
At the frontier the convoy split up. Six trucks carrying petrol, oil, and some medical supplies crossed Germany to the port of Lubeck. Of the remaining 19 lorries, 18 reached the Carlsbad and Marienbad area, and the supplies they carried were distributed among 18,000 British and American prisoners, some of them at Prague and Eger. Stalag VIIB received the contents of the last lorry, which broke down en route.
After delivering their loads the empty lorries proceeded to the distributing depots. It was planned to run a shuttle service between Moosburg, Ravensburg, and Markt Pongau and outlying camps.
177 Tons of Food
Four special convoys, each consisting of 12 lorries, accompanied by a car or motor cycle to act as “scout,” left Switzerland between March 12th – 18th. These vehicles were driven by Canadian prisoners of war and between them carried about 177 tons of food, medical supplies, soap and boot-repairing material. They headed for Southern and Central Germany with the object of contacting the prisoners on the move.
Further convoys left Geneva on April 6th, 7th, and 8th bound for Leipzig and Torgau, and others left on April 13th, 14th and 15th for Central Germany.
To obtain the earliest possible information of the whereabouts of P.o.W.s in transit an I.R.C.C. delegate travelled a day ahead of the first convoy, whilst scout vehicles explored secondary roads, along which it was apparently the practice of the Germans to move prisoners on foot.
The provision of lorries, petrol, lubricants and spare parts is co-ordinated by S.H.A.E.F., and further lorries, in addition to those already in operation, are available with the I.R.C.C. for use as and when an opportunity arises.
The I.R.C.C. has been able to get some food supplies to prisoners on the march in Northern Germany, and in the area around Berlin, as well as to others further south.
[Boxed] UNITED NATIONS’ WARNING
THE Governments of the United Kingdom, the United States of America and the Union of Soviet Socialist Republics, on behalf of all the United Nations at war with Germany, hereby issue a solemn warning to all commandants and guards in charge of Allied prisoners of war, internees, or deported citizens of the United Nations in Germany and German-occupied territory and members of the Gestapo and all other persons of whatsoever service or rank in whose charge Allied prisoners of war, internees or deported citizens have been placed, whether in the battle zones, on the lines of communication or in rear areas.
Individually Responsible
They declare that they will hold all such persons, no less than the German High Command and the competent German military, naval and air authorities, individually responsible for the safety and welfare of all Allied prisoners of war, internees or deported citizens in their charge.
Any person guilty of maltreating or allowing any Allied prisoner of war, internee or deported citizen to be maltreated, whether in the battle zone, on the lines of communication, in a camp, hospital, prison or elsewhere, will be ruthlessly pursued and brought to punishment.
They give notice that they will regard this responsibility as binding in all circumstances and one which cannot be transferred to any other, authorities or individuals whatsoever.
W.S. Churchill.
H.S. Truman.
J.V. Stalin. [/boxed]
Liberation Comes to Stalag IXA
(Continued from page 3)
main in camp and under control. Camp foodstuffs were checked, guards appointed to prevent looting and uncontrolled movement. The camp offices became orderly rooms, and in a short time the p.o.w. cage settled down to wait until transport could be provided to take the men home.
German rations were considerably increased and augmented by the American “C” ration. The kitchen staff worked overtime. Men who had been on the borderline of starvation were filling up! We got fresh meat, too, through a Frenchman, Jean D., who came to the orderly room with a request to be allowed out of camp to collect five cows which were wandering around without an owner. (And this was in Germany where every egg was counted!) He got an official permit and an hour later the main gateways looked like a farmyard. Jean said, “Ze sheep zey do not want to leave ze cows.”
Our own details were sent to take over the bakeries, and all German military food-dumps were confiscated and brought into camp. At last the starved, hungry men seemed to brighten up physically – there was a great change.
A harassed American captain burst into the orderly room. Nearly 300 Hungarian women, ill-clad and exhausted, were marching up the road near the camp. Could we do anything to help?
When we found the women they were far from being hysterical or weepy, and marched courageously a further 8 miles to a small village where all were billeted in houses. Their guards had fled and they had had no food for two days. Can you imagine a British p.o.w. speaking German to a Pole, who could speak a little Hungarian? That was how we talked. These experiences formed only a part of all we saw in the days which followed.
Now we are free and safe, and it is almost too good to believe; but still we feel there is something missing. Our there in Germany are many of our comrades; maybe they are still marching. We hope and pray for their speedy release.
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12 The Prisoner of War MAY, 1945
How They Help Abroad
[Photograph of a large group of people watching five women on a race track] Red Cross and St. John girls in Rome act as “race horses” for a Derby held by British troops at Rest Camp 50.
A CONSTANT stream of generous gifts to the Duke of Gloucester’s Red Cross and St. John Fund for the work of maintaining vital services to prisoners of war is contributed by large organisations and individual subscribers in the Dominions, the Colonies and Allied and neutral countries throughout the world. It is only possible here to mention briefly some of the ways and means by which money has been raised abroad.
A mining town in Northern Rhodesia recently sent £250, a portion of which was the result of a concert given by the Nkana pupils of the Broken Hill Convent, one of whom has a father a prisoner of war in Germany. The sum of £11,012 from the total resulting from “Target Month” inaugurated by the Governor of Northern Rhodesia was set aside for the benefit of prisoners of war, while another £2,456 13s. 6d. came from the 1944 Rhodes Founders’ Special War Effort. From Ceylon has come a third donation of £100 given by the Columbo Rowing Club, members of which take a keen interest in the welfare of prisoners of war, and expressed the wish that this money should provide sports equipment.
Many donations have come from Persia, among them the sum of £1,000 from the wives of the British staff in the oilfields area; and a gift of £10 from New Zealand was inspired by the arrival from a friend in England of the guide to the Prisoners of War Exhibition which was held in London last May.
Portuguese friends in Loanda, Portuguese West Africa, sent a sum of nearly £600, which they asked might be devoted to a special gift for British prisoners of war, and £500 of it was used towards replacing the library at Stalag VIIIB, which had been destroyed by fire. The people of Kenya never fail to remember the needs of British and Dominion prisoners, and a large proportion of their gifts has been earmarked for parcels, one special appeal organised for those in the Far East resulting in £3,000 being remitted. In Nakuru a fête was organised by a small mixed community of Europeans, Africans and Asians, which realised £3,118 13s. 11d.
The performance of the operetta H.M.S. Pinafore and a sale of work for which the United Nations Junior Group in Cuba was responsible raised £250. From the Cyprus Soldiers’ Aid Society as a token of appreciation of the work of the Educational Books Section and the Indoor Recreations Section for Cypriot prisoners and internees £100 was received. £7, also from Cyprus, was given from the collection taken at the harvest festival service held for the patients and staff of a military hospital, while £100, to which the British, Indian and Arab communities had contributed, arrived from Addis Ababa.
A generous gesture in the form of £555 towards parcels for their less fortunate comrades in appreciation of the help rendered to them by the British Red Cross was made by prisoners of war who had escaped to Switzerland and were interned there.
The sympathy and understanding which prompts men serving overseas to send donations is demonstrated by the sum of £17 15s. for their fellows in captivity which was sent by a Free Church chaplain to “help your great work of bringing cheer and joy to those who are always in our thoughts,” and by men using a recreation hut in Iceland who have sent several donations from their collecting box.
An R.A.F. station in West Africa donated £260 3s., half the result of their “Charity Week,” of which one of the major attractions was a football match between representative R.A.F. and United Service teams.
The “swear box” of one Dominion regiment which had served its purpose as a fine receiver and had come to be regarded as a donation box, was taken overseas and was with the regiment during a bad incident in which some of the officers were left without clothing. Their predicament caused some swearing, which reminded them of the box, for which a search was made, and it was recovered, although the top had been cut off by a piece of shrapnel. The box was later presented to the Red Cross with a further donation.
An endeavour by No. 54 Sub-District (Bone), B.N.A.F., “to make Darkest Africa resemble Merrie England” with an old English fair on St. George’s Day was instrumental in raising £1,300. All the familiar attractions of the showground were there – swing-boats, coconut shies, hoopla, fortune-tellers, and even a maypole under the palm trees! “The British soldier, having bought a buttonhole from a flower girl (specially relieved from her duties at the nearest military hospital), was able to take his choice of travel on an old-fashioned railway, driven by a chimney-pot-hatted driver, in an old-fashioned carriage where a charming crinolined girl would ride with him, or – masterpiece of improvisation! – be lifted 50ft. from the ground on the end of a 20 ton crane and given a bird’s-eye view of the fair as the crane swung round.
A Light A.A. regiment which had a rest centre in Holland started a fund to entertain 70 children in the town on Holland’s Santa Claus Day. The response was so good that there was a surplus of £62 after the party was over, half of which was given for p.o.w.s.
The headquarters of the 165th Field Regiment, R.A., showed great enterprise in their special Red Cross Week, when they collected £617. The R.S.M. had to pay to inspect the men’s billets, the Signals Section suddenly charged a fee on all telephone calls, the Quartermaster added purchase tax to articles drawn from stores on a certain day, and the officers were charged a fee on entering the office.
Several men gave their rations, from which an Italian civilian made a cake for a competition, and another man produced and sold an illustrated magazine for the cause. One gunner sportingly volunteered to have his much-criticised moustache shave off by the higher bidder (all bids being forfeited), and this was done at a public gathering by the winner who had to hand over 35s.
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MAY, 1945 The Prisoner of War 13
[Cartoon] HE GOT ANOTHER LETTER SAYING “KEEP YOUR CHIN UP”
The Letters They Write Home
Show for People in England
Stalag 357. 4.10.44.
I WISH to bring to your notice the general outline of a scheme which, though not of an educational nature, I am sure will be of interest to you.
There have been several exhibitions in England appertaining to prisoner of war life but, to our knowledge, the Stalag Theatre has not as yet made its début. The entertainment side of prisoner of war life is extremely important and, indeed, essential to the well-being of any camp. Great progress has been made in this field, and it is felt that the history of the theatre will be of interest to people in England.
With this in mind the entertainments committee of Stalag Luft 6 have put before the Air Ministry proposals for the staging of a show on our return. It is hoped that the Royal Air Force will sponsor it and that the proceeds will go to the Red Cross Society.
Sir Richard Howard Vyse has been informed of the plans, and although we are awaiting a reply from the Air Ministry, the organisation of the show is being carried out in readiness.
Full details are not available, but if you can imagine the P.o.W. Exhibition at Clarence House being staged with a prisoner of war entertainment background, you will be able to realise what is being attempted – in short, prisoner of war life in all its aspects to be brought to the stage. This is one “post-war plan” in which we are the senders instead of the receivers.
Missed Train at Leipzig
Stalag IVF. 14.1.45.
I’VE been out three times this week, twice to the hospital (once for a funeral, unfortunately) and yesterday.
I visited two small camps a long way from here. We got there all right, but the return journey came to grief rather badly, as our first train was late and we missed our connection to Leipzig. The next train only went to a place about 15 miles from our destination, as we were deposited there at one o’clock in the morning, and set out on a two-hour walk to the next station in the hope of getting another train.
We succeeded in this, after waiting from 3.15 until 4.45 a.m., and we finally got to the camp at 7 o’clock this morning! The stars were glorious, and the frost was very hard, but the ice-bound road made going bad. Such expeditions certainly remove the monotony of life! My companion is always a German interpreter.
- From an Army Padre.
Can Manage at a Pinch
Stalag XVIIIA. 7.1.45.
I HAVE received three N.O.K. parcels and eight cigarette parcels from you, so far. Am sorry to say that parcels and letters are rather slow these days. We are hoping that this situation will not last for long, and anyway we can manage at a pinch. Received the snaps, and think they are grand.
I am studying English just now; one of my chief ambitions is to write a book when I get home. I am “chief cook-and-bottle-washer” of a combine of five men – two Australians, one Tasmanian, my pal from Birmingham and myself.
Will give you a tip or two on cooking when I get home. We are getting lots of snow, and it is a white, lovely world – to look at it; the mountains are a marvellous sight.
By Train Through Germany
Stalag IVD. 16.2.45.
It is some time since we have had any Red Cross parcels, and there does not seem to be much hope of any more. Still, the war must end some day!
This past week we have travelled
[Boxed] SEND US YOUR STORIES
The Editor will be glad to consider for publication brief first-hand stories of humorous incidents or of incidents illustrating the ingenuity, courage or high morale of British prisoners of war in prison camps or during repatriation and homecoming.
Any interesting action photographs (not groups or individual portraits) will also be welcome and will in due course be returned.
Address: Editor, “The Prisoner of War,” St. James’s Palace, London, S.W.1. [/boxed]
about 280 kilos. in all to and from work. I think I do more travelling in one week than I did in all my life before the war – that is by train. Be a P.o.W. and see the world, or at any rate some of it; joke, I don’t think!
Special Work on Railway
Stalag IVD. 4.2.45.
Thanks for letter dated 8/12/44, the first one since Christmas. It must be good to see the old streets lit up again.
We have still got bags of work on the railway. There’s more to do every day. We’ve been getting up at 3 o’clock and catching the train at 4 a.m.; returning to camp at about 8 or 9 at night, so you see we haven’t much spare time. I am thankful to have to-day off (Sunday).
No personal parcels or fags have arrived for me since before Christmas. Two Red Cross parcels between three for a fortnight.
We’ve been out on a special job, and it is a good thing we can get a sleep on the train.
I hope you have received some of my mail; ours is coming in dribs and drabs.
“Roll On the Boat”
IVF. 26.12.44.
WELL, it’s nearly over now, and it hasn’t been too bad.
We had a concert last night; I did the stage – a big boat cutting through the waves, and underneath “Roll on the Boat.” The show was good – two hours of it. My effort was cartooning to music.
Ten Days Solid Knitting
Oflag 79. 1.1.45.
I MADE everyone in my room a Christmas present of sorts. These included pillow cases, serviettes, ash trays, etc.
I also made, or rather knitted, a woollen blanket out of unpicked socks and old pullovers, which I raffled in this company for the Red Cross. I made £407. The blanket took ten days’ solid knitting.
Disgustingly Indolent
Stalag 383. 21.1.45.
PROSPECTS are brighter than they have been for some time just now, not only because of the news, but because two trucks of Red Cross Invalid parcels have arrived. We have been issued with one between three.
There is little news to tell you – but for skating in the morning and hibernating till the German lesson in the evening, my life at the moment is disgustingly indolent.
[Page break]
14 The Prisoner of War MAY, 1945
Groups from the Camps[Photographs of groups of men] STALAG IVA, STALAG 383, MARLAG UND MILAG NORD, STALAG IVF, STALAG XIA, STALAG XVIIA, STALAG 398, OFLAG VA
[Page break]
MAY, 1945 The Prisoner of War 15
REPATRIATES’ NEWS
Free Telegrams
REPATRIATED British prisoners of war from Germany immediately on reaching this country, whatever the hour of the day or night, will be able to send a free telegram to their home address in the United Kingdom announcing their safe arrival. This facility is being granted by the General Post Office.
Repatriates’ Rations
It has been officially announced that British P.o.W.s and Dominion and Allied P.o.W.s on recuperative leave in this country will receive double civilian rations for a period of six weeks. Men who have a medical certificate will receive an allowance of 14 pints of milk and three eggs a week.
Ex-P.o.W.s’ Votes
Ex-prisoners who wish to use their vote at the forthcoming General Election (or at a by-election) can get their names included in a Service Register by signing an electoral declaration not later than four days before nomination day.
Musicians and Artists
Repatriated P.o.W.s who are professional musicians or artists may be interested to know that the Indoor Recreations Section of the British Red Cross and St. John War Organisation has certain limited stocks for free issue. The goods available include:-
Instruments. – Ukeleles, guitars, violins and flutinas. A few clarinets, fluted and piano accordions may be available in the near future.
Sheet Music.- Scores for practically all types of instruments. Choral music, vocal scores of operettas, miniature scores, popular sheet music and instruction books.
Artists’ Materials.- Small boxes each containing drawing paper, box of water-colour paints, coloured crayons, brushes, rubber, ruler, pencil and pen.
Applications for any of these goods will be accepted only from repatriated P.o.W.s who are either professional artists or musicians, or who have been studying art or music whilst in camp. Applicants must give their full name and present address, as well as their P.o.W. number and prison camp address, and apply in writing to: The Indoor Recreation Section, Prisoners of War Department, St. James’s Palace, London, S.W.1.
Books for Study
The Educational Books Section will continue to advise and supply books to repatriated P.o.W.s who wish to complete a course already begun under the auspices of the Section. Only books now in stock will be available, as no new purchases can be made for this purpose.
South African Red Cross
The London Committee of the South African Red Cross which has functioned in England for the past five years acts as liaison between their headquarters in South Africa and the British and Dominion Red Cross in the United Kingdom.
Three-quarters of the Committee’s work is connected with thousands of Springboks who were captured by the Italians in North Africa; and later, when Italy collapsed, were transferred by the enemy to P.o.W. camps inside Germany.
Hundreds of these men have now been freed by the Allied armies advancing from the west, and they are arriving almost daily in England on their way back to South Africa.
If any relatives or friends in this country want to get in touch with South African ex-prisoners, they should write or telephone to:-
The South African Red Cross,
Grand Buildings (Second Floor)
Trafalgar Square,
Whitehall 5328. London, W.C.
Or:-
The South African Red Cross Bureau,
71, The Drive,
Hove,
Hove 7505. Sussex.
They Won Tug-of-War
British ex-prisoners returning from Odessa competed in a tug-of-war contest on board the ship which was bringing them back to the United Kingdom. Their opponents were men of the Army, Navy and R.A.F., homeward bound on leave from the Middle East.
In spite of all hardships endured during captivity, the ex-prisoners won.
Their prizes were vouchers to be spent in the barber’s shop, but the winners asked that they might receive cash instead if they wanted to present it to Red Cross and St. John in appreciation of the help the Organisation had given them whilst they were prisoners.
Back to Civvy Street
Voluntary camps for repatriated prisoners of war, discharged or released from the Service, are being set up all over the country by the Army. They are to be known as Civil Resettlement Units, will be run like leave camps and will help to put men in touch once again with civil life from which they have so long been estranged.
Finding a Wife
A British P.o.W. asked Red Cross headquarters in Brussels to find his wife, a Dutchwoman known to be nursing with a British Army Civil Affairs detachment in Holland. Within a few hours she was located and sent to Brussels, where husband and wife met at Red Cross headquarters.
All Escaped P.o.W.s Home
All escaped P.o.W.s who have reached a neutral country have been repatriated except a few in Switzerland who are either unfit to travel or have volunteered for temporary war work.
Thanks to General Ike
“Our gratitude for all that has been done by our American Allies for our prisoners released is being conveyed to General Eisenhower.” Mr. Churchill in the House of Commons.
Examination Successes
W/O. ALAN SAXTON, who obtained first place in the Intermediate Examination of the Auctioneers’ and Estate Agents’ Institute last year, has repeated his success in the Final, passing with First Class Honours and being placed first in order of merit of all candidates both at home and in prisoner of war camps.
At the examination of the Law Society recently held in an officers’ camp, all three candidates for the Final Examination were successful, Capt. J.M. Wallace being awarded Distinction, and another candidate, Capt. J.A. Hogg, passed the Special Intermediate Examination with First Class Honours.
Lt. H.D.D. Duffield has passed the Final Examination of the Building Societies’ Institute, and has been awarded the “Sir Enoch Hill” prize of £8 8s. for the best candidate.
Capt. F.V. Corfield has completed the Bar Final Examination and has been awarded a prize of £50 by the Middle Temple on the result of his examination.
In the examination of the Co-operative Union, Cpl. A.S. Chambers obtained Distinction and Cpl. H. Wheeler, Bdr. S. Trelease, Cpl. F.M. Scoates and Sgt. J.E. Keefe obtained First Class in the paper on Window Display.
During the last month over 300 examination results have been announced, the proportion of total successes being 78 per cent.
Pass Lists Still Available
Copies of pass lists for July to December, 1943, and January to June, 1944, are available on application to the Educational Books Section, The New Bodleian, Oxford. 3d. in stamps should be sent for each pass list.
[Page break]
16 The Prisoner of War MAY, 1945
Camp Transfers and Liberation
Following is the latest official information:-
April 24
Oflag VA was evacuated by train on March 31st, and the destination was stated to be Oflag VIIIB, Eichstatt, but the prisoners did not arrive there and it appears they were taken to another camp.
Stalag XIIF has been moved to Wehrkreis VII in Bavaria.
Stalag XVIIA was evacuated on April 1st, and the destination was stated to be Braunau on the Austro-German frontier.
Oflag IVC has been overrun and the prisoners liberated, except for certain selected officers who had been transferred before the arrival of the Allied Forces.
Oflag 79 was reached by the Allied Forces on April 12th. Close upon 2,000 officers and 400 other ranks, most of them from the British Commonwealth, were released.
April 26
Stalag 344 was evacuated by the Germans when the Red Army approached Lamsdorf in January and the prisoners were forced to march westward. About 850 of the prisoners managed to escape to the Russian lines and have now been repatriated from Odessa, but the great majority were transferred to various camps in Central Germany. It is known that men from this camp were moved to Stalags IXA, Zeigenhain; IXB, Bad Orb; XIC, Mulhausen; XIIIC, Hammelburg, and XIID, Nuremburg, from which camps a number of them were recently recovered.
April 30
Stalag VB, Villengen – 69 recovered.
Stalag VIIB, Memmingen – 772 recovered.
Stalag 383, Hohnfels – 1,970 recovered.
Work detachments of Stalag IVD have been liberated at Erderborn, Orberroblinger, Etzdorf and Teutschental. At these four places there have been recovered respectively 16, 32, 315 and 182 British prisoners of war.
May 1
Marlag und Milag Nord, Westertimke, was liberated on May 1st, but a reliable report has been received that the bulk of service personnel previously held there was moved on April 10th toward Lubeck.
Stalag 357. The majority of prisoners were evacuated before it was liberated by British forces.
Camps in Wehrkreis IV, and Stalag IIIA. With the exception of Oflag IVC, which was liberated, it is not known whether the men in these camps have been liberated or whether they were moved farther south before the link-up between the Russian and American Armies.
Oflag VIIB. Except for those in hospital this camp was evacuated on April 15th for a destination near Munich.
Stalag XVIIA was evacuated westwards and was expected to arrive at Braunau, near the Austro-German border, about April 19th.
Stalag XVIIIIA [sic]. Prisoners were marched toward Markt Pongau and Landeck.
It has been reported that large batches of prisoners of war have been for some time marching south and south-west towards Bavaria. Some of these must be from camps originally in Eastern Germany and Poland which were evacuated previously, and some also from Wehrkreis IV. Some of these men have already arrived in camps in Bavaria, and where this is known their next of kin have been informed.
It is, of course, also possible that there may be considerable numbers of prisoners still in German hands in the district of Northern Germany between the British and Russian Armies, as it is known that some of the men from camps in Poland were marching in this direction earlier in the Spring.
Next of kin are assured that directly any information about their particular prisoner is known in this country, they will be notified by the Service Department concerned. Repatriated prisoners are able to send a telegram to their families immediately upon arrival in this country.
Camps Containing British Commonwealth Prisoners of War Still Held by the Germans on May 1st, 1945.
Oflags
IVB Konigstein-Elbe
XC Lubeck
Stalags
IIE Schwerin
IVA Hohnstein
IVC Wistritz bei Terlitz
XIA Altengrabow
317 Markt Pongau
398 Pupping
XVIIIA Wolfsberg
Luft I Barth-Vogelsang
Luft IV Wobbeln bei Ludswigslust
New Camp Markt Pongau
New Camp Braunau or Neukirchen
Hospitals
Ukermunde
Luftwaffen Lazaret 4/XI Wismar
Bilin
Schleswig
Haid Linz
Wolfsberg
Spittal/Drau
Salsburg
Informary Konotau
Ilags
Liebenau, nr. Tetnang Rauenburg
Wursach
Laufen
Spittal
Detention Camp
Stralsund-alt-Faehre.
NEXT OF KIN PARCELS
Suspension and Return
CONDITIONS in Germany no longer allow of the transport and delivery of next of kin parcels. So it has been decided, in agreement with the War Office and the General Post Office, that next of kin parcels which have been collected by the Post Office from the Next of Kin Parcels Centres at Finsbury Circus and Glasgow shall be handed back to these Centres for return to the senders. The parcels will not be reopened by the Red Cross, but will be returned exactly as received from the General Post Office. This work is bound to take a considerable time, and the parcels cannot be dealt with in the order in which they were originally despatched. The Red Cross will write to the sender of each parcel when it is ready to be returned.
No enquiries should be sent to the Parcels Centre before this letter is received, as no information will be available abut parcels not already dealt with.
Later on, parcels which have left this country, but which have not reached Germany will, so far as possible, be returned in the same way to the Red Cross, and then forwarded to the senders.
HELP FROM WALES
Saundersfoot and neighbouring villages in Pembrokeshire recently raised £616 10s. 8d. for the Red Cross through a bazaar and other entertainments.
COUNTY REPRESENTATIVE
Please note the following change:
DORSETSHIRE: Miss E.M. Williams, Wimborne Red Cross Office, 22, East Street, Wimborne, Dorset.
PLEASE NOTE
As there may be news of interest to repatriated men in The Prisoner of War, copies of the journal will be sent to next of kin for three months after the return of their ex-prisoners to this country.
[Boxed] FREE TO NEXT OF KIN
THIS journal is sent free of charge to those registered with the Prisoners of War Dept. as next of kin. In view of the paper shortage no copies are for sale, and it is hoped that next of kin will share their copy with relatives and others interested. [/boxed]
[Boxed] NUMBER, PLEASE!
PLEASE be sure to mention your Red Cross reference number whenever you write to us. Otherwise delay and trouble are caused in finding previous correspondence. [/boxed]
Printed in Great Britain for the Publishers THE RED CROSS AND ST. JOHN WAR ORGANISATION, 14, Grosvenor Crescent, London, S.W., by THE CORNWALL PRESS LTD., Paris Garden, Stamford Street, London, S.E.1.
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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The Prisoner of War May 1945
Description
An account of the resource
The official journal of the Prisoners of War Department of the Red Cross and St John War Organisation. This edition covers the Editors comments, Repatriation Arrangements, Liberation comes to Stalag IXA, Behind the Scenes about theatrical endeavours, Barbed Wire Universities about formal studies in camps, First Taste of Freedom photographs of ex-POWs passing through Istanbul, Welcome at Brussels, ex-POWs returning via Odessa, Official reports from the camps, Relied by Road and Rail, a warning to the camp commandants about mistreating POWs, How they help abroad about funds sent to the Red Cross from around the world, Letters from POWs to family at home, photographs from the camps, Repatriates news, Exam results, Camp transfers and Liberation and Next of Kin parcels.
Date
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1945-05
Format
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16 printed sheets
Language
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eng
Type
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Text
Identifier
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MCurnockRM1815605-171114-021
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
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Angola
Belgium
Belgium--Brussels
Cuba
Cyprus
Czech Republic
Czech Republic--Prague
Ethiopia
Ethiopia--Addis Ababa
Egypt
Egypt--Port Said
France
France--Toulon
Germany
Germany--Bautzen Region
Germany--Berlin
Germany--Dresden
Germany--Goldberg (Schwerin)
Germany--Hannover
Germany--Hohnstein (Grafschaft)
Germany--Karlsruhe
Germany--Leipzig
Germany--Luckenwalde
Germany--Ravensburg
Germany--Sandbostel
Germany--Schönfeld
Iran
Kenya
Poland
Poland--Żagań
Northern Rhodesia
Sri Lanka
Sri Lanka--Colombo
Switzerland
Switzerland--Geneva
Turkey
Turkey--Istanbul
Ukraine
North Africa
Poland--Tychowo
Lithuania--Šilutė
Czech Republic
Czech Republic--Karlovy Vary
Germany--Moosburg an der Isar
Ukraine--Odesa
Germany--Mühlberg (Bad Liebenwerda)
Czech Republic--Cheb
Lithuania
Angola--Luanda (Luanda)
Creator
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Great Britain. Red Cross and St John war organisation. Prisoners of war department
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.
Contributor
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Anne-Marie Watson
Temporal Coverage
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1945-05
aircrew
arts and crafts
entertainment
escaping
ground personnel
Holocaust
Navy, Army and Air Force Institute
prisoner of war
Red Cross
Stalag 3A
Stalag Luft 1
Stalag Luft 3
Stalag Luft 4
Stalag Luft 6
Stalag Luft 7
the long march
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/501/22591/MCurnockRM1815605-171114-020.1.pdf
7b1c61361b70f04326f80c626596473f
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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Curnock, Richard
Richard Murdock Curnock
R M Curnock
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
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Curnock, RM
Date
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2016-04-18
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Description
An account of the resource
92 items. An oral history interview with Warrant Officer Richard Curnock (1924, 1915605 Royal Air Force), his log book, letters, photographs and prisoner of war magazines. He flew operations with 425 Squadron before being shot down and becoming a prisoner of war.
The collection has been licenced to the IBCC Digital Archive by Richard Curnock and catalogued by Barry Hunter.
Transcribed document
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Transcription
Text transcribed from audio recording or document
THE
Prisoner of War
[Symbol] THE OFFICIAL JOURNAL OF THE PRISONERS OF WAR DEPARTMENT OF THE RED CROSS AND ST. JOHN WAR ORGANISATION, ST. JAMES’S PALACE, LONDON, S.W.1 [Symbol]
VOL. 4 No. 38. Free to Next of Kin JUNE, 1945
The Editor Writes –
OFLAGS and Stalags, Milag and Marlag and Ilags are no more. With the unconditional surrender of Germany those prison camps which had not already been overrun by our Armies advancing from the west and the east were liberated by the victorious Allies. At the moment of writing some 137,000 ex-prisoners have reached this country, a certain number are still in transit, somewhere in Germany or Belgium, and according to the latest figures, another 30,000 who were released by our Russian Allies are awaiting transport to our lines.
Free at Last
Many of these will have got through before this issue of the journal has been printed, but obviously the task of transporting thousands of men from the interior of Germany through the dispersal camps to this country is a slow process. But the outstanding fact is that the long days of captivity are ended and that the great moment of release for which we have all waited for so long has come at last. To the men who have come back and to those who will be returning in the near future I would like to offer a hearty welcome and cordial congratulations.
Flown Home
The majority of our prisoners were home within a week of VE-day. Most of them were brought to this country by air, and it is clear that there has been the absolute minimum of delay. The American Forces have earned our grateful thanks for all they have done, and we would wish to be associated with the message sent by Sir James Grigg to General Eisenhower which is printed on page 2. Many prisoners have been brought back in Flying Fortresses, but the R.A.F. has been far from idle. Up to May 15th, 28,961 men had been flown to England by No. 46 Group of R.A.F. Transport Command, while an additional 20,761 were moved from forward airfields in Germany to rear bases for transference to England.
Red Cross in Forward Areas
Ex-prisoners of war have been delighted and amazed to find Red Cross and St. John representatives waiting to welcome them in army reception and transit camps right in the forward areas. Twenty men and women drawn from the Red Cross organisations of Great Britain, Australia, Canada, India, New Zealand, and South Africa were sent out to Germany to be attached to these camps. Various teams have been made up, and one of the most forward units is living under canvas. Major Lee-Warner, their leader, says that one of the great joys of the returning prisoners is to meet and talk with someone, especially a woman, from their own country.
City of Waking Dreamers
What will it feel like to be free again? That question must have been asked thousands of times in the camps during the last five years. Now they know the answer. To most it was like waking up – gradually – from a bad dream. There were a few days around about VE-Day when Brussels became a city of waking dreamers. They streamed in by the thousand in lorries and trains and planes, and were directed to the Army registration offices where they gave their names and other particulars.
Formalities over, they filed past the Red Cross counter where treasure bags were distributed and various useful articles – pyjamas, towels, rope-soled slippers, dentifrice, and so forth – were displayed for those who needed them. The jewels in Ali Baba’s cave were not more precious. It all seemed unbelievable to the bewildered men.
[Photograph of a large group of men celebrating in front of a Lancaster aircraft] Repatriated cheering as they leave the Lancaster that brought them home to a British airfield.
[Page break]
2 The Prisoner of War JUNE, 1945
His Blessing
One man was found sitting on the kerb with his head in his hands. Someone asked him what he was doing. “Waiting to wake up,” was the answer. Another man came up to a Red Cross welfare girl and asked her for pencil and paper, which she gave him. He came to attention and saluted. “May all your children be ex-prisoners of war!” he said solemnly. “Well, that’s a nice sort of blessing!” exclaimed the girl. But she knew what he meant – he could think of no more blissful state than freedom regained.
Double Rations
Returned prisoners of war are able to buy twice the ordinary quantities of nationally rationed food during the period of their 42 days’ repatriation leave. Double rations are also provided at reception camps, and in one week in England a R.A.A.F. repatriate increased his weight by nearly two stone. The Australian, a warrant officer from New South Wales, said that no one could praise too highly the Services Authorities and the Australian and British Red Cross for what they were doing for prisoners. On his arrival, he said, he made a mistake by saying “pass the margarine.” He was soon corrected and told that only butter was served to returning prisoners.
Packing Centres Closing
The packing of food parcels for prisoners of war in Europe has now ceased, and the Packing Centres are being closed. Some 8 1/2 million parcels were available on VE day. The surplus parcels are not being wasted, as some 5 1/2 million have been put at the disposal of the authorities for distribution to ex-prisoners of war and civilians of the Allied nations who have been rescued from the Germans by the Allied Armies. The contents of parcels opened after two years’ wandering have been found to be still good.
Help for C.I.
Mr. Morrison, the Home Secretary, reporting to the House of Commons on May 17th on his visit to the Channel Islands, stated that the health and physique of the population was on the whole better than he had dared to hope. This, he said, was in large measure due to the supplies which had been received from the British Red Cross and St. John. He believed that although the Germans took a considerable share of local produce, they did not attempt to divert the Red Cross supplies to their own use. The whole of the supplies
[Photograph of a group of people on a street, waving flags] The whole village turned out to greet this sergeant when he returned to his home in Oreston, South Devon.
carried on the Vega were supplied by the Red Cross and St. John War Organisation and that the ship was chartered and paid for by Red Cross and St. John.
Invalid Diets
Readers will be glad to know that special care has been given to all our prisoners whose health has been greatly impaired by long privations in German camps. Fifty cases of Red Cross “comforts” and “invalid diet” parcels containing specially prepared food was flown out for them in four Dakota aircraft to Red Cross depots at reception bases beyond Hanover.
Home for the Homeless
Prisoners of war who have returned to this country to find that their homes had been destroyed by bombs, or who have neither families of their own or friends in this country with whom they can stay, are being looked after by a specially formed section of the Red Cross and St. John. They are able, if they desire, to stay for all or part of their 42 days’ leave at a large country house in one of the loveliest spots in the Home Counties. Living in friendly and restful surroundings, they do just as they please, and no effort is spared by the Red Cross staff to give them a thoroughly enjoyable holiday.
Oflag Literary Talent
Capt. Peter Baker has just returned to London from Oflag 79. “There was a lot of literary talent in our camp,” he said. “In fact, I have brought back an anthology of the work of my fellow-prisoners.” Contributors include Viscount Cranley, John Grime of the Daily Express, John Talbot and Jack Smyth of Reuters, and Bill Bowes the Yorkshire and England cricketer. All royalties on the book which is to be published next winter will go to the Boys’ Club founded by members of Oflag 79. Bill Bowes will probably be the club’s first warden.
University of London
Repatriates who have arranged to take external examinations of the University of London while prisoners of war and still wish to take them in England should communicate immediately with the External Registrar at The College, Richmond, Surrey, stating exactly for what examinations, with subjects and options, they wish to be considered as candidates. Those who during captivity took only a part of their examinations, and those who have not heard results of examinations already taken, should similarly communicate immediately with the External Registrar.
Model of Stalag IXC
A scale model 4ft. x 4ft. of Stalag IXC was on display in the London Museum during preparations for Red Cross Flag Day, was shown to the Queen when she visited the museum during the day. The model was designed by a repatriated P.o.W., Mr. W. Prentice, and constructed by Mr. H.E. Kingsman. It was given to Red Cross and St. John by the Union of Post Office Workers (South-Eastern office), of which both men are members.
American Kindness
Sir James Grigg, Secretary of State for War, has sent the following letter of appreciation to General Eisenhower:
“I want to express to you my deep gratitude for the way in which United States Forces have treated our prisoners of war. The advance of the allied armies, under your inspiring leadership, has brought freedom to thousands of these unfortunate prisoners in German hands. Soon, we may hope all of them will be free.
The swift return of these ex-prisoners to this country is, I know, a task calling for the highest degree of organisation and enthusiasm. Had it not been for the initiative and sympathy displayed by the United States Staff, Air Forces, and all concerned, the repatriation of our men would have been seriously hampered. As it is, their homecoming has been effected with the utmost rapidity, and they are loud in their praise and gratitude for the many kindnesses showered upon them by all ranks of the United Stated Forces at the time of their liberation and during their homeward journey.
May I ask you to accept my sincere thanks and to convey an expression of our very warm appreciation to all concerned.
[Page break]
JUNE, 1945 The Prisoner of War 3
How the Convoys Got Through
[Photograph of Red Cross trucks in a ship’s hold] The trucks are loaded with their precious cargoes.
EARLY in March a delegate of the International Red Cross visited a Canadian prisoner of war camp at Moosburg, and asked for twelve volunteers to drive trucks taking Red Cross supplies to prisoners on the move and in marooned stalags. There was an immediate response to the request, and on March 8th the volunteers were taken to Lubeck where they met M. Paul de Blonay, a Swiss I.R.C. delegate.
The little party of twelve, which was in charge of Sgt. Maj. Moss, learnt that 50 loaded trucks were awaiting drivers at Constance, on the Swiss border. Then a further thirty Canadians and twenty-two Americans were recruited from camps at Lubeck, and eight Men of Confidence who had come to draw rations for camps since liberated, made up the total required.
One Step from Freedom
When the men had given their word of honour that they would make no attempt to escape, the Germans allowed them to proceed by passenger train to Constance. There they found themselves in the German-held part of the town, with only a barrier separating them from Switzerland and freedom.
Sgt. Maj. Moss told a representative of THE PRISONER OF WAR that the drivers had plenty of opportunities to escape into Switzerland, but not one had succumbed to the temptation. Had any done so, the Germans would have carried out their threat and taken every supply truck off the road.
The fifty trucks consisted of G.M.C.s carrying 1,000 parcels each, and Chevrolets carrying 800 each. They were divided into three separate convoys.
Once convoy moving from Constance to Moosburg, via Gefrees and Carlsbad, found a hospital in Gefrees containing forty British P.o.W.s all too ill to be moved. There were no nurses, but one German doctor without medical equipment had remained in charge.
The convoy supplied Red Cross medical parcels and food.
“Those parcels undoubtedly saved the men’s lives,” said Sgt. Maj. Moss. “They were so excited when they saw what we were bringing them, and cheered and shouted so much, that it was quite a job to get them fed.”
This convoy reloaded at Moosburg from a Red Cross dump, and returned with further stocks to Gefrees.
When the original supplies from Constance were exhausted the trucks ran shuttle services from the dumps at Moosburg and Lubeck. Two trucks left Lubeck on April 8th to deliver French parcels from Behrensdorf to French P.o.W.s south-east of Berlin. The drivers reported tremendous congestion on the roads mostly caused by German civilians fleeing from the Russian front towards the American lines. At one point Pte. Charlie Smith, of Manitoba, found himself in a very hot spot, and then discovered he was two miles to the rear of the advancing Russians.
The trekking convoys moved by day and night. During one period of eight days the drivers averaged only three hours sleep per night. South of Wisman a convoy of twelve trucks returning empty for more supplies gave a lift to several hundred Allied women stranded on the road. Many of the women were so weak they had to be lifted into the vehicles. This convoy was involved in an Allied raid, and one American driver was killed and two Canadians were wounded. Four trucks were destroyed and two badly damaged.
Each convoy was accompanied by a German guard, but on a number of occasions S.S. tried to commandeer food parcels, petrol, etc. South of Berlin in an armed hold-up the S.S. stole one loaded truck; and near San Bostal they seized 160 parcels and a supply of petrol.
Thefts might have reached a serious level had not each driver been issued with a certificate by high-ranking officials of the Waffen S.S. There were few occasions when these certificates failed to protect the Red Cross supplies.
Altogether 14,000 marching prisoners were contacted by this party of drivers. Each received one parcel to last for five days. At the end of this time a convoy would overtake the column again and make a fresh issue. It proved impossible to allot more than one parcel per man because the marchers had no transport to carry extra supplies.
The volunteer drivers received their freedom at Lubeck, on May 2nd at 3.25 p.m. when the first British tank came rolling in. It was a great moment, but the work itself did not finish until May 8th. The convoy men remained inn Germany for another six days to feed P.o.W.s and evacuees awaiting transport to the United Kingdom. When at last their own turn came to leave, they handed over their trucks to Swiss Red Cross drivers.
[Boxed] AUTHORITY FROM THE S.S.
Lubeck.
19th April, 1945
[Underlined] CERTIFICATE [/underlined]
Lorry No. GE 55 YY of the International Red Cross, its entire load and its petrol and oil are the property of the International Committee of the Red Cross at Geneva. Requisition thereof would therefore be a breach of international law, and a general warning is hereby issued against such requisition. Any person disregarding this warning offends not only against international law but also against Military law and will be tried by a German military court.
SCHROEDER
S.S. Brigadier and Major-General of Police
For
BERGER
C.in C. Home Forces
Chief of Prisoners of War Administration
Senior Group Leader and General in the Armed S.S.
For International Red Cross Committee
P. DE BLONAY
Delegate. [/boxed]
[Page break]
4 The Prisoner of War JUNE, 1945
Victory Smiles
Released in time for VE-Day celebrations, these British troops from a prisoner of war camp in Saxony awaited repatriation at an emergency transit camp in Naumberg, Germany, when these pictures were taken. They come from many parts of the British Isles and Dominion.
[Photographs of groups of smiling men] NORTH OF ENGLAND, LONDON & WALES, YORKSHIRE, GLASGOW, SOUTH AFRICA, LONDON
[Page break]
JUNE, 1945 The Prisoner of War 5
FINDING HIS FEET
Red Cross and St. John has sent every next of kin advice about food for ex-prisoners of war. Here are a chat and some hints on the subject by RADIO DOCTOR
IT would be natural to welcome the boys home with a terrific bust-up – to try to make up to them something of what they have lost – to shower them with hospitality to show our gratitude, our delight at seeing them in their own armchair again. But let us go into this a bit more deeply.
When people are badly under-nourished through too little food it isn’t only the face and the arms and the waistline; it isn’t only the parts you can see which are thinner, but some of the parts you can’t see. One of them is the tummy itself, or the stomach and the intestines to be more exact. The internal workings may have suffered, and particularly the arrangements for digesting food and for absorbing food.
“The Body Lives on Itself”
This is what happens in starvation or partial starvation. First the reserves are used up, the sugar in the muscles, the fat under the skin, and so on. Then, when things have got really bad and there are no more reserves, the body lives on itself. It gets its energy from its own tissues, and uses them up in doing so. And among the tissues it uses up are the tissues of the alimentary tract. This means that the digestion apparatus may be under par.
So though the undernourished need a lot, they can’t take a lot – at least, at first. That is Rule No. 1 – go steady at first. Get acclimatised. Small meals and plenty of them rather than large meals and blow-outs!
The second point is, the boys will naturally be excited at the prospect of foods they haven’t seen for years – unaccustomed foods, at least to them, like roast beef and Yorkshire, steak and kidney pudding, roast pork complete with a lively piece of crackling. On these, too, they must go steady. For their tummies have forgotten them. Give them the shock of having to tackle something they haven’t had inside them for years and they may revolt. They will have to learn once more to tackle them.
“No Fatty Foods at First”
The third point is that it is the fatty foods which will disturb them most at first. It is a general rule that fatty foods cause more upset than others, and this is particularly true of the recovering tummy. No fried, fatty or seasoned foods for the first few weeks.
Let me suggest some meals. First breakfast: bacon, yes. The fat of bacon is very digestible if there isn’t too much of it. Let the bacon be crisp. Egg, yes. But let it be boiled, or poached, or scrambled. No fried eggs just yet. Toast and marmalade, yes. But when you are putting the butter or the margarine on the toast, let the toast be cold. Porridge and milk, yes. For “elevenses” – and there should be “elevenses" – cocoa, milky coffee or milk, sandwiches, scones, biscuits, plain cake. Dinner: meat, of course, but not too much fat. And pork is barred for a bit (I hope it isn’t pork week in your district!). Fish, by all means, but not fried.
Getting Into Training
Puddings, go in for the lighter sort – milk puddings, puddings of the junkety, custardy sort. At tea-time, a milky tea, with jam sandwiches, or raisin sandwiches, and plain cake or biscuits. At bedtime, something milky, and with a biscuit or two; salad vegetables, yes. Sweets and chocolate, yes. In short, a simple building-up diet, with nothing fatty, nothing fancy in the first few weeks.
It is like getting into training for a race. Start gently, and build up as you go along. It will take time to become adjusted to the new life.
[Photograph of a group of four men around a cooking fire outdoors] These Americans liberated by the British eat their first freedom meal with gusto.
- And Seven Other Tips
FROM Stalag to the family fireside. From bleak isolation of the German prison camp – redeemed only by the comradeship of fellow-prisoners and the letters and parcels from home – to the warm comfort of family and friends.
What can you do to help your repatriated prisoner of war to find his feet. Here are some tips:-
(1) Before you meet your man think for a moment of what home-coming means to him. He has been leading a hard and unnatural life, maybe for years. He is returning to a life which has changed since he left it. It will take him time to get back into his old ways.
(2) Let his first glimpse of you be at home. In his mind’s eye he has carried round his prison camp a picture of you in your home, in his home. He pictures you as he left you at home.
(3) At first he wants only his own family (sometimes not every member of that). Don’t let all his relatives and friends crowd round him. Ration the visitors for the first day or two at least.
(4) Remember that he is anxious above all to be “like everyone else.” He may hide his difficulties or pretend he has none. Let him. Take no notice. Wait for him to talk. Don’t worry him with your questions.
(5) He may be moody, even irritable. He may want to be alone and, unlike the film star, really mean it. In this way he is slipping into things at his own pace. He doesn’t want sympathy or pity. Be patient and don’t fuss over him.
(6) Naturally, he will want to know about the changes which have taken place since he went away. Fill in the gaps in his knowledge easily and naturally, in course of ordinary conversation. Don’t talk at him. It is no good pretending that nothing has changed – that will make him suspicious. Don’t pretend that he has changed and you haven’t. You’re different too. Don’t tell him of your war hardships or remind him of his. He has had enough.
(7) He may be full of grouses. If he is, just listen. Don’t join in his grouses, but don’t contradict him.
Let me sum it all up in five simple words: “Help him – don’t hurry him.” And soon in both mind and body he will cover the distance between prison camp and home. He will take root once more, in the soil of home.
Reprinted by courtesy of the DAILY MAIL.
[Page break]
6 The Prisoner of War JUNE, 1945
WINNING BACK THEIR WEIGHT!
[Photograph of a man standing on scales being measured by a nurse] Above A corporal has his weight tested on the ward, so that nurse may report his progress to the doctor.
Below The magic mixture which helps to bring back the weight. Cook and her voluntary assistant at Little Missenden. [Photograph of two ladies preparing baking materials]
[Photograph of a group of men around a table, smiling] Above The first meal downstairs at Seer Green is a treat and (left) a group of repatriates sunning themselves.
[Photograph of a group of people sitting on a lawn and on deckchairs]
[Photograph of a hospital ward] Below A parachute regiment padre meets an old friend in a corner of one of the wards at Little Missenden.
A NUMBER of the prisoners of war who had done the 400 miles forced march from Poland into Germany were sent to two Red Cross and St. John Convalescent Homes at Seer Green and Little Missenden converted into Camp Reception Stations for rehabilitation and rest.
When first seen the men presented an alarming appearance, looking critically ill, but these seemingly severe cases improved rapidly.
All suffered in varying degrees from emaciation, loss of weight of between one and three stone and exhaustion, and 10% of the more severe cases have shown swelling of the feet and ankles.
The routine was complete rest in bed, warmth, two hot water bottles and light diet. Fats, in the form of butter, were tolerated better tan was expected. Slight difficulty was experienced at the outset due to the desire of patients to eat large quantities of white bread and butter. Consequently abdominal pains. All patients when first admitted showed a dazed cheerfulness and were very glad to speak of their many experiences.
The weak appearance of so many of these men appears to have been due to the long forced march on starvation diet, as the majority of the men said they were fairly fit prior to the march. All prisoners were loud in their praise of Red Cross parcels and said that those kept them alive. The average gain in weight has been in the neighbourhood of 8 lbs. over a ten-day stay.
[Page break]
JUNE, 1945 The Prisoner of War 7
THE MARCH IS OVER
A Lance Corporal wrote home from a camp near Hanover where he was awaiting repatriation, describing his long trek across Germany from Stalag XXA.
[Picture of a man bowing in front of a globe with a cross on it - we Bow our heads in gratitude] Tribute was paid to the Red Cross in this very fine stage decoration at Stalag VIIIB.
“THE march is over and done with. We carried it through with the ever-steady British spirit, in spite of quite unnecessary indignities imposed by the Germans.
“We left Thorn (Poland) on the 20th January, foot-slogging from that date until we finished up not far from Hanover on the 6th April.
“We started off on snowbound roads, several feet deep, with home-made sledges loaded with what kit we could carry. The first night was spent in the open with the snow as our mattress. It was surprisingly warm! The rest of the way we slept herded together in barns and cowsheds amongst the animals.
“Fortunately the weather was, on the whole fair, so that we were spared the discomfort of marching in wet clothes during our 400 miles trek.
“Sometimes eight men shared one loaf of bread a day, but more often than not there was no bread at all. Occasionally we received thin, watered soup made from swedes and potatoes. We were so hungry we ate any raw vegetables that came our way, and liked them. There were no Red Cross food parcels to help as the Germans had ordered all stocks in Stalag XXA to be consumed by the end of the second week in January.
“All through the weary days of the long march the Germans showed no sympathy for the inadequate food, warmth and shelter provided for the prisoners. When at last the men could march no farther, and the Americans were reported to be advancing rapidly, the German leader, not wanting to be caught himself, agreed to let them remain where they were.
“Now, as I write, I am a free man, sportingly clothed in a light silk American shirt, wide open at the neck, matched by a similarly light pair of khaki daks, with sandals on the hardened soles of my feet, and somewhat swollen ankles. It is heaven to have plenty of hot water and a hot shower whenever we want, and to be shaved – if we need it twice a day. I feel definitely a clean and healthy man again.
“We have out American allies to thank for our timely rescue. They went out of their way to ensure we had at once every comfort we desired.
“It is difficult to realise we are no longer prisoners, but our own masters under Allied Command. We are in charge of this camp, which is really a civilian evacuee camp, flying the British Red Cross flag. It is housing people of many nationalities - Russians, Poles, French, Italians, Serbs, Jugo-Slavs, Lithuanians, South African natives, and women and children.”
Bridging the Gap
REPATRIATED prisoners of war who are discharged or released from the Service are to have an opportunity to accustom themselves gradually to social surroundings once again by entering voluntary camps. These camps, which are to be set up by the Army in pleasant surroundings near towns all over the country, will be known as Civil Resettlement Units. Any man who is interested may select one near his home and will probably stay there between four and six weeks. It is, however, possible to leave a t any time within that period, or the course can be lengthened if necessary up to three months. Only men who have been discharged, or are about to be discharged, are eligible.
Half-way House
As a half-way house between Army and home life, C.R.U.s are to be run on realistic lines with full awareness of the things for which they cater. Discipline is cut to a minimum, and a man’s only duties will be to keep his bed and belongings tidy. (Incidentally, it is to be a real bed with springs, and he will sleep between sheets.) Breakfast will be at 8 a.m., and the programme for the day begins at 9.0 a.m. and ends at 5 p.m. During this time the repatriate may choose between films, talks and discussions which will bring him up to date with events which have taken place during his absence; visits to factories, technical schools and offices and other outings, so that to a great extent he will arrange his own day. Facilities will be available for advice of qualified persons on employment, finance, health and personal matters. There will be light physical exercises and optional games to vary the day.
During “working” hours repatriates will wear uniform. Later they may change into civilian clothes whether they stay in the camp during the evening or go out. Week-end leave (Friday night to Monday morning) can always be arranged for those who choose to go home, and sleeping-out passes will be given to those whose homes are nearby.
Usual pay and allowances are allotted according to the man’s war substantive rank. The period spent at a C.R.U. in no way affects length of leave, possible claim for pension, or reinstatement rights into a pre-war job.
All home-coming P.o.W.s will receive a pamphlet telling them about these units and giving a good deal of other information which may fill in some of the gaps the P.o.W.s noticed in letters from home whilst in a prison camp. “Changes have taken place,” the pamphlet relates, “in Civvy Street. Your friends have been engaged in war work. Many are on jobs that did not exist before. There are ration cards and wartime regulations. Your wives, mothers, and sisters have carried the burden of war work as well as the extra difficulties of wartime housekeeping. It is a different world in many ways from the one you left.
“You have changed too. You are older than when you joined the Army. You are more experienced … You have a new outlook on civil life, a more developed outlook, and quite possibly a better one than before. But you will need time to find your feet again. Going back after all these changes will not be easy … You may feel confused until you have got used to civil life again. It is to help you bridge this gap between the Army and civil life that C.R.U.s have been set up.”
[Page break]
8 The Prisoner of War JUNE, 1945
Released Doctor’s Tribute
TWO R.A.M.C. doctors now back in England after long years spent in German captivity have made some interesting observations about their experiences.
Doctor C. was a senior medical officer for 18 months at a hospital in Poland. “I would like tit to be known,” he said, “that hundreds of our lads would never have survived the first year of their captivity if it had not been for the splendid work of the Polish civilians, who at great personal risk smuggled in supplies of bread and other necessities during that first period before the Red Cross machinery got working. The penalties were severe, but they did not hesitate to help in every way they could.”
Praising the Invalid Comforts Section of the Red Cross, the doctor said: “Whatever we asked for in the way of medical supplies or surgical equipment was sent out to us via air from Lisbon. This section has done one of the greatest jobs of the war.”
Another doctor, writing to the Invalid Comforts Section, said: “I am sure you can well realise the almost incredible state one gets into on first being in England again after five years over there. Thank you very much for your wonderful personal interest in us all. It has meant so much to mothers to feel that someone was actually thinking about us as people, and not just as P.o.W. numbers.
“You will be pleased to hear that our surplus stocks of food parcels and the invalid diet parcels, actually, fed the whole hospital, and the staff at Marienburg (XXB) for about a month and also during the long trek in farm carts from Marienburg to Warsaw.”
Film Story of Camp Life
A FILM entitled Lovers Meeting will be made shortly by Ealing Studios. The story reveals what happened to a group of men, captured during the battle of France in 1940, after the barbed wire closed round them, and how their next of kin spent the empty years between the men’s departure and their return home.
The story traces the reactions of the prisoners throughout the psychological stages of their confinement. It shows how at first disillusionment took control, with its attendant loss of faith. The gradually self-respect and hope returned. The arrival of the Red Cross parcels is shown, with all that they meant to the men, not only in material benefits, but in the realisation that they were not forgotten by the people at home. The periods of boredom are portrayed; the days of rain and cold, when the thoughts turned inward, and spirits were cramped by isolation and barbed wire.
The climax of the story comes with repatriation.
Out from the Battle!
AN exhibition entitled “out from the Battle!” is being arranged by the British Red Cross and St. John War Organisation in collaboration with the War Office and the Army Medical Services. It is being sponsored by the Daily Herald, and will be held in the grounds of Clarence House, St. James’s Park, by kind permission of His Majesty the King, from June 12th to July 31st, 1945. All proceeds will go to the Duke of Gloucester’s Red Cross and St. John Fund.
The exhibition will show the whole process and treatment of wounded men from the moment they become battle casualties until they reach a base hospital and convalescent home.
The R.A.M.C. is putting on realistic reproductions of a Regimental Aid Post; Casualty Collecting Post; Advanced Dressing Station; Mobile X-Ray Unit; Field Operating Theatre; Field Hospital Ward.
Visitors will be able to see how the basic work of the R.A.M.C. in the field is supplemented by welfare officers, stores and comforts of the British Red Cross and St. John War Organisation.
Graphic displays in a series of huts will illustrate:-
(1) Evacuation of the wounded by road, rail, ship and air, and a unique exhibition of captured German medical equipment, ranging from a mobile resuscitation outfit to paper bandages.
(2) The production, testing and uses of penicillin, and the collection, treatment and distribution of blood to the wounded.
(3) The work of the Army Dental Corps in the field, with a special exhibit showing the skill employed in dealing with maxillo-facial injuries.
(4) How the Hygiene Branch of the Medical Services deals with the prevention and extermination of disease – with particular reference to jungle warfare.
(5) How the British Red Cross and St. John War Organisation aids the wounded and their relatives.
(6) Occupational therapy; with a remarkable display of craftmanship by wounded men.
(7) The work of Hospital Libraries.
An R.A.M.C. Austin ambulance will be on show which was abandoned in 1940 at Dunkirk, and used for four years by the Germans who repaired it and fitted metal panelling to the interior. The Germans took the ambulance to the Russian Front, but on D-Day sent it back for service in France. It was recaptured by the British at Commeaux on August 20th, 1944. Now with a mileage record of 100,000 miles, the vehicle has been loaned to the Exhibition by the Austin Motor Company, to whom it was presented by Field Marshal Montgomery.
The Exhibition will be open daily from 11 a.m. to 7 p.m. (Sundays 2 p.m. to 7 p.m.).
Exam. Successes
DURING the past month 131 examination results have been announced for prisoner of war candidates. These include passes in Hungarian, Modern Chinese, Malay and Persian, the papers for which were sent by the School of Slavonic Studies and the School of Oriental Studies.
Flt.Lt. A.P.L. Barber has passed the LL.B. Final Examination of the University of Leeds with First Class Honours.
A group of fifteen officers formerly in Oflag XIIB have taken the Senior General Examination of the Royal Horticultural Society, and all of them have passed first-class. The group includes two brigadiers and three lieutenant colonels and one South African captain.
Several Camp Education Officers have informed Red Cross that before leaving Germany they packed up a number of complete examination scripts and handed them over to responsible officers of the liberating forces with the request that they should be despatched to the New Bodleian. It is hoped that these scripts will eventually reach England safely, as many ex-prisoners of war now in this country have written to enquire about their examinations.
All information concerning examinations will be passed on to ex-prisoner of war candidates by the Educational Books Section as soon as available.
Repatriates, Please Note
The Indoor Recreations Section much regrets that their small stock of musical instruments, for distribution to repatriated prisoners of war, is now exhausted. A supply of music and artists’ materials is still available on application to St. James’s Palace, London, S.W.1.
[Boxed] HAVE YOU MOVED?
If so, do not forget to notify the Army, Navy or R.A.F. authorities as well as the Red Cross of your change of address. [/boxed]
Printed in GREAT BRITAIN for the Publishers, THE RED CROSS AND ST. JOHN WAR ORGANISATION, 14, Grosvenor Crescent, London, S.W., by THE CORNWALL PRESS LTD., Paris Garden, Stamford Street, London, S.E.1.
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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The Prisoner of War June 1945
Description
An account of the resource
The official journal of the Prisoners of War Department of the Red Cross and St John War Organisation. This edition covers the editor's comments, How the Convoys got through, photographs of ex-POWs titled 'Victory Smiles', Finding his Feet - nutritional advice, Seven Other tips for returning ex-POWs, photographs of ex-POWs regaining their weight, the March is Over about the Long March, Bridging the Gap about Civil Resettlement Units, Released Doctor's tributes, an exhibition titled 'Out from the Battle', a film made about POW experiences and Exam results from POW camps.
Date
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1945-06
Format
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Eight printed sheets
Language
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eng
Type
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Text
Identifier
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MCurnockRM1815605-171114-020
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Air Force. Transport Command
United States Army Air Force
Royal Australian Air Force
Spatial Coverage
Spatial characteristics of the resource.
Belgium--Brussels
Germany--Hannover
Great Britain Miscellaneous Island Dependencies--Channel Islands
Germany--Berlin
Germany--Naumburg (Saxony-Anhalt)
Great Britain
England--London
Germany--Lübeck
Poland
Poland--Łambinowice
Czech Republic
Czech Republic--Karlovy Vary
Germany--Konstanz
Germany--Moosburg an der Isar
Germany
Belgium
Creator
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Great Britain. Red Cross and St John war organisation. Prisoners of war department
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.
Contributor
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Anne-Marie Watson
Temporal Coverage
Temporal characteristics of the resource.
1945-06
aircrew
B-17
C-47
Lancaster
memorial
Operation Exodus (1945)
prisoner of war
Red Cross
Stalag 8B
the long march