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25
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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1816/32152/MMonksMA152996-170323-08.2.jpg
bc6baeacf8300102ccdb3179d6740585
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
Monks, Maurice Arnold
M A Monks
Publisher
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IBCC Digital Archive
Date
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2017-03-23
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Monks, MA
Description
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39 items and a subcollection of eighty-one items. The collection concerns Flying Officer Maurice Arnold Monks (152996 Royal Air Force) and contains documents and photographs. Sub-collection contains photographs taken while he was training in Canada. He flew operations as a bomb aimer with 166 Squadron and was killed 13 June 1944.<br /><br /> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2023">Monks, Maurice Arnold. Photograph album</a><br /><br />The collection has been donated to the IBCC Digital Archive by Hilary Megget and catalogued by Nigel Huckins.<br /><br />
<p><span data-contrast="none">Additional information on Maurice Arnold Monks</span><span data-contrast="none"> is available via the</span><span data-ccp-props="{"201341983":0,"335559739":200,"335559740":276}"> <a href="https://losses.internationalbcc.co.uk/loss/116453/">IBCC Losses Database.</a></span></p>
<p><span data-ccp-props="{"201341983":0,"335559739":200,"335559740":276}"> </span></p>
Transcribed document
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Transcription
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Rosemary Senior School Boys’ Dept. 24. vii. 1936.
Maurice Arnold Monks has attended this School since September 1933 – during which time he has done excellent work in every class, especially during the past School year in the top class.
He is intelligent and diligent, taking a genuine interest in his work – he has shown outstanding ability in Mathematics, English, & Art – only this term he has gained a scholarship to the School of Art.
He has capably fulfilled the duties of a School Prefect during the past year. He is of cheerful disposition, most reliable & punctual, & should, in my opinion, prove an asset to those whose service he seeks.
I wish him every success.
(Signed). R Humphreys.
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
City of Lincolns Education Committee School report
Description
An account of the resource
For Maurice Monks a school report that he had done well in most subjects and performed well as school prefect.
Creator
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A Humphries
Date
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1936-07-24
Format
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Printed card with handwritten entry
Language
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eng
Type
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Text
Identifier
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MMonksMA152996-170323-08
Coverage
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Civilian
Spatial Coverage
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Great Britain
England--Lincolnshire
England--Lincoln
Temporal Coverage
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1936-07-24
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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Gemma Clapton
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/253/3400/PFellowesD1501.2.jpg
e88ffe00536dab58919683f9b4889b66
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/253/3400/AFellowesD150406.1.mp3
2e0bb6d3e178d0c61e40d54ef14a6507
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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Fellowes, David
David Fellowes
Dave Fellowes
D Fellowes
Description
An account of the resource
Eight items. Two oral history interviews with Flight Sergeant David "Dave" Fellowes (Royal Air Force), documents and a photograph. He flew operations as a rear gunner with 460 Squadron.
The collection has been donated to the IBCC Digital Archive by David Fellowes and catalogued by Barry Hunter.
Publisher
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IBCC Digital Archive
Date
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2014-11-25
2015-04-06
2016-08-08
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Fellowes, D
Transcribed audio recording
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Transcription
Text transcribed from audio recording or document
(AP) This interview is being conducted for the International Bomber Command Centre. The interviewer is Andrew Panton. The interviewee is David Fellowes. Mr Fellowes was a rear gunner in a Lancaster aircraft. The interview is taking place at The Princess Marina House in Rustington, West Sussex on 6th April 2015. Apologies for the poor sound quality at the beginning of the interview due to static on a tie clip microphone.
(DF) [Static] I’d just passed out of gunnery school number 1 ATS at Pembury South Wales and we all went on leave as brand new young Sergeant air gunners. Whilst we were on leave, we received our postings where we were going to go and what was going to happen to us. In my case, I was posted to 30 OTU in in a place called Hickson in Staffordshire. So I left home [unclear]. The first stop was Crewe and I got to Crewe, we had to change trains to go to Stafford. On the train, there I was sitting alone and all a sudden three Australian Flight Sergeants pilots came bustling in. Well we soon made up a little conversation and I asked one of them whereabouts in Australia do you come from and he said: ‘Sydney.’ I said: ‘Oh yes.’ I said: ‘I know it’s a long shot I have an aunt in Sydney. She went out there after the First World War with her husband and have a sports business.’ ‘Oh,’ he said ‘Do you know what part of Sydney?’ ‘Yes in the district called Marrickville.’ ‘Oh,’ he said ‘That’s funny now I used to live in Marrickville. What road did she live in?’ I told him: ‘Illawarra Road and her name is Mrs Ivy Evans.’ Well he made a rather quick Australian [phone in background] good word and he said: ‘Well that lady happened to be my mother’s best friend. Chapel friend.’ So he said: ‘Well we also have something no much in common so will you be guarding me, we’re gonna be on the same course.’ So I said: ‘Yes, why not indeed.’ So when we did get to Hickson we were on the same course and, of course, I crewed up with him. We made the backbone of the crew. The two of us. Flying at 30 OTU, of course, on Wellingtons you didn’t require a Flight Engineer. When we were posted from Hickson, we went up to 1656 Heavy Conversion Unit to convert from the Wellington on course onto the Halifax. It was here up at Lindholme that we gathered the seventh member of the crew, our flight engineer. In this case we didnt have a choice, we were sitting on one side of the large room and the flight engineers were sitting on the other and names were rung out the captains name and then the Flight Engineer’s name and we were getting a bit close towards the end and there was this very old looking gentleman sitting down over there and I said to my skipper: ‘Hey Art I bet we get the old [unclear] over there.’ And, of course, what happened they called his name out: ‘Sergeant Shephard Flight Engineer you will fly with Flight Sergeant Whitmarshand crew.’ So we got this old gentleman. He was a family man already and, in fact, his trade was, in fact, a master baker, would you believe, but he was an excellent Flight Engineer. He really did know his stuff and we were very well pleased to have him but, of course, he was the daddy of the crew. If I remember rightly, he was about 38 years old. [Mobile phone ringing]. We passed out from the Conversion Unit at Lindholme and it was - we were destined to go to a Lancaster Squadron. So we had to go Lanc finishing school [mobile phone ringing] which was relatively a quick changeover from a Halifax to the Lancaster for the benefit of the pilot. Most of the rest of the crew especially the gunners had had experience on both kinds of turrets on each airplane. Anyhow, so it didn’t really worry us too much. Anyhow our skip did ask us if we could – how we felt going to an Australian Squadron, so we said: ‘Arh yes,’ because we knew there were advantages to going to Commonwealth or Colonial Squadron, and that was they were all on permanent RAF stations and had good quarters, married quarters so when you got there you never saw Nissan huts, wooden huts and things like that. You stayed in a married quarter. Married quarters, of course, were empty because wives weren’t allowed to be on the station during the war. When we got to Binbrook, we were allocated Number 13 Airman’s Married Quarters and it was there that we set up house. When one got to the Squadron, one of course had to check in, you went around with your arrival chit with all the different departments getting the signatures so they knew you were there. You reported and found out what flight you were going to and we went to B Flight which was in Number 1 Hanger. Well we were very lucky. It was a good flight. There was a lot of happy old people there and, of course, before we went on ops we did a training flight and then normally what happened was your skipper would go off with an experienced crew to see what it was all like. Well, low and behold that wasn’t going to happen to us. The Station Commander, Group Captain Edwards VC, DSO, DFC and bar said: ‘Oh, I’ll take Whitmarsh and his crew to Friesburg.’ Well ‘course word gets around the station about who you’re gonna fly with they say : ‘Dear oh dear oh dear.’ ‘Cause he had got a bit of a reputation. Quite a good one really but nevertheless he set off and took us to Friesburg. Coming up before we got to Friesburg , well way before Friesburg before we got to the bomb line we passed over an American sector. AnAmerican sector for some unknown reason didn’t care for us flying over their sector very much and opened fire on us and we did in fact got hit by flak. Well this rather upset the Group Captain [chuckle] which is quite understandable. He – no he wasn’t impressed with that. He did mention something about dropping a little bomb on them to keep them quiet but it didn’t happen. Anyhow the trip went on we did as we did – should have done and then coming home before we came home he had to go down and look at the target to see everything was alright and then, of course, we turned round and came home. My role in Bomber Command as an Air Gunner was to protect the crew from any form of enemy fighter attack. Now in the – I volunteered to go into the rear turret. I erh didn’t want to go in the mid upper turret, my other gunner fortunately did. He didn’t mind sitting up in the turret that would turn 360 degrees all the way round. I much preferred to sit in the rear turret by myself with four Browning 303 machine guns. It was a cold lonely place, yes, it was, it used to get very cold. It could be down to minus 14. Icicles would hang from your oxygen mask and erh – we were lucky though we did have an electrically heated slippers and we also had electrically heated gloves. These weren’t too good because it made your fingers too thick and bulky if you wanted to do anything but nevertheless I survived in the rear turret, though on one occasion while I was in the rear turret we’d gone to Stuttgart and as we were coming out there were two Lancasters signalling down, just behind us on the port side andthere was a Halifax on the starboard side. We did have wireless operator looking out through the astrodome checking on any fighter activity and also to make sure that nobody was going to drop any bombs on us which could happen. We had spotted a Wolfe 190 cruise over us so we thought hello there are fighters about. Then all of a sudden around the back of these two Lancasters, which were just a bit lower than us and on the port side, a JU88 came right in close. I opened fire, the mid upper opened fire and we gave the order to climb port but I can still sit here and see bullets and cannon shells ripping right alongside me into our aeroplane. Well, the tail plane was pretty well damaged and so was one of the fins and rudders, the - one of the fuel tanks was ruptured, the starboard wing fuel tank was ruptured and unfortunately our mid upper gunner got hit in the neck[?] which meant he had to be taken out of the turret, put onto the rest bed, given morphine and well looked after until we got back home. The fighter that I’d had the combat with I maintained firing at it all the time until all of a sudden it flipped onto its port wing nose went down and it went straight the way down and it looked completely out of control. Well we reported all this is our debriefing when we got back home. Made out a gunnery-you know - slip, and then, er, we did hear later that we had it confirmed that we got that JU88. The 7th of January 1945 is a day that I shall perhaps never forget in all my life but we were scheduled to fly to Munich in O-Oboe. Now O-Oboe was in fact our aeroplane. It’s a fact that on our squadron after you had proved yourself and you were doing your job properly and looking after things, you were given your own aeroplane to look after. That meant also you had a ground staff looking after that aeroplane as well. This particular night we were scheduled to fly to Munich which is a fairly long way into Germany. On the main sector down to the River Rhine we were scheduled to fly at 14000 feet so we stuck to the rules be flying at 14000 feet but when we got down to the area just prior to the River Rhine in Alzey[?] which, of course, used to be German territory we found ourselves in very thick nasty cloud and we were bumped around all over the place and you could feel the airplane being kinda damp. It wasn’t very pleasant. It wasn’t very nice at all. Our skipper said that he thought that we perhaps oughta climb and get out of this bad weather and also to get away from any icing up. Well the crew all agreed and so, I do remember him asking the flight engineer for climbing power. I can remember hearing the engines increase in power and away we went to climb up out of the cloud. As we came out of the cloud at the top, I don’t know what the exact height, it must have been about another 15 thou - to 15000 feet or more, there were other aircraft who’d already gone up there and it was quite clear but all of a sudden there was a great big thump – a bump. Well we - somebody said: ‘Christ, we’ve been hit.’ And we were, in fact, hit by another Lancaster coming out the cloud and as we were fly along just above the top of the cloud the other Lancaster came out and put his port wing into our fuselage. Er, our starboard wing we lost round about six foot and we think, we think it just went into their flight deck because that airplane just peeled off and went straight down and we can remember the explosion. Now our aeroplane had received this big thump. We went into a spin for 3000 feet and eventually the skipper got it out. He then ordered bombs to be dropped safe, so the bombs were dropped safe. That just meant that they wouldn’t explode when they hit the ground and from then we sorted it all out and climbed up to 20000 feet, above icing level and we took stock of what had happened. We had, in fact, possibly lost about six foot of the starboard wingtip, the starboard airline[?] was all chewed up and there was hole in the fuselage from the trailing edge of the starboard wing virtually back to the door and floor side of the fuselage and the floor had disappeared. Miraculously the mid upper gunner was still up in his turret. It was decided by the Flight Engineer and the Wireless Operator that they could get him forward ‘cause there was the possibility that the turret could have fallen through. They got him out and up to the front. Well that left me down in the back in my little turret which as still operational ‘cause it worked off number one engine and as I said we were going to go back to the UK to land at Lymonsea[?] Airfield, Manston and it was here on the way that the skipper said to me: ‘You know David that the tail’s swinging. Perhaps you oughta think about bailing out if you wish.’ ‘Cause otherwise, my chances of getting away would have been pretty slim but I declined this offer. I said: ‘No, I can’t do that and can’t leave you lot on your own.’ Besides that there was still the possibility that we could get jumped by a night fighter. So we flew on and flew on at a reduced speed until we got to the French coast. We could see Manston and there we made a long approach. A flapless landing at Man – at Manston. On landing at Manston, a follow me truck went out and we followed that down to where they wanted us to park the aeroplane. The crew in the front of the aeroplane couldn’t get out through the back because of the damage that had been done – the hole – so they had to forward the forward escape hatch. I, myself, was able to vacate my turret and just got out the normal way down through the rear door. They took us up to then the – to be debriefed, but had a look at the aircraft first and we thought Dear God. How did we get this aeroplane back? We were so grateful the fact that all the control rods of the aeroplane ran down the port side of the aeroplane. It was all the starboard side, of course, had sustained all the damage. So, yeah, we considered ourselves very very lucky. Went back up to flying control where we were debriefed, given somewhere to sleep and the next morning we had hoped that one of our own airplanes from the squadron would come down and pick us up. But, unfortunately, bad weather set in, both in Manston where it snowed and also at Binbrook. So, we were stuck there for a couple of days and we were playing snowballs larking about. Nothing to do. And all of a sudden, a voice called out: ‘Right you lot, you’re going back to Binbrook by train.’ So there we were all manner of dress. God, it was really terrible, really. And they gave us some money. We went down to Margate first of all. Got a transport down to Margate to get a train to London. When we got into Margate, we decided well – we hadn’t had a shave for about three days. So we hopped into a barbershop which was run by ladies. Their husbands were looking – had gone off into the army and these ladies were looking after the shop. Anyhow, we sat there and would you believe they gave us a reasonable shave with safety razors. Anyhow, after having a shave and bit tidied up, we went up to – we thought we better have a photograph taken of all this. So we went into a photographers and we got this photograph taken and we all signed it. We’ve all got one each and then got the train up to London. When we got up to London – oh dear oh dear – well you can imagine the state of us holding our parachutes, Mae-Wests, helmets over your shoulders still, flying boots some, some not. And, of course, there happened to be a service policeman and, of course, he stopped us and asked what he thought we were on. Well, our skipper Arthur Whitmarsh he really told him what we were on in good Australian language and we didnt hear any more about that. And from there, of course,then we back up by train up to Binbrook and we were – well, of course, they were pleased to see us again, but inside a week we were flying again. 23 of March 1945 we were briefed for a daytime raid on Bremen. Everybody thought we’re in for a straightforward flight. We were told that if anything went wrong we would have to fire off the colours of the day and the American fighter escort, of Thunderbolts and Mustangs, would come down and give us a close escort. We flew, no problem, through to Bremen. We then dropped our bombs right on target. We were running out of the target and all of a sudden, we were badly hit by flak between the two starboard engines number three and number four. Well they both stopped. They had to be feathered. Then, of course, we started to lose height and, of course, we weren’t so fast either. All the other aircraft were overtaking us. To – we then fired off the colours of the day which was done partly to alert the US fighter boys to give us fighter cover. Unfortunately we didnt see a thing. We were, if I remember rightly, flying round about 20000 feet and, of course, well we weren’t all that far from home anyway Bremen, so we set course back to back to base and well the poor old skipper up the front there, besides having full on rudder on to keep the aeroplane straight and he turned round and said when he landed, he said: ‘I’m sure I got one leg longer than the other.’ But we got back home alright. We made a good two engine landing at Binbrook again. No big problem. There was occasions particularly one unit we went to Hanover[?] when we discovered that the German ME262 was being used in operations against Lancasters. Now we did, unfortunately, have an occurrence where in the area of the raid the ME262, the German jet fighter, was quite prominent in action against Lancasters. Now, we had thought about the best way of combatting this, bearing in mind, of course, that the ME262 was a much faster aeroplane than the JU88, ME109 and the other aeroplanes Wolfe 190 and that we only had a 50 mile an hour overtaking speed gunsight[?],that the best thing to do was to take good avoiding action. But but we did this. The matter of fact if you’re flying straight and level and you spot an aeroplane, shall we say, on your port quarter high when he makes an attack he’s got to make a double back, like this, to get onto your tail and it was when he did that double back that you would then, if he was high, climb port therefore he couldn’t follow and so he’d have to break off the engagement. [Pause] This attack by the Germans JU88 was again, of course, at night time. It was - although it was night time it was very light because I can remember the cloud the way we looked down was covering the German countryside was quite still white and it was quite light up there, but soon as the attack started the JU88 open fire and his, his firing was more continuous. My reply was in short bursts round about four five seconds. This is done deliberately because a you don’t want your guns to overheat. You want to conserve ammunition, of course, as well if necessary. But I could still see the bullets from - well they weren’t bullets in his case, they were cannon shells whizzing past me and , damaging the aeroplane, where my 303 bullets which included tracer firing directly into him. One of the problems we had in aerial combat was that the enemy in German Luftwaffe aircraft they had far better and more powerful guns than we did. They had cannons point 5 where to us all we could offer was the ordinary 303 rifle bullet. Although, we - in our every three bullets that we fired there was one bore, one armour piercing, one err ahh incendiary –
(AP) Lets do that one again.
(DF) - one. Our bullets, we were set in a series of five. We had the ordinary ball bullet. We would have an incendiary bullet; we had an explosive bullet and a tracer. And there – that was repeated all the way along, this way you could see where your bullets were going and also, of course, if they were converged at the right angle at the right time, of course, they could do quite a little bit of destruction. Initially our gun sights was straight forward, ring and bead. That was a fixed ring that had a bead in the centre. This could be lit up at night time and when you rotated your turret, either way, of course, the gun sight went with it. Also, if you elevated your guns the gun sight, of course, went with it. We did later on towards the end had some experimental gun sights involving radar and gyros. We had the Mark 14 gyro sight which, of course, was a much improved version and it even guaranteed 98 per cent hits. So that was a big advantage to us. It – but unfortunately it all came in too late. It didn’t come into the beginning of 1945. [Pause] What did we did really do when we got out to our aeroplane? Well, normally we would have a chat with the ground staff crew and we’d have a last cigarette ‘cause we never smoked inside the aeroplane and normally wanted a quick pee. The usual place was against the tail wheel. Everybody eventually get into the aeroplane and take up their positions and carry out the checks that they had to do and there you’d sit until okay you were given instructions to taxi the aeroplane. The pilot would then taxi the aeroplane away down the taxiway onto the runway. He’d get a green from the runway controller and you’d open the throttles and you’d tear down the runway and Grace of God you got yourself airborne. Now from that onwards, that point onwards sitting in your rear turret well you did have a lot to do. First,you’d done all your checks before you’d take off. You’d done that. And you’d keep a watch out first all for other aircraft coming in towards the bombers stream. So you – you know you would try to miss any other aircraft that were flying around in the stream. Further than that you go on to occupied Germany and there then you’d have to keep your eyes open and look for enemy aircraft. We did this by basically turning the rear turret where search – where you’d turn from port to go right the way round starboard, lift up a little way and right the way back round again and you’d do a square search right up as far as you could see and then start all over again. This way, of course, then your chances of – well you wouldn’t miss any aircraft coming in towards you. Further to that, in our crew we used to roll the aeroplane a little bit to make sure that there was nothing coming up underneath. So you can see, you sat there and you were doing something all the time. This way, of course, prevented you feeling too cold. You were kept active all the time. Your skipper would call you up about anything around every 10 to 15 minutes. ‘Are you alright?’ The main thing being, of course, are you still getting your oxygen which was an important thing?
(AP) What about the bit about beneath the aircraft - the attacks – vulnerable?
(DF) Well –
(AP) Would you talk a little bit about that?
(DF) The - they started to use – the Germans started to use the JU88 – I can’t remember the name of it – something music.
(AP) Shraeder music.
(DF) Shraeder music. And, of course, they came up, to hit you not in the body of the aeroplane because if they did and the aeroplane blew up, they’d most likely get blown up as well. They really aimed at your fuel tanks in the wing and once they were really afire, well of course, your chances of doing anything about it were not very very good. Some aeroplanes towards the end did have armour piercing protection and have [unclear] so that the tanks wouldn’t catch fire – but, no, that music, we just used to roll the aeroplane just so we could see underneath.
(AP) I mean, the bit about removing the Perspex? And the flak, the flak must have been going off. Little pings.
(DF) Yeah but you didn’t think about it.
(AP) No.
(DF) You accepted it, you know. Part of life’s rich pattern. [Unclear] What you wanna talk about first?
(AP) Hang on.
(DF) To aid your vision we thought that it’d be a good idea to remove a lot of the Perspex from your rear turret. Now, there was good reason for this as well – as well as including good vision the Captain and the Flight Engineer used to clear their engines round about every 20 minutes to half and hour, that means they would take them up to full power and, of course, it burnt off carbon which used to fly out from the exhaust. Now, we didnt like this because it would give away that you was an aeroplane somewhere there and the other was those little specks of carbon would stick on your Perspex, and if you had a little dot on your Perspex you’d immediately think it was a fighter. An enemy aircraft. So, to get out of all of this we asked to have all the Perspex taken out. And they took the Perspex out and there it solved the problem. But also, yes, it was a little bit colder but the other good thing was you didn’t have a lot of Perspex to clean.
(AP) What about the noise and ping-ping?
(DF) When one was approaching the target I often used to think that, there was the Pilot, the Flight Engineer and the Bomb Aimer up at the front of the aeroplane they could see all what was happening. They could see searchlights up ahead penetrating the sky often in groups of three or more with blue and one which was a master searchlight and the others were attached to it. The akk akk often was a bit more fierce [unclear] as you approached the target and, of course, there was always the risk of other airplanes dropping bombs on you or you colliding with them. Flak in itself used to come up. You’d hear the bang. Then you’d often hear ping. Ping as the little pieces of the shrapnel casing penetrate the aeroplane. The ground staff used to count these when you got back home, but also you could sometimes smell all the cordite from the shells themselves when they exploded. I used to sit in my turret and, of course, I didnt see all of this until, as we had - the bomb aimer dropped his bomb we’d flown straight and level for the required length of time, so we got a photo flash and then, of course, I said to myself : ‘Good God. Did we go through all that lot?’ You know, say ‘Oh well. That’s it.’ But, of course, by that time the skipper dropped the nose down and we’re turning round and we’re off back home which – prior to going on any raid it was important that before you went for your briefing and crew meal before the flight that you got as much rest in as you can. So normally, you would go and have a good lie and a sleep before you went for your crew meal in the mess and then went to the debriefing. Now, of course, there was all of you together, the seven of you and you were chatting away. You weren’t – never showed any signs of fear or – can’t think of the real word – but they all felt quite pleasant, happy about what we got to do and you got into your aeroplane and you settled down and comfort relatively and away you went. I don’t think we ever thought about it. How long it was except you knew it would be good when you got back home and had another crew meal and, of course, the promise of a large glass of rum, which was an incentive. [Chuckle]. People wonder about why we did all this. Well first of all, of course, we volunteered for this kind of work. The RAF couldn’t make you fly as aircrew. So we knew what we were going into. We knew that there would be short trips, heavily defended; we knew there’d be long trips to do and it was part of the day’s work. We knew what – we knew what we were up to and people just didnt really think about the bad side of it. You just got on and did a job of work which we were paid for. In our particular crew, we did a lot of training. We made up our minds we were gonna survive and, of course, we did.
(AP) And you –
(DF) And I think a lot of that was due to the fact that our attitude to the job.
(AP) You you never felt that terror or fear? You just got on with it?
(DF) No, no but also one of the other things of course, some of us would have in mind, of course, that terrible thing called if somebody got to a stage where they didnt want to fly any more, they’d had it. They’d go LMF Lack of Moral Fibre, but, of course, the hardest part of that was going to the CO and admitting it, it was a big thing to admit.
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AFellowesD150406
PFellowesD1501
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Interview with Dave Fellowes
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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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IBCC Digital Archive
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Sound
Language
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eng
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00:38:49 audio recording
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Pending review
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Andrew Panton
Date
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2015-04-06
Description
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Dave Fellowes flew operations as a rear gunner with 460 Squadron. He and his crew survived a mid-air collision with another Lancaster which resulted in an emergency landing at RAF Manston.
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Royal Air Force
Royal Air Force. Bomber Command
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Great Britain
Netherlands
England--Kent
England--Lincolnshire
Temporal Coverage
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1945-04
1945-05
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Gemma Clapton
1656 HCU
30 OTU
460 Squadron
air gunner
aircrew
bombing
Halifax
Heavy Conversion Unit
Ju 88
lack of moral fibre
Lancaster
Me 262
mid-air collision
military living conditions
military service conditions
Operational Training Unit
RAF Binbrook
RAF Hixon
RAF Lindholme
RAF Manston
taxiway
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/498/8388/PCoultonWA1608.1.jpg
15510534c70ff503e12c0b6afc5bca75
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/498/8388/ACoultonWA161020.2.mp3
cd9c3d503ae278ab9f2db39c0cf651f9
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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Coulton, William Arthur
William Coulton
W A Coulton
Arthur Coulton
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IBCC Digital Archive
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Coulton, WA
Description
An account of the resource
Six items. The collection concerns William Arthur Coulton (b. 1925, 3050209, Royal Air Force). He served as an engine mechanic at RAF Witchford and RAF North Luffenham before being posted overseas to Palestine. Collection includes an oral history interview, some artworks, a wedding photograph and a photograph album.
The collection has been loaned to the IBCC Digital Archive for digitisation by William Arthur Coulton and catalogued by Nigel Huckins.
Date
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2016-10-20
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.
Transcribed audio recording
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Transcription
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CB: My name is Chris Brockbank and today is 20th October 2016, and we are in Freemantle Court, near Stoke Mandeville, Aylesbury, Buckinghamshire and we’re with William Arthur Coulton who’s going to tell us about his experiences in the RAF on the ground. So Arthur what are the earliest recollections that you got of life?
AC: The earliest – Twyford, at Twyford, the village of Twyford in south Derbyshire. Yes, I – the fourth, three or four – yes – south Derbyshire.
CB: That’s where you lived?
AC: That’s where we lived, we lived in the the holdall [?] of south Derbyshire Twyford had been put into two two houses. Yeah, two residence. Went to school, the village, the little village school, well a matchbox school I went back some years ago to see the place and I was surprised how small the school was. Yes. And we left, we left Twyford. My father worked, a farm worker and he got a job in Ash— Ashford or near Ashford. We went to live up there and he had the misfortune to get gored by a bull and he, he never worked the bulls for four years, and that that finished his farm working, and then he went to work in the foundry of all places. Yes, yes. [Background noise]
CB: And then where did you go from there?
AC: Where where did, where did the – we went to live at Holbrook in Derbyshire. Yes, ‘cause its two Holbrooks you know? One in Lincolnshire, and my parents stayed there for the rest of their lives. And actually I’ve got a young sister still lives in Holbrook and from there I joined the air force.
CB: When when did you leave school?
AC: 14.
CB: At 14?
AC: Yes.
CB: And what did you do then?
AC: When I left school? I went to work for Derby Co-op. Yes, I went as errand boy at Derby Co-op. and I stayed with Derby Co-op until I was 18, joined the air force. Yes.
CB: Why did you join the RAF and not one of the other services?
AC: To be quite honest, you want the honest there?
CB: Yeah.
AC: I didn’t want to be gun fodder. I didn’t want to join the army. I didn’t want to be in the front line. That’s me being honest about it.
CB: That’s good.
AC: Of course, I was in the ATC, so you automatically you got the preference to go in the air force and I enjoyed the air force. I trained as a flight mechanic. I –
CB: Where did you join up?
AC: In 1943.
CB: Where?
AC: At Birmingham. That’s where I went through the details, at Birmingham, and when I joined up from Birmingham we went to – oh, we went to Cardigan [?] and we got issued with our uniform at mob office yes. And then I got – where’d I go then? I got posted to me square bashing at Skegness. When they told me I was going to Skegness, I asked me Sergeant if I had me bucket and spade. He said, ‘You won’t have a chance to use it.’ [Chuckle].
CB: He said it a bit more bluntly than that though?
AC: Pardon?
CB: He said it a bit more bluntly than that.
AC: Yes. Yes yes. Yes he did.
CB: You horrible little man.
AC: Yeah I was a horrible little man.
[Shared laughter]
AC: Yes. I I — do you know Skegness?
CB: Yes.
AC: Imperial Hotel? I know that place very well. That was our mess hall and I know what the cellar was like. I got fatigues down there more than once. [Laughter]. Yes. I was a bad lad, I got caught you see. The policy is that do anything you like as long as you don’t get caught. That’s the —
CB: That’s a cardinal rule?
AC: Pardon?
CB: It’s a cardinal rule.
AC: Yes.
CB: Yes.
AC: Yes. I got caught several times.
CB: Right.
AC: Yeah, I was —
CB: So what did you learn there? When you weren’t misbehaving.
AC: What did I learn? I was trying to find out how I could get away with it. You know to find the loopholes. [Chuckle]. Oh dear. I didn’t do too, too bad. No.
CB: So what did the course, this is a training course, Initial Training Wing, this is the training wing —
AC: Square bashing.
CB: Yeah.
AC: You know, up and down, marching like a lot of silly hooligans. Yes, and what they call the Commando course running around in a woods there with barbed wire, yeah and that, and one of you had to lie on it while the others run over you. That wasn’t very comfortable – you had to take it in turns. Yeah. You lay on barbed wire. Not very nice
CB: No.
AC: Yeah.
CB: What was worse the barbed wire or peoples feet on your back?
AC: I would say people’s feet on ya. Yeah.
CB: Okay, so what else did you do?
AC: Yeah. They put —
CB: They —
AC: They put — and that was at Skegness that was, where we did the training. And then we was what you was going to be, you was sent to them them units. And first of all they sent me to Newcastle-on-Tyne of all places. And I was there on me own, with you know, I didn’t go anyone else. Then I went on my own to Weston Super Mare to Lockheed, you know that?
CB: I do know. But just quickly what did you do at Newcastle-on-Tyne? What was the purpose of that?
AC: Just — just waiting patiently.
CB: A holding unit?
AC: Yes.
CB: Okay.
AC: Yes. Then I went to Lockheed and I did me engineering course there.
CB: How long did that last?
AC Pardon?
CB: How long was the Lockheed course?
AC: Erh. Was it? Was it 16 weeks? I think it was. I’m not certain now and then we went to — was posted and I was posted to to Newmarket. And the engineer — the sergeant said to me, ‘Where you going?’ I said, ‘Romney Marsh [?], Newmarket.’ He said, ‘You’re going to a holiday camp.’ I said, ‘As good as that?’ And it showed me how good it was. [Laughter]. It was it was — You couldn’t beat beat Newmarket. It was lovely.
CB: That was on the racecourse then was it?
AC: On the racecourse, yes.
CB: So, what was so really special about it?
AC: Pardon?
CB: What was really special about it?
AC: Well, you could just say. Freedom. You know you was in the forces but you had a free life like. Yes. And our billet was a Nissan hut in Frank Buttress’[?] paddock, one of his paddocks. There was about 12 Nissan huts in there, and he didn’t mind you going round the stables, looking at the horses. I went round one day and a blinking horse — I — [unclear] all at was it nipped me. I I, well that’s the end of my life with horses. [Chuckle]. Yeah. But I liked Newmarket. That was a good station to be on. I was there 10 months and then they posted me to 115 Squadron at Witchford, Ely and I stayed there right to the end of the war. And I was on A and B aircraft as a flight mechanic.
CB: So you’re a flight mechanic, and A and B were the tasks that you did, so what were those?
AC: A and B was the two aircraft.
CB: Right.
AC: A and B and the number — what you call it — the code number was KO. That was the aircraft, KO. And we went to, when the war ended and I went to North Luffenham. Have you ever been there?
CB: I know, lived there.
AC: Pardon?
CB: I used to live there.
AC: Yes. I went to North Luffenham and I remustered into the MT [?] as a motor motor mechanic. And I stayed there for about four weeks, I think. And I was working on an American claptrap[?] vehicle. And a chap came along out of the distance and waving the papers and said, ‘You’re posted overseas.’ Well I said, ‘If that’s if that’s the case I’m packing up here now then going.’ And I went overseas. I went to Palestine and I was with 32 Squadron Fighter Squadron. Famous 32. Yes, and they had Spitfires but I was in the MT then and I worked in the vehicles, and we went into Jordan on exercises with the army and from there, went back there. Yeah I was demobbed. I got my demob come through while I was at there at Palestine. Was it? No. Sorry no. At North Luffenham that was where I got me notification of demob and I got demobbed. I went to work in the local garage.
CB: Where?
AC: Ely.
CB: In Ely?
AC: Cambridge.
CB: Right.
AC: Yes. And then I did five years in there.
CB: How did you come to do that in Ely when you were in from North Luffenham?
AC: What?
CB: Why did you choose Ely when you were stationed —
AC: I got married.
CB: — at North Luffenham?
AC: I got married. She come from Ely.
CB: Oh right. Sounds a pretty compelling reason.
AC: Yeah, I got a photograph of her there.
CB: Yeah, we’ll have a look.
JS: She’s lovely.
AC: Eh?
CB: We’ll look in a minute. Yeah.
AC: Yeah. I I was stationed at Witchford at Ely. You know the aerodrome. Witchford. That’s how I come to meet the wife and, of course, when I got demobbed, I went I lived in Ely, went to work at the local garage.
CB: Hmm.
AC: And I stayed there till one day a coal merchant who I knew quite well, he was only a bit older than me came in and asked me if I’d go and run a dairy business for him he’d bought. I mean all above all things from a mechanic to a dairy. I said, ‘Yeah I’ll go, Joe. I’ll have a go.’ And I stayed with the milk industry for 33 years and then I retired. Yes, I built up a good business. I amalgamated with another dairy. We we had a good business. We had nearly 6000 customers
CB: Hmm.
AC: We had quite a quite a business and, well, we had 14 men work for us.
CB: Hmm.
AC: Yes but I say we — that was hard work. It is hard working in the dairy trade. Yes.
CB: What’s the hardest thing about working in the dairy trade?
AC: Delivering the milk and satisfying the customers. Yeah you get a lot of dissatisfied people if you was a bit late. They never realised that they could have had extra milk and kept always had a bottle in hand. That’s what — there’s a lot of people like that. Yes.
CB: So you met your wife when you was at Witchford?
AC: I met her at Witchford.
CB: What was was she in the RAF?
AC: She was in the NAAFI.
CB: Oh was she, right.
AC: I was a canteen cowboy.
CB: What was her name?
AC: Hilda Elsie.
CB: Hilda and she was a canteen cowboy.
AC: That’s was that they called them you know. They called —
CB: Not cowgirl?
AC: If you was a NAAFI girl, you was a canteen cowboy. [Laughter] Yes.
CB: And was her tea any good?
AC: Pardon?
CB: Was her tea any good?
AC: Ehhhh. Not too bad. I did know one thing about it. I used to get egg and chips.
CB: Oh.
AC: The chaps used to say, ‘Where’d you get your egg from?’ I said, ‘Hilda brought for me.’ They said, ‘Will she get me one?’ They wouldn’t ask her. [Laughter] ‘Cause her parents got poultry.
CB: Oh.
AC: Yes. So I got egg and chips, I did.
CB: Interesting. So you settled down for the five years in Ely, but actually you continued in that area did you with the – with the milk?
AC: Yes. Oh Yes. Oh yes I continued in that area.
CB: Hm.
AC: But — and the dairy ran —we got progress — we got a bit of land and we build a dairy to — the purpose was to vehicles. And we had — eventually we had all electric vehicles. We had one electric vehicle that could 55 miles, around Cambridge doing 55 miles.
CB: Hm.
AC: Didn’t do —it was never more than 88 miles through the premises, but it got the capacity for 55 miles. Yeah.
CB: So what was the area that you were serving? It was Ely and the villages, was it?
AC: The villages, yes and Ely and surrounding villages. Yes.
CB: To what extent did you use your engineering skills —
AC: Kept the vehicles —
CB: — after the war.
AC: Kept the vehicles going.
CB: As well as running the business.
AC: Yes. Well I had a partners and I used to look after the vehicles. Yeah. I got a dab hand at the electric vehicles. Yes.
CB: Now, going back to the RAF when you went to your training at Locking [?], what did they do to train you from scratch to be an aero—engine mechanic?
AC: Yes. We we had in this big hanger, we had sections set off in bays and there was in our gang there was 15 of us. The the instructor, he was a sergeant who instructed us and he instructed us on engineering and I really really liked it there.
CB: So how many bays would they have in the hanger? Was there a different — did they do a different task in each bay?
AC: Of all the things what we had in the hanger, we had Blackburn Botha did you know about them?
CB: — Yeah. Blackburn Botha. Yeah.
AC: They got two of them. Yes. [unclear] Our job was to strip them and put them back again.
CB: Yeah.
AC: You strip the engine down. Rebuild it and put it back again.
CB: What were those engines? Were they radials? Or were they inline?
AC: Inline. Yes. Yes. Inline.
CB: And what other engines did they have as well.
AC: I I can’t think of what — a Sabre engine.
CB: A Napier Sabre?
AC: Yes. Yes. I can’t think what aircraft that was out of.
CB: That was off the Typhoon.
AC: Was it? I know it was a big engine.
CB: Yeah. 27 litres.
AC: Yeah.
CB: And did you have Merlins there or where was your introduction to the Merlin?
AC: Yeah there, but it was the early Merlin. The Merlin Mark I of all the things to teach us on. Yeah the really early — Christopher. Come from the Boar War I think. Yes.
CB: So, if you had — if there were these bays, you stayed in the bays did you, as a group of 15?
AC: Yes.
CB: And learned all the aspects of engine repair and maintenance. Is that right?
AC: Yes. Yes that’s right. We were instructed on it and you had diagrams and you drew diagrams, and — I can’t think how many was on there. But I but I really enjoyed it. I liked the job.
CB: It was a mixture of hands on and classwork was it?
AC: Yes.
CB: So, did you — you had a notebook that you kept?
AC: What?
CB: You had a notebook in which you progressed —
AC: Oh yes.
CB: — your training.
AC: Yes. I I, though I say it myself I think I was a good mechanic, but was I good? When I went into Civvy Street at the local garage at Ely. The first job the foreman said to me, ‘I want you to rebuild that engine there and put it in a car.’ And it was all in bits. And he’d re — it. So I rebuilt it. I’d never seen it before. It was all in tin boxes in bits. Yes. So I built it. I went [unclear], it went when I put it in the car. Yes.
CB: What was his reaction to that?
AC: Oh, he thought I was all right. Thought I was a good bloke.
CB: Yeah.
AC: Well, there’s there’s about 12 of us mechanics in the garage. Three of them were ex RAF men. Yeah so — we did all right.
CB: And in your training, you had this group with you, so the 15 in the bay, were they — did some of them move along with you or did everybody go to somewhere quite different?
AC: Yes. Two of them — went, when we finished, two of them went with me to Newmarket. One was named Chris Rudge [?] and I can’t think of the other ones name. But but this Chris Rudge [?] had a bad reputation. He — nobody liked him.
CB: No?
AC: Instead of calling you a ‘B’, he called you a ‘Got blood like Rudge.’ That’s what they used to say. Yes.
CB: Right.
AC:Yes.
CB: So he was the one who was disruptive, was he?
AC: Pardon?
CB: He was disruptive influence in the —
AC: Yes.
CB: — in the bay.
AC: Yeah, nobody liked him. No.
CB: And what was you classified as? You were cadets at that stage, what rank?
AC: No, we weren’t classed as cadets. I was a — I was a LAC. Yes I was LAC then and, of course, the flight mate can’t go any more than a LAC until he remusters [unclear]. That was my biggest mistake. I didn’t remuster. See If I had remustered —
CB: Why didn’t you remuster?
AC: I never thought I was — I was young and silly. See I I was 19 and I hadn’t got a clue what – I was young and silly. Yes. I regret it but never mind I learnt more when I went in the garage job. I had a good experience.
CB: What time of the year were you are Locking [?]
AC: Locking? [Pause] Yeah, autumn. Yes, ‘cause I went down Weston—Super—Mare. Had a girlfriend there and we walked round the Winter Gardens. Yeah, and it was autumn. Yes. That brought back memories that does. Cor she was half —
JS: [Laughter]
AC: Memories, eh?
CB: So she wasn’t in the Air Force?
AC: No, she was civvy girl. Civvy girl. Yeah.
CB: So, she showed you all the excitements of Weston-Super-Mare?
AC: Very. Definitely. Weston-Super-Mare there’s not much there.
CB: That you didn’t know about?
AC: Eh?
CB: That you didn’t know about?
AC: No [Laughter]
CB: Particularly, the places that were difficult to find you in?
AC: Yes.
CB: Down the pier?
AC: Pardon?
CB: Along the pier?
AC: How long was I there?
CB No, no the pier.
AC: Oh beer.
CB: Pier pier.
AC: Yes.
CB: And when you travelled, how did you get around from Locking [?] to Weston-Super-Mare? Did you walk, cycle or bus?
AC: [Mumble] From Locking [?] to Weston-Super-Mare it’s only two miles.
CB: Oh right.
AC: You walked. Yes. Yeah. Then you crept in — when you crept into camp you went through the hedge, the hawthorn hedge. That was — there was a gap and you crawled through it. You missed — you missed the guardroom then.
CB: Yeah.
AC: Naughty boys. [Chuckle]
CB: What was the accommodation when you were at Locking [?]?
AC: Pretty warm. Wooden purpose — built buildings. They had wood corridors from the rooms. You never went outside to get a wash, you went down these corridors to the ablutions. Showers. Was — as I say it was pretty warm building. Yeah. Locking, I understand the Fleet Arm have got it now.
CB: And when you went to Newmarket, what were you doing there? Was is it an extension of your training or what?
AC: No, I went there as a fully blown mechanic.
CB: Right. So what were you called then? Your title.
AC: [Mumble] I was LAC. Leading aircraftsman.
CB: But did you were an aircraft mechanic or were you a —
AC: Aircraft mechanic.
CB: And what aircraft were you on there? Was there a squadron that you were —
AC: Spitfires.
CB: Spitfires right.
AC: Lovely old Spitfire. We used — used to love to get in them and warm them up in the mornings. Oh that was the best bit about that. Squadron Leader West was the CO. There was only six Spitfires. Was only a little group of u, but we had a good time until he decided to post me and he posted me to Ely, Witchford —
CB: Yeah.
AC: — on Lancasters, and I always remember I went you went into see the CO and he said to me,: ‘What do you know about Merlins?’ That was it. And I said, ‘Well, I was on Spitfires.’ And he didn’t like that answer. He didn’t like it at all.
CB: ‘Cause he was a bomber man?
AC: Well, the Spitfire has got the same engine, ain’t it?
CB: Yeah.
AC: [Chuckle] He didn’t like it. So,I made an enemy with him first of all.
CB: How well did you adapt to the bomber activity?
AC: Ohh lovely. I had a good crew. I had a good — I was with a good mob. I was with a real good mob. We had a Sergeant [unclear] Wakeman [?] He was a real a real gentleman. He was he was a nice chap [unclear]. We called him [unclear] we didn’t call him Sergeant. So we know how how good he was. But, of course, the Air Force had a better relationship with everybody than they did in the army. Definitely. Yes.
CB: So were you on the flight line or were you in a hanger?
AC: I was on the dispersal ramp side.
CB: Right.
AC: Yeah. That was the best place to be to get the ‘flip-up’. Yes.
CB: So what what would get you the trip up in the aircraft? What what was the —
AC: Where’d we’d go in? Lancasters.
CB: No no. How did you manage to get the flights.
AC: Oh, we’d get one easy as pie.
CB: [Cough] For what reason?
AC: Just just as the crew said, as the pilot said, ‘Can I have trip up with ya?’ He’d say, ‘Get in.’ You weren’t supposed to but you get in.
CB: So why would he be flying at that moment?
AC: Pardon?
CB: Would he be flying for air test or cross country or what?
AC: Air test. Air test or — yeah, what’s it? Air gunners practice in the [unclear]. Yes. Oh, went up several times. Well well the — on dispersal when a Squadron Leader an Australian, Robbie, had — what ya got to do is say, ‘Robbie, can I come up?’ And he said, ‘Jump in.’ [Chuckle] You weren’t supposed to but we used to get in. He’d take one of ya. Two of ya. And then you — I got up to the front as a Flight Engineers seat to get a bit of practice. I thought it were quite nice. As I said, I enjoyed my life in the Air Force. I really enjoyed it.
CB: Yeah
AC: I wasn’t one of these that wanted to go home to mother. No. It it was nice. Yeah.
CB: What sort of routine did you have on the squadron?
AC: Maintenance.
CB: Yeah.
AC: Yeah just maintenance.
CB: But but what time would you get up? And were you on a shift or how did it work?
AC: Yeah it it – there was no such thing as shifts. You was all in a crowd. You know, you got —I think there was about seven of us in our mob. We had to look after two aircraft. Yeah, A and B. [unclear] What was that? And eh, what else was there? I was there I was there till the end of the war at Witchford and A carried a big bomb. You know the big 22000lb.
CB: The Grand Slam.
AC: Pardon?
CB: The Grand Slam.
AC: Yeah, the Grand Slam. That big ‘un. Yes. I carried that —
CB: So that was a modified Lancaster to make it fit?
AC: Oh yes, it it – the bomb bomb doors was differently. They lapped around the bomb.
CB: So who did the modification for that?
AC: [Unclear]
CB: You did it.
AC: No.
CB: On the airfield?
AC: No, I did it — the Air Force did it in the hanger [?]. And that was a pity, I never I never — I should have asked to have gone in the hanger to make it work. I would have learnt more. But, as I say, I was young and silly and having a good time at the dispersals.
CB: So on the dispersal, what were the tasks you had to do in a day?
AC: Main — maintenance on the engine. Yeah, giving a check over and that.
CB: So would you have a ladder for that or a gantry?
AC: A gantry. Yes, yes used to have a gantry. And, course you, you walked over, over the wings and that and you sat [unclear] screwing the tops in. Yeah, wasn’t weren’t supposed to — you were supposed to use the gantry.
CB: But but nobody fell off?
AC: [Chuckle] Well you know [mumble] when you change the engine at the dispersal. They used say ‘Put the fan on and then they’ll think we’re finished.’ That was the propeller.
CB: Yeah
AC: [Chuckle].Yeah.
CB: So, you could do an engine change at dispersal, could you?
AC: Yes, yes. We used to change them there.
CB: What would be the reason for changing an engine?
AC: If it got over heated. Yeah, ‘cause they got over heated and burned the aluminium. The heads, the rocker cover, the nuts be melted — be melted into the aluminium when it got hot.
CB: So what would cause the engine to overheat?
AC: Well, lack of coolant. Yeah.
CB: So, it would be damaged by flak or enemy attack in some way would it.
AC: Oh yes, if it was leaking. Yes.
CB: And what was the coolant on those engines?
AC: Drycol.
CB: Right.
AC: Yes. The bloke who used to be in the hanger working on the Glycol tank. He had to take him into the sick bay and pump him out because he was drinking the stuff. You know it tastes like pear drops.
CB: And it made him high?
AC: Pardon.
CB: And it didn’t do him any good?
AC: Didn’t do him any good. No. Didn’t do him no good, but it tasted nice you see. That was the reason.
CB: So on the flight line, you’re — the aircraft you’re prepare it for an operation.
AC: Yes.
CB: What was the procedure for handing it over to the crew? How did they know that it was working?
AC: Well, they’d be notified by phone that — yes. It was when they expected it. It always come up with the kit. Yeah, I mean I changed one day while they were waiting — waiting to take off, I changed the hydraulic pump on the inboard — the starboard inner while the other engines were running. Yeah, yeah I did [unclear].
CB: So had this engine been running earlier?
AC: Yes.
CB: So it was a bit hot was it?
AC: Oh, yes it was well hot. But as I say I liked my job. I enjoyed my life on it. I used to volunteer to do it.
CB: And what was the link between the ground crew and the aircrew?
AC: Very close. Very close. They was very, very close.
CB: And was there one crew member more than the others or any of the crew members?
AC: All the crewmembers were like — I was on A and B, and they was flown by an Australian Squadron Leader, Robbie. We called him Robbie, and he name was Robertson actually.
CB: Right.
AC: We called him Robbie. And he, he was all right with us. You see the ground staff and the aircrew they had — well a close—knit unit, didn’t they? They they relied on you. Yeah, they were very close to ya. There was no ifs or buts about it.
CB: So you talked about clearance for their aircraft mechanically before it flew, when it came back what sort of debriefing did you have with the crew?
AC: Oh, we didn’t have any debriefing with the crew. All they said was if anything was wrong and that was done and the NCO used to ask us what was on the Flight Engineer and then that’s what we got set into. Yes.
CB: Was the main link between the Flight Engineer and the chief, the crew chief or would it be the other member of the —
AC: The Flight Engineer and the ground staff, he NCO and the ground staff was always very close. Yes, they consulted one another.
CB: And how many times did the aircraft come back damaged?
AC: Oh, I couldn’t tell ya. There was a lot of holes in it at times.
CB: And how did you feel about that?
AC: How did I feel? [Emphasis] I had the job of patching ‘em. You see I was on engines but I helped to do the patching. Riveting of a patch. Oh yes, some aircraft got real patchy. Yeah.
CB: When you say real patchy were there a number of — what sort of damage did the aircraft have?
AC: Well it, it would be shrapnel. Shrapnel holes ‘cause they were jagged. We put — just put a panel of aluminium over them. Yes.
CB: And how did you secure the aluminium plate?
AC: Pardon?
CB: How did you secure the —
AC: Rivet them.
CB: Right.
AC: Yeah, pot rivet them. Yeah the old pot rivets. Yeah. That was that was a regular job that. Yeah.
CB: There was a case in 15 Squadron of a Lancaster coming back without the rear turret because it had been knocked off by a bomb falling from above. Did you see that?
AC: We had the — I dunno whether if you read about the rear gunner what bailed out, well he come from Witchford. He was at Witchford, he was on ‘C’ flight and he bailed out and he shouldn’t have lived. When they got back, they found they got no rear gunner. [Chuckle]. And he was a prisoner of war. [Chuckle]
CB: So what had happened to him then? Why did he get out and how did he do it?
AC: I think he heard the pilot prepare to — you know, to bail out and he only gone to bail out and he didn’t hesitate. He opened the door and went. [Chuckle].
CB: With or without a parachute?
AC: With a parachute, but I’ll you what you looked a little bit sick when you saw the aircraft flying above ya and going home wouldn’t ya? And you was going down into captivity. [Chuckle] Oh dear. It wasn’t very nice.
CB: What other good stories do you remember about being at Witchford and 15 Squadron.
AC: Oh yes. That was one of one of them that — rear gunner bailed out and he shouldn’t have done. We — I was on A and B and they’re good, they do a very good [unclear] and I said Robbie was a pilot on it. Australian. He later went to make a Wing Commander and he was in charge of the Squadron. Yeah Robbie. We called him Robbie, that was something about it weren’t he?
CB: Well you were an ‘Erk’.
AC: Pardon?
CB: You were an ‘Erk’ and he was a —
AC: We called him Robbie —
CB: He was a senior officer.
AC: Yeah. You called Robbie. He didn’t mind. Well that was that the spirit between the aircrew and the ground staff, wasn’t it?. [Background noise]
CB: Absolutely. So that you got A and B aircraft —
AC: Yes.
CB: — the two aircraft, what about the other pilot? What was he like?
AC: Oh well, we had different pilots. It was mostly a Scotsman who used to fly. He was all right, but we did have a South African and he got his South African Air Force uniform. Khaki, and he always flew with his hat over the top of his helmet. Yeah.
CB: [Laughter]
AC: Yeah, yeah he did. His name was Martin. He [unclear] was a Flight Lieutenant then. Flight Lieutenant Martin. Yeah. ‘Course we used to say he was dog biscuits, Martin Dog Biscuits, and we used to collar, collar the blokes when the NAAFI van used to come round. The officers were there and the aircrew used to collar them to pay for their tea. [Chuckle].
CB: How did you divide your time between the two aircraft?
AC: Well when we — if the aircraft had gone off you stayed in the the dispersal hut. You played cards. Gambled.
CB: No, but I mean that you had A and B aircraft, so how did you divide the work between them?
AC: Well you got to which either one it was. You went on, no matter which one. Flight Sergeant told you which aircraft you gotta do and you went on it. There was no difference. All, all I could say was B was a dirty aircraft . Oil leaks. You couldn’t stop the oil leaks. She used to leak oil all over the under cart. Yeah.
CB: So that was one of the inner engines?
AC: Engines yeah. Yeah. You naturally changed it.
CB: Right
AC: Yeah took the engine out. ‘Course the engines always went back to Rolls Royce at Derby.
CB: Oh did they?
AC: All the all the engines used to go back for maintenance. If you took one out that went to Rolls Royce. Yes.
CB: So one that you put in would always be new?
AC: Yes. Yes.
CB: And how long did it take to change an engine?
AC: About — I couldn’t truthfully say. Would I should imagine about four hours. Five hours.
CB: Taking one out and putting one in.
AC: Taking one out and putting all the connections in. Pipes and that. Yes.
CB: And was the engine raised by a lift? Or by a crane or how did it —
AC: We lifted them up by crane. We used to get, you know the, the coals —
CB: Coal cranes.
AC: We used to get him to come along and hook it up and hook it up and that’s how we did it. Just there’s only four bolts holding the engine in.
CB: Oh.
AC: That’s all that holds it in. So that the cradle, the engine’s on a cradle actually and they just pushed it in and put the four bolts in. Then you collected all the wires and hosepipes up, the pipes up. Yeah. Yes.
CB: Now in your quieter times and relaxation what did you do?
AC: Well, let’s say that I used to do a little bit of courting.
CB: Just one girl or more?
AC: Well, one or two but I ended up with one.
CB: Right.
AC: I married her.
CB: Fantastic.
AC: Yes. She a good girl to me. We was married for 52 years.
CB: Were you really?
AC: Yes. Yes she was good. She was the only child.
CB: And how many children did you have?
AC: One.
CB: Just David.
AC: Yes.
CB: Yes.
AC: I told them I’d lost the recipe. [Chuckle] [Shared laughter] Yeah. No, we only had the one.
CB: And they believed you?
AC: Pardon?
CB: And they believed you?
AC: Yeah. [Unclear]
CB: What would you say was the most memorable thing about your service in the Royal Air Force?
AC: Well comradeship was one of the best things, wasn’t it? There was something about during the war where you you was in a group of men and there was all youngsters like you. You know most of them was like all about 25 the oldest. That was a mess life, but it was a good life.
CB: And your accommodation at Locking was a pre—war shed, what did you get at Witchford.
AC: Nissan huts. Nissan huts.
CB: How many people in a Nissan hut?
AC: Twelve.
CB: And how was that heated?
AC: Heating was one of those combustion pot stoves in the middle. You know those cast iron things. You got nothing but fumes. I slept by the window at the end and I used to open the window but the lads didn’t like it, but if they come down and shut it, I used to get up and stop them.
CB: So, everybody suffered from the fumes.
AC: Oh yes, the stink of coke on the fire and the fumes was terrible.
CB: And even though you were all technicians you couldn’t stop the fumes?
AC: No, because they were all combustion stoves, you can’t stop it, can ya?
CB: What —
AC: Stinky things.
CB: What, what was it burning? Coke or coal.
AC: Coke. Yes. ‘Cause we’d run out of coke at one period and we managed to get some coke from the aerodrome from outside Bury St Edmunds. And I was in a gang of boys that went to shovel this coke onto the back of the truck to bring it back. Yeah. What a job.
CB: Did they did they notice that you’d nicked it?
AC: Pardon?
CB: Did they notice that you had nicked it?
AC: Yeah. Oh yes.
CB: [Laughter]
AC: Well we did nick it.
CB: How about the food? How did you feel about that?
AC: Well it just depends what camp you are on. Newmarket was a good, excellent. You couldn’t you couldn’t find fault in Newmarket, but Witchford was cruel. And I think the worse one — the worse one I think was Lockheed. It was — wasn’t anything special. They called themselves cooks but they weren’t anything special. No. Skegness. Oh yes, I forget Skegness. Now that was the worse. Skeggie was the worse food. We was at the Imperial Hotel that was our place and the food there was terrible. Absolutely terrible.
CB: And who were the people doing the cooking there?
AC: They had the people doing it.
CB: Civilians or RAF?
AC: RAF. It was all RAF. Yeah WAAFs cooking it. They’d have a couple of blokes probably and in charge was a Warrant Officer, and yeah that was terrible grub. And when we went to Witchford, we — I ordered — they supplied us, give us kippers for breakfast and they was off. They weren’t right. Everybody was throwing them away, and when the caterer – bloke came round, the officer came round and asked if there were any complaints. We said, ‘These kippers are rotten.’ He said he said, ‘They were in the mess. We complained about them in the officer’s mess.’ [Chuckle]. Oh, they were rotten things. I think the grub at Witchford was the worse one in the Air Force what I had. Yeah, definitely.
CB: So what was it that was so bad about it?
AC: It was the way it was cooked and presented. It was terrible. But the best place at Ouston, Newcastle-Upon-Tyne I was stationed up there. Now that was good. It was a trainer station that’s it and that was that was good there.
CB: So in today’s terms nutrition is very varied. There’s a huge choice. What did you actually have as a staple diet in the war as a ground tradesman?
AC: Well well, there was a potato, cabbage and you didn’t get peas that was a funny thing. See frozen peas came in after the war, didn’t they? So you didn’t get peas. We got cabbage, cauliflower, yes there was parsnips, carrots. I don’t eat parsnips. I think there are horrible things but —
CB: What about meat? What sort of meat did you get?
AC: Meat? I had beef. I reckon while I was in the Middle East we had camel. [Laughter] Yes. That’s what that was. That was stringy like. So, I reckon it was camel. Yeah. I brought back a lot of memories.
CB: Hm. That’s good.
AC: Pardon?
CB: And in your time off on the camp what did you do?
AC: On the camp? Time off?
CB: Yeah.
AC: Well well when you got your time off you didn’t stop off at the camp. You went out. You went out. I mean at Weston-Super-Mare at Lockheed there you’re supposed to book in at. Well we was bad lads you see. We came in late so we came through the hedge. [Chuckle]. Like real lads.
CB: But at Skegness because it was your initial training then you were more disciplined were you?
AC: Oh yes. Oh yes we had to off the street at 9 o’clock at night. Yes. I had the misfortune, I was eating fish and chips in the shop down there at Skeggie and these here two Military RAF police come by, saw me and it’d just gone 9 o’clock. He walked in, he said, ‘You’re not supposed to be out.’ They picked up my fish and chips, they took ‘em and told me to get back to the billet quick. [Chuckle] Rotten devils. I daren’t say nothing, dare I?
CB: It was a pity to waste them wasn’t it?
AC: Yeah, I daren’t say a dickie bird. Well, you see I was a raw recruit at Skeggie.
CB: Yes.
AC: Yes.
CB: So they kept you quite busy there?
AC: Oh yes, definitely. Oh yes. Yes. Marching up and down like a lot of hooligans and they took you on what they called an ‘Air Commando Course’. I could tell you, you had to go across these here three logs. Run across these three logs. Like — well like telegraph posts and they had barbed wire in the bottom of the water. So if you fell in it wouldn’t be very comfortable, would it? And you was with full pack and your rifle. I tell you what I didn’t like that. I run — when I got there I run over that. What they used to do, used to say, ‘Who’s the oldest in the mob?’ And I always remember there was a chap of 32. They sent him round, they said, ‘Right. Run round the [unclear] course.’ And they timed him and he told us we got to do it in that time. We — there was no slacking. If you if you didn’t do it in that time you’re sent round again. Yeah. So it wasn’t a holiday camp. Skegness wasn’t. No.
CB: Back onto the flight lines, so you’re working as an air mechanic, how did you link in with other people with skills like parachute packing, air traffic. Did you link in with people like that?
AC: We never come across the parachute packing and that. We never come across that. We we was more or less on the dispersal. I was just the crew there. You didn’t mix with any others. No. Well, you had —you was occupied. You was fully occupied. Then, of course, when the aircraft took off, you went out went out and got something to eat especially if it was night but you had a chitty and you walked into the messing hall, presented your chit and you got something. It was mostly egg and bacon. So we didn’t do too bad. It wasn’t too bad when it was night duty. It was quite good. Yeah.
CB: And when you did your initial training you had to do a lot of PT, how much exercise did they make you have on the airfields when you were serving there in the front line?
AC: We did get none. The only exercise you got your bike — your pushbike. You were given a pushbike and that was your exercise. Backward and forwards on the bike.
CB: So you got to dispersal on bikes.
AC: Yes. I had a Raleigh. My bike was. Yeah.
CB: How about NAAFI? How much did you use the NAAFI and what was it used for?
AC: The NAAFI? It was canteen, as I said I was a canteen cowboy. [Chuckle]
CB: Sometimes there was more attraction than others.
AC: Yeah, well I married her.
CB: Yeah
AC: I married the girl.
CB: Yeah, good move. So when did you marry?
AC: December the 1st 1945. Yes.
CB: And on that topic, before that you were de-mobbed, so what date were you de-mobbed?
AC: Well me de-mob leave went up to July, so I couldn’t tell ya exactly when I left the Air Force, but my de-mob leave ended in July.
CB: 45? [Loud background noise]
AC: Yes. And I got so fed with being at home I went to the local garage for a job and they set me on straight away. So I I was alright. Quite happy. Yeah.
CB: Right. We’ll stop there for a mo. Thank you very much.
AC: Okay, thank you.
JS: What’s that? [Background noise]
CB: Your wife was in the NAAFI but what about the other WAAFs? How much did airmen link with the WAAFs?
JS: Lots [Chuckle]
AC: Oh terrific. Terrific.
CB: Were there dances on the airfield?
AC: Yes yes. Well those at Newmarket there was a WAAF there ‘cause I hadn’t met the wife yet, and there was a WAAF there and she was a CO’s driver and she was, oh dear, she was a — and after I thought I’m gonna click here. So I so I got to know her well, but she was engaged. [Chuckle] She was engaged to a soldier. Yes.
CB: Soldier? Crikey.
AC: So I thought I was going to make hay but I didn’t. She was she was a nice girl. She came from Ilford.
CB: Oh
AC: That where she come from. Yes.
CB: So, these hangers were quite big and so you could get quite a good liaison behind the hanger in the evening could you?
AC: You could get three Lancs in there.
CB: Right [Laughing]
AC: If you if you — the bloke that drove the tractor knew how to manoeuvre them, you can get three Lancs in. That was quite good weren’t it?
CB: Yeah.
AC: To work on them.
CB: And then in time off, the you’d be behind the hanger.
AC: Yes. No, no I wasn’t one of them. I used to go down, I used to go down to Ely to go down the town. I used to go down with a lad named Maurice and we’d have a look around town and see if there were any girls there that we hadn’t met before. We was hunters. [Chuckle] It was a good laugh, wasn’t it?
CB: Yes, and so clearly, you had some good friendships there. To what extent did you keep in touch with old comrades after the war.
AC: Not, not so much. [Background noise] I had one chap, he came from Northampton I think he was one of the closest but at Ely I had — there there was a chap who’d been in the Air Force at Palestine. He lived at, he lived at Newmarket but he’d come to Ely. Yeah, come to look me up. Yeah, Freddie Claydon. Yes.
CB: So, what were the old times you were thinking about then? Being in Palestine? We haven’t talked about that, so —
AC: Palestine?
CB: What what was the routine there?
AC: Well, I was on the aircrafts. Would it? No. I was in the MT, didn’t I?
CB: Yes.
AC: I was in the MT and we had this here Warrant Officer Smudge Smith. He was — had a mobile office. And it was a metal thing and used to get terrifically hot inside. And Smudge, we used to call him. Warrant Officer. [Chuckle] I’ll tell ya, the Air Force had a good going with the, everybody else. We had an army boy. He he he was a batman to the army liaison officer with the squadron. He couldn’t understand how we got away with so much. He said: ‘I can’t get away like you do with the officers in the army.’ He said, ‘You RAF blokes, you’re not in the forces. You’re having the time of your life.’ We did. After I left square—bashing, I tell you what I never looked back. I didn’t write home to mother and say I wanted to come home. No.
CB: When you remustered what happened to your rank?
AC: Well, well, when I remustered, I was LAC. No, I stayed as a LAC ‘cause I couldn’t get any further until I took another course and I didn’t, that was me mistake. I should have taken took up [unclear] course. That was my mistake. That was the biggest mistake I made.
CB: In the desert in Palestine, were you in the desert or were you in a fairly well cultivated area?
AC: At a RAF station. At an aerodrome.
CB: Yes. Which was that?
AC: Pardon?
CB: Which one?
AC: I was at Ramat David, Ein Shemer, and Kalowinski [?] wasn’t it? Kalowinski. Yeah Ramat David, I rather like that. Ramat David. Yes.
CB: Was that because — why was that? What was special about that?
AC: Well we was on a bit of a hill and the Jews had got a nice vineyard and we used to raid it. We used to go get the grapes [chuckle] at night.
UNKNOWN FEMALE : Hello. Sorry.
CB: Hello. We’ll stop a mo.[Restart] So they’d got all these nice grapes but but the trees —
AC: The bushes.
CB: — the bushes, I mean to say.
AC: Yeah, well you just stand there and pull them off.
CB: So what did they do about that?
AC: Well, they didn’t do nothing ‘cause they couldn’t catch us, could they? We, we took them when they weren’t around. [Chuckle].
CB: What was the airfield, the bases was a well—established airfield, was it?
AC: Ramat David?
CB: Yes.
AC: That was, that was a, that was off the living quarters we weren’t on the living quarters were separate from the airfields. Well they had to be because the Jews used to go down and break glass bottles on the runways at night.
CB: Oh did they? Right.
AC: Right you see, you did your duties, I always got searchlight duty, and I had to maintain this searchlight and you’d whaff the searchlight round and you’d catch them. There they were breaking glass on the runways, yeah.
CB: So what, what —
AC: And we weren’t allowed to shoot them. We had to let them do it and in the morning we had to go and sweep it up. Yeah.
CB: And what was flying from that airfield?
AC: Spitfires and, err what was the American aircraft?
CB: Mustang?
AC: Mustang?
CB: Was it?
AC: Yeah Mustang. Yeah 208 208 Squadron had the Mustangs and 32 Squadron had the Spitfires. Yeah.
CB: So you were dealing with transport, what, what sort of schedule did you operate in a day because it was pretty hot in the middle of the day. So did you start in the —
AC: Yes the middle of the day. 12 o’clock you packed up. You packed up. Then you went back at 6 o’clock at night.
CB: So what time did you start in the morning?
AC: In the morning? 7 o’clock.
CB: And back at six till when?
AC: Yours — 7 o’clock till 12 o’clock but you had about — a break for a meal and then you went back at 6 o’clock at night till 8 o’clock. ‘Cause you didn’t do much — there weren’t much flying at night.
CB: So where — what could you do in you off duty times? Was it quite remote in this place?
AC: In Palestine the off duty time was very very sparse. We used to go down to Jerusalem and Nazareth. Yeah. Nazareth wasn’t too bad. Jerusalem was — Jerusalem was a holiday camp. The Jews used to pop you off when you went up the mountainside. Yeah.
CB: Just shoot you?
AC: Yeah pop at ya. Shoot ya. Shoot at ya. They had they had a crafty idea to go up to Jerusalem, on the bend of the road going up the hill mountain there, they built a pyramid of stones, so you go along the road and you’ve all a sudden you got this pyramid of stones in front of you. Then they they let go at ya. So it — Palestine wasn’t a comfortable place. No.
CB: How many people got hit?
AC: I couldn’t say. But I do — what was it? Was it six? Six airmen got shot at in Nazareth walking walking along the street by the alleyway a burst of gunfire, they got shot at. They got injured. Yeah.
CB: Did any get killed?
AC: No no.
CB: What about the —
AC: I was — pardon?
CB: Go on.
AC: I was there when the Jews blew up the front out of — the what was it called?
CB: The King David Hotel.
AC: King David Hotel. Yeah.
CB: Yeah.
AC: I was there then.
CB: Right.
AC: When they blew the front out.
CB: And what about the Arabs? Were they around or not it that area?
AC: Arabs? A funny thing was we got on well with them. We got well with the Arabs. I mean it was only later on that the Arabs turned because they didn’t get what they wanted. Well I couldn’t blame them. You see when the British forces moved out of Palestine like it was at our camp, Ramat David. The Jews was at the main gate when we was coming — gonna come out. They were waiting to go in and at the other side of the aerodrome there was the Arabs waiting to go on. So they had a fight. Well you know won, don’t ya?
CB: Hm.
AC: The Jews won.
CB: Yeah.
AC: The Arabs hadn’t got hadn’t got the ammunition and the guns like the Jews had. Yeah.
CB: So were you happy to leave or would you like to have stayed on in Palestine?
AC: I was really happy to leave. I was happy to leave. I didn’t think much of the place I can tell ya. No.
CB: Did you go on trips to other places in the area or did you stay in the camp?
AC: Oh yes.Yes, I was in the MT then, and we used to drive out to different places I was in I was near Damascus once, just on the outskirts of Damascus and we went all over the place, over the desert. One day we was off duty and the despatch rider said to be Geordie. He came from Newcastle, he said, ‘Arthur, I get— if I give you another motorbike,’ he said: ‘Shall we go out on the motorbike? In the afternoon, you see.’ So I said, ‘Yeah.’ So he got me an Indian motorbike? American Indian. Have you seen them?
CB: No.
AC: They’re like a Harley Davidson and he had the Harley Davidson, and we went in the desert and we had our revolvers and we were shooting at wild dogs until these wild dogs started to chase us. So we opened up and got out of the way. [Chuckle] It’s an exciting life in the Air Force.
CB: Clearly it was.
AC: I did enjoy it. I wouldn’t have missed it at all. I wouldn’t have missed it.
CB: Just going back to the wartime service at Witchford and Newmarket.
AC: Yes.
CB: Although you weren’t flying, officially, how many hours did you do in total?
AC: What flying?
CB: Hmm.
AC: I never took any recording — any record of it. If they were going up on air test, you say, ‘Can I come?’ and they said, ‘Jump in’ and you just jumped in. You didn’t get no parachute. So —
CB: Oh right.
AC: So you just jumped in. That was it.
CB: So where did you sit on take—off and landing?
AC: I I had the privilege of getting to the front of cockpit ‘cause I wanted to be a Flight Engineer. And I was always to the front with the pilot and the flight engineer all sat at the front there, on a canvas belt what the flight engineer sat on. Yeah.
CB: A number of people became aircrew because they had seen notices on boards in the army quarters and air force stations looking for — requesting people to apply for aircrew, did you never see one of those? What stopped you —
AC: Oh yes, I, I went originally for aircrew. I went originally for it and I passed me medical and I waited but never got called up for it.
CB: Oh. Oh right.
AC: They had too many didn’t they?
CB: They did [pause] ‘cause the losses didn’t continue as high as they thought they would.
AC: Pardon?
CB: The losses — aircrew losses.
AC: Yes.
CB: Diminished. So they didn’t have the demand quite that they had expected.
AC: There was no flying from Lockheed. No, Lockheed was a training camp.
CB: Yes, sure. Right, thank you very much indeed, Arthur.
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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Interview with William Arthur Coulton
Creator
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Chris Brockbank
Publisher
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IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-10-20
Format
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01:14:51 audio recording
Type
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Sound
Identifier
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ACoultonWA161020
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Pending review
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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.
Description
An account of the resource
William Coulton was born in Derbyshire and worked as an errand boy for the Co-Op until he joined the Royal Air Force in 1943, aged 18. He trained as a flight mechanic and was posted to 115 Squadron at RAF Witchford where he worked on Lancasters. He was later posted to Palestine with 32 Squadron where he worked on Spitfires. He was demobbed in July 1945 and married his girlfriend Hilda Elsie who he had met serving in the Navy, Army and Air Force Institute. After the war he moved to North Luffenham and worked as a motor mechanic.
Contributor
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Gemma Clapton
Language
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eng
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Royal Air Force. Fighter Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Israel
Middle East--Palestine
Israel--ʻEn Shemer
Israel--Ramat Daṿid
England--Cambridgeshire
England--Derbyshire
England--Rutland
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
115 Squadron
208 Squadron
32 Squadron
dispersal
fitter engine
flight mechanic
ground crew
ground personnel
Lancaster
love and romance
military living conditions
military service conditions
Navy, Army and Air Force Institute
RAF Newmarket
RAF North Luffenham
RAF Witchford
service vehicle
Spitfire
tractor
training
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/518/8750/ALaphamR160714.2.mp3
c830f4b5d78390ca0c3d9cc24f156c80
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
Lapham, Rosemary
R Lapham
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Lapham, R
Description
An account of the resource
100 items. An oral history interview with Rosemary Lapham, the daughter of Roy Chadwick, family correspondence, congratulations on being honoured, personal documentation as well as photographs of family, acquaintances and aircraft. The collection also contains a thank you letter from Barnes Wallis to Roy Chadwick and a note from Arthur Harris to Robert Saundby about the in-feasibility of the Eder Möhne and Sorpe operation, some conceptual aircraft drawings and other mementos.
The collection has been loaned to the IBCC Digital Archive for digitisation by Rosemary Lapham and catalogued by Nigel Huckins.
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-06-22
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.
Transcribed audio recording
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Transcription
Text transcribed from audio recording or document
DE: So, this is an interview with Rosemary Lapham. My name is Dan Ellin. It’s for the International Bomber Command Centre Digital Archive. It’s the 14th of July 2016 and we’re in Shropshire, near Shrewsbury. So, Rosemary, could you tell me a little bit about your early life and about your father?
RL: Oh yes My father was the eldest of five children and and he was born in 1893. Aircraft were still a dream. His father was an engineer. He worked United Alkali Company, and as little boy the idea of flying was his passion. Aircraft were just a dream and it — he would be ten years old before the Wright Brothers made their first flight. Well, I like to think of him as stick and string. The sweptback wing, which was the first — the shape of the first — of the last aeroplane that he designed.
DE: How did idea — his ideas develop in his childhood?
RL: Well, as a boy he continuously sketched and the story goes that he was often in trouble with the choirmaster. He had a good voice and sang in the choir at the church, and he would be caught out sketching during the vicar’s sermon. And at home, he started to make model gliders, and later on he made an elastic driven model aeroplane, and he told me that for a long time these models wouldn’t fly, and he had to go out at night because friends used to sympathise with his mother about her strange offspring. But she used to help him, and she cut up old silk blouses and covered the wings, and eventually when he was about fifteen he had some good results. And he was very proud of his model that made a long flight, and the story goes that he was out in the dark and a lady was — and her escort were coming along and she saw this strange object circling round the gas lamp, and ran off screaming. It was a while before my father dared to rescue his model but then he was waylaid anyway by the lady’s escort.
DE: So, can you tell me some more about his sketches and doodles?
RL: Well, all through his life he constantly sketched as a child, and then when I was a little girl I would see him — always he had this silver propelling pencil, that he was never parted from. It was always in his hand. And I would come down in the morning for breakfast, in the margin of the newspaper, we took the Manchester Evening News, would be covered with drawings, and even the cigarette cartons would have drawings and calculations on. He would be doing the crossword puzzle and probably listening to the evening news and then he would suddenly stop and start sketching. He enjoyed a film at the village cinema, and he very occasionally would read an exciting novel. I suppose because — I do remember the names of them in a book case, but I don’t think he did a lot of that. But apart from his work and the family, he didn’t have any hobbies. Apparently he used to tell other budding designers, ‘You won’t need anything to occupy your spare time. You won’t have any.’ I would say that he had great artistic flair and interestingly to me it was to realise that all the calculations for these complex aeroplanes were designed before the age of computers. It was the age of the slide rule and the pencil.
DE: Can you tell me how he came to be at Avro’s?
RL: Yes. That’s interesting. Um, it’s interesting. He left school at the age of fourteen and he was apprenticed as a draughtsman at Westinghouse at Manchester. That – Westinghouse became MetroVicks, where they made all the Lancasters and so in the war. Then in 1911, he would be just eighteen and he was desperate to get into aeroplane design and he went to Brownfields Mill in Manchester where A V Roe and Company were situated. And Alliott was in London, he was designing airplanes, and Humphrey, his brother, ran this mill with this — ran, ran the — design centre and put these design into production. And he took Roy on and he was allowed to start a — open a drawing office. And he had a motorbike and he would go down to London and collect the designs that AV was doing and then he would bring them back and translate them into production drawings for AV to use in his [pause], in his workshop. And, he obviously was very clever. He — after a couple of years, at the age of twenty, he was invited to give a paper on aeroplane construction to the Huddersfield Engineering Society.
DE: Are there any other records?
RL: Er, well. [chuckle] One of my favourite historical photographs — I think it’s fascinating. It’s an aeroplane — that’s it — an aeroplane on a horse and cart with cloth cap men running on either side supporting it from falling off and then running along a cobbled street in Manchester taking it out to Woodford where they would fly it. With a — and a woman peering out curiously from behind lace curtains.
DE: I think, yeah. I think that photograph’s at the Woodford Heritage Centre. How did design develop during the First World War?
RL: Well, all through the First World War my father worked with Alliott Verdon Roe on the 504, Avro 504, and the subsequent designs leading up to the 533 Manchester bomber. Alliott was his mentor and he was very fond of Roy and became like a father to him. And then in 1919, Alliott made him Chief Designer and he remained as Chief Designer until he died in 1947 – till Roy died in 1947.
DE: Can you tell me a bit about the 1920 crash?
RL: Oh. Well, my father had designed and built an aeroplane himself. It was called the Avro Baby. There’s a lovely photograph of him with this aeroplane on his twenty-sixth birthday in 1919. Now the following January, and it’s something you wouldn’t do really in those days, an acquaintance came to see my grandfather and he said that his wife wouldn’t give him any peace until he went to beg Roy not to fly again. She’d had a vivid dream that Roy would be very severely injured in a bad air crash, but that he wouldn’t be killed. But, that many years later, there would a second accident and he would be killed instantaneously
DE: So what —
RL: And that’s exactly what happened.
DE: So what did happen then?
RL: Oh, he, he went up in the Baby that day, and my mother said that he hadn’t worn his flying coat but he was also recovering from ‘flu. Anyway he backed – he blacked out and when he came round he was at tree top level and crashed into the vicarage garden. The vicar was Alliott Verdon Roe’s brother, Everard. OH. Connected. Er, my father was very badly injured, and later his own doctor who believed in his flair took him to London to see Arbuthnot Lane. He was later knighted for his work, Sir Arbuthnot Lane. He performed the first experimental bone grafting operation, and later he carried the x—ray pictures of Roy’s operation and that of another er, patient [background noise] in his wallet. And as a child, I can remember my father showing me the screw marks up his leg, and telling me [laughs] when it was going to rain. I suppose it hurt him in those days — when it was going to rain.
DE: What happened to you father in the twenties and thirties? [background noise]
RL: Well, there were air races and private flying and then we had the beginning of commercial airlines. Now in 1928, Avro’s had a Chief Test Pilot called Bert Hinkler, famous name, and he made a record—breaking long distance solo flight to Australia in the aeroplane that my father designed for him especially, and it was called the Avion. A special interest, I think for the Centre’s records, is that in 1921 my father adapted his Avro Baby especially for Shackleton to go to the South Pole. It was the Avro 554 and it was called the Antarctic Baby. It had folding wings, and for stowing away on board ship and had other technical special things for flying in that area. But sadly Shackleton died of a heart attack on the journey and so the Baby wasn’t used at the Pole. However, after the Second World War, when my father was designing a long distance maritime aeroplane, it was named Shackleton, in honour of Sir Ernest.
DE: So what was your father like as a parent?
RL: Oh, well apart from aviation, the family was really the most important part of his life. I remember him — er, he, always arriving home, he’d come through the door with a - every night with a cheery whistle and he sang a great deal. He was always singing. Especially when we went in the car anywhere, and he created wonderful imaginary games. They were real and full of fun. Great fun. He cheered everybody up.
DE: What sort of games did he play? And did have special names or anything for you?
RL: Yes, er, we had — we were two children. His name was Biggy. Big Boy. And I was Osie for Rosie, and he created these imaginary friends. We had a friendly Indian and a dog that ran on three legs. And when he came home at night, in the evening from work he would bring me messages when he came in. Once — one of them — one time was to have a flight in an Avro Anson as a birthday treat and I remember too — particularly being taken out in the car. And, when we were in the car it became a balloon, and he would tell me about the places that we were flying over. But one day, we took an imaginary passenger with us. She had an evocative name. It perfectly described her personality. She was called Miss Spillikens [?] and she poked her umbrella through the balloon. So we had a floating descent. Then when I was sixteen, I was asking him to — I asked him to draw in my autograph book. And he drew this balloon with Biggy and Osie waving in the basket below. And he wrote at the side, Just to remind you my dear of the happy times of Biggy and Osie. He was a wonderful father. You’ve got it on the t-shirt.
DE: Yes, we’ve got t-shirts of that. Of that picture, yes. Were there — were there any other jokes?
RL: Yes, he, he — everything was a good joke at home. The small garden was an estate, and then there was a little wall that went around the flower beds near the front door, and that would be the Great Wall of China.
DE: Do you remember going anywhere as a family?
RL: Well, there were seaside holidays. We used to go to North Wales. And on Sunday mornings we went to church in the 1930s before the war. And Christmas was always special, and I do remember at the age of five hearing the voice of George V, and we all stood up for the national anthem. And my father, I can remember him telling us that we would see this broadcast on a screen which in the future which seemed an amazing idea. We used to visit the Lancashire Derbyshire Gliding Club at the weekends. My sister was eight years older than me, and she went up in a glider. I think I’d have been a bit scared. My father and Roy Dobson, who was Managing Director at Avro’s were the Joint Presidents. They use to take the Presidency of the gliding club in turn.
DE: Can you tell about the time Avro’s took you to the theatre in Manchester?
RL: Yes, Alliott and Humphrey Verdon Roe had a tradition of something — doing something special for the employees at Christmas time. And when I was about six or seven in the 1930s, we went to the Palace Theatre. I don’t remember what the panto was, but George Formby was on the stage. And the words of a song came down on a sheet, and George Formby looked up and said — asked, ‘Would the little girl in the box sing the song for us?’ ‘Oh yes,’ says I jumping up. ‘No problem.’ My father did sing with me and I expect the Avro families would be amused. Anyway George, George Formby sent me a box of chocolates in the interval, but because I don’t like chocolates the family ate them. But I’d sung the song. [chuckle]
DE: So you, you were nine when the war was declared?
RL: Yes. The — we’d all gone as a family for a month to Filey. My father was working, of course, but he would come at the weekend. And I can do — I remember my mother and sister having great excitement over the newspaper headlines because they’d had the initial Manchester test flight which was a success. Then I remember when we got home, Sunday the 3rd of September, my mother went to church. And my father, sister and I were waiting for the broadcast at 11 o clock. And afterwards he looked at me and said, ‘Now you will have to be a very brave little girl.’ And, of course, I didn’t know what that could mean. A year later, 1940, we went to the Lake District for a week’s holiday. And it was dark and we couldn’t find the place. And, we slept in the car on the side of a road. And in the morning my father and sister went off and they found the little cottage Folk Tarn House [?]. It was — I wonder if it was Beatrice Potter farm. It was Beatrice Potter country — country, and my father and I were talking — my husband and I were talking about this recently. And, I wonder whether he was looking for somewhere to send my mother and sister and I for safety at the height of the Battle of Britain.
DE: You also had some stories to tell about the cellar?
RL: Ah yes. It was quite a big cellar with passages and a couple of larger spaces. We lived about ten miles from Manchester, and when the sirens sounded I’d be woken up and we’d all go down. But fairly soon the beds were moved down and big posts were put to support the roof. And, I can remember being quite scared. I didn’t like the idea of being buried within the cellar. Other members of the family came to stay from Southampton. And at — this, this is funny. Outside my father had sandbags put all along the walls and he had two single walls of sandbags put up in the garden to protect us from blast, but there was a thunderstorm and they all fell down. [laughter]
DE: And so were, were you near a potential target to be bombed then?
RL: Well, we were a couple of miles away from Ringway airfield. After the war, Ringway airfield would developed into Manchester Airport, but in the 1940s you could cycle there, and watch the aeroplanes and all the activity on the airfield from the road. And Dunham Park was near my school and it became an Italian prisoner of war camp. And I remember we, we — you could go along the pavement and look through the wire, and the Italians had built a beautiful Italian model village on a mound. People would go to see it. The war was a demarcation line in my life. I suppose it was for everyone at that time.
DE: Hm, yeah quite. Do you remember people coming to see your father?
RL: Yes, um, occasionally people came for dinner, but the conversation would be over my head, but I do — I knew all the names of the design team. They were very familiar.
DE: Do you remember some the places your father visited?
RL: Yes, he, he went a lot to London. He was going to the Air Ministry a great deal. He would go on the midnight train from Manchester, Manchester Central Station, and he would also go to all the various airfields. He even went to Avro Canada and the USA during the war in 1943, and he went to Wings for Victory Campaigns. But all the time it was design and twenty-four-seven work.
DE: You had a story you told about King George and Queen Elizabeth.
RL: Oh yes. The King and Queen came to the factory at Chadderton during the war, and they came twice. They came to Chadderton and they came to Woodford. That was the Avro aerodrome where everything took place. And my father sat with the King in the cockpit of a Lancaster. And they talked about flying experiences in the Avro 504 during World War I. And I do remember that my father said, ‘The King speaking personally, one-to-one, hadn’t have a hint of a stammer.’
DE: Do you have — do you have any other stories like that?
RL: Ha. Well, my father really enjoyed life. He, he enjoyed chatting. He noticed people. He recognised people very quickly. One day he was walking along the street in London and a Rolls Royce drew up at the traffic lights. And he glanced and he saw that it was Queen Mary. So took his hat off, and bowed low and the Queen waved in acknowledgement. [chuckle]
DE: What do you recall of Guy Gibson and 617 Squadron, Dambusters?
RL: Well, my sister remembered Guy Gibson, meeting him personally. But I was only twelve and I don’t remember any newspaper accounts of the Dambuster Raid. But when the awards were announced, there was great excitement at home and I suppose then, I would realise the significance. My father was made a CBE for the design of the Lancaster, and for the adaption of the raid. There was a lot of adaptions went on and they had to do it very rapidly. They only a few weeks in which to do it. For me [emphasis] the big event was going to London and having dinner on the train. That was exciting. My father and sister went to the — my mother and sister went to the award ceremony at the palace. And I watched the Changing of the Guard through the Palace railings. But afterwards, we went for lunch, and the only thing I can remember about that is thinking that the restaurant name sounded so romantic. It was Minarets on Half Moon Street.
DE: Did you have any other relatives in in the forces or who were involved in the war?
RL: Yes, my father’s brother Alan lived in Africa and he was in Burma all through during the war after the Abyssinian War. And I had an uncle that escaped at Dunkirk, and another one was at — on D-Day and the liberation of Paris. He, he took supplies to my mother’s cousin, who was married to a Frenchman. She and her French family, er, survived in Paris during the war. And my sister was engaged, and her fiancée survived the Battle of the Atlantic. The Arctic, he went to the Arctic-Russian convoys, and then he was torpedoed in the Mediterranean. When he was torpedoed, he survived forty-eight hours in the sea, er before he was picked up on a lifeboat, and then they were about a week before they reached North Africa, and er — yes that’s all I remember about that.
DE: You’ve already told me your memories about the start of the war, can you remember what you were doing on VE Day and VJ Day?
RL: Well, by that time I was away at school in Derbyshire in 1945. We didn’t see newspapers and we didn’t hear the radio broadcasts, but we did know that the end of war was coming. And I don’t recall any announcement or celebration but I do remember that we had a great sense of relief. I did anyway. I have many cards dating back to 1940s. My father wrote to me every week and I’ve got a special letter telling me about, in 1946, flying to Paris for the Paris Air Show Aeronautical Exhibition at the Grande Palais. He flew in the Lancastrian Neme, a jet—propelled airliner. Sir Frank Whittle had designed the jet, and my father says in the letter, ‘That he is proud to be the designer of the first jet-propelled airline — airliner to fly between two countries. And the return flight was made in forty-nine minutes.’
DE: Hm.
RL: He met aeronautical celebrities in Paris, talked about modern aeroplanes and engine design and development. Gave talks to the press, went to government parties at Villa Cubla [?] aerodrome, and he writes in the letter to me that Paris looked – looks much the same as ever. Not as badly damaged but as in England a coat of paint would improve things.
DE: Did you ever visit Woodford aerodrome after the war?
RL: Yes, I remember going to Woodford in 1947, and we looked at the Tudor II. And my father talked about an even larger aeroplane that he was designing. And I can remember thinking, ‘That’s impossible.’ It would have eventually have become the Vulcan. Actually, I think it’s amusing to hear a BBC recording from 1945, which I think you gonna have at the centre.
DE: Hm-hm
RL: It asks — the interviewer asks Roy, ‘How many passengers can the Tudor I can take?’ And he replies, ‘It can take twenty-four but we prefer to take twelve on a long distance flight. The seats go up and down. They go down into banks. There are dressing rooms for the ladies and gentlemen, and electric cookers for meals.’ The speed of technology and change is amazing. My father’s asked about the future of engines, and he says, ‘The future lies in turbines.’ And he laughs, ‘We may even get into rockets.’
DE: Can you tell me about the dream you had, and about the watch?
RL: Yes, it was a blazing hot summer day in 1947. It was — blazing hot summer. I was away at a camp and was due to go home. I’d been asked if I’d like to stay on. They’d got extra places, but I had one of those vivid waking dreams. Very vivid, just before you wake up and you remember what you’ve dreamt. I was standing on the side of a road with my father and a huge aeroplane appeared, and it crashed in front of us. And he said, ‘You’ll have to leave school. We’ve lost all our money.’ And I was so upset when I woke up, I caught a train and went home straight away. And I suppose after the three, three-hour journey I’d calmed down and I didn’t mention it. But three days later, on a Saturday morning, my father was about to go to the aerodrome and he asked me if I’d like to go with him to watch the flying. But I had to help my mother and do the Saturday shopping. So my father asked me then what I’d like for my seventeenth birthday the following week. It’ll seem strange now days not to have a watch, but I asked if I could have one. And, naively I said, ‘One with little sparkly diamonds all around it.’ And I remember him looking seriously at me. He said, ‘I could certainly have the watch, but I’m not sure we can run to the diamonds.’ Then he walked round the garden with my mother, and he did something he’d never done before, he got out the car and came back to kiss her goodbye for a second time. And later, my mother and I were having lunch, and I told her that I’d been into the jewellers and I’d seen a little stainless steel watch. And she got up and went out of the room and then I heard her scream. She’d telephoned to ask him to buy the watch on the way home, but the accident had already taken place.
DE: One last question Rosemary, how do feel about how Bomber Command has been remembered and the centre that we’re building?
[beep]
RL: The dedication and the commitment of International Bomber Command Centre, and the generosity of so many people has created an amazing and very special memorial for all of Bomber Command. And the digital archive is a wonderful historical record for future generations to explore. Personally, I’ve been talking about Roy Chadwick through a child’s eyes but as a family, it’s a great honour that my father’s place in aviation history will be remembered in the Chadwick Centre.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Interview with Rosemary Lapham
Creator
An entity primarily responsible for making the resource
Dan Ellin
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
2016-07-14
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
ALaphamR160714
Conforms To
An established standard to which the described resource conforms.
Pending review
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
Rosemary Lapham is the daughter of Roy Chadwick CBE, the designer of the Manchester and Lancaster aircraft. She tells her father’s story. Her father was born in 1893 and when he left school at the age of fourteen he became a draughtsman at Westinghouse in Manchester. Her father was always drawing and sketching, and was fascinated by aeroplanes and their designs. He moved onto A V Roe and by 1919 was their Chief Designer. Rosemary describes life during the war, including air raids and the crash that killed her father in 1947.
Contributor
An entity responsible for making contributions to the resource
Gemma Clapton
Language
A language of the resource
eng
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--London
England--Manchester
England--Lancashire
Temporal Coverage
Temporal characteristics of the resource.
1920
1921
1928
1940
1943
1945
1946
1947-08-23
Format
The file format, physical medium, or dimensions of the resource
00:36:21 audio recording
arts and crafts
Chadwick, Roy (1893-1947)
childhood in wartime
crash
entertainment
George VI, King of Great Britain (1895-1952)
home front
Lancaster
Manchester
memorial
perception of bombing war
-
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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/53/470/EBoldyDABoldyAD370824-0002.1.jpg
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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
Boldy, David
Dave Boldy
D A Boldy
Description
An account of the resource
334 items. The collection concerns Flight Sergeant David Adrian Boldy (1918 – 1942, 923995 Royal Air Force) and consists of his school reports, letters from school and photographs of family and locations in India, letters from training and service, and photographs from his social life and time training. It also includes newspaper cuttings and letters about him being missing in action. David Boldy was born and attended school in India and studied law at Kings College London. He volunteered for the Royal Air Force and trained as an air gunner in South Africa. He flew operations in Manchesters and Lancasters with 207 Squadron from RAF Bottesford. His aircraft failed to return from an operation to Gdańsk 11 July 1942. <br /><br />The collection has been donated to the IBCC Digital Archive by David Boldy and catalogued by IBCC Digital Archive staff.<br /><br />Additional information on David Boldy is available via the <a href="https://internationalbcc.co.uk/losses/102182/">IBCC Losses Database</a>.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Boldy, DA
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
7 Wallace Street,
300, Marylebone Road,
London, N.W.1.
August 24th 1937.
My own darling Daddy,
Thank you ever so much for your letters and all your news. I am sorry to hear about poor Mrs Ardall and I hope she gets all right soon. I wrote to the Civil Service Commissioners and asked them if I could name a referee in India as I had been there all my life and they said under the circumstances they would accept one from India, so I am giving them Mrs Berties Shincoves’ name. Poor old Aunty Phylis. I do hope she gets allright [sic] soon.
As for Nievses [sic] he will soon enough do what the Frog who tied to swell himself as big as a cow did. He must really have gone nuts. Our weather has improved again and is not so bad. We played tennis the other day and Steve beat me 6-4, 8-6, though I was leading 6-5. The two sets took an hour and ten minutes so you imagine how we were playing. We stopped as our time was up. Uncle Bob and Aunty Maisie have asked us down for Sunday, specially [sic] to play tennis with Uncle Bob, so watch out! The actress has bought a car, but I wouldn’t be seen in it. Our Rolls Royce easily thrashes it so you can imagine what it is like. It is so small you can almost cart it around all over the show.
[page break]
The other day Steve and I went to the Tate Gallery. It is a beautiful place. We listened to the lecture given and though we did not pick up much, we were a little wiser than before we went. Some of the paintings were really fine.
On Sunday we went to the Science Museum. It is an enormous place with every conceivable thing in it. It is a pity you did not go to it, never mind. D.V. you will when you next come. Every kind of animal, bird, mineral, fish etc [deleted] we [/deleted] is there and it is all beautifully done up. I am getting on well at Gloucester Road and working hard. I think Mr Moore is an awful decent chap. We are now regular Londoners and can find our way about quite easily. We are no longer bashful to ask for what we want. The flat is getting on fine and the wireless doing well. We will probably listen to a relay of the Franz-Louis flight. I suppose you will listen in too, I hope Tommy Franz wins.
On second thought I am not going to take lessons in flying as I believe the Air force prefer to teach cadets themselves. I will just go up to see what it is like. Because it is a nuissance [sic] being asked how do you know [deleted] if [/deleted] you will like it. Well no more today Dad, the days are flying, God bless and keep you and bring you back safely to us. With lots of love and kisses from your loving
[underlined] son Dave [/underlined]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Description
An account of the resource
Letter from David Boldy to his father with general discussion tennis matches in London, visiting relatives and trips to the Tate Gallery and the Science Museum. He has written to the Civil Service Commissioner’s providing a character reference and decided not to take flying lessons as he is interested in the Royal Air Force cadets.
Creator
An entity primarily responsible for making the resource
David Boldy
Date
A point or period of time associated with an event in the lifecycle of the resource
1937-08-24
Format
The file format, physical medium, or dimensions of the resource
Two page handwritten letter
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text. Correspondence
Text
Identifier
An unambiguous reference to the resource within a given context
EBoldyDABoldyAD370824
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
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--London
Temporal Coverage
Temporal characteristics of the resource.
1937-08
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Title
A name given to the resource
Letter from David Boldy to his father
Contributor
An entity responsible for making contributions to the resource
Gemma Clapton
entertainment
recruitment
sport
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/53/471/EBoldyDABoldyAD370828-0001.2.jpg
3a88a4ea867a0e0514323cdd75a417e2
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/53/471/EBoldyDABoldyAD370828-0002.2.jpg
142349431b2484cd89d22b471cbb6582
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
Boldy, David
Dave Boldy
D A Boldy
Description
An account of the resource
334 items. The collection concerns Flight Sergeant David Adrian Boldy (1918 – 1942, 923995 Royal Air Force) and consists of his school reports, letters from school and photographs of family and locations in India, letters from training and service, and photographs from his social life and time training. It also includes newspaper cuttings and letters about him being missing in action. David Boldy was born and attended school in India and studied law at Kings College London. He volunteered for the Royal Air Force and trained as an air gunner in South Africa. He flew operations in Manchesters and Lancasters with 207 Squadron from RAF Bottesford. His aircraft failed to return from an operation to Gdańsk 11 July 1942. <br /><br />The collection has been donated to the IBCC Digital Archive by David Boldy and catalogued by IBCC Digital Archive staff.<br /><br />Additional information on David Boldy is available via the <a href="https://internationalbcc.co.uk/losses/102182/">IBCC Losses Database</a>.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Boldy, DA
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
7 Wallace Court,
300, Marylebone Road,
London N.W.1.
[underlined] August 28th 1937. [/underlined]
My own darling Dad,
Thank you so much for your letter and all your news. It is very kind of Mr. Carberry [?] to offer to stand as referee, but I have already sent in my papers, please thank him for me Dad. If I don’t get into the R.A.F. they will be missing something!!! I am sorry to hear about poor Aunty Phil and I do hope she pulls round.
I wouldn’t credit all you hear about Uncle Serbe [?] because some people don’t see any difference between the truth and lies. Yesterday Mr and Mrs Stuart and family gave us a look up as the day before I met Jean at Marble Arch and gave her [deleted] a look up [/deleted] our address. We gave them tea and then Steve Henry and I went off to tennis. Henry has the real Wimbledon style and he beat me 6 – 1, but he did not get off so easily with Steve, [deleted] and [/deleted] for Steve beat him 9 – 7. Jolly good. Without regular practice or anything of that sort. While Henry has been coached. I think Steve might yet become a champ and I might too. I hope poor old Prince gets O.K. soon and that business will improve again. Mr Moore my tutor said that I am improving, but as so few are taken it will be a devil of a job getting in. But he also said I am not a
[page break]
hopeless case. Anyway now for the next two months I will speed up my work at the same I will try and get exercise, either tennis or swimming. Before I forget, Henry has asked us to play at Wimbledon and we don’t quite know whether to accept or not. We had our suits dry cleaned the other day at a sale cleaning. They did everything quite well and gave us lovely black wire hangers with the suits. I will be getting a new blue suit one of these day for the interview etc.
Mr Moore has given me the names of certain books to read, by modern authors. I have already read Jude the Obscure by Thomas Hardy. It is an awfully good book, though it is tragic all the way through. I also listen in now and again to plays and other items in the wireless which will help me in the General Knowledge paper. I will have to get about 65 – 70% on the exam as a whole if I want to get in. D.V. I will do it. In my next letter I will give you my account after this month. You will be quite surprised. Well no more to-day Dad, God bless and keep you and bring you back safely to us, with lots of love and kisses from your loving son
[underlined] David. [/underlined]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Description
An account of the resource
Letter from David Boldy to his father about London life, family news in general and sporting activities. Has sent in his application for the Royal Air Force and Mr Moore his tutor is hopeful he will pass the exams. His brother and he have been invited to play tennis at Wimbledon Club.
Creator
An entity primarily responsible for making the resource
David Boldy
Date
A point or period of time associated with an event in the lifecycle of the resource
1937-08-28
Format
The file format, physical medium, or dimensions of the resource
Two page handwritten letter
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text. Correspondence
Text
Identifier
An unambiguous reference to the resource within a given context
EBoldyDABoldyAD370828
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
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--London
Temporal Coverage
Temporal characteristics of the resource.
1937-08
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Title
A name given to the resource
Letter from David Boldy to his father
Contributor
An entity responsible for making contributions to the resource
Gemma Clapton
recruitment
sport
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/53/472/EBoldyDABoldyAD370918-0001.2.jpg
e2de840046500c071b9638369c32fb8d
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/53/472/EBoldyDABoldyAD370918-0002.2.jpg
c01be6bbc238ffcd645aba98d5bc06f5
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
Boldy, David
Dave Boldy
D A Boldy
Description
An account of the resource
334 items. The collection concerns Flight Sergeant David Adrian Boldy (1918 – 1942, 923995 Royal Air Force) and consists of his school reports, letters from school and photographs of family and locations in India, letters from training and service, and photographs from his social life and time training. It also includes newspaper cuttings and letters about him being missing in action. David Boldy was born and attended school in India and studied law at Kings College London. He volunteered for the Royal Air Force and trained as an air gunner in South Africa. He flew operations in Manchesters and Lancasters with 207 Squadron from RAF Bottesford. His aircraft failed to return from an operation to Gdańsk 11 July 1942. <br /><br />The collection has been donated to the IBCC Digital Archive by David Boldy and catalogued by IBCC Digital Archive staff.<br /><br />Additional information on David Boldy is available via the <a href="https://internationalbcc.co.uk/losses/102182/">IBCC Losses Database</a>.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Boldy, DA
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
7 Wallace Court,
300, Marylebone Road,
London, N.W.1.
[underlined] September 18th 1937. [/underlined]
My own darling Daddy.
Thank you even so much for your letter and all your news. Your letter to Mrs Shircore [?] is a very nice one. Yes, Dad, only 18 months more and D.V. you will be with us again and we will have happy times again. I think you are doing well with your saving, almost as well as we are doing. I am getting on well at my studies now, as I am gradually getting into the style of the questions. There are six or seven of us in the morning and four the whole day, including Miss Powers, a bright young thing, on [deleted] m [/deleted] Mondays and Thursdays.
A few nights ago Sylvia, who is back from her holiday, dropped in. The holiday seems to have done her good in every way. Thank God. Mr. Cox is making an unusually rapid recovery. We had had lyonea [sic]. Last night Uncle Martin dropped in for about an hour and a half and we had a long chat. He is to stay in London for the winter so we hope to see a good deal of him. About two days ago Aunty Beryl and Joan came to tea at the flat, and we are going to tea with them on Sunday. Martin will also be there. He has got into Woolwich. We have had
[page break]
quite a busy week. To-day Steve has gone on a jaunt with Bill, a sort of all day picnic and at one I am lunching with my pay Downie [?] and then going on to a football match with him. He sails for South Africa on Friday, but there is a chance of his coming back, so I hope to see him.
I forgot to mention, poor Henry Cox, failed his Seniors for the second time. It was a great pity he was ever sent here, especially as the school is a tin pot little place. You will be glad to hear that lately Mummy has been going for a walk with us, almost every evening. The second set of curtains are up, though still two more side ones are to be put up, and the [deleted word] flat is looking quite sweet. I have bought a very nice geometrical set for 6/6 and as you are in such as instructive mood these days! When I have finished with, I will send it to you, to instruct Mrs. Joseph.
I am glad to hear the dogs are O.K. and hope [deleted word] business will be very good. No more to-day. God bless and keep you and bring you back safely to us, with lots of love and Kisses.
from your loving son
[underlined] David. [/underlined]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Description
An account of the resource
Letter from David Boldy to his father about family news and general conversation about London life.
Creator
An entity primarily responsible for making the resource
David Boldy
Date
A point or period of time associated with an event in the lifecycle of the resource
1937-09-18
Format
The file format, physical medium, or dimensions of the resource
Two page handwritten letter
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text. Correspondence
Text
Identifier
An unambiguous reference to the resource within a given context
EBoldyDABoldyAD370918
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--London
Temporal Coverage
Temporal characteristics of the resource.
1937-09
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.
Title
A name given to the resource
Letter from David Boldy to his father
Contributor
An entity responsible for making contributions to the resource
Gemma Clapton
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/53/475/EBoldyDABoldyAD371016-0001.1.jpg
80250c8d62866851fba2c8264aeb3511
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/53/475/EBoldyDABoldyAD371016-0002.1.jpg
6387c689bd71f528117ed5c3d7b03e87
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
Boldy, David
Dave Boldy
D A Boldy
Description
An account of the resource
334 items. The collection concerns Flight Sergeant David Adrian Boldy (1918 – 1942, 923995 Royal Air Force) and consists of his school reports, letters from school and photographs of family and locations in India, letters from training and service, and photographs from his social life and time training. It also includes newspaper cuttings and letters about him being missing in action. David Boldy was born and attended school in India and studied law at Kings College London. He volunteered for the Royal Air Force and trained as an air gunner in South Africa. He flew operations in Manchesters and Lancasters with 207 Squadron from RAF Bottesford. His aircraft failed to return from an operation to Gdańsk 11 July 1942. <br /><br />The collection has been donated to the IBCC Digital Archive by David Boldy and catalogued by IBCC Digital Archive staff.<br /><br />Additional information on David Boldy is available via the <a href="https://internationalbcc.co.uk/losses/102182/">IBCC Losses Database</a>.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Boldy, DA
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
7 Wallace Court,
300, Marylebone Road,
London, N.W.1.,
October 16th 1937.
My own darkling Daddy,
Thank you ever so much for your letter and all your news. I am sorry to hear from old Uncle Cyril is down and out and do hope he strikes luck. Your letter to him was very nice and you would hardly have done anything else. The squash we play is entirely different to what you used to play in Darjeeling. Mum says there was a gong and a net etc, but there is none of that here. We asked the professional but he could not enlighten us. My boil is quite allright [sic] now Thank God. Yes car accidents here are disgraceful. More people have been killed on the road, than in Japan, not China though.
After our work yesterday we went to the Stuarts. We then went ice skating with them, it was grand fun. I could skate as I got on to the rink but the only thing that annoyed me was [deleted] my legs [/deleted] the bending of my ankles from side to side as I had not quite got into balancing straight on the blades. There was a tremendous crowd there and twice the bell rang for everyone to get off and the professionals danced. It was jolly good fun. We were back past midnight and consequently up late this morning. Steve will not write this
[page break]
Airmail as he has gone to play hockey at Wembley for St. Mary’s 1st XI against Middlesex hospital. It is a friendly match. But it is jolly good for Steve and they will see that Steve’s certificates are not all eyewash.
I am getting on in my work. There is only month left for my exam. The weather is still fine and there has hardly been any rain. It is [deleted] still [/deleted] cool now but by no means uncomfortable. The other day Steve played squash with another Student but the other fellow was only a beginner. He also went to a minor operation but left after a while not because he felt sick of stomach but because his head began to swing, probably on account of the ansathetic. [sic] The other day Mum had her perm and though the girls being novices it was not expertly done, it was quite sweet and I much preferred it to any [deleted] other [/deleted] of the sets in the other perm she had. Well no more to-day, God bless & keep you & bring you back safely to us, with lots of love & kisses, from your
loving son
[underlined] David [/underlined]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Description
An account of the resource
Letter from David Boldy to his father about family relatives in London, sports, health issues and having exams in a months’ time.
Date
A point or period of time associated with an event in the lifecycle of the resource
1937-10-16
Format
The file format, physical medium, or dimensions of the resource
Two page handwritten letter
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text. Correspondence
Text
Identifier
An unambiguous reference to the resource within a given context
EBoldyDABoldyAD371016
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--London
Temporal Coverage
Temporal characteristics of the resource.
1937-10
Creator
An entity primarily responsible for making the resource
David Boldy
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.
Title
A name given to the resource
Letter from David Boldy to his father
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
Contributor
An entity responsible for making contributions to the resource
Gemma Clapton
sport
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/53/477/EBoldyDABoldyAD371117-0001.2.jpg
6dd87e831913668069e968906ddaec08
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/53/477/EBoldyDABoldyAD371117-0002.2.jpg
4fbf3d83977ce434b69dc99b56167c40
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
Boldy, David
Dave Boldy
D A Boldy
Description
An account of the resource
334 items. The collection concerns Flight Sergeant David Adrian Boldy (1918 – 1942, 923995 Royal Air Force) and consists of his school reports, letters from school and photographs of family and locations in India, letters from training and service, and photographs from his social life and time training. It also includes newspaper cuttings and letters about him being missing in action. David Boldy was born and attended school in India and studied law at Kings College London. He volunteered for the Royal Air Force and trained as an air gunner in South Africa. He flew operations in Manchesters and Lancasters with 207 Squadron from RAF Bottesford. His aircraft failed to return from an operation to Gdańsk 11 July 1942. <br /><br />The collection has been donated to the IBCC Digital Archive by David Boldy and catalogued by IBCC Digital Archive staff.<br /><br />Additional information on David Boldy is available via the <a href="https://internationalbcc.co.uk/losses/102182/">IBCC Losses Database</a>.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Boldy, DA
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
7 Wallace Court,
300, Marylebone Road,
London, N.W.1.,
November 17th 1937.
My own darling Daddy,
Thanks ever so much for your letters. Thank you so much for wanting to give me the hockey stick as a present, but it is not fair to you, as I have the money put by for it. Please let me know the date of sending it, so that I can have some idea as to when it will arrive. Your weight is very good, probably the same as when you were on board, for you were more heavily clad then. It was nice of [deleted] m [/deleted] Mark to send you some shirting. We did not listen in for the Cenotaph Service as we went to get Mum’s coat, but we were in a bus in Oxford Street, for the two minute silence. It was marvellous the way people behaved. You can quite understand after that, why England is a great nation, despite the Cento [deleted] p [/deleted] aph commotion.
Sylvia came in the other evening and we had quite an interesting chat. The other day when Mummy went to tea I went to Captain Blood. It was a marvellous picture. Olivia de Havilland is very sweet. Then after a day or so Mum went and saw K.L.M., and found her a very nice
[page break]
person indeed. Steve played at Oxford and scored a goal. His side lost their first match there, 7-4, though they were leading 2-1 at half-time.
Winter at last seems to be setting in. The other day the maximum temp. was 45o and the minimum 27o, [deleted] 5 [/deleted] 5o below freezing point. It is not too bad yet. Once we hear from the Colleges, if I am admitted, I will probably join a garage or something for a month, so as to learn about the engine etc. as the [deleted] Carreer [/deleted] Careers Book says that people on plantations should have some knowledge of engines. I might try for a plantership in the West Indies if I cannot get into the Malaya Customs. Steve is having a Biology test to-day, just practise. He will then have some idea of how is getting on in the subject. For Mum’s birthday we are buying a pair of slippers and a bed spread, which are what she wants. Well no more to-day, God bless and Keep you and bring you back safely to us, With lots of love and Kisses
from your loving son
[underlined] David [/underline]
P.S. Thanks for sending us the Sunday Express, you are almost as bad as I am. You sent us the Sunday Express by mistake instead of the Statesmen. Love [underlined] David. [/underlined] Phil Joseph [underlined] Sent [/underlined]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Description
An account of the resource
Letter from David Boldy to his father about family and leisure activities with friends, the on-set of winter in London and shopping for his mother’s birthday present. Describes a careers book he is reading, thinking of his future in either the West Indies or Malaya.
Creator
An entity primarily responsible for making the resource
David Boldy
Date
A point or period of time associated with an event in the lifecycle of the resource
1937-11-17
Format
The file format, physical medium, or dimensions of the resource
Two page handwritten letter
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text. Correspondence
Text
Identifier
An unambiguous reference to the resource within a given context
EBoldyDABoldyAD371117
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--London
Temporal Coverage
Temporal characteristics of the resource.
1937-11
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Title
A name given to the resource
Letter from David Boldy to his father
Contributor
An entity responsible for making contributions to the resource
Gemma Clapton
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/53/479/EBoldyDABoldyAD371012-0001.2.jpg
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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
Boldy, David
Dave Boldy
D A Boldy
Description
An account of the resource
334 items. The collection concerns Flight Sergeant David Adrian Boldy (1918 – 1942, 923995 Royal Air Force) and consists of his school reports, letters from school and photographs of family and locations in India, letters from training and service, and photographs from his social life and time training. It also includes newspaper cuttings and letters about him being missing in action. David Boldy was born and attended school in India and studied law at Kings College London. He volunteered for the Royal Air Force and trained as an air gunner in South Africa. He flew operations in Manchesters and Lancasters with 207 Squadron from RAF Bottesford. His aircraft failed to return from an operation to Gdańsk 11 July 1942. <br /><br />The collection has been donated to the IBCC Digital Archive by David Boldy and catalogued by IBCC Digital Archive staff.<br /><br />Additional information on David Boldy is available via the <a href="https://internationalbcc.co.uk/losses/102182/">IBCC Losses Database</a>.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Boldy, DA
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
7 Wallace Court,
300, Marylebone Road,
London. N.W.1.,
12th October, 1937,
My own darling Daddy.
Thanks ever so much for your letter and all your news. I am glad you are putting Neises [sic] up for a few days. Poor fellow it is just that he is out of place and I am sure he will get on much better in Persia. Please give him my love and I wish him all good luck.
This boil of mine had given a lot of trouble but thank God it as [deleted] allm [/deleted] almost allright [sic] now. On Saturday it looked as if it would burst and then it receeded. So I could not go to work on Monday but instead went hunting for a moderate doctor. I went to St. Mary’s outdoor dispensary but no luck and then the porter told us the name of the doctor he went to, and as he is from St. Mary’s we went to him. He saw the boil and prescribed a paste which burst the boil in one night. I will resume my studies probably on Thursday. The doctor was awfully decent and only charged 2/6 including some medicine he gave me. Now at least we know where to go if anything happens. Mummy went for a perm yesterday & they have done it very well. So Mum is going to ask Sylvia out one of these days. To-day Molly Hay and Miss Frahay are coming to tea. The former was a teacher when Mummy
[page breaK]
was a student in Maine [?]. I am supposed to go for a fitting for my suit to-day, but will have to put it off on account of this boil. Steve went and played hockey at St. Mary’s ground in Tedington [sic] and just before the game the ball was passed to him but he missed it so a couple of bright English lads suggested then Steve miss hit and there were some more sniggers. Anyway the game started and the smallest chap on the field (Steve) scored only seven goals, even dribbling the goalkeeper and shooting one. So the bright English lads must have woken up with a terrible wish. Now that Steve has begun his work Auntie Maisie has [inserted] asked [/inserted] Mum down for the day any day in the week. SO Mum wll probably go some time next week. Rachel is still sowing her wild oats, I must see into it. K.K. has no boys and [deleted] M [/deleted] Aunty Maisie’s explanation is that she would if anyone would have her. I am glad to hear you have reached 1 Lakk[?] and do hope you get [deleted] two [/deleted] to 2 1/2 Lakks. Well no more to-day, God bless and keep and bring you back safely to us, with lots of love and kisses
from your loving son
[underlined] David. [/underlined]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Description
An account of the resource
Letter from David Boldy to his father about an health issues, hockey scores , and his mother living nearby in London.
Creator
An entity primarily responsible for making the resource
David Boldy
Date
A point or period of time associated with an event in the lifecycle of the resource
1937-10-12
Format
The file format, physical medium, or dimensions of the resource
Two page handwritten letter
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text. Correspondence
Text
Identifier
An unambiguous reference to the resource within a given context
EBoldyDABoldyAD371012
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--London
Temporal Coverage
Temporal characteristics of the resource.
1937-10
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.
Title
A name given to the resource
Letter from David Boldy to his father
Contributor
An entity responsible for making contributions to the resource
Gemma Clapton
sport
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/53/480/EBoldyDABoldyAD371221-0001.2.jpg
14ebba441e9533479db77d36dd5b34fe
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4826866bca0f0d9e221ec78cfde9190d
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
Boldy, David
Dave Boldy
D A Boldy
Description
An account of the resource
334 items. The collection concerns Flight Sergeant David Adrian Boldy (1918 – 1942, 923995 Royal Air Force) and consists of his school reports, letters from school and photographs of family and locations in India, letters from training and service, and photographs from his social life and time training. It also includes newspaper cuttings and letters about him being missing in action. David Boldy was born and attended school in India and studied law at Kings College London. He volunteered for the Royal Air Force and trained as an air gunner in South Africa. He flew operations in Manchesters and Lancasters with 207 Squadron from RAF Bottesford. His aircraft failed to return from an operation to Gdańsk 11 July 1942. <br /><br />The collection has been donated to the IBCC Digital Archive by David Boldy and catalogued by IBCC Digital Archive staff.<br /><br />Additional information on David Boldy is available via the <a href="https://internationalbcc.co.uk/losses/102182/">IBCC Losses Database</a>.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Boldy, DA
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
7, Wallace Court,
300, Marylebone Road,
London, N.W.1.,
21st December, 1937.
My own darling Daddy,
Thank you for your letter and all your news. We also got the cable which was quite posh. Mum likes the towel set immensely. It is really a treat. The last two days we have received a good number of letters and Xmas cards. I got a card from the boy in Southern Rhodesia.
We have been on the hunt lately. Last evening we saw Anna Neagle in “Victoria the Great”. It was very good indeed. If it goes to India you really must see it. There are great preparations for Christmas and Oxford Street is something like it was in Coronation time. The streets are very crowded.
It has got much colder now & we have had another fall of snow the other day. We are not yet uncomfortable.
Steve & I played tennis by [deleted] b [/deleted] god it was nippy. Some of the courts actually had ice on them. We were half-frozen. Steve won, 6-2, 6-1, 3-6, 6-4. The last set was a great [deleted] tuzzale [/deleted] tussle. We played squash to-day. Steve won 10-8, 10-8, 9-5, 9-4, [deleted] 8 [/deleted] 4-9. I am giving him a much better game now. If I think a little more I dare say I will fare much better as
[page break]
today, it was a touch and go who won. [deleted] S [/deleted]
Since Sylvia’s escapade no one has landed up. K.L.M. came to tea. She is a most interesting person, and seemed rather nice. We saw her to the tube station after tea. K.L.M. knows a number of people, including some actors and actresses.
We hardly went to a show for months, but we have certainly made up for it lately. Once Christmas is over and we start work again we will settle down again. We will also be able to save a couple of pounds in the few months while we are studying as we won’t have the time to knock around. My hockey stick is really lovely. I am not sure I shall join a club as I shall see about King’s College first. They will probably have a hockey team.
There is a fancy dress dance on [deleted] F [/deleted] January 6th quite close so I might go as in a years time my costume might be too small, though my present rate of progress upwards is at a stand still. I am afraid I will not be more than 5’ 6 1/2” which is a pity. I am not yet 5’ 6”. But thank God we have our health. Well no more to-day, God bless & Keep you and bring you back safely to us
With lots of love and Kisses from your loving
son [underlined] David. [/underlined]
P.S. Happy New Year
God bless you
[underlined] David [/underlined]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Description
An account of the resource
Letter from David Boldy to his father about about playing tennis in London in the cold of winter. He is considering King’s College as his next educational step.
Creator
An entity primarily responsible for making the resource
David Boldy
Date
A point or period of time associated with an event in the lifecycle of the resource
1937-12-21
Format
The file format, physical medium, or dimensions of the resource
Two page handwritten letter
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text. Correspondence
Text
Identifier
An unambiguous reference to the resource within a given context
EBoldyDABoldyAD371221
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--London
Temporal Coverage
Temporal characteristics of the resource.
1937-12
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Title
A name given to the resource
Letter from David Boldy to his father
Contributor
An entity responsible for making contributions to the resource
Gemma Clapton
sport
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/53/481/EBoldyDABoldyAD371228-0001.2.jpg
87a30f61b1eebaba49608bdb51e88049
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ceb7b0d8ad93ffbd9b960c8ac73e60df
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
Boldy, David
Dave Boldy
D A Boldy
Description
An account of the resource
334 items. The collection concerns Flight Sergeant David Adrian Boldy (1918 – 1942, 923995 Royal Air Force) and consists of his school reports, letters from school and photographs of family and locations in India, letters from training and service, and photographs from his social life and time training. It also includes newspaper cuttings and letters about him being missing in action. David Boldy was born and attended school in India and studied law at Kings College London. He volunteered for the Royal Air Force and trained as an air gunner in South Africa. He flew operations in Manchesters and Lancasters with 207 Squadron from RAF Bottesford. His aircraft failed to return from an operation to Gdańsk 11 July 1942. <br /><br />The collection has been donated to the IBCC Digital Archive by David Boldy and catalogued by IBCC Digital Archive staff.<br /><br />Additional information on David Boldy is available via the <a href="https://internationalbcc.co.uk/losses/102182/">IBCC Losses Database</a>.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Boldy, DA
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
7, Wallace Court,
300, Marylebone Road,
London, N.W.1.,
28th December, 1937.
My own darling Daddy,
Thank you for your letters and all your news. We got them when we came back from Kensing. We had a quiet but very pleasant four days at Aunty Maisie’s. We went on Friday, chatted, saw in Xmas & then went to bed. [deleted] In [/deleted] On Xmas morning we all took communion and then stayed quietly at home, playing cards & chatting. Went to bed at 2 oclock [sic]. We did not play any tennis as it was both too cold & too wet to do so. On Sunday we also had a quiet day, but on Monday went to a dance. Only Uncle Bob, Steve & I went. So Mum could have saved 7sh on her dress. The dance was very quiet at first & then things livened up and we quite enjoyed ourselves. The crowd there was not very select but every one was very jolly. Norman is very lively now & we found him very amusing.
It was very nice of the Macks to invite you for tennis, tea & dinner on Xmas Day. I hope you enjoyed yourself. D.V. we will all have a happy Easter in 1939. I am sorry to hear business was not good, but you seem to have done a bigger quantity than the other places. I do hope everything is allright & that they will keep you on.
[page break]
We are going to our first pantomime on Thursday and we will probably put in a couple of pictures & then settle down to work again. It has got cold again [deleted] the [/deleted] it has been quite wet & foggy lately. Uncle Bob and Aunty Maisie have asked us down for the 19th July are having their tennis club dance which they say is a good affair. If it is not in dress suits we will go. So I dont [sic] think I shall go to the fancy dress ball here.
Before we left Aunty Maisie’s. Mrs Stephens and her nephew Mr Miletus arrived. He is Major Miletus’ brother. He has a very gentle face & I liked him. Mrs Fenteman who we met at Aunty Maisie’s some time ago, said that if I had had anyone to pull the strings, I would got into any of the services inspite [sic] of nationality bars. Anyway since no one will pull strings for us we will jolly well get on alone. Among the candidates for Sandhurst I saw R. Grant had passed, but whether it is the Bob Grant I know, or not, I cannot say. The two boys at Mr Moores, for Sandhurst, got in, but the three for Cranwell failed to pass among the first twenty odd.
Well no more to-day. Love to Mr Joseph & the rest, God bless & Keep and bring you back safely to us. With lots of love and Kisses & a happy new year from your
loving son
[underlined] David. [/underlined]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Description
An account of the resource
Letter from David Boldy to his father about about visiting auntie Maisy in Kensington over Christmas, reports of some of his friends getting into Sandhurst, but failing to get into Cranwell.
Creator
An entity primarily responsible for making the resource
David Boldy
Date
A point or period of time associated with an event in the lifecycle of the resource
1937-12-28
Format
The file format, physical medium, or dimensions of the resource
Two page handwritten letter
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text. Correspondence
Text
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--London
Temporal Coverage
Temporal characteristics of the resource.
1937-12
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
EBoldyDABoldyAD371228
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.
Title
A name given to the resource
Letter from David Boldy to his father
Contributor
An entity responsible for making contributions to the resource
Gemma Clapton
recruitment
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/53/482/EBoldyDABoldyAD380125-0001.1.jpg
b9c24540bdfdf6d80536e80f6d7e8bbe
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/53/482/EBoldyDABoldyAD380125-0002.1.jpg
712a8919c2680528e458df181be7307b
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
Boldy, David
Dave Boldy
D A Boldy
Description
An account of the resource
334 items. The collection concerns Flight Sergeant David Adrian Boldy (1918 – 1942, 923995 Royal Air Force) and consists of his school reports, letters from school and photographs of family and locations in India, letters from training and service, and photographs from his social life and time training. It also includes newspaper cuttings and letters about him being missing in action. David Boldy was born and attended school in India and studied law at Kings College London. He volunteered for the Royal Air Force and trained as an air gunner in South Africa. He flew operations in Manchesters and Lancasters with 207 Squadron from RAF Bottesford. His aircraft failed to return from an operation to Gdańsk 11 July 1942. <br /><br />The collection has been donated to the IBCC Digital Archive by David Boldy and catalogued by IBCC Digital Archive staff.<br /><br />Additional information on David Boldy is available via the <a href="https://internationalbcc.co.uk/losses/102182/">IBCC Losses Database</a>.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Boldy, DA
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
7, Wallace Court,
300, Marylebone Road,
London, N.W.1.,
25th January 1938.
My own darling Daddy,
Thank you very much for your letter and all your news. Poor Mr Joseph is all always getting caught but what will happen if it is not a hoax and he begins calling the person A.D. etc.
I am acquiring quite a reputation for breaking sticks. The one you bought me for 18sh went first shot. So I took the remains back & they said they will have it examined & then get me a new one. Meantime I have had to buy another for 12sh for tomorrow’s game. In the last match we lost only 4-3, a great improvement on the first match. I have now been put centre forward, at present in the 3rd XI. So I will do my best to score a couple of goals.
I am really enjoying the law & studying hard. On Saturday due to hockey I did no work, but I made up for it by doing 5 1/2 hrs solid study on Sunday. I went to a talk on “Negligence” at the University College by Lord Atkin a judge & great authority on it. The lecture was an excellent
[page break]
one. A couple of the negroe [sic] boys taking law have told me I am a genius and what not so look out for fireworks. One of them based his judgement on my hand [deleted] w [/deleted] writing which as Mr Moore has pointed out is deceptive & makes my work look better than it is. I am going to work very hard and learn as much as I can. So far I am getting on quite well.
Lately we have seen a good deal of Uncle Martin and he is coming again on Saturday. Uncle Bob also turned up the other day for a short while. Uncle Martin missed him by an hour. I forgot to mention, I am playing hockey for the faculty of Laws, probably next Thursday against the faculty of engineering.
The weather has been kinder lately & we have had one or two beautiful days. It had also been quite warm. But I am afraid we will yet come in for some more cold spells, though in London, one hardly feels the cold due to the central heating all over the place. Well no more to-day, God bless & Keep you & bring you back safely to us,
With lots of love & Kisses from your
loving son
[underlined] David [/underlined]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Description
An account of the resource
Letter from David Boldy to his father about breaking hockey sticks, studying law and relatives visiting him.
Creator
An entity primarily responsible for making the resource
David Boldy
Date
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1938-01-25
Format
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Two page handwritten letter
Language
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eng
Type
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Text. Correspondence
Text
Identifier
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EBoldyDABoldyAD380125
Coverage
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Civilian
Spatial Coverage
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Great Britain
England--London
Temporal Coverage
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1938-01
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.
Title
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Letter from David Boldy to his father
Contributor
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Gemma Clapton
sport
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/53/483/EBoldyDABoldyAD380225-0001.1.jpg
d6e93815ca4e2c237c5ff280aca12251
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/53/483/EBoldyDABoldyAD380225-0002.1.jpg
c97ce6ffa64ee76422a256ea42569bde
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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Boldy, David
Dave Boldy
D A Boldy
Description
An account of the resource
334 items. The collection concerns Flight Sergeant David Adrian Boldy (1918 – 1942, 923995 Royal Air Force) and consists of his school reports, letters from school and photographs of family and locations in India, letters from training and service, and photographs from his social life and time training. It also includes newspaper cuttings and letters about him being missing in action. David Boldy was born and attended school in India and studied law at Kings College London. He volunteered for the Royal Air Force and trained as an air gunner in South Africa. He flew operations in Manchesters and Lancasters with 207 Squadron from RAF Bottesford. His aircraft failed to return from an operation to Gdańsk 11 July 1942. <br /><br />The collection has been donated to the IBCC Digital Archive by David Boldy and catalogued by IBCC Digital Archive staff.<br /><br />Additional information on David Boldy is available via the <a href="https://internationalbcc.co.uk/losses/102182/">IBCC Losses Database</a>.
Publisher
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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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Boldy, DA
Transcribed document
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Transcription
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7, Wallace Court,
300, Marylebone Road,
London, N.W.1.,
25th February 1938.
My own darling Daddy,
Thank you for your letter and all your news, and for sending the hockey stick. I am glad to hear you having Marcus up for a time.
I am getting on in my work. During the holidays I will put in good bit of work & try & catch up. I will also have two months after next term, in which to put in some more work and revise what I have done.
On Wednesday I played forward for King’s II. The game was a draw 4-4. I scored all the goals. The game for tomorrow had been cancelled, so I phoned up an old school friend who is in Faraday House & asked for a game. He said he was out playing & told me to go along as his team had one short, but I may not go as they may get a man & then I will not get a game. It all depends on how I feel.
The weather has improved lately and it is quite warm again. Edna came along [deleted] a [/deleted] yesterday to say goodbye as she is sailing for India in a week. She brought her friend Bill along. He is in the Police & is a fine hefty looking fellow & is something like [deleted] m [/deleted] Marcus to look at.
[page break]
I am quite friendly with most of the fellows now and some are very nice. There is a boy from Canada, who has passed his B.A. and another boy has been with an antique dealer for two or three years. I am quite friendly with both of them.
I feel very sorry for the excise people. It must be dreadful for poor Elspeth, and also for the child. If they appeal I do hope they get off but I doubt if the judgement will be overruled. The Daily Telegraph mentioned the name of the first one & said they had got 4 years, & said the rest had got up to three years.
Sorry to hear the rain stopped your tennis, I hope you won when you did play.
Well no more to-day, Love to all, God bless & Keep you & bring you safely to us, With lots of love and Kisses from your loving son
[underlined] David. [/underlined]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Description
An account of the resource
Letter from David Boldy to his father about London life. Mentions playing hockey for King’s II, and hints at legal proceedings. Edna is sailing for India in a week.
Creator
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David Boldy
Date
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1938-02-25
Format
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Two page handwritten letter
Language
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eng
Type
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Text. Correspondence
Text
Identifier
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EBoldyDABoldyAD380225
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--London
Temporal Coverage
Temporal characteristics of the resource.
1938-02
Publisher
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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.
Title
A name given to the resource
Letter from David Boldy to his father
Contributor
An entity responsible for making contributions to the resource
Gemma Clapton
sport
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/467/8350/ABantingP160315.2.mp3
b7b96bfe67cf2c1ebbc167ca5bd83878
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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Banting, Peter
P Banting
Publisher
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IBCC Digital Archive
Identifier
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Banting, P
Description
An account of the resource
Three items. An oral history interview with Peter Banting (b. 1923, 1399810 Royal Air Force) his log book and a a piece of material containing signatures.
He flew operations as a bomb aimer with 75 and 7 Squadrons.
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-03-15
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. 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.
Transcribed audio recording
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Transcription
Text transcribed from audio recording or document
This interview is being conducted for the International Bomber Command Centre. The interviewer is David Meanwell. The interviewee is Peter Banting. The interview is taking place at Mr Banting’s home in East Molesey on the 14th, 15th of March 2016.
DM : Ok if we start off with when you were born and where you were brought up.
PB : Well I was born in 1923 and I was brought up in Brixton. I was born in Brixton too.
DM : Right ok, and tell me, tell me a little about what lead you to join the Air Force and when you actually joined up.
PB : Well I was a founder member of the Cadet Corps and that was started, I believe, in about 1940, I believe, and I was one of the first to join it in Brixton. It was number 50F ATC and I remember it well going there and many people, many people of my age were there as well, and ‘Will I get in?’ I said.’ Will I get in?’ And they did accept me and that’s how it all started.
DM : Did you actually do any flying in the ATC?
PB : No, no, no, but there was one really wonderful experience we had. We attended Biggin Hill Aerodrome, that would be 1941, and okay the Battle of Britain was over but they were doing, they were going over to France low level, very, very dangerous and that’s when I had my first trip actually. I was very fortunate to go up in a Blenheim. They, they allowed us to go up in a Blenheim. It was wonderful. Yes, and we saw, there was a Spitfire squadron, and we saw it coming in and land. Marvellous, marvellous experience. We were there for two weeks.
DM : Ok -
PB : Hmm.
DM : So then you joined up? When did you actually join up?
PB : July 1942.
DM : Right.
PB : Yes.
DM : And what was the-?
PB : No, Sorry, actually, I joined up in December 41 and I wasn’t called up until July 42.
DM : Right
PB : Yes. St John’s Wood. We all went to St John’s Wood.
DM : Right. Did you have a sort of ambition when you joined up what you thought you’d like to do?
PB : Erm, I just wanted to fly with the RAF. I, it was day-to-day. You know? One took one day as it came and that was it, and enjoyed it and from that day on, I had a wonderful experience. I love the RAF [laugh] still do. [laugh] and I’m a member of the RAF Club at that.
DM : So, when you were actually called up, which was, you said, July-
PB : Yes, yes.
DM : What actually happened then?
PB : Well, we went to St John’s Wood, where the cricket field was, and were stationed there and after that we went to Ludlow, I remember. We camped at Ludlow it was summer and we were all in tents and that decided where we would go for ITW (Initial Training Wing), and there was a corporal in our tent, and he asked me where I wanted to go. And I said ‘I’d like to go to Cambridge.’ He said ‘Right and I did.’ [laugh] And he fixed it and I went to Cambridge and had a lovely time in Cambridge, wonderful, with the Initial Training Wing. I think we were about three months there, yeah three months. And after that, after the three months initial training where you had certain exams, you were taught to dismantle a Browning gun and put it all altogether again, Morse code, navigation, and elementary stuff you know that sort of thing and after that we were sent to an Elementary Flying Training School for selection as to whether you’d be a pilot, navigator or a bomb aimer and that’s when, that was in Oxford. I got there in December, erm that would have been December 1942 and we were tested, we had I suppose I don’t know how many hours, I suppose, about thirty hours on Tiger Moths and I was tested and very fortunately I made a perfect circuit and bump and I was selected to be a pilot. I didn’t know that for a long time we were sent to Manchester, the training centre in Manchester and that decided - and we were all lined up one day and we all carefully listened to what he was going to say, he said and he called out all these names and my name came out, ‘Banting. Pilot.’ I was delighted [laugh] of course. And then I think there were after Manchester we were sent to up to Scotland and there when we got to Scotland by train, we saw outside in the sea the ‘Queen Elizabeth’ and I mean, there was a cheer when we saw it. We saw this ship and thought ‘My God. Is this going to take us to Canada? And it did.’ And it was a four-and a-half hour trip, a four-and-a-half day trip and all the way through we were a bit concerned ‘cause some in ’43 that’s when the U-boats really, were really active, but - we the ship zig-zagged all the way through and I suppose a normal journey would have taken three days and we took four-and-a-half days and we landed at Halifax and from Halifax after a few days I was sent out to, erm, to DeWinten Flying School. And then I got chicken pox and I had, I think it was, two weeks leave in Vancouver. What a trip that was. They made such a fuss of us. Absolutely wonderful. And came back and I got scarlet fever and I couldn’t fly a bloody thing. I was absolutely hopeless. So unfortunately, or fortunately I think, it probably saved my life, but fortunately I was regraded to be bomb aimer and I went on a bomb aimers course. And sent to Lethbridge for the bombing course. And what year would that have been? I’m trying to think now, that would be, er, ’43 March ’43. That would be the summer of ’43 so until that took most of the summer. And from then, having completed that course went to Edmonton in Canada for navigation course and bomb aiming course and the rest of it. So I finished in December 1943 in Canada. Came back and to Monkton, which is the centre for air crew to be despatched back to Britain. And we were told under no circumstances, we had two weeks leave, under no circumstances will you be allowed to go past the barrier to get to America. Don’t try it. Well that was a challenge [laugh] and I knew you had to have it was called a short H form, and I got this short H form and I filled in everything with everyone’s agreement that we should go and a great friend of mine Pat Russell was with me and I had armed with this form we went to the barrier and there was an American there. And he said ‘Right. I’ll just phone your base and see if it’s ok.’ Left me on my own and when back to the phone completely out of sight and I thought God this is it we’re going to be despatched back. That was a nice try. He came back and said ‘Ok, you’re ok.’ In other words he was trying, to see, to see if we’d escaped. So we got on the train and we had a most wonderful time in New York where we were entertained by a family and stayed with them and that was an experience to be in New York in 1944 it was then. Wonderful. And that was an experience in itself, and we came back, when we came back to Monkton, we, erm, we went, went to the port and there was a ship waiting and it was The Andes. It was called The Andes. Nothing like the QE, nothing at all [laugh]. I mean it really was. It was a hell ship. We were in hammocks and they were crowded into a tiny area and that took a bit longer. That took six days ‘cause it was slower and we got back to Liverpool I think it was. Came back to a centre. Now after this it gets a bit blurred and my memory fades on this but, erm, I remember we went to somewhere up north near Northumbria near there for the centre. Came back and I might refer to my logbook now It might give a little indication of what happened after that [turning of pages] Lethbridge AFU [turning of pages] [whistling] Sorry to keep you waiting. But it’s -
DM : No no.
PB : It’s all here somewhere. Oh yes, I remember now we went to Harrogate. We went to Harrogate as a centre which decided where we’d crew up. And we were all there together, pilots, navigators, bomb-aimers and I was crewed up with somebody called Rothwell. My pilot an Australian, and a very tall man. A blonde man, and he, I found out later he was three years younger than me. Now had I known then he should have treated me with greater respect , he was three years younger than me. He didn’t at all. Anyways he was a great chap and you know I still see him. He’s in America. [pause]
DM : And off we go,
PB : And I still see him. He comes over regularly. He’s a great chap and he brought his son once and I remember when his son was there, we went to a little pub, and had a look in the river. A very lovely day and it brought it all back and I remember describing one of the episodes to, to his son and he was very pleased with that. Anyway the other members of the crew, if I remember, we had Paddy Key at rear gunner. He was a Northern Ireland guy. Erm, John Turner mid upper gunner, erm Wellard was the wireless operator. Bob Wellard he was much older than us and he was called Pop ‘cause he was twenty-eight. And a nice guy, twenty-eight, well he was twenty-eight then, so if he was twenty-eight then, five years older than me. So I’m ninety-two he’d be- he’d be over a hundred so I doubt very much if he is still with us. Navigator he got scarlet fever and he only did five ops with us and he disappeared from the scene. I can’t remember his name. And, of course, Jack Pond was the engineer and Ken Rothwell was our skipper. And that was the crew. [coughs] So we crewed up and I think we went very shortly after that to Operational Training Units on Ansons. The only thing about Ansons that I detested I had to wind down the undercarriage, you know. That was a rotten job. And that was, I don’t know how long, probably about two months there at Operational Training and then we went to Chedburgh for the heavy conversion unit from Ansons to heavies. They were Stirlings. And I don’t, can’t remember how long we were there but to cut a long story short we ended up at 75 New Zealand Squadron, Mepal, that would be December 1944. But our first ops weren’t until January 1945 and I going out of my log book really ‘cause that picks it up [turning of pages] 75 New Zealand Squadron [turning of pages]. Here we go. My first operation was on the 22nd of January 1945 and the skipper was the commander. His name was Wing Commander Baygent [?]. He was a New Zealander. Now I discovered later I didn’t realise this, this is quite amazing. I looked at this guy and I’m like oh god he’s a very old guy, well-experienced and I’m ok. I learnt later he was the same age as me. We had a Wing Commander Baygent Commanding Officer of the 75 New Zealand Squadron and he was twenty-one. I was absolutely amazed at that. I didn’t discover that until much later. But that first operation, I mean when I went up and I saw a wall of flak in front of me at the target, the target was Duisburg on the Rhine. And when I saw this wall of flak I thought ‘My God. How the bloody hell we going to get out of that?’ And it was really quite, you know, that wasn’t a nice experience. But he was a good pilot but there’s one thing that he did do, that was very naughty actually. We got over, I dropped the bombs on the target and then he put the aircraft down in nosedive to get out of the flak. Now you’re not supposed to that, you’re supposed to fly straight and level. So when you’re over the target you take a photograph of where the bombs had gone. Now according to the records, when it was later, all my bombs dropped in the river because he the angle of the aircraft, you see, was such that it photographed what was behind and not in front so I never really forgave him for that but he got us out of it anyway. That’s the main thing. So that was my first op 22nd of January. Next one was on the 28th and we did them quite regularly, 28th, 29th and going all the way though about two or three a week. Now I’ve all the ones listed here, which we won’t do. On the 28th of January went to Cologne. All our targets were military targets. We didn’t carpet bomb and I’m very glad to say that. And all our targets because of the landings and the military operations going on behind the Rhine and it was decided that we’d bomb things like railway junctions mainly railway junctions, most of our targets were railway junctions and very rarely factories or anything like that. So that’s what we did mainly. Now 28th of January Cologne. Then 29th of January Krefeld and I notice it took to get there five, five-and-a-half hours to get there and back from Krefeld. [Turning of pages] I won’t list them all, but included are Monchengladbach, Wiesbaden, Dortmund, and then very sadly I notice on the 16th of February 1945 the New Zealand squadron, my best mate Pilkington was shot down and I got a note here when it happened. It was on the 16th of February on a trip to Dortmund. Now after that Wessel, we went to Wesel, now Wesel was very much in the papers at the time because that it was a key centre for troops to, apparently it was a centre for troops to rest before they went back to the front. Wessel, Dortmund, Gelsenkirchen, Kamen, Karmen, Wanne Eickel and then I, please forgive lack of German accent, my German accent is appalling, I don’t know any German at all. Not like my grandson. Salzbergen, Dessau, Gelsenkirchen, Essen. Now Essen I got a note here, this is, this is fascinating. This was an amazing, what an experience that was. It was biggest daylight raid in the history of the RAF. I don’t know how many, it doesn’t say how many aircraft. I did note that. It was the 11th of March 1945 and what an amazing sight that was. Over the clouds, bright, bright sun of course, and to see these aircraft. It did seem, I don’t know how many there were but it seemed like a million to me. It was absolutely incredible. You know tail to tail and wing to wing. That was an amazing experience. And unfortunately during that we saw quite a few of them shot down when we got over Germany ‘cause it was daylight. [Turning of pages] Now after that the skipper came and had a little talk to us. He said : ‘Now look you’re doing quite well, how do you feel about going over to Pathfinders?’ So we had a little chat and I said ’That’s great, you know. Let’s go to Pathfinders.’ So we were then sent to Pathfinder Night Training Unit at Warboys.
[Door bell].
PB : We were at the Pathfinders Unit Warboys from the 17th of March ’45 until the 31st of March when we were posted the 7 Squadron at Oakington. Now coming back to Pathfinding Night Training, the skipper there was Group Captain Mahaddie D.S.O., D.F.C, A.F.C, S.C.F.C., and etc etc etc. Now we really got very friendly with him after the war with 7 Squadron with the Pathfinder Association and at one of the, that’s a bit out of sequence but never mind, he did give us the book and inscribe it. I’ll read out the inscription. He said: Signed for Peter Banting and the child bride Hazel [cough] with my warmest regards the Pathfinder battle cry – Press on Regardless. Hamish, RAF Wyton. That was written on the 15th of August 1992. So that was that. So coming back to reality, we were posted to 7 Squadron and our first operation there was on the 2nd of April to Nordhausen, and Pathfinders are so different. If I can briefly describe our operations on Pathfinders. We went in, the first Pathfinders went in and dropped illuminating flares over the target, there was a general illumination, then there was back-up where they dropped coloured flares on the target so that was really pinpointed. The master bomber up above was usually in a Mosquito and he was directing incoming aircraft onto the target. So the first ones that came in dropped it accurately on the target, now if it drifted away backers up drifted different coloured flares onto the target. So there’s a new target which was seen by the master bomber up above and he redirected the aircraft onto the correct coloured target. That’s how it worked, but the thing is with Pathfinders was we dropped. We dropped these illuminating flares and you know whatever but we have to go round again and drop the bombs. So every trip that we did was counted two ops really and that’s why after thirty ops, normally everyone got a D.F.C. or a D.F.M. and who did that on Pathfinders. Now coming to what we actually did again, it’s coming near to the end of the war isn’t it? North of Hamburg, I won’t describe them all, Hamburg, Kiel now, we did go to Kiel. Now the interesting thing about Kiel. At Kiel there was a German battleship. It was a cross between a cruiser and a battleship called the Deutschland. Now I am convinced that I sunk it like everybody else who on that trip but it was sunk at that trip and I’m sure I did it you never know do you? So, that was Kiel and we went to Kiel again on the 13th of April but by then the battleship was sunk so we weren’t so worried about that. We were told when we went to Potsdam that Hitler was probably there, that was on the 14th of April and we were told that he was likely to be there, so we dropped our bombs very accurately on where he was. Bremen, and then on 24th of April that was it. I was awarded the Pathfinder badge on the 26th of May 1945 after the war. But the most memorable trips to me were after the war. The Dutch were starving in May 1945 and it was decided that they would receive an airdrop of food. And on the 4th of May 1945 we went to Rotterdam and dropped food for them, and that was quite amazing and it was an enormous target area and they had in white stone around the target area. Thank you, after that we went to Lubeck and Juvencourt, landed in Germany picked up prisoners of war and brought them back. That was quite amazing. That was a wonderful experience, and when I was at Lubeck I raided the German store brought back a perfect German uniform and a helmet. Now I, later I very carefully packed this German uniform away in a brown bag and put it in the loft to keep it safe, and then a couple of months later I thougt: I’ll have a look at it, and a shower of moths came out, totally ruined. That was that, so unfortunately no more German uniform and I gave the German helmet away, but I’ve still got an armband somewhere or other, a German armband. [Turning of pages] And so that was really the end of my flying experiences during the war. We, then of course, after the war, after the European war that is, we were training as the Tiger Force to go out to India to fight the Japanese. We were trained at low level bombing but nevertheless August came and the end of the war. That was it. But I was in the RAF until discharged, and really I wasn’t really doing very much after that. I was very fortunate to be maintained on to 7 Squadron and funny enough 7 Squadron as a whole after the war went back to Mepal where 75 New Zealand, 75 New Zealand, Squadron was. So I had a few girlfriends there and met up with them again too [laugh]. So that’s really the war experience, my total war experiences.
DM : So we came to the end of the war came to, August Victory in Japan, did ever think about staying in the Air Force? Did you ever consider that?
PB : Well, funnily enough at the end of the war I ended up as a Warrant Officer, I had an interview with the Commanding Officer. He said ‘Look, maybe you’d like a commission but it’d mean signing on for a couple of years. Would you like to do that?’ I thought it over and said ; ‘No, but very, very I’m glad you’ve done that I was very honoured, but I do feel that I’ve got to get back to what I want to do which is architecture and being an architect and that was that. And that’s what I did, an architect after six years training. And I met my wife, my wife of long years standing lived next door to me in Brixton and we got engaged, but I said to her: ‘Look, do you mind? You’ve got a long wait.’ She didn’t mind. So it was a long course, it was, how long was it? It was seven-year course really, well really, five years really on studying and part of it was when I was working, and we got married in 1951. Yes, but the other part of all this after the war was ‘The Pathfinder Association’. I was on a train going into London once when I saw a guy opposite me had a Pathfinder tie, very distinctive blue with, we used to call it, a shite hawk, a yellow eagle on his tie. And I said: ‘Are you a Pathfinder?’ And he said: ‘Yes.’ I said: ‘So was I.’ He said: ‘What squadron?’ So I told him. He said : ‘Well come and see us.’ And he was the secretary of the Pathfinders Association Jimmy Hughes, and we became great buddies and we used to go out regularly and I used to go up to the RAF Club at- I wasn’t a member then, and my wife came with me to the RAF club and we became great buddies, and his wife also was also heavily involved.
DM : So when you, when you when became a member of 7 Squadron Pathfinders-
PB : Yes, Yes.
DM : What, what did the missions entail for you? Was there something specific you did on each mission? Was it all a mish-mash?
PB : Oh no, it was all very carefully controlled. Each member of the team had his own particular job but coming to my job. Erm I had to, when I went through France I was responsible for the radar navigation. At that time had a very, very, very excellent radar system which consisted of H2S which was a circular screen which showed exactly where we were on a map and Gee where we were accurately pinpointed. But when we got to the target we were all briefed on what we had to do, and it varied enormously, we were either marking targets either, er, either giving (sorry) yes, we either had to mark targets or illuminate the targets. Each crew was given their specific job at the time, you either had to mark the targets back up with flares, illuminate the target and we were all given a different job at a different time. We all had our own specific job at that particular time and it varied. Each trip we had, we had different things to do. Either illumination or marking targets or backing up flares. It was always different. It was always specific, but every time once we’d down it, we have to back round again and drop the bombs. And that, that was a bit painful, but nevertheless we did it. And, of course, the flak was really concentrated on those specific areas we were at. That’s briefly what we did. It was a wonderful crew. Bob Wellard what he used to do, always used to do was put on AFM, all the way, all the way through, over France, even over Germany sometimes – The American Forces Network. And there was always the same disc jockey pushing out the same old things, you know, the same old things we always used to listen to. I [unclear] Glenn Miller, of course, and that, that was a good experience. We liked that. But coming back to what we actually did, mid-upper gunner was wonderful really, he, we saw Focke-Wulf coming at us once, and I can’t remember where the target was at that time but the Focke-Wulf came at us and made a burst and disappeared from view. We don’t know if he was frightened or lost his way, I don’t know. And that was pretty awful but the worst experience I think we ever had was, I don’t know the target, but the Germans had a radar system. It was a big blue light that illuminated a very great area and picked up most aircraft. We were on our own and this blue light picked us up, once it picked us up all the searchlights in bloody Germany came in on us, and once they came in on you, they no matter where you flew another battery of searchlights picked you up. So we had these searchlights, we must have been, I think, I think it must have at least ten minutes. We had these detailed searchlights on us and the, I could hardly see I was blinded by them. And we came back that night like a bloody colander. And the rear-gunner at the back, I don’t know how he survived, ‘cause the tail plane was virtually shot to pieces. I think that was the worse thing we ever had. But Ken Rothwell what a pilot. He, what we called, corkscrewed and when you corkscrew a Lancaster, and we had a full bomb load at the time, that made it worse. You go down to the left, to the port, and then you turn-around and climb up to the starboard, to the right, up again to the port and then you climb up again to the port and then down and he evaded them. I don’t know how he did it, but he evaded them.
DM : Were all the crew N.C.O.’s? Or were..
PB : Actually the skipper he got a commission.
DM : Right.
PB : Yes.
DM : Did that change the dynamics at all.
PB : Not at all. No, he was a buddy. I mean, I think it was quite wrong in a way. The Americans didn’t see it that way, who nearly all got commissions. But we were all as one, you know really. It didn’t matter what rank you were. He was the pilot, you were the bomb aimer and there was a navigator there. The rest were N.C.O.’s, yes, yes.
DM : Did you, when you, see, from what you said earlier on, you kept the same crew apart from the navigator, who got scarlet fever?
PB : Yes. Yes that’s right.
DM : But other than that the same crew all the way through.
PB : All the way through.
DM : 75 Squadron and 7 Squadron.
PB : Yes, yes.
DM : So did you use to socialise off base as well as on base?
PB : Oh yes.
DM : Did you go to the pub?
PB : Oh, we went to the pub. Oh yes, we all went to the pub together. We had a great time. It was a lovely war. It was wonderful really when I think of those guys on the ground who were, you know, there battling away constantly in danger. We were in danger some of the time. The rest of the time we had a good life, came back to our bunks, and you know, and well fed when we came back. We had an aircrews’ breakfast which er, which consisted of bacon and eggs, and a tot of brandy. That was great, yeah.
DM : Will you, when you, I don’t know if you can remember particularly, but were there perhaps any missions early on when you were filled with trepidation?
PB : Oh, yes. Well there were trips when you lost an engine and came back on three engines. We had a hang-up once, we came back and the skipper said : ‘Don’t drop it on land, go over, drop in the Channel.’ And fortunately, it went off. It landed in the Channel. And I went back to the [unclear] officer and said : ‘There’s something wrong with that bomb release system.’ And he said : ‘Well, I will check it out.’ And he checked it out, and came back and said : ‘No. It’s perfect. There’s nothing wrong with it.’ Went on leave and the aircraft blew up in mid-air. The whole crew were killed. So, so that was terrible. So there was something wrong with it, but never found out what caused it.
DM : Did you ever have problems with fog when you came back?
PB : No. No. No, we always came back, luckily, when the weather forecast was excellent. We usually came back at night, of course. We were told though that the Germans at night were waiting above when we landed to see if they could knock out any Lancasters when we landed. We didn’t see any though.
DM : I was going to ask if you any trouble with intruders, but you never saw any?
PB : No.
DM : Or knew of anything?
PB : No. None at all. No. I think they were all busy fighting Russia. [laugh] Anyway we didn’t see that.
DM : So was it ’46 that you actually came out of the air force? When was that?
PB : September ’46.
DM : ’46. That’s when you resumed your training?
PB : Well, I started my training.
DM : Started your training.
PB : I wanted to be and I was going to be, and I started my training, as an, as an architect. I went to the Brixton School of Building, which was just around the corner funnily enough - So I had to walk there.
DM : So was that something you’d wanted to do before you joined the air force?
PB : No, not really. No, no. I didn’t know what I was going to do. Before I joined the air-force I very fortunate I got a job at the Ministry of Aircraft Production on Millbank. I must have been, I was seventeen. Yes, I was seventeen. And I joined the air force then when I was the Ministry of Aircraft Production. Wonderful job, counting the aircraft as they came out of the factory, literally. And I had access to all these figures, and they had accurate estimates of what should be produced and the factory ones that were produced. And I could see how many Hurricanes, Halifaxes, Spitfires, not Lancasters, were produced every, every week. And I was in the direct, in the fort, the very direction of aircraft production, which was the first floor of Millbank. I often go back, but it’s all changed now. They’ve taken it all away. It’s all gone They’ve gutted it and done again. They’ve really, really started the whole thing all over again.
DM : So, I imagine from what you’re saying it was while you were in the air force you, sort of, firmed up the idea that you would like to train to be an architect.
PB : I think, I think oh yes, yes.
DM : Any particular reason for that?
PB : Well I like to say I knocked them all down so I’m building them all back up again, but it wasn’t that at all. [laugh]. No, it wasn’t that. I just felt that I could draw and I felt I’d like to do it. And luckily I found the right niche.
PB : So after the war, you get a career, you get a wife and then a family, I imagine. Did you keep in touch with the crew or any other colleagues from the air force.
PB : Only Ken. And I’ll tell you how this happened. I knew Ken was an Australian. So I phoned up the Australian Pathfinder Association, and they said: ‘Oh Ken, yes we know who he is. Yes, he’s living in America now.’ So I said: ‘Whereabouts?’ He said: ‘New England.’ So I phoned up every Rothwell there was in New England and I got all sorts of funny replies. Mostly American. And then one day I said: ‘This is a voice from the past. You probably don’t know me.’ He said: ‘Hello Peter.’ He knew my voice. Huh. That’s how it started. And we’re friends now, we still see him. He came over, he used to come over here regularly to march at the Cenotaph. I still march every year at the Cenotaph. And he used to come over, but he’s my age, of course, and he finds it difficult to get around, like I do. So he doesn’t do that anymore. Great family. Got to know them. He’s been in this room.
DM : What career path did he follow?
PB : He was, he was the head of a college, in, I don’t know exactly what. But he was the head of a college in New England. He went into teaching. He met his wife in Sweden when he went on holiday once, I believe. And she’s American. Hmm, yeah.
DM : So, after the, after the war was there a period in your life when, obviously you would never forget what had happened in the air force and your time in Bomber Command, but did you, sort of, move away from it, and then perhaps come back to it and then join associations later?
PB : I put it right out of my mind. It was another world. Disappeared. And right up until fairly recently been totally out of my mind, except when Ken comes over. That brings it back a bit. But, no, it’s another world. Every life has its cycles and that was a cycle that disappeared. And this is my own particular cycle now, it’s been like that since the end of the war. No, I don’t think of it. I very rarely think of it. It’s another world. Another person. In fact, I often think of that person who did those things as my own son you know, and you know, nothing to do with me. Strange, but no another episode totally forgotten, and this brings it all back.
DM : Hmm.
PB : And I get a bit emotional about it now I’m afraid but that’s the way it was. Hmm.
DM : Did you go to the dedication of the memorial in London?
PB : Yes, we did. We did do that. My wife and I went to the dedication. And because I was, was signing books. I, because, was signing books for an organisation that was raising money for the maintenance of it. Because I was signing books I was invited with my wife. And when we were there, suddenly it was quite silent and suddenly there was, some of us heard a noise and we looked around and it was a Lancaster coming over. It was only those who looked around that were aircrew that recognised that sound. This Lancaster came over and dropped all these poppies. Wonderful.
DM : So, you didn’t know that was going to happen?
PB : No, no, no. It was out of the blue. Yeah great experience. Yeah, I like the memorial very much, but I find one fault with the sculptures. They all look about thirty-five or forty. We weren’t that age. All of us were kids. Twenty-one.
DM : Yeah, I think -
PB : Twenty-two.
DM: - like when you see your representation in the films. Most of the actors are far too old.
PB : Yeah. It’s a lovely memorial. I think, ‘Thank God it’s there,’ but the figures there I didn’t recognise.
DM : Do you have any opinions on how Bomber Command were treated after the war? As opposed to other people who had fought in it on other fronts and other-
PB : We were disappointed because we were in the same dangers as any other members of the forces, and we did feel a little bit let down that we weren’t recognised. And I think it was political football in a way, and I think it was all to do with the bombing of areas which were civilian occupied and I doubt it ever involved in that, anyway. Nevertheless it was a bit of let-down, yeah I felt that.
DM : So perhaps, whilst there’s recognition now, it’s very late because a lot of the people who survived the war are no longer with us.
PB : Yes, it is. Yes. The wonderful people who did make a great thing of thing of this, I’m very glad they did. I’m very grateful to them. But much later, of course, it was recognised and we were awarded a clasp and I was very honoured to be invited to Number 10 Downing Street by the Prime Minister with many others to receive the clasp. And that was an amazing experience. Going up the staircase with all the former Prime Ministers going up to the top floor and the Prime Minster. Gave a wonderful speech and he, he summarised the losses which was roughly a hundred-and-fifty thousand took part and fifty thousand died, fifty-five thousand died, and he knew all these facts and he knew all the statistics. And after the little presentation he came up to us and gave us the clasp. We didn’t go up to him, he came up to us. That was magnificent and then we were ushered into another room where there were tables set out and there were about five to each table, and there was a vacant seat at each table. I sat down at one with my wife, and shortly after he came and sat next to me and I was delighted with chatting away. And I said to him: ‘When the coach came in they searched for bombs and underneath the coach, you know, it’s very flat and there could have been bombs there so they searched for them.’ And I said to him later at the table, I said: ‘They looked for bombs under here. You need have bothered as we’re used to having bombs underneath us.’ And he thought that was quite funny. And had lovely meal there and that was wonderful. That was tremendous. That was a long living experience with me. Yeah. Yes my wife has been stalwart with me since my training days in the RAF, she lived next door to me, and I had wonderful letters and we kept this correspondence, she was only a child then you see. She was only twelve. When I was seventeen she was five years younger than me, and I’d always thought of her as a child and then much later she grew up and I grew up a bit more and we did get married in 1951 and very happily too. She’s till upstairs [laugh]. And very happily married. We’ve had three children. Unfortunately my son died, he went to America and he got a job in America and he was an accountant with Airbus, and he contracted cancer, unfortunately. But the other two girls are doing well, one of them is an architect like myself and the other is a very senior, very senior officer in the National Health Service. Yes.
Dublin Core
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Title
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Interview with Peter Banting
Creator
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David Meanwell
Publisher
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IBCC Digital Archive
Date
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2016-03-15
Format
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00:43:28 audio recording
Identifier
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ABantingP160315
Conforms To
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Pending review
Pending OH summary
Type
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Sound
Description
An account of the resource
Peter Banting grew up in London and was a member of the Air Training Corps before he volunteered for the Royal Air Force. After training he flew operations with 75 Squadron from RAF Mepal and 7 Squadron RAF Oakington. After the war he trained to be an architect.
Contributor
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Gemma Clapton
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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.
Language
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eng
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
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Canada
Germany
Great Britain
England--Cambridgeshire
England--Suffolk
Germany--Ruhr (Region)
Temporal Coverage
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1940
1941
1942
1943
1944
1945
7 Squadron
75 Squadron
aircrew
Anson
bomb aimer
bombing
crewing up
fear
Gee
Heavy Conversion Unit
Lancaster
Master Bomber
memorial
Mosquito
Operation Exodus (1945)
Operation Manna (29 Apr – 8 May 1945)
Operational Training Unit
Pathfinders
perception of bombing war
RAF Chedburgh
RAF Mepal
RAF Oakington
target indicator
Tiger force
Tiger Moth
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/416/7655/MTwellsE171780-151026-06.2.pdf
5f56be434d3d90bf672b7eb72bcf9ee3
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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Twells, Ernest
Ernie Twells
E Twells
Description
An account of the resource
19 items. The collection concerns Flying Officer Ernie Twells DFC (1909 - 1979, 6042416, 805035 Royal Air Force) and contains his log books training notebooks, his medals and lucky mascot. It also includes a scrap book of photographs.
Ernie Twells served as an engine fitter before remustering as a flight engineer. He completed 65 operations with 619 and 617 Squadrons including sinking the Tirpitz.
The collection has been loaned to the IBCC Digital Archive for digitisation by Ernest Twells and catalogued by Barry Hunter.
Publisher
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IBCC Digital Archive
Date
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2015-10-26
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. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Twells, E
Access Rights
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Permission granted for commercial projects
Transcribed document
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Transcription
Text transcribed from audio recording or document
F/O TWELLS
Form 619
ROYAL AIR FORCE.
Notebook for use in Schools.
[page break]
[blank page]
[page break]
[page of calculations]
[page break]
[page of calculations and formulae]
[page break]
[formulae and a graph]
For constant boost and [one indecipherable word] RPM. IHP [one indecipherable word] to RPM for a constant boost RPM will determine weight of air consumed and I.H.P is ∝ to the weight of air consumed. The losses of power between IH.P and B.H.P will be
A/ Frictional losses witch [sic] are ∝ to RPM
B S/G witch [sic] are ∝ RPM at constant Boost
[example calculation]
page break]
[page of calculations and graph]
[page break]
[underlined] SUPER CHARGING [/underlined]
Rate of air consumption by [underlined] weight [/underlined] governs the I.H.P
Supercharging is a means of obtaining higher power at S L or of maintaining cruising power to a higher altitude.
[formulae and calculations on super charging]
Power absorbed prop to square of RPM and weight of air consumed
[page break]
[formulae]
[page break]
TEMP AND PRESS IN ENGINES FITTED WITH TURBO S/C
[graphs]
[page break]
Performance of Supercharged Engines
1/ Normally asperated [sic] engine
[graphs]
[page break]
[page of formulae and calculations]
[page break]
POWER REQUIRED FOR CLIMBING
[page of formulae]
[page break]
[calculations scribbled out]
[page break]
[blank page]
[page break]
For any given revs and boost there is a full throttle height - it is the height up to which the given boost can be maintained with the given revs
Full throttle height affected by
1/ Given boost higher the boost lower [inserted] FTH [/inserted]
2/ Given R.P.M higher RPM higher F.T.H
3/ Ram effect
4/ Intake efficiency
[underlined] Rated conditions [/underlined] are those that may be used for more than 5 mins and less than 1 hour (1/2) generally the max climbing conditions in rich mixture
Rated Power is the power developed with rated R.P.M and Boost at rated height
[graph]
[page break]
[page of graphs]
[page break]
[graphs]
To find power required at any altitude multiply BHP by Altitude Factor for height wanted.
[page break]
[underlined] FUELS [/underlined]
1/ [underlined] DETONATION [/underlined]
2/ FREEDOM FROM VAPOUR LOCK
3 ES DISTROBUTION [sic] VARIOUS CYLDS
4 ABSENT OF TENDIE TO FORM DEPOSITS
[underlined] EFFECT O DETONATION [/underlined]
(a) Increase of heat losses to cylinder walls and pistons
(b) Maximum pressure exceeds normal max value.
Factors governing Detonation
1/ Nature of Fuel
2/ Compression Ratio
3/ Boost Pressure
4/ RPM
5/ Air intake temp
6/ Ignition advance
7/ Cylinder Cooling
Anti Knock Fuel the Property of the fuel ton resist detonation
[one indecipherable word] octane and [one indecipherable word] to get the octane No.
[page break]
[underlined] Volaldily [sic] [/underlined] Tendency of a fuel to Vapourise
Absent of vapour lock
[underlined] SPECIFIC FUEL CONSUMPTION [/underlined]
[formulae]
[page break]
[underlined MIX POWER [/underlined]
[graph]
BHP
20:1 rough running combustion will not take place below this ratio
16:1 most ecconical [sic] used for cruising [one indecipherable word] [inserted] power [/inserted]
15.2:1 C . C
14:1 Weak mixture max power
12:1 Rated mixture streath [sic]
10:1 Take off
[underlined] REQUIRED [/underlined]
[one indecipherable word] rich
Cruising 16:1
High power 14:1
Take off 10:1
[page break]
[page of graphs]
VARIATION OF S.F.C. CON BOOST
[Graph showing S.F.C. against power at constant boost]
S.F.C. GRID
[Graph showing S.F.C. against power]
The S.F.C. Grid shows a variety of ways witch [sic] any given power output can be obtained. But there is only ONE seting [sic] for any given power witch [sic] gives envelope minimum S.F.C. this setting is that given on the S.F.C.
EFFECT OF HEIGHT ON S.F.C. GRID
1. Up to full throttle height better S.F.C. same power can be obtained with less revs ie better mec effo [sic]
Above full throttle height S.F.C. increases as to maintain same power revs must be increased.
2. If operating at min R.P.M. to maintain constant power, throttle must be closed gradualy [sic] to full throttle heighjt and opened above full throttle height
[graph of P against A showing full throttle height]
Summary of Factors affecting S.F.C.
1. air fuel ratio (S.F.C. Loop)
2. Power developed.
3. R.P.M. (friction losses)
4. Butterfly opening (boost)
(power wasted in S/G)
[page break]
Carburation
Venturi injection type Stromberg and Seco Venturi with float chamber. SU [two initials] non venturi injection no float chamber R.A.E. Hobson
S.E.C.O and Stromberg
Basic principles of operation
A-B chambers pressure [symbol] airflow
D-C chamber pressure [symbol] fuel flow
[sketch of carburettor]
SUMMARY OF ENGINE PERFORMANCE
Engine caracteristics [sic] of interest
1. Power – speed rate of climb
2. Fuel flow – endurance
3. Specific consumption – range
Factors affecting performance character
1. Boost
2.R.P.M
3. Barometric pressure altitude
4. Temperature
5. Mixture strength.
[table showing effect of changes of the above factors]
[page break]
SPECIFIC FUEL CONSUMPTION TENDENCIES
1. Variation of power – const [sic] height temp mixture
a. increasing boost R.P.M const [sic] S.F.C. decreases
b. Increasing RPM boost const [sic] SFC increases
c. Increasing Power at full throttle SFC rough [sic] constant may decrease at low RPM definite increase at high RPM
2. Increase in height
a. constant boost and RPM S.F.C decreases up to full throttle height
b. Constant I.A.S increasing power
(i) at const [sic] RPM S.F.C. decreases
because increase boost
decrease in back pressure
decrease in temp
(ii) At constant boost S.F.C may decrease at low RPM otherwise increase.
(iii) full throttle – much the same as (ii) poss [sic] more favourable see (1c)
Increase in temp
(a) Const [sic] boost and RPM – S.F.C. increase more so in uncompensated carb
(b) Const [sic] IAS increase of power
(i) const [sic] boost S.F.C. increase more so in uncompensated carb
(ii) Const [sic] R.P.M. S.F.C. may decrease slightly with a comp [sic] carb, increase with uncomp [sic] carb
(iii) Full throttle. S.F.C. increase more so at high R.P.M. and even more so with uncomp [sic] carb (PR of supercharger [one word] for higher temp therefore not such a great increase of boost)
[page break]
General Range Flying Principles
Range is distance with a given amount of fuel
Specific Range dist [sic] with a unit amount of fuel
Specific Air Range SAR is A.M.P.G
[formulae for calculating SAR]
S.A.R is a measure of the overall eff [sic] of A/C since L = prop eff [sic] S gives measure of both E and airframe efficiency.
Speed and power can only affect SAR through there affect on E. S or D
Assumption of const [sic] S and E.
[graph of SAR against Speed]
[page break]
Since V1 and D remains constant for changes of height and temp best V1 for range will remain constant and also S.A.R
[graph of SAR against speed]
Best speed for range prop square root of weight
Range inversely prop to weight
[graph]
Increase in parasite drag reduces the best speed for drag and reduces the range also the power required at the new speed is greater than the old speed.
For summary for const [sic]
Best V1 for range is the same V1nn independent of the ht [sic] and air temp and prop to the square root and weight
Percentage vari [sic] of best V1 =[formula]
Increase in parasite drag increases total drag decreases best V1 also increases power required
[page break]
SAR at the best V1 is also independent of height and temp and is inversely prop [sic] to the weight.
Although the assumption of cost [sic] E and S it is not generally true in practice it some times occours [sic] that the value of E over S is allmost [sic] [deleted] negible [/delete] neglidlle [sic] and the above conclusions hold, and in any case can be graphed on to the above results.
EFFECT OF VARIATION OF S.F.C
[formulae and graph]
[page break]
OPERATION AT CONST [SIC] BOOST WHERE SFC INCREASES AT INCREASE POWER
[graph]
At V1MD drag is approx const a small decrease in speed giving but this small decrease in speed gives a decrease in S so D x S is decreased S.AR is increased. If speed is still reduced we shall reach a point where decrease in S and increase in D are balanced and we get best S further reduction in speed shows [deleted] decreasing [/deleted] D increasing much more rapidly than S is decreasing So D x S has a net increase S.A.R therefore fall off
Increase in speed above V1 MD shows both D and S increasing therefore D xS increases and therefore S.A.R decreases see graphs
[page break]
OPERATION AT CONSTANT RPM
SFC decreases with increased power
[graph]
An aircraft is said to be under powered for range flying when the power used at the best speed for range is greater than the power giving min [sic] S.F.C.
It can be seen that an aircraft can commence a sortie underpowered and finis [sic] overpowered.
VARIATIONS OF PROP EFF
Prop eff can generally be taken to be between 75 percent and 85 percent but in any particular case the variation in eff [sic] will be small and of the order of 2 to 4 percent. Above rated altitude however efdf drops off due to high angle of attack required to absorb the power. High angle may also give reduced eff when operating at high boost low RPM In a few isolated cases where prop eff does not remain aprox [sic] constant the variation in drag and S.F.C and the need for operating at certain conditions may override the low RPM high boost rule
[page break]
[graph]
[table]
[graph]
[page break]
Fig A [graph]
The tables show that the rate of power around V1MD in [sic] generaly [sic] lower for lower weights in other words as weight is decreased the aircraft becomes less underpowered or overpowered.
We saw that for an underpowered a/c speed for range is less than V1MD in an overpowered aircraft speed for range is greater than V1MD
This difference depends on slope of S.F.C envelope. As the aircraft becomes less underpowered ie as power is reduced the slope of the envelope is reduced and speed for range becomes nearer V1MD As the aircraft becomes more overpowered ie power required still less the slope increases and speed for range becomes more and more above ViMD
Fig it shows that the variation of speed for range is less for ViMII and in practice we say the percentage of speed for range is
[formula]
EFFECT OF VARIATION OF HEIGHT
For a constant SFC and Prop eff. We saw that variation of height had no effect on range for as on best speed for range and so in practice variation in height will only effect range and speed for range where it effects S.F.C and prop eff
[graph]
[page break]
Aircraft overpowered at Sea Level
Therefore operated at const R.P.M. increased power with height by increasing boost. S.F.C improves therefore therefore range improves therefore S.A.R improves up to the full throttle height At full throttle height aircraft correctly powered S.F.C minimum. If above full throttle height extra powered required obtained at higher RPM this gives greater S.F.C therefore smaller air range.
At sea level overpowered aircraft the best speed for range is higher than ViMD at full throttle height it is correctly powered speed for range ViMD
Above full throttle height high RPM required therefore reduce speed to avoid uneconomical engine settings
Aircraft underpowered at sea level
Operating at max boost increase power increase R.P.M S.F.C may improve at first giving slight increase of range with height, but when high R.P.M are required SFC increases more rapidly giving reduction in range. Speed for range aircraft underpowered Vi less than ViMD remains aprox [sic] constant up to full throttle height up to when heigh [sic] RPM make a reduction necessary to avoid unnecessary engine [word]?
EFFECT OF VARIATION OF TEMP (INCREASE)
Constant IAS RPM compensated carb SFC decreases slightly therefore range increase
Uncompensated carb SFC increases slightly therefore range decreases.
At constant boost and IAS full throttle range will allways [sic] decrease more so with uncompensated carb 2.5 percent.
With increase of temp aircraft become less overpowered or more underpowered (due to increase T.A.S) the effect in both casses [sic] on the best speed for range is the same and is a reduction
PERFORMANCE AT LOW SPEEDS
[graph]
[page break]
Minimum speed for cruising is the speed at which a small change of speed the power required is sufficiently large to make the aircraft return rapidly to its mean speed. In rough air bigger changes in speed bigger margin required. Fly a little faster. Tendency to instability biger [sic] movements of control are required biger [sic] changes of speed fly a little fast.
Recommended speed is chosen suffice [sic] above the minimum speed for cont cruising to allow for all normal variations and C of G and stability and average rough air conditions
SUMMARY OF FACTORS AFFECTING S.A.R
1. Speed – drag handling.
2. Weight – drag (C of G)
3. Engine settings – S.F.C. Prop efficiency
4. Height – S.F.C. (prop at height)
5. Air temp – S.F.C.
6. [word]? – average drag
7. Pilot efficiency – use of auto pilot
[table]
Range summary
1. Use max boost and low RPM to obtain optium [sic] IAS
2. Use M.S gear at an altitude such that the optium [sic] I.A.S. is obtained at full throttle but do not fly so high that RPM near the max must be used
[page break]
3 Roughly % change best speed =1/2 to 1/4% change in weight 1/4 (2/3) % change in range = 1 to 1/2 change in weight.
[underlined] EFFECT OF WIND [/underlined]
[calculation of T.M.P.G.]
[calculation of A.M.P.G]
[calculation of TMPG]
[calculations for the above]
Graph shows that best speed for range with a head wind is increased from 155 to 173 TAS aprox [sic] 12% Graph will lack would show a decrease in speed
[calculation]
[page break]
It will be seen that the head wind reduces T.M.P.G. by aprox [sic] 30%. Where as changing our speed for range we regain aprox [sic] 3% it similar effect and it is seen that the loss due to the wind is far in excess that than that gained by increase of speed. Thus it will be seen more probable to change height for more favourable winds were the gain will be a greater % than any obtained by changing speed or operating at full throttle.
[calculation for best INS for wind]
its empirical rule is usely [sic] found for each aircraft where by speed for range is changed 1 mile/hour for a given change in ground speed i.e after speed 1MPH for every 10MPH ground speed
[page break]
[underlined] CLIMB AND DESCENT
Climbing T.H.P. = T.M.P to overcome drag + THP for climb.
[underlined] Vertical Climb [/underlined] it dont [one deleted word] a where range is of no importance and heigh [sic] gained per gall is important factor.
Telling max climbing never and boost gall/hr are fixed so to climb max number of feet per gall we must climb as fast as poss.
[diagram of power for climbing]
Max climb obtained where max power is obtained for climb in threshold region but flight is not now uncomfortable since a good margin of power is available above that now required to maintain speed
[page break]
[diagram of climb/speed ratio]
POWER FOR CLIMB DOUBLED
RATE OF CLIMB “ say from 500FT/MIN to 1000FT/MIN.
TOTAL POWER INCREASE 50% AND SO FUEL CONSUMPTION INCREASES 50% SAY FROM 60 GALLS/HR TO 90 GALLS/HR.
CLIMB PER GALL AT LOWER POWER
[calculation for climb per gallon at lower power]
CLIMB PER GALL AT HIGHER POWER
[calculation for climb per gallon at higher power]
And so increase of power in addition to giving greater rate of climb given more climb per gall and so is more eff in a vertical climb.
[page break]
[underlined] RANGE CLIMB [/underlined]
To climb to where the horizontal distant [sic] is important and there is ample time to available to get height.
The first aprox [sic] ratio would be to climb at best speed for range but a little extra power is required for the climb and so the aircraft is less overpowered or more underpowered than it would be when flying level this means a slight reduction in speed is required to obtain the best speed for range Therefore obtain rate of climb or 200/300 ft/m by a reduction of speed from 5/7MPH and an increase in power.
[underlined] Delayed Climb [/underlined]
Would be employed were [sic] is not [one deleted word] necessary.
[diagram for delayed climb]
[page break]
RANGE DESCENT
[underlined] Descent [/underlined]. Power to overcome drag. Power from engines + power from gravity.
[underlined] Vertical descent [/underlined] distant [sic] covered unimportant.
[underlined] Range descent [/underlined]
Will require [corrected word] most miles per galls. Less power required from engine therefore aircraft more overpowered or less underpowered there for best speed is slightly over best speed for range (in level flight) e.g. reduce power slightly and increase speed aprox [sic] 5 miles/hr to get rate of descent.
[underlined] ENDURANCE [/underlined] Max number of hours flying with min fuel.
Total fuel = G.P.H x No of hours
[diagram of fuel endurance]
[page break]
Thergical [sic] best speed would be the best speed for M.P. but this is not practical and so we fly as slowly as poss for comfort i.e the minimum speed for continuous cruising and as low as poss.
[Height for endurance formulae]
Since endurance flying is at low power 500ft should be taken as safety height.
Endurance decreases 1% per 1000ft of altitude.
[underlined] Speed [/underlined]
Speed is any speed in excess of speed for range flying
[formulae for speed / range / power]
Since V is large the important [indecipherable word] is a V3 and the term b/V has proportaly [sic] has much less affect on the power required. Thus changes in weight will have less effect on the power required to fly at speed than change
CON AFTER 3 PAGES
[page break]
[underlined] WEIGHT AND CENTRE OF GRAVITY DETERMINATION [/underlined]
Requirements
(a) it standard simple method of calculating weight and c of G without use of appliances.
(b) Complete doc proof of safe loading.
(c) It standard prep of aircraft plan (i.e) list showing modifications to be carried of out by MVs and units combined with card index checking system.
[one indecipherable word] is absolute point laid down by the numb usely [sic] near the sect of the leading edge of the main plane but working with different aircraft.
[underlined] Weight [/underlined] Weight [one indecipherable word] to the nearest 16 Arm is the [one decipherable word] felt measured fore and aft parrlel [sic] to the dalium line if any item from the self line to the nearest 05IT.
[underlined] Moments [/underlined] is the weight of an [calculus].
Refference [sic] line. an [indecipherable word] line perpendicular to the aircraft for and aft dalian al [sic]some commence distance forward to the dalian point.
[page break]
[underlined] Tare weight [/underlined] The weight of the aircraft less all removeable [sic] items of equip (Col 9) but modified to a certain standard. Can be found in Vol 4 Sec 4.
1. Aircraft Tire condition and weight and moment only of any mods fitted but not included list of tare mods plus weight and moments of any command mods to give.
2. Weight modified tare condition. Ad [sic] weight and movements of all items of moveable equip. required when aircraft is operating to given role to give.
3. The gives a/c basic condition. The weight and movement of the crew and baggage oil and any other item of equip to give.
4. aircraft weight and cond [sic]less fuel and pay load ad [sic] all items of pay load this gives
5. Aircraft light condition.[Table to accompany above notes]
[page break]
The weight and movement of all fuel is add the given
6. Aircraft condition.
[underlined] Compartment loading [/underlined] procedure. Object to simplify loading of large number of small items of exp of known weight.
1. Aircraft is divided into 10 phicical [sic] compartment letted [sic] A to K no letter I.
2. Aprox [sic] mean arm in round feet is painted inside of each compartment this is known as the centract [sic]. When loading all items are grouped round the central in each compartment the arm of the centrical [sic]is then taken of [sic] all the items.
3. To find aircraft light conditions add weight and movement of all compartments to aircraft less fuel and payload. Weight and movements charts. To simplyfy[sic] calculations the chart consists of weight ploted [sic] against movements so that you can read the [indecipherable word] the C of G levels are also shown on the chart.
CONTINUED 2 PAGES
[page break]
in factors producing parasite drag. Fly at full throttle height for the power require because up to full throttle height power increases and S.F.C. decreases.
For a given required T.A.S. (to make good a required ground speed) the I.A.S will be less if we increase the altitude This means within increased altitude V1 will be nearer V1 MD That is we are approaching nearer to the most eff. Flying condition for A.M.P.G.
[underlined] ASSYMETRIC [sic] FLIGHT] Height will one or more [inserted] (engine failed [/inserted] if windmilling [sic] of feathered prop and the fact that the a/c is crabing [sic] (due to unsymetrical [sic] thrust) all lend to increase parasite drag therefore lest speed for range is reduced. In addition power required from the remaining engine(s) will be greater thus making the aircraft more underpowered or less [one deleted word] overpowered again reducing less speed for range (except in the care of the A/C very much overpowered) were range and speed for range will be increased). Generaly [sic] then in assymetric [sic]
[page break]
flight best speed for range is reduced and range is reduced.
[underlined] TAKE OFF [/underlined]
[Graph for Take Off – speed/time]
5% increase weight 71/2% increase in take of [sic] time
10% “ “ 15% “ “ “ “ “ “
Take of [sic] run is ∝ to W2.
i.e. 3% increase in weight 10% increase T.O. run
8% “ “ “ 16% “ “ “
[page break]
Compartment Loading Tables published with to give a quick guide of distribution of pay load between compartments when any given pay load is to be carried.
The section of the table are laid out in the same manner as the ap. section of the weight and balance clearance form to facilitate compiling.
Remember prove [sic] sal [sic] loading is the weight and ballance [sic] clearance form.
Weigh [sic]
This is intended to provide written prof [sic] of satif [sic] loading of [indecipherable word] a/c. With slide rules no such proff [sic] existed.
It will entail additional work for captain and load control officer but is felt justified with a view to safty [sic]. Loading data in course of prep. will greatly simplfy [sic] its completion. Pending issue of loading data the form [underlined] must be used [/underlined] in combination with ex data. Refference [sic] to data used will go under remarks collumn [sic] of weight and clearance.
[page break]
Compleation [sic] and distrabution [sic] W and B will be comp in Trup [sic], partly by captain and by load control officer. On compleation [sic] it will be certified by person 1/C loading party captain and load control officer.
[underlined] Distribution [underlined]
Original handed to load control officer next step [underlined] Duplicate [/underlined] retained by captain and attached to MC PAPER. Triplicate retained by local officer at place of departure.
Completion.
1. Enter details of flight plan (part 1)
2. Crew baggage part 2 3 4 .
3. Enter details palload [sic] computation (T.MU. )
4. “ payload offered to trafic [sic] (lesser fig col U)
5. “ quantity weight and movement of fuel load TO Landing V to Z
6. C.G limits at bottom of part 2 and C.G limits prefered [sic] by pilot.
Action by load control officer.
1. He will decide load distribution from loading tables and will enter data on loading plan (fig 9) giving seperate [sic] details for pass mail freight
[page break]
2. He hands loading plan to I/C loading party to carry out.
3. On receipt of loading plan on comp of loading he checks the captains entrys [sic].
4. Enters details in sec A to K. on W.B from loading plan.
5. Enters details in col V V1 V2 Certification of W an [sic] B form by the loader that load has been dest as shown on the loading plan [underlined] 2 [/underlined] By load control officer that he has checked loading and is satisfied with the dist.
3. By the captain that O/C is safely loaded load is securely lashed and C of G is within limits.
Captain [underlined] is finely [sic] responsible for [/underlined] loading
[page break]
LOADING DATA
1. DETAILS OF MODS INCORPEDATED [sic]
2. “ “ BASIC WEIGHT EX
3. COMPARTMENT LOADING PLAN
4. WEIGHT MOMENT CHART
5. COMPARTMENT LOADING TABLES
6. LOADING PLAN (FIG 9)
7. WEIGHT AND BALLANCE [sic] CLEARANCE FORM
8. AIRCRAFT LOADSHEET
[page break]
[underlined] AIRCRAFT PERFORMANCE TESTING [/underlined]
Much carefull [sic] prep on the ground by pilot and crew.
2. Necessary to prepare and complete a flight plan for each member of crew & aircraft is being tested for eco the pilot may require from 10 to 15 min to settle his speed when IDS has settled pilot should warn the crew that they may take reading he should note his height at com the run and endeavour to maintain that height during the run.
Equip required.
A. Standard equip
B. Flow meters
C. Air mileage unit for accurate of T.A.S.
D. Stop watches
E. [indecipherable word] sensitive altitude metres set to 10/3 MB
F. Instruments should be calibrated
G. Free air cannot be trusted see met. Take off weight must be assested [sic] as accurate as poss.
This may be done by carefull [sic] check of equip against loading chart And the fuel in the tanks should be checked as accurately as poss
[page break]
[Table showing ready to start run checks]
[page break]
TO CHECK WITH ENGINEER
[Table for readings and clock times]
Find out if the engine obeys H R L REVS Unless aircraft is to be tested it will be necessary to examing [sic] the power altitude [indecipherable word] at height is chosen al [sic] watch the throttle is likely to be open A series of reves [sic] and boost
[page break]
watch range of power and with what combination the best AMPG results are obtained.
In order to find out the mean weight for the best of series of combination are tested and then repeated in the reverse order giving an average result at a weight aprox [sic] for TO with half fuel consumed.
[page break]
[page break]
[Page of calculations]
[page break]
Dublin Core
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Title
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Ernie Twells' notebook
Description
An account of the resource
Ernie Twells' engineering notebook covering the theory of aircraft engines
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Ernie Twells
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One notebook of 70 pages of handwritten notes.
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eng
Type
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Text. Training material
Text
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MTwellsE171780-151026-06
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Royal Air Force
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Alan Pinchbeck
Trevor Hardcastle
Gemma Clapton
David Bloomfield
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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.
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/110/1077/MBubbGJ1477939-160322-01.1.pdf
74bc95ec7572d80b6af1bef26370eed5
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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Bubb, George
G J Bubb
Description
An account of the resource
13 items. Collection covers the wartime service of Leading Aircraftsman George Joseph Bubb (b. 1911, 1477909 Royal Air Force), an instrument fitter on 44 Squadron. the collection contains notebooks from training courses, a service bible and 1946 diary as well as the contents of a scrapbook which include personal documents and photographs of people and bombing operations.
The collection has been loaned to the IBCC Digital Archive for digitisation by Dave Pilsworth and catalogued by Nigel Huckins.
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IBCC Digital Archive
Date
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2016-03-22
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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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Bubb, GJ
Transcribed document
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Transcription
Text transcribed from audio recording or document
[underlined] TABULATION OF INSTRUMENT REPAIRER COURSE [/underlined]
Form
18Y5 Volume 1 General Information of Aircaraft Insurments i.e. Installation etc.
18Y5 Volume 2 Modifications i.e. additions to Instruments or equipment etc.
Y00 Inspection Form (To be signed after each inspection)
[page break]
[underlined] AIRCRAFT MAINTENANCE [/underlined]
All RAF aircraft are inpeced periodically in accordance with specially drawn up schedules. These inspections are under three headings. 1) Daily Inspection
Carried out every day and the aircraft is serviceable for 24 hrs from time of the inspection.
2) Minor Inspection.
Carried out in accordance with U.M.O’s usually after every 300845 hrs.
3) Major inspection
Complete overhaul Is carried out at the end of a flying cycle usually 240 to 320 flying hours. The major cycle is divided into 6 or 8 minor periods, a minor inspection being carried out at the end of each. Thus a 240 major inspection sub-divided into 6 minor periods, would have one major and 5 minor inspections to the cycle. Some items do not require checking every minor inspection and where an item
requires checking every other minor a star is put against the assembly group number in the 17.1.R form. two stars would indicate every third minor and three stars every fourth. Major items are indicated by black capital letters as small letters underlined.
[underlined] FORM Y00 [/underlined]
This has two main sections.
1) Daily Inspection Sheet is used to record signature of airmen carrying out the (D. In) and aircraft cannot fly until the D.1 certificate has been completed
2) Change of Serviceability and Repair is used to record any change of state of an aircraft. When an aircraft is U/S for any reason that reason is stated in this log. Any members of ground or aircrew can put an aircraft U/S but [deleted] permen [/deleted] competent N.C.O or Officer can make it serviceable. All entries must be made in ink or copying ink pencil.
[page break]
[underlined] MAINTENANCE INSPECTION RECORD FORM [/underlined]
Is used to record all work done on minor and major inspections. All items are listed separately, and [deleted] to [/deleted] as each one has been inspected and found satisfactory, the airmen records his initials in column “A”. Should a defect be discovered it is indicated by a cross in column “A” and when rectified is signed for in column “B”, by group 1 tradesman. If an airman is taken off an inspection before completion, he draws a double line below the last item inspected by him, in the appropriate column and signs on it. The airman continuing the inspection initials each following item if satisfactory.
[underlined] A.P. 12Y5 VOLUME 1 – 2 [/underlined]
Is the instrument manual of the Raf Details of all instruments are given with instructions on installation maintenance and calibration. Volume 2 is made up of amendment leaflets to Volume 1.
[underlined] DIRECT TYPE PRESSURE GAUGES [/underlined]
[drawing with annotation]
[underlined] BOURDON TUBE [/underlined]
Iis [sic] a ‘C’ shaped tube, with an elliptical cross-section. One end is fixed and left open, the other end is closed and free to move. Any pressure applied within the tube, will try to make the cross section circular, which will result in the tube straightening out and thus causing a movement of the free end
[underlined] BOURDON TUBE MECHANISM [/underlined]
Connected to the free end is a link, which in turn is connected to the tail of the
[page break]
quadrant gear. In mesh with the quadrant is a pinion to which is attached a pointer. A hair-spring is fitted on the pointer spindle to take up slackness
[underlined] DIRECT TYPE PRESSURE GAUGES
FUEL, OIL AND AIR [/underlined]
Air, oil and fuel is fed direct to the Bourdon tube causing movement. Gauges differ only in range, colour of bezel and strength of Bourdon Tube
[underlined] Fuel [/underlined] – Range 0-5 or 0-10 lbs per sq. inch
Colour of bezel – [underlined] Red [/underlined]
[underlined] Oil [/underlined] – Range 0-200lbs per sq. inch
Colour of bezel – [underlined] Yellow [/underlined]
[underlined] Air [/underlined] – Range 0-250 lbs per sq inch
Colour of bezel [underlined] Black [/underlined]
[drawing of spigot union]
[drawing of hydraulic choke]
[drawing of Nipple adaptor union]
[drawing of layout or brake pressure gauge]
[drawing of spherical union]
[drawing of transmitting gauge (suction)]
[page break]
[underlined] BRAKE PRESSURE GAUGE [/underlined] (Sec. 11 Chap 15)
Range of Instrument 0 – 300 lbs [square] “ Colour of Bezel – Black, three nipple adaptor unions at rear (See standard notes)
[underlined] SUCTION GAUGE [/underlined]
Has an edge-ways scale capsule type mechanism. Range 0 – 10” HG. Colour of Bezel. Black (see standard notes) Spherical type union
[underlined] HYDRAULIC PRESSURE GAUGE [/underlined] (SEC II CHAP 10)
(See standard notes)
Range 0 – 200 lbs [square] “. Colour of Bezel Black nipple adapter union
[underlined] HYDRAULIC CHOKE [/underlined]
Is fitted in the pipe connecting the gauge to the system in order to protect the gauge from damage sue to rapid action of pressure Instal [sic] with arrow in direction of flow when installing the pipe should be primed and the choke connected in
the correct manner The connections should be left slack and the two halves of the choke unscrewed half a turn. This allows the fluid to by-pass the restriction for the purpose of priming. With the gauge slackened fluid should now be forced through the system, until it is seen to be leaking at the gauge connection hand tighten the gauge connection followed by the choke and the lack with lacking-wire. The pipe line is now primed. The filter on the inlet side may be cleaned with clean petrol if the two parts of the choke are unscrewed. The choke sealing must not be adjusted. hipple [sic] adapter unions are used and the filter is cleaned on a minor
[underlined] INSTALATION DIRECT TYPE PRESSURE GAUGES [/underlined]
With the exception of the suction gauge, the above instruments are secured to the panel by means of 2 – 2 SA nuts and bolts
[page break]
and possibly distance pieces. The suction gauge is fitted from the [underlined] front [/underlined] of the panel and is secured by 2 HBA nuts and bolts and a clamping plate. When installing ensure the pipe-line does not exert a strain on the instrument.
[underlined] TRANSMITTING TYPE PRESSURE GAUGE [/underlined]
(See Standard notes) [underlined] FUEL ‘ OIL [/underlined] (SEC II CHPTS 2’8
The two instruments differ only in range and colour of bezel.
[underlined] Fuel [/underlined] Range 0 – 10 lbs [square]”. colour of bezel – Red
[underlined] Oil [/underlined] “ 0 – 300 lbs [square] “ “ “ Yellow
[underlined] Installation [/underlined]
Ensure that the instrument has the correct length of capillary by checking ref. no and test the instrument on the portable Pressure Gauge Callibrater [sic]
[underlined] Maintenance [/underlined]
Daily Inspection – inspect for visible defects and security – clean glass (VD-S,C.G)
Every Minor Inspection – Callibrate [sic] with
pressure gauge calibrator
Every second Minor Inspection – Examine capillaries for kinks, dents and damage
[annotated drawing]
[underlined] TRANSMITTING THE PRESSURE GAUGE
PRESSURE GAUGE CALLIBRATOR
(DEAD WEIGHT TESTER) [/underlined]
Is used to test accuracy of pressure gauge up to 200 lbs per [square]. The pressure of oil is used to support a weight and at the same time to give a reading on the gauge under test. To avoid weight and bulk, each weight is a fraction of its indicated value. The plunger disc
[page break]
weighs 2ozs and its surface area resting on the oil 1/8” sq.in, therefore, if 1/8”sq.in is taken as a basic, the plunger weighs in effect 1lb and this 8:1 ratio as maintained. Various weights are available to represent certain pressures. Direct type gauges are connected straight up, transmitting gauge by means of a hollow bolt adapter Use anti-freezing oil.
[underlined] FUEL PRESSURE WARNING LIGHTS [/underlined] MK 1A 0-10lbs MK 1C 10-20lbs
Is fitted to give the pilot warning by the illumination of a red lamp, when the pressure falls below a safe volume. Consists of a pressure unit, resistance unit, warning lamp, electric leads, fuse, and switch. The supply can be either 12 or 24 volt and is cut down by the resistance to the required 6volts for the lamp
[underlined] Installation. [/underlined] The lamp fits into a housing which is mounted on the
[annotated circuit diagram]
[underlined] CIRCUIT FOR FUEL PRESSURE WARNIGN LIGHT [/underlined]
[annotated drawing of a pressure unit]
[underlined] PRESSURE UNIT [/underlined]
[page break]
instrument panel. The pressure unit must be adjusted to the correct volume for the particular type of engine.
[underlined] Adjusting proceedure [sic] [/underlined] [circled number] 1 [/circled number] ascertain from filter in change of aircraft [circled number] 2 [/circled number] Fit pressure unit onto calibrator [circled number] 3 [/circled number] Put required weights on and adjust until they are raised. [circled number] 4 [/circled number] Adjust pressure unit until the light just flickers on [circled number] 5 [/circled number] how if the pressure is increased the light should go out [circled number] 6 [/circled umber] If the pressure is decreased the light should come on [circled number] 7 [/circled number] Lock grub screw with lock nut or seal with shellac
[underlined] Maintenance [underlined]
Daily Inspection. Switch on the lamp should light that is with engines nit running See that the system is secure and connections are correct
Minor Inspection. Check wiring for security and fray
[annotated drawing]
[underlined] RADIATOR TEMPPERATURE THERMOMETER
PRINCIPAL [/underlined] VAPOUR PRESSURE [underlined] RANGE 40”C – 140”C OR 50”C – 150”C
[annotated drawing]
[underlined] OIL ‘ AIR TEMPERATURE THERMOMETER
NOTE [/underlined] Bulb of Air Thermometer is 18ins long and is coppered
[page break]
[underlined] RADATOR TEMPERATURE THERMOMETER [/underlined] (SEC III CHPT 1)
(See Standard Notes)
Colour of bezel – Blue. Range 50 – 100oC or 40 – 140oC. Copper Capillary 1mm bore.
[underlined] Installation ]/underlined] As for other Capillary Instruments The instrument is secured to the panel by 2.2BA nuts and bolts and possibly distant pieces. Avoid passing the capillary over heated parts of engine or aircraft. Ensure the loop adjoining the bulb is held by the special clip and that the copper washer is in position when the bulb is fitted. Lock nuts with locking wire.
[underlined] Maintenance [/underlined]
Daily Inspection underlined VD.S.C.G
Minor Inspection Test function on ground test
Second Minor Inspection Check capillary for kinks, dents and security
[underlined] OIL AND AIR (MK II) TEMPERATURE THERMOMETERS [/underlined]
(see Standard Notes)
Range – [underlined] Oil [/underlined] 0 – 100oC [underlined] Air [/underlined] – 35o – 0o – 55oC
Bore of Capillary is 006’
[height and air speed chart]
[underlined] COMPRESSIBILITY CORRECTOR CARD [/underlined]
[annotated drawing]
[underlined] MARK III AIR TEMP THERMOMETER [/underlined]
(Cont) [underlined] OIL AND AIR MK II TEMPERATURE THERMOMETERS
INSTALLATION [/underlined] Similar to other capillary instruments and ensure that the
capillary(steel) does not pass nearer
[page break]
than Y” to the compass
[underlined] Maintenance. [/underlined] Daily Inspection – VD.3.C.G should be temperature of the
day
[underlined] Minor Inspection [/underlined] – Check oil temperature for function on ground test
Second Minor Inspection – Check capillary for kinks, dents and security
[underlined] COMPRESSIBILITY CORRECTOR CARD.
For air temperature Mk II[/underlined]
Compression of air around the bulb in the sun shield causes an increased temperature. A card showing the required correction to be applied to the reading is mounted in the panel close to the instruments.
[underlined] AIR TEMPERATURE THEMOMETER [/underlined] MK III
Similar to MK II air temp but the bulb assembly is different Consisting of a 12” bulb made of copper plated steel, sweated through out it’s length to a base of Monel Metal. A then cover also of Monell Metal is fitted
closely over the bulb to increase the rate of transference of heat between base plate and bulb.
[underlined] Installation [/underlined] – Similar to MK II, except that the bulb assembly is flush mounted and recessed into the plane about 3/4”. It’s secured by 10 – 4BA fixing screws and insulated washers which hold the unit in position as well as insulating it from the A/C.
[underlined] Maintenance. [/underlined] As for MK II Air Temp
[underlined] ho [sic] [/underlined] correction card.
[underlined] MASTER THERMOMETER
Range [/underlined] 0o – 220oC – [underlined] Scale [/underlined] – sub divided into 5oC [underlined] Late [/underlined] Ensure that the N.P.L. certificate accompanies the Thermometer
[underlined] Important [/underlined] – when not on use keep in still housing.
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[annotated drawing]
[underlined] THERMOMETER CALIBRATOR [/underlined]
[annotated drawing]
[underlined] MK I AIR TEMP THERMOMETER [/underlined]
[underlined] DIRECT READING AIR TEMP THERM MK I [/underlined]
Is of the liquid in glass type (Benzene) and is superceding [sic] other types on multi-engine aircraft. The glass bulb is best [sic] at right angles, so as to project through the side of the aircraft. The bulb is protected by a sun shield and the vertical part (cradle) fitted on the Observen’s [sic] panel is fitted with a scale – YO to 40oC
[underlined] Installation [/underlined] The backing plate rubber washer (for insulation purposes) and the sun shield should be attached to the aircraft skin and the thermometer placed so that the bulb projects aprox [sic] 1” through the skin The cradle is fastened to the cabin wall by bolts provided and distant pieces. The glass is marked with a datum line at 0oC The scale should be periodically checked against this point
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[annotated drawing]
[underlined] MECHANICAL ENGINE SPEED INDICTOR [/underlined]
[underlined] MECHANICAL ENGINE SPEED INDICTOR [/underlined]
(See Standard Notes) (Sec 1 Chpt 1)
[underlined] Installation [/underlined] – The instrument is secured to the panel by 3.2BA nuts and bolts and distant pieces. The drive should be placed along the shortest possible route, sharp bends less than 9” rad being avoided. Ensure that the oil escape hole is at the engine end. No part must pass within 11” of the compass. Support along the whole length at intervals and lock union nuts with lockingwire.
[underlined] Maintenance [/underlined] The flex drive should be periodical examined for wear and tear, and greased with heavy grease. The shaft may be withdrawn from the casing, after carefully removing one of the slip washers. No strand should be badly worn or broken, and the end connections should be secure. Gear boxes should be periodically examined for wear and greased with anti-freezing grease. The drive must have a 1/4” end play.
[page break]
[underlined] Daily Inspection [/underlined] V.D.S.C.G.
[underlined] Minor Inspection [/underlined] Check, functioning on ground test
[underlined] Record Minor Inspection [/underlined] Examine flex drive
[underlined] AIRCRAFT CLOCKS
MK II [/underlined] luminous 8 – day movement. To wind rotate bezel. Centre second hand and dummy hand and minute hand are for time of trip (hour hand set by winding bezel clockwise, minute hand by rotating knob. Lever at top right corner [undecipherable word] up and bezel is rotated to set hands.
[underlined] MK IIC [/underlined] 8 – day movement has no second or dummy hand. Set hands by pulling out knob.
[underlined] MK IID [/underlined] 8 – day movement has centre second and dummy hour and minute hand operated by two smaller knobs in centre of glass. Push winding knob in to set hands.
[underlined] MK IIIA [/underlined] 8 day movement has time of trip dial and second hand Has coloured “tell tale” (red for recording, white for waiting) For recording time of trip, operate by knob at 4 o’clock, successive pressings of knob at 4 o’clock will [inserted] start [/inserted] stop and return to zero the time of trip hand and centre second hand. The knob at 8 o’clock is rotated for winding and by pulling out for setting.
[underlined] PSYCHROMETER. [/underlined]
This instrument is to enable to find the relative humidity of the air at various altitudes for the purpose of compiling weather reports. The pychrometer [sic] consists of the liquid and glass thermometers. The bulb of the air is kept dry whilst the other is left wet by a wick
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dipping into a tank of distilled water therefore under certain conditions the wet bulb (Thermometer) will give lower readings compared with the dry bulb due to the evaporation of the water on a dry day. This instrument is fitted on the strut of the starboard side with the dry bulb [underlined] forward [/underlined]
[underlined] COMPASSES
“P” TYPE [/underlined] :- consists of 1) Rotatable Grid Ring. 2) Fixed Rubber lie in fore & aft line of A/C. 3) Freely pivoted magnet system 4) Bowl completely filled with liquid and de-aerated 5) Aft marking and scale on securing – lug in 0o
[underlined] “O” TYPE [/underlined] :- consists of 1) Rotatable [underlined] Azermuth [sic] Circle [/underlined] 2) Fixed Rubber Line in Fore and Aft of A/C 3) Truly pivoted magnet system (Compass Card) 4) Bowl completely filled with liquid 5) Clamping device for securing in mounting (O5 – 0.5A STANDARDS)
[chart showing types, uses and A/C]
[page break]
[underlined] Reasons for using Alcohol – Distilled water [/underlined]
1) Low freezing point
2) Low viscosity
3) Helps to take weight off the pivots
4) Damps down movement of magnetic system
[underlined] Requirements of an A/C Compass [/underlined]
1) Must be apperiodic [sic] (dead beat)
2) Must have a large magnetic moment & a small moment of inertia
3) No liquid swirl
4) C.G. below pivoting point (1/20”)
5) Liquid to withstand the temperature change of -50oC & 50oC
6) Device for allowing 12% volume change
7) Must have anti vibrational device
[underlined] “P” TYPE COMPASS [/underlined]
[annotated drawing]
[page break]
[underlined] COMPASSES, CORRECTOR BOXES & COEFFICIENTS “A” “B” & “C”
Coefficient “A” [/underlined] – any error that is the same on all headings – corrected by rotation of compass
[underlined] Coefficient “B” [/underlined] is any deviation or variation from E – W – corrected by Connector Box
[underlined] Coefficient “C” [/underlined] is any deviation or variation from N – S – corrected by Connector Box. Any deviations or variation left over are noted on Corrector Card
[underlined] Installation [/underlined] [circled number] 1 [/circled number] Use only [underlined] Brass [/underlined] screws nuts & washers. [circled number] 2 [/circled number] All magnetic materials must be kept well away from compass [underlined] at least 18” away [/underlined]. [circled number] 3 [/circled number Ensure that it is in the Fore and Aft line of A/C
[underlined] Daily Inspection [/underlined] – Clean glass, Check for visual defects – check freedom locking of lined [sic] Ring & Azemuth [sic] Circle (Clean apties [sic]) – Check Corrector Box for security
[underlined] 40 hr [/underlined] – As D.I. & examine for [circled number] 1 [/circled number] [underlined] Discolouration [/underlined] [circled number] 2 [/circled number] [underlined] Functioning of A.V.M. [/underlined]
[underlined] 40 * hr [/underlined] As 40 hr & [circled number] [underlined] Pivot Fraction Test [/underlined] [circled number] 2 [/circled number] Damping Test
Corrector Box is fitted under mounting of “P” Type compasses and in 0.5 standard “O” Type.
[underlined] Pivot Fraction Test [/underlined] [circled number] 1 [/circled number] Bet N to N [circled number] 2 [/circled number] Deflect 10” and hold for 30 sec. [circled number] 3 [/circled number] Allow pointer to return [underlined] NOTE READING [/underlined] [circled number] 4 [/circled number] Deflect to 10” in oposite [sic] direction hold 3 sec [circled number] 5 [/circled number] Allow pointer to return [underlined] NOTE READING [/underlined] – Add the two readings together and [underlined] total should not exceed 2o [/underlined]
[underlined] Damping Test [/underlined] [circled number] 1 [/circled number] Bet N to N [circled number] 2 [/circled number] Deflect 90o and hold 30 seconds [circled number] 3 [/circled number] Allow to return – should take about 5 – 14 secs. [circled number] 4 [/circled number] Deflect 90o opposite direction [circled number] 5 [/circled number] Hold 30 secs and allow to return – time should be as before
[boxed list and times]
[page break]
[underlined] BOMB SIGHT MK IXC [/underlined]
[underlined] 1 [/underlined] Set Wind Speed – Zero } To pack into Case
[underlined] 4 [/underlined] “ Air Speed – Max } To pack into Case
[underlined] 5 [/underlined] “ Terminal Velocity [infinity symbol] } To pack into Case
[underlined] 6 [/underlined] “ Height 3500ft } To pack into Case
[underlined] 3 [/underlined] “ Direction 90o } To pack into Case
[underlined] 2 [/underlined] “ Enemy Speed Zero } To pack into Case
[underlined] 7 [/underlined] Fold height bar } To pack into Case
To remove from case :- If equipped with crass levelling bracket, remove this first To remove B/S Pull back small catch at rear front of B/S.
[underlined] Crass levelling Bracket [/underlined] – provides a mean of A.V.M. for the B/S.
[underlined] Azemuth Bracket [/underlined] – as crass levelling bracket but also incorporates a means of giving an indication to pilot as to how many 0o the aircraft has to be turned to bring target in the drift-wires & A/C Fore and Aft line.
[underlined] DRIFT RECORDER [/underlined]
[underlined] Purpose [/underlined] To indicate the drift of the A/C over the ground
[underlined] Construction [/underlined] Consists of a periscope type optical system – also movable chart an graticular [sic] on lens, fixed scale – with centre zero Max 30o – flag operates by movement of penal holder – Computer on top of folding cover
[underlined] Installation [/underlined] Drop plump line from nose and tail and connect with a long piece of string extending 30ft in front of A/C. make several marks on the ground in the sight of recorder choosing a mark which you require. Make mark opposite and describe two arcs and with another centre scribe two more arcs and were arcs intersect draw a line which will be at right-angles to the fore and aft line, line up intersecs [sic] to a parallel and set scale at zero by loosening the two side screws.
[page break]
[underlined] BOMB SIGHT MK IXC [/underlined]
[underlined] BACKLASH TEST [/underlined]
Air Speed 107 MPH or 120 MPH
Wind Speed 38.5 MPH or 60 MPH
Ground Speed 100.0 MPH or MAX
[underlined] DRIFT [/underlined] should read 21 & - 15’ or 30 & - 15’
[underlined] DISTANT READING COMPASS MK.1 [/underlined]
This compass introduced to do away with the errors of the ordinary magnetic compass. These errors are overcome by the pivotting [sic] of the magnet. It is regially [sic] pivotted [sic] in jewel bearings top and bottom and is a solid bar
The compass is also gyroscopically stable. This gyroscope is of unusual feature it is of the three phase squirrel cage induction motor. It is driven at 12 – 13,000 [inserted] per min [/inserted] revs. The A.C. current is derivided [sic] from a rotary converter and taken to the gyroscope As any toques to the gyro will cause precession to the outer ring which in turn will cause the inner frame to rotate due to the action of the frame motor. The system used in this compass is one of remote control, the master unit being in the tail of A/C and instruments in
[page break]
the case of A/C, this is bought about by means of repeater contacts and repeater motors. When the inner frame rotates, rotating with it is a large gear wheel is enmeshed with repeater contacts. Impulses are sent to the V.S.C from there they are distrubuted [sic] to the repeater motor by means of the two separate sets of 60 1 ratio gear
[underlined] Consists [/underlined] of Master Unit, VSC, Repeater, Suppressor Distributor Boxes
[underlined] PROCEEDURE FOR STARTING D.R.C. [/underlined]
1) Set the “on – off” switch to on and the normal setting switch to setting
2) Allow about 5 mins to elapse until M.th oscillates about the constant heading
3) Set the normal setting switch to normal and the system should be ready for use
[underlined] Procedure for before Flight [/underlined]
1) As for starting above
2) Set V.S.C to zero
3) Check that all repeaters are synchronised correctly, that is, they should read the M.ll reading & and A error
4) Check the “hunt” on the scale of the M ll, should be between 1/8 and 3/4 of a degree
5) With the “normal setting switch” to setting till the M ll in an easterly direction, note that the readings – increase on easterly and decrease on westerly
6) Set local variations on V.S.C. if required by local orders
[underlined] Switch “on off switch” to on and normal setting switch to setting for D.I and above [/underlined]
[underlined] Functioning Test [/underlined]
1) As for Starting proceedure [sic].
2) Check the normal hunting 1/8 – 3/4 decree [sic]
3) Turn normal setting switch to setting and note that M ll reading is between 3 and 8 degree.
4) Set normal setting switch to normal
[page break]
and note M ll reading tilt M ll in an easterly direction and when the scale reading has changed by 5o return to the vertical and after 2 minutes note reading, repeat by tilting to the west. The two final readings should not differ by more than 2o. (The movement in this test is due to the Angle of Dip) – ([underlined ] PIVOT FRICTION [/underlined])
5) Switch the normal setting switch to setting and tilt the M ll to the east holding it to it’s limit of travel until the reading changes by 40o, switch back to normal and return M ll to the vertical allow to swing to and fro.
Time the M ll by its travels over the first 20o back to its original heading and note that at all times the M ll and repeaters are within 1o degree of each other.
6) Repeat the above in a westerly direction
7) The time intervals [inserted] of recordings [/inserted] by operations for 5 and 6 should not differ by more
than 3 minutes and neither should take more than 7mins to return ( - DAMPING TEST)
8) Set the V.S.C to zero and note repeater readings, Set V.S.C to 10o East and note the repeaters have changed by 9 – 11o, repeat the setting to 10o West and note the change of readings again
9) Repeat the above by holding knob of pilot’s repeater – there should be no change – [underlined] SWITCH OFF [/underlined]
[underlined] Synchronising Repeaters [/underlined]
1) Start D.R.C as before
2) Set V.S.C to zero
3) Set all repeaters as near as possible to M ll Reading (thought they can only move in 3o movements) plus the “A” error
4) Adjust V.S.C to final readings of repeaters, correct if neccessary [sic]
5) Loosen the two screws holding the scale and set lubber line to zero tighten screws. – [underlined] Switch off [/underlined]
[page break]
[underlined] ENGINE SPEED INDICATOR MK 1
GENERATOR SHUNT RESISTANCE [/underlined]
[2 annotated drawings]
[underlined] 1. INDICATOR [/underlined] [underlined] 2. INDICATORS [/underlined]
This is an electrical means of measuring the crank shaft speed of engine, when engine is situated some distance from the panel and a mechanic type would be impracticable
[underlined] Installation [/underlined] bolt securely to panel and fix into anti-vibration mounting. Care should be taken to ensure that cables are connected correctly, if instrument read backwards it is not necessary to unsolder the lead, but just to reverse the interior of the plug, this is done by unscrewing screw.
[underlined] Maintenance. [/underlined] grease the flex drive on all minor inspections. The brushes and commutators of generators are cleaned on minor inspections also. When indicators are suspected of under reading, check with voltmeter or
strobescope. Check calibrate as A.P. 1275 section I chapter II
[underlined] ENGINE CYLINDER THERMOMETER. [/underlined]
[annotated diagram]
[underlined] USED ONLY IN AIR COOLED ENGINE [/underlined]
[underlined] COMPENSATING LEADS MUST NOT BE CUT [/underlined]
[underlined] Installation – Instruments [/underlined]
Usually mounted in A.V.M. mounting held in by two screws only. The position of the thermo – couple is dependant [sic] upon the manufacturers of the engine. Remove the wire shorting the terminals at the back of the instrument, connect the compensating leads red to red blue to blue Allow to stand on open circuit with Master Thermometer by its side for 1/2 hr, then set the temperature of the day on the
[page break]
instrument by means of screw.
[underlined] Maintenance D.I. [/underlined] Ensure that the leads are secure and the instrument is reading the temperature of the day [underlined] Minor Inspections [/underlined] check functioning on ground run.
[underlined] ELECTRICAL FUEL CONTENTS GAUGE. [/underlined]
[circuit diagram]
[underlined] SIMPLIFIED CIRCUIT [/underlined]
[circuit diagram]
[underlined] CIRCUIT FOR 5 TANK SYSTEM [/underlined]
[page break]
[underlined] Installation [/underlined] Unslacken screw on arclip [sic] remove arclip [sic] and instal [sic] instrument from front of panel, place arclip [sic] back over instrument, clamp arclip [sic] to instrument and the you tighten screws, which forces arclip [sic] on instrument. See that rubber ring is between instrument and panel. Work on 12 volt system only.
[underlined] PRESSURE HEAD [/underlined]
[diagram]
[underlined] LAYOUT OF PRESSURE HEAD [/underlined]
[underlined] Inspection [/underlined] switch on pressure head circuit for [underlined] not more than [/underlined] 5 mins, test head by feeling for warmth which will ensure that element is working correctly. Mouth of tube and static slots should be kept clean and free from dirt on 40hr. Inspection also check for security.
[underlined] For Insulation Test see Bridge Megger [/underlined]
[underlined] REFLECTOR GUNSIGHT [/underlined] MK. IIIA
[3 drawings]
[page break]
[underlined] GUNSIGHT [/underlined] (CONT) This is a typical example of reflector gunsights, which are clamped with special fittings to various guns, to be found mounted in A/C and consists of the following parts 1) Case to which is attached the optical unit, dimmer switch and lamp 2) The optical unit comprising of a translucent ring, and bead graticule [sic] and lens system 3) The reflector and hood complete with dimmer screen 4) The dimmer switch and lamp
[underlined] Maintenance [/underlined] Check electrical circuit for continuity and also check the insulation resistance to earth. When a new lamp is fitted, care must be taken to ensure that the lamp is positioned correctly, a line, a white mark on the lamp, with a corresponding mark on the holder. Care must be taken not to disturb the harmonization of the sight
[underlined] Before Flight Inspection [/underlined]
1.) Ensure sight is secure in it’s mounting
2.) Ensure that the clamping nuts are secure and tight
3) Ensure that the lens and reflector and dimming screen are clean. [underlined] Use Selvit on all lens [/underlined]
4) Ensure that the electrical system is functioning
5) Ensure that there are spare bulbs in the rack and all are serviceable
[underlined] ELECTRICAL TESTING APPARATUS [/underlined]
[underlined] Continuity Tester [/underlined] Consists of case, switch or push-button, battery and bulb. Used for testing low resistant circuits
[drawing]
[underlined] BRIDGE MEGGER [/underlined] Correct to .01 ohms Range to 100MO – accurately
[underlined] WEE MEGGER [/underlined] Correct to 10,000 ohms Range to 20MO – roughly
[underlined] WEE MEGGER [/underlined]
[page break]
[underlined] Wee Megger [/underlined] Used for high resistant circuits
1) Continuity of circuit test – reading should be zero – [underlined] For Resistances of over 10,000 ohms. [/underlined]
2) Earthing test – reading should be infinity
3) Insulation test reading should be infinity
Used for insulating and earth testing
A) Reading Infinity equals perfect insulation
B) Reading Zero shorting or bad insulation or good continuity
C) Reading M.O. equals value of insulation
[underlined] Insulation Test [/underlined] – connect line and earth to cable cord – reading should be infinity or a minium [sic] of 3 m.o. If climate is damp 1/2 m.o
[underlined] Earthing Test[/underlined] = connect line to cable cord and earth to airframe or casing of instrument on test
[underlined] Bridge Megger [/underlined] – can be used as the Wee megger but is designed primarily for
measuring unknown resistances accurately from 1/10 ohms to 100 m.o. Also for Darley [sic] Testing (not used in R.A.F.)
[underlined] Insulation Test on Pressure Head [/underlined] (40hr & 40*) Try must head hot reading should be 1/2 mo and cold 3 m.o.
[underlined] SIMMONDS FUEL CONTENTS GAUGE MK IIIA. [/underlined]
[annotated drawing]
(SIMMONDS) [underlined] Free Float Fuel Contents Gauge MKIIIA [/underlined]
Consists of three main parts 1.) [underlined] Tank unit [/underlined] This consists of a long resistance wire
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against which a light, hollow nickel silver ball is kept lightly pressed by means of a spring loaded plate. At the top of the tank unit is a small solenoid which operates the spring loaded damping plate. On depressing the push switch the circuit to the solenoid is made. The clamping plate is attracted by the solenoid releasing the hollow ball which will float or drop to the surface of the fuel
2) [underlined ] Indicator [/underlined] is a moving coil ohmmeter connected electrically to the tank unit. The current flowing in the circuit depends on the position of the ball on the resistance. This is regulated by the amount of fuel
3) [underlined] Push Switch [/underlined] – a wo position three contact switch controlling the clamping plate and indicators. In the half depressed position contacts 1 and 2 are made. In the fully depressed
position contacts 2 and 3 are made. Contacts 1 and 2 release ball to level of fuel, contacts 2 and 3 camp ball and complete indicator circuit
[underlined] Mk IIIB Simmonds Fuel Contents Gauge [/underlined]
Differs from Mk IIIA in that [circled number] 1 [/circled number] Hinged in opposite direction so that ball is normally free
[circled number] 2 [/circled number] Two position switch “in and out” When connecting switch use two terminals on opposite side. As soon as switch is depressed both circuits are completed (Solenoid and Indicator) The solenoid attracts the hinged bar which clamp the ball and gives a reading.
[underlined] Maintenance – Daily Inspection [/underlined] W.D & S. check reading and functioning. [underlined] 30HR , 30*HR [/underlined] – Examine all leads and connections. Check cork sealing washer on tank unit for serviceability
[page break]
[underlined] THE DESSYN SYSTEM [/underlined] – MK IV [underlined] FUEL CONTENTS GAUGE [/underlined]
[annotated drawing]
[underlined] Fuel Contents Gauge Mk IV [/underlined] (Dessyn)
Its an electrical means of measuring fuel contents and consisting of – [circled number] 1 [/circled number] Tank unit [circled number] 2 [/circled number] Electrical leads [circled number] 3 [/circled number] Indicators
[underlined] 1. Tank Unit [/underlined] is similar in construction to the Mk II except that a completely circular resistance is employed and five terminals are used.
[underlined] 2. Electrical Leads [/underlined] – from transmitter to indicator five core cable is used, from A/C supply to indicator two core cable is used
[underlined] 3 Indicator [/underlined] is similar in design to an electric motor, the armature being a permanent magnetic to which the pointer is attracted. The instrument is so designed that the armature of the indicator (and so the pointer too) will alway [sic] follow the same
position as the brush on the transmitter. The dial has a scale of nearly 300o giving clear reading with accuracy. There are seven connections to the indicator 1, 2 & 3 are the phase connections, 4 & 5 are the supply from the accumulator 6 & 7 are the limiting resistance terminals. The tank unit is identical except that terminals 4 & 5 are missing 6 & 7 being supply. The limiting resistances reduce the working current to avoid danger of short circuit to the tank. The leads and terminals are numbered to reduce the possibility of wrongly connected circuits. When switched off the indicator pointer will always assume a vertical position [underlined] and not zero [/underlined]
[underlined] Maintenance [/underlined] – Daily Inspection W D & B test for correct functioning when switching on
[underlined] 30HR [/underlined] [circled number] 1 [/circled number] Check all electrical connections for tightness. [circled number] 2 [/circled number] Ensure that the cork sealing washer fitted under the tank unit is petrol tight. Presence of petrol leak will show a light grey deposit around the poterntioometer [sic], If a leak is found remove the tank unit and replace cork washer, sealing with HERMITE.
[page break]
[underlined] TELEGONS [/underlined]
[annotated drawing]
TRANSMITTER INDICATOR
[underlined] TELEGON TESTING LAYOUT [/underlined]
[annotated drawing]
[underlined] TELEGONS [/underlined]
The telegon system is American, and is used to transmit a mechanical movement electrically, the electrical construction of transmitted and indicator are identical.
The transmitter is magnetically coupled to an instrument mechanism, which will vary with the nature of the instrument. Engine instrument transmitters are situated in an anti-vibrational breeze box in the engine nacelle. Connections to the indicator are made by five core cable in the breeze wiring system.
The telegon system operates on 2HV [sic] aircraft accumulator supply through a dynamotor. This supply is 110V single phase A C at 400 cycles. This system may be applied to almost any type of instrument the mast usual being [circled number] 1 [/circled number] Oil is Fuel Pressure. [circled number] 2 [/circled number] Oil & Caburetter [sic] intake temperature [circled number] 3 [/circled number] Fuel & Oil contents [circled number] 4 [/circled number] Flap and under-carriage positions [circled number] 5 [/circled number] Manifold (Boast
[page break]
[underlined] Telegon Four Dial Indicators [/circled number] – the most usual type being [circled number] 1 [/circled number] Engine Indicators [circled letter] A [/circled letter] Oil pressure [circled letter] B [/circled letter] Fuel pressure [circled letter] C [/circled letter] Oil temperature [circled letter] D [/circled letter] Caburretter [sic] air temperature [circled number] 2 [/circled number] Position indicator [circled letter] A [/circled letter] Flaps [circled letter] B [/circled letter] Port wheel [circled letter] C [/circled letter] base wheel [circled letter] D [/circled letter] Starboard wheel
[underlined] Telegon Testing [/circled number] – for single dial indicators and transmitters.
[circled number] 1 [/circled number] Set up avometer [sic] for testing resistance values up to 10,000 ohms.
[circled number] 2 [/circled number] Check avometer [sic] zero.
[circled number] 3 [/circled number] Connect single leads on telegon – tester to avometer [sic] terminals
[circled number] 4 [/circled number] Connect socket no.1 to indicator and tester
[circled number] 5 [/circled number] Connect plug no.1 to breeze socket and test transmitter through its wiring
[circled number] 6 [/circled number] Set following number and letters on tester
[box chart showing switch numbers and resistance]
[underlined] Testing [/circled number] – for four dial indicators
[circled number] 1 [/circled number] Set up avometer [sic] for testing resistance values 10,000 ohms.
[circled number] 2 [/circled number] Check avometer [sic] zero.
[circled number] 3 [/circled number] Connect single leads on telegon – tester to avometer [sic] terminals
[circled number] 4 [/circled number] Connect socket no.1 on tester to plug No.1 on indicator
[circled number] 5 [/circled number] connect socket No.2 on tester to plug No.2 on indicator
[circled number] 6 [/circled number] Set following number and letters on Tester
[underlined] Maintenance [/underlined] – same as for ordinary English instruments but with additional testing resistance of coils – continuity and insulation tests
[table]
[underlined] Daily Inspection [/underlined] – switch on main supply and all that dynamotor operates. Check readings of all dials, S, D & B and switch off. [underlined] Rate [/underlined] above readings on DI applicable only when engines have not been run. On engine run-up pointers
[page break]
Should travel smoothly over dials.
[table of transmitter readings]
[underlined] BREEZE BOX [/underlined] (Transmitting Box)
[drawing of breeze box]
The Breeze Box provides an anti-vibrational mounting for the Telegon engine transmitter. It is mounted in the rear of the engine nacelles
[page break]
[underlined] BREEZE WIRING [/underlined]
Consists of the following [circled 1] Flexible consolidated conduit system assembled in sections. [circled 2] Mautiple [sic] plugs sockets and junction boxes. Circuits are identified by code lettering detailed in the reference hand book. Leads and mouldings are numbered or lettered for assembly purposes. Sections or single leads are replaceable. Spray-proof screened conduits are used and the system is waterproof.
[underlined] Maintenance [/underlined] [circled 1] Examine all conduits for damage and junction box for security [circled 2] Blacken coupling nuts before fixing or removing any sockets using a strap wrench [circled 3] Grease threads with D.T.D. 143 (an animal grease) or lanoline [circled 4] Fault finding carried out with a Wee Megger and Continuity Tester
[page break]
[underlined] TESTMETER TYPE “D” OR AVOMETER [/underlined]
[diagram of testmeter] [underlined] ANTI-PARALLAX MIRROR [underlined]
Z. VOLTE AND AMPS ZERO ADJUSTMENT
Q. DUMMY KNOB
R. OHMS ZERO ADJUSTMENT FOR 1000 [symbol] RANGE
P. OHMS ZERO ADJUSTMENT FOR 1000 [symbol] RANGE
[underlined] D.C. SWITCH [/underlined] [amp & volt tables]
The type “D” Tester provides a mean of measuring a wide range of A6 & D6 volts & current as well as resistance values in one instrument.
[underlined] Explanation of Control [circled 1] A6 & D6 switches
[page break]
Are used for setting of various voltage, current and resistance values (for range of scales and controls see below
[circled 2] K1 & K2 multiplies switch.
[circled 3] P. adjustment for zero on Ohm’s scale 10,000 [symbol] range.
[circled 4] R. as above at 1,000 [symbol] range
[circled 5] Z. for zero adjustment of volts and amps scale
[underlined] Operation [/underlined] Instrument should always be laid on flat surface.
[circled 1] To measure volts and amps & set pointer to zero by Z. If measuring D6, turn A6 switch to D6 all adjustments are to be made with D.6. switch, if measuring A.6. turn D6 switch to A.6. all adjustments made with A6 switch. If voltage and amperage values are not known set range switches to highest value, use K.2. Readings on switch may then be decreased as necessary, until correct range is obtained. Multipliers switch (K1 & K2)
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will give multiplication in every case except A. 6. 300 volts where the readings will be doubled and quadrupled ie K.1 will give twice full scale deflection on 300 volts K. 2 will give four-times full scale deflection on 600 volts.
[circled 2] To measure resistance values – connect ends of leads together with A. 6 switch to D.6, set D.6 switch to 10,000 [symbol] multipliers to K. 2 adjust knob “P” until pointer reads zero D 6 switch to 1000 [symbol] adjust on knob “R” until zero is obtained, repeat this until pointer is balanced at zero on both 1000 [symbol] and 10000 [symbol] ranges. If balance cannot be obtained replace internal Avometer cell.
[page break]
[underlined] AUTO-SYN [/underlined]
[diagram of transmitter]
Provides for a means of electrical transmission for the following instrument mechanisms
[circled 1] Tachometer (E.B.I.) [circled 2] Oil Pressure Gauge [circled 3] Fuel Pressure Gauge [circled 4] Oil Thermometer [circled 5] Manifold Pressure (Boost Gauge) [circled 6] Fuel Contents Gauge [circled 7] Fuel Flow Indicator [circled 8] Wheels. Flaps etc indicators. The Auto-syn system consists of [circled 1] [underlined] Transmitter [/underlined] – is mounted on an anti-vibrational panel, similar to the Breeze Box, as near as possible to the attachment position. The Transmitter consists of a gauge
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mechanism, having a quadrant in mesh with the motor spindle of the Auto-syn motors
[circled 2] [underlined] Indicators [/underlined] (single) – has a mechanism similar to the transmitter, except that instead of a pinion a pointer is attached to the shaft which operates over a suitable dial
[circled 3] [underlined] Indicators [/underlined] (dual) – consists of two Auto-syn motors mounted in line. The shaft of the foremast being hollow. The spindle from the rear motor passing through it. The pointers are marked 1 & 2 and 3 & 4. The Auto-syn system operates on 24 volts. A/c accumulator supply through a dynomotor, this supplies A. 6 at 26 volts – 400 cycles at 52 volts – 800 cycles as required.
[underlined] Transmitter Mechanisms [/underlined] – fitted with quadrant coupling [circled 1] Oil Pressure simple Bourdon tube [circled 2] Fuel Pressure – diaphragm type [circled 3] Manifold Pressure – diaphragm type in a pressure tight housing with linkage [circled 4] Tachometer centrefugal mechanism driven by a short flexible drive [circled 5] Oil Temperature – simple
[page break]
Bourdon tube having a bulb and short capillary working on the vapour pressure principle – no bends in the capillary are to be less than 4” rad [underlined] [indecipherable word] [/underlined]. Fuel, Oil and Manifold pressure gauges have direct type connections. All the above mechanisms are fitted on the anti-vibration mounting on the engine.
[underlined] Transmitting Mechanisms [/underlined] – operating through a magnetic coupling. [circled 1] Fuel contents fitted on fuel tank. It has a flack operated gear system. The Auto-syn motor is completely separate from the gear mechanism. This ensures fuel does not enter the Auto-syn motor. [circled 2] Fuel Flow has a vane mechanism operated by fuel flow
[underlined] Transmitter Mechanism [/underlined operated by special linkage. Position a gear and sector mechanism operated by Flaps, wheels, and Bomb doors etc.
[underlined] Transmitter Wiring Chart [/underlined]
[page break]
[Terminal connection Table]
[underlined] DUAL INDICATOR WIRING CHART [/underlined]
[ Rear and front Motor Table of wiring]
nos 1 & 2 are the motor leads, nos 3, 4 & 5 are status leads
[page break]
[underlined] Recognition [/underlined] [circled 1] Type of instrument shown on small plate attached to transmitter unit.
[circled 2] By colour coding
[circled 3] By code numbering indicator and transmitter
[circled 4] Type of connection to transmitter
[underlined] Maintenance [/underlined] As for Telegons
[underlined] MK IV ENGINE SPEED INDICATOR AND GENERATOR [/underlined]
This instrument operates on 3 phase. A. 6, in contrast to the MK II & III Engine Speed Indicator which are D. 6 operated. There are two main parts [circled 1] Generator [circled 2] Indicator
[underlined] Generator [/underlined] – is drawn from the engine by a flex-drive and is mounted on the engine bolt-head. A gear Box to step up the revs of the flex-drive is built in the generator casing. Connection to the Indicator is made by three core cable from terminals 1-2-3 on the generator.
[underlined] Indicator [/underlined] – is a synchronous motor designed
[page break]
[diagram]
To run at the same speed as the generator. The motor drives a magnet attracting a copper drum to which the pointers indicating hundreds and thousands of R.P.M are geared. The indicator is connected to the supply from the generator by three terminals 1, 2 & 3 on the rear of the case.
[page break]
For clock-wise rotation of the generator, connect red to T1, blue to T2, and green to T3. For anti-clockwise rotation of generator connect red to T1, green to T2, blue to T3.
[underlined] Maintenance Dial [underlined] S. D & B If pointers are not on zero and engines [underlined] not [/underlined] running, slight tapping of the glass should return the pointers.
[underlined] 30HR [/underlined] , [underlined] 30HR [/underlined] [symbol] – [circled 1] Examine flex-drive for signs of excessive wear. [circled 2] Remove inner cable and lubricate with anti-freezing grease (stores ref. 34A/49). [circled 3] Replace, ensuring that locking nuts are secure and locked with locking wire. [circled 4] Examine gear-box on generator for wear, then lubricate with grease high-smelting point (stores ref 3HA/84 & 89) [circled 5] Examine all electrical connections for security
[underlined] Calibration [/underlined] – carried out against a Stroboscope.
[page break]
[underlined] OXYGEN [/underlined]
MK VIIA [symbol] OXYGEN VALVE
[diagram of valve]
[underlined] OXYGEN EQUIPMENT [/underlined]
Oxygen equipment is installed in all A/C through out the R.A.F. with increase of altitude the air density decreases with a resultant decrease of O2 available for the aircrew. Exhaustion and fatigue would soon follow if an additional supply was not available. The apparatus allows adjustment for the varied heights.
Each A/C will need the following
[page break]
equipment [circled 1] Banks of cylinders for storage of oxygen. [circled 2] 1 or more regulators [circled 3] High pressure and low pressure pipe lines with various connecting pieces and fittings [circled 4] Bayonet plugs and sockets. [circled 5] Oxygen masks with flexible tubing
In addition an a/c may have flow readers, line valves, and portable sets. Recent changes in installation for the larger type of a/c are the modific to facilitate the changing of O2 bubbles in the aircraft. This is known as insitu installation
[underlined] Cylinders [/underlined] Mk V & Vc – both filled to a pressure 1800 lbs [symbol] Made of seamless steel capacity 750 litres. A brass collar around the neck is marked with the date of last test for pressure, if more than 2 years of age return to stores. Mk Vc bottle differs from the Mk V in that it is bound with wire to prevent fragmentation of bottle when struck by canon shell etc.
[page break]
[diagram of layout if MK VIIIB pilots and crew]
[underlined] LAYOUT OF MK VIIIB PILOTS & CREW [/underlined]
Each bottle is fitted with Mk VIIA [symbol] valve or a Mk V three-way connecting piece.
[underlined] Mk [/underlined] VA or VB [underlined] Cylinder [/underlined] these are portable cylinders. Capacity 75 litres – pressure 1800 lbs [symbol] These are used on portable sets Mk I or IA and are fitted with a Mk IX A [symbol] regulator. [underlined] Mk [/underlined] VII & VII A [underlined] Transport Cylinders [/underlined] – these are used for transit of O2 from the manufact to the unit. It is fitted with a standard valve for which a key is used, when
[page break]
changing open very slowly – capacity 1600 litres at 3600 lbs [symbol] weight 240-290 lbs.
[underlined] Cylinder Valve Mk [/underlined] VII A [symbol] – fitted to cylinder in normal systems where these are taken out for charging. When using always open fully to prevent leaking over gland. Oil as grease must not be used as a lubricant if too stiff strip and lubricate with special fluid graphite.
[underlined] Line Valve Mk [/underlined] VIII – this valve is used as a means of cutting off the whole supply when not required. It is especially useful in the insitu installations also when cylinder valves are not easily accessible, similar internally to Mk VII but has an inlet and outlet union for fitting in pipe lines also a base plate for installation.
When installing ensure that the lower inlet union is onto the cylinder as the other connection allows oxygen to leak over the glands. The
[page break]
valve is also used on the charging line. Again the lower connection is towards the bank of cylinders.
[underlined] High Pressure Tubing [/underlined] – used between cylinders and regulators 1/4 or 3/16 O.D. copper tubing. With soft soldered spherical nipple. Unions are made with two, three or four-way connection pieces Mk III III A or IV.
[underlined] Mk [/underlined] III [underlined] Connecting Pieces [/underlined] – 2, 3 or 4-way – Plain connection pieces for junctions in H.P pipe line – Core 3/32” approx.
[underlined] Mk [/underlined] IV [underlined] Connecting Pieces [/underlined] 2, 3 or 4-way. Used for junctions in H.P pipe-lines where a non-return is needed in one or more of the junctions. It is similar to the Mk III but the bore is screwed to take a captive ball type N.R.V in one or more of the ways.
[underlined] Mk [/underlined] III A [underlined] Connecting Pieces [/underlined] 23, 3 or 4-way, similar in design and supercedes Mk III and IV connecting pieces. The bore is 1/4 seam approx.
[page break]
so that a filter unit or a Mk I N.R.V. can be fitted. Can be fitted into any way required. The filter unit is normally fitted in a two-way piece between the line-valve and the regulator and before changing line-valve (insitu) Always indicate where N.R.V or filters are fitted by attaching labels to pipe-line.
[drawings of MK III, IV and V connecting pipes]
[page break]
[underlined] Mk [/underlined] V [underlined] Three-way Connecting Piece [/underlined]
This replaces the Mk VII A valve in the cylinders in insitu installations. One way contains a Mk I ball type NRV. held in by the nipple of the pipe connection of the charging pipe line. The other end is open to the supply pipe line an arrow indicates direction of flow.
[underlined] Mk [/underlined] VIII A [underlined] Regulator [/underlined] – Contains all the necessary controls and indicating apparatus. The oxygen enters the high-pressure inlet passing through a filter Here a pipe is T’d off to the supply indicator (line carries choke) which is a Bourdon tube type pressure gauge calibrated in a full bottle in 1/8th diversion. The oxygen then passes through to the reducing chamber where the high [inserted] pressure [/inserted] is reduced to 35 lbs [symbol] In case the pressure builds up there is a safety valve fitted blowing off at 80-100 lbs [symbol] The rate of flow. from the chamber is controlled by the regulator valve. When this valve is closed it has
[page break]
a slight leak which will give a reading of 5,000 ft. After leaving the regulator valve the oxygen passes through to the delivery indicator which has a moving vane type of mechanism. Dials calibrated in multiples of 5,000 ft from 0-40,000 ft when the control valve is adjusted and the pointer reads say 15,000 ft, the resultant flow will be equivalent to the requirement of 15,000 ft.
The flow leaves the regulator through a filter and then by the low pressure pipe line to the bayonet unit
[underlined] Mk VIIIA [/underlined] [symbol] For Pilot (No Economises)
[underlined] Mk VIII A [/underlined] For Crew (“ “)
[underlined] Mk VIII [/underlined] For Pilot (with Economises)
[underlined] Mk VIII [/underlined] For Crew (“ “)
[underlined] Low Pressure Safety Valve Mk I [/underlined]
Fitted so that when the arrangement is such that the pressure may build up in L.P pipe-line it would “blow-off” at about 35 lbs [symbol] chief use, when used in two
[page break]
[diagrams of Mk II Economiser]
[page break]
positions with economisers and 1 regulator MK VIIID
[underlined] Bayonet Sockets [/underlined]
These provide a quick means of attachment and release for the bayonet union plug attached to the flexible tubing the mask
[underlined] Mk [/underlined] III A plain bayonet socket without valve used when regulator controls supply to one socket only
[underlined] Mk [/underlined] III B. Bayonet socket with a valve (N.R.V.) Oxygen will only flow when the plug is attached. It is used when two sockets are available from one regulator. Oxygen will not leak when the other is in use. A slight leak is incorporated to prevent a pressure build-up in L.P. tubing when neither socket is in use
[underlined] Mk [/underlined] III c – similar to Mk III B but without calibrated leak. On the Mk X system use Mk III A on pilot’s position so that the pressure will not build up in
[page break]
L.P. system Use a Mk III B or III a sockets in all Mk X systems, other than the pilot’s.
[underlined] Mk [/underlined] IV – used on the end of the flexible tubing from Economisers and is fixed on the tubing by a [indecipherable word]. Will only fit the Mk IV plug as on the end of type E, E[symbol] & G
[underlined] Mask Type “D” [/underlined] – arranged for use with flying helmet and microphone it has rubber tubing connection from Mk III B [symbol] plug.
[underlined] Mask Type ‘E’ & ‘E [symbol]’[/underlined] – is similar to type D but it is used with Economiser. It has an inspiratory and exspiratory [sic] valve to enable it to be used with Economisers. It has Mk IV bayonet plug to fit into Mk IV socket on the Economiser flexible tubing. Type ‘E’ has a single need valve for inspiration and expiration. Type ‘E [symbol]’ has a separate inspiratory valve embodied. Must be airtight and fit closely to face
[page break]
[underlined] Mask Type ‘[indecipherable letter]’ [/underlined] similar to type E [symbol] but has a disc type respiratory valve
[underlined] Cut-off Valve Mk I [/underlined] – fitted in LP pipe line between regulator and economiser. It prevents damage to economiser and subsequent waste of oxygen by cutting of the flow when the Mk IV bayonet socket is pushed inti the clip. It is spring loaded, the spring being covered to prevent inginees of [indecipherable word]. Seals are affected by means of rubber washers on the plunger in both on and off positions
[table]
[page break]
[diagram of oxygen layout Mk X A]
[page break]
Mark X Regulator [/underlined] – this is the latest type used in aircraft oxygen installations where only one regulator is required this is controlled by the pilot:
This regulator controls the flow for the entire crew. It is similar in principal to the Mk VIII series but has a modified reduction chamber and is fitted with filters and drain plugs.
The oxygen supply is carried to the “On Off” valve which is rendered leak proof by means of bellows that are fitted round the operating spindle. It is fitted with a drain plug.
When the valve is open, the supply flow to the reduction chamber via a filter and also to supply indicator. The spring control of the reduction chamber is adjustable by means of the Flow as Regulator knob. The high pressure is reduced to medium pressure the valve of which is dependant upon the spring
[page break]
tension. Both high pressure and low pressure are fitted with drain plugs. The reduced pressure leaves the reduction chamber by a filter and lubricating box. This box is fitted with a safety valve operating pressure 80-100 lbs [symbol] and three outlet leads. One goes to the delivery indicator which is a Bourdon Tube pressure gauge and has a small scale similar to the Mk VIII. The other two feed the manifolds with 1/4” copper or light alloy medium pressure tubing. The system can [indecipherable word] 8 men without Economisers or 20 men with Economisers. The Mk X A is calibrated for use with economisers.
[underlined] Medium Pressure Tubing [/underlined]
Use from [indecipherable word] box to manifolds. Copper or light alloy 1/4" tubing (O.D) If pipe connections are necessary use a Mk VI three-way connecting piece.
[underlined] Manifolds [/underlined]
Each manifold has a filtered
[page break]
inlet and four outlets, one to each member of the crew (blank-off those not required) In each of the outlets is a metered jet. When the flow control knob on the regulator is set to give a pressure in the reducing chamber equivalent to a given altitude, the jet will pass sufficient oxygen for each man at that altitude.
Mk I manifolds used where no economisers are installed. Mk I A used where economisers are installed, the difference is in the size if the jets. The Mk I being the larger. In an installation using economisers the turret position may have a bayonet socket and no economisers. In this case a Mk I is fitted to the manifold outlet, feeding the turret and the Mk clearly indicated at the connection.
[underlined] Low Pressure Tubing [/underlined]
This is used from manifolds to bayonet sockets, and economisers and
[page break]
from Mk VIII regulators and economisers 5/16” O.D. aluminium tubing, connections being made with L.P. Unions. Sealing is made by the compression of the rubber washer against the tubing and union body by means of the union nut. To seal tighten union finger-tight and then 1/2 a turn with the spanner.
[underlined] Economisers [/underlined] – This has been slowed to reduce consumption and improve conditions at high altitude as when working high. It will be fitted in due course to all installations and will save approx. 50% oxygen.
Inlet connection is from Mk I cut-off valve by means of low pressure tubing and is adjustable. Outlet is adjustable in flow positions and has a length of flex-tubing (fixed by Aerobix clips) to a Mk IV Bayonet socket. The oxygen flows from the low pressure pipe line into a rubberised canvas bag, which is
[page break]
spring loaded. From here it passes through a filter through a mica disc valve to the Mk types E E [symbol] or G mask when the wearer of the mask inhales the valve opens and she will fill up his lungs with air. As he breathes out the pressure closes the two valves and opens a respiratory valve through which the used air passes to atmosphere. During this breathing out period the bag is filling up from the R.P. pipe line.
[underlined] To Check [/underlined] [circled 1] Remove encom. [sic] from a/c and set up flat on bench [circled 2] Connect L.P of spare regulator to the inlet.
[circled 3] Turn on oxygen supply & set flow meter to 5 litres per min [underlined] MK VIIIA [symbol] or VIIIB [/underlined] 22-25,000 ft [underlined] MK VIII C or D [/underlined] or [underlined] MK VIIIA [symbol] or VIIIB (with calibrated mask [indecipherable word]). 30,000ft. [underlined] MKX [/underlined] with 1A manifold 40,000ft [underlined] MK XA with manifold [inserted] Emergency [/inserted] 40
[underlined] MK T [/underlined] A [underlined] Flow Meter [/underlined]
Is used where two bayonet sockets are needed for on Mk VIII regulator and one is a good distance away from the regulator – the flow meter is fitted in the pipe-line prior to the bayonet sockets so that the one can know the
[page break]
amount of flow at the farthest point.
[underlined] Flow Inidicator Mk II and III [/underlined]
Used in the Mk X system for each point so that each member of crew can see if he is getting oxygen supply. Similar toi Mk I A [symbol] meter but it is not calibrated.
Mk II infos crew fuselage fitting, Mk III for pilot – panel fitting.
[underlined] Portable Sets [/underlined] Mk I, IA : I B
For use by a member of the crew who cannot remain at one supply point. Consists of a 75 litre cylinder Mk V or VB with a Mk IXA [symbol] regulator fitting; this regulator has the following [circled 1] Charging connection [circled 2]”On Off” valve [circled 3] A pressure gauge calibrated and marked in terms of minutes 0-10 [circled 4] A reducing valve which reduces high pressure to approx 50 lbs [symbol] [circled 5] A bayonet socket is for a Mk 3B [symbol] or Mk I or Mk IA as the Mk IV socket and flex tube on Mk Io. The delivery will be
[page break]
controlled by a jet and vary with the altitude.
[diagram]
[underlined] Portable Set Changing Procedure [/underlined]
[circled 1] Turn on off valve off
[circled 2] Remove blanking nut and connect charging connector to charging regulator with Mk II H.P. flexible hose
[circled 3] Ensure all joints are leak-proof
[circled 4] Turn on charging regulator valve and
[page break]
then the portable set valve.
[circled 5] Allow to charge until indicator reachs [sic] or passes the 10 min mark (1950 lbs [symbol] on charging gauge
[circled 6] Turn off portable set valve and then the charging regulator valve.
[circled 7] Disconnect from charging set first replacing blanking nut
[underlined] Rack Charging Procedure for A/c Cylinders [/underlined]
Before charging a blast of hip Oxygen should be allowed through the rack to clear piping of moisture etc, also open cylinder valves and check for same defects. Inspect cylinder for state of last list and test contents for [indecipherable word] and serviceability of valve.
[circled 1] Connect up transpoint cylinder and open its valve with a key until regulator pressure gauge reads 3,600 lbs [symbol] [circled 3] Open valve 1/4 – 1/2 a turn watching to
[page break]
see that low pressure is correct
[circled 4] Shut valve when pressure reaches a steady 1800 lbs [symbol] this should take approx. 20 mins.
[circled 5] Allow to cool for 20 mins when pressure will have fallen. Open valve again and top up to 1,800 lbs [symbol]
[circled 6] Close cylinder valves and disconnect.
[underlined] In Situ Charging [/underlined]
The charging regulator is mounted on a truck and connected to a charging point in the a/c with high pressure hose, before connecting up send blast through pipe-line to remove foreign matter. Charge up to 1900 lbs [symbol] to allow for lose in cooling. Close line valve before closing charging regulator valve. Disconnect and [indecipherable word] for leaks at charging point (glass tube.)
[underlined] Installation [/underlined]
[circled 1] Keep system free from oil and grease
[page break]
[circled 2] Test for leaks with soap solution [indecipherable word] off after testing.
[circled 3] H.P/ tubing where connected to cylinders should have a loop of at least 4” Diam to prevent hardening and cracking with constant disconnecting and connecting of unions low pressure unions should be tight and leak-proof. Examine rubber washers.
[circled 4] New tubing should be washed through with Trichoethylene and dried with blast of hot air.
[underlined] Boldering nipples [/underlined]
[circled 1] Clean off and square end of tubing
[circled 2] Use soft solder and killed spirits (soldering solution)
[circled 3] Tin end of copper tubing and use blow lamp and see that solder runs well down inside of nipple
[circled 4] See that end of nipple is clear of solder
[circled 5] Wash out with 1% hydrochloric Acid solution (to get rid of the flux) and
[page break]
then wash out in boiling water
[circled 6] Test new pipe line. Cover ends with linen if not to be used immediately
[underlined] Regulator Tests [/underlined]
[circled 1] Connect one full cylinder to each regulator and ensure all H.P and L.P unions are tight
[circled 2] See that pointers are at zero
[circled 3] Turn on cylinder valve and adjust delivery to 5,000 ft. Supply indicators should not read less than 7/8 Test H.P Unions for leaks
[circled 4] Adjust delivery to 35,000 ft. Test L P connections including bezel of Delivery Indicators and gland of Control Valve.
[circled 5] Turn off cylinder valve and note that delivery does not drop below 25,000 ft until Supply is below 1/16th
[circled 6] Read Supply accurately and allow regulator to stand for one hour with cylinder valve open and control valve closed. Fall in reading should be about 1/8th
[page break]
[underlined] Daily Inspection [/underlined]
[circled 1] Check contents of cylinder. Change if less than 7/8th: In case of replacement test the following
a) Cylinder valve gland nut
b) Cylinder valve spindle outlet
c) Recess in top of valve handle
d) Joint between cylinder valve and hip tubing
[page break]
[underlined] THE ATMOSPHERE. [/underlined]
The earth is surrounded by a belt of air about 200 miles deep and consists of a mixture of gases which have a definite weight. 1 su. ft at sea level weighs approx .08 lbs. Air therefore exerts a pressure on everything it surrounds which is about 14.71 lbs per square inch at sea level and it is obvious that this pressure will decrease with an increase of height. The pressure about 3 1/2 miles up is almost half owing to the fact that air is compressible. Atmosphere pressure varies from day to day at any given point due to temperature and humidity. The unit of absolute pressure is the ‘Bar’ which is equal to 1 megadyne per sq. cm. The practical unit is the millibar which is 1/1000th part of the bar. From this name is derived ‘Barometer’ which is the name given to the standard instrument for measuring atmosphere pressure
[page break]
[underlined] Portable Barometer Mk I [/underlined] is an instrument that makes use of the fact that atmospheric pressure will support a column of H G and has a scale of contracted inches which require no setting when taking a reading. It is designed to read inches of pressure and is also used in conjunction with Altimeter calibration. For a given pressure changes of temperature and the force of gravity (change in latitude), varing [sic] headings will be given and thus definite conditions must be laid down for these two factors. Kew Type Barometer
[temperature table]
[page break]
[diagram]
[underlined] The Fortin Barometer [/underlined] differs slightly in construction in the fact that it measures to three decimal places, using a special Dennier scale which is in true inches. Before reading, the adjustable reservoir must be adjusted to bring mercury to its Feducial Point.
[underlined] The Newman Barometer [\underlined] again is of different construction and has a true inch scale which must be adjusted before taking a reading.
[page break]
[underlined] ALTIMETER [/underlined]
Are designed to register changes in atmosphere of an evacuated capsule whose position is controlled by a flat leaf spring. Any changes in atmosphere pressure on the capsule means that the spring has a movement which is transmitted by means of a suitable system of links and levers to a pointer which rotates over a scale marked in terms of height i.e. thousands of feet, Arrangement is usually made up for setting pointer to a zero position
[diagram of altimeter]
[underlined] SIMPLE ALTIMETER [/underlined]
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[underlined] Calibration Lanes. [/underlined] Altimeters may be calibrated under two lanes
[underlined] 1 Isothermal lane [/underlined] – assumes that the pressure is 1013.2 mbs and that the temperature at all places and heights is 10%. This lane requires large correction at high altitudes
[underlined 2 I.C.A.K Lane [/underlined] – assumes the pressure on the ground to be 1013.2 mbs and the temperature falls at a rate of 1.98o C for every 1000 feet from 15o on ground to -56.5o C at 36,000 ft after which it remains constant [underlined] Mk [/underlined] XIII [underlined] Altimeter [/underlined] – Range from 0.20, 0.30 0-40,000 ft. Has a simple altimeter mechanism enclosed in a moulded airtight case, there is a nipple at the rear of case for connection to a static line. Has an adjusting knob which usually rotates the main scale, and there is a small hole in the dial with lines engraved on each side, when these lines are coincident with a line seen below the hole and
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brought about by rotating the knob the altimeter should read zero, providing the pressure of the day is 1013.2 mbs. Is calibrated to the isothermal low
[underlined] Mk [/underlined] XIV [underlined] Altimeter [/underlined] – working range 0-40,000 ft Works on same principal as Mk XIII but mechanism is on a very different kind of construction. Has a moulded airtight case and nippled at the rear. Three pointers geared and indicates 100, 1000 & 10,000 ft. An adjustable barometric scale is also provided. This instrument is calibrated to the I.C.A.K Lane. The pointer and subsidary [sic] scale are so related that if zero height is indicated, the subsidary [sic] scale should indicate barometric pressure of the day at that particular time and place. A permissable [sic] error is allowed of plus or minus 50 ft. If the knob is rotated both pointers and subsidary [sic] scale move but during normal use as an altimeter only pointer move, the above relationship
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means 1). If height scale is at zero, subsidary [sic] scale will read pressure of the day at that particular time 2) If pointers are set to the height of the aerdrome [sic] above sea level, subsidary [sic] should read barometric pressure at sea level at that time. 3) If a pilot is landing at another aerdrome [sic] he can find by wireless barometric pressure at that aerdrome [sic] and set this on subsidary [sic] scale, and upon landing, his pointer should read zero.
[underlined] Altimeter Leak Tests [/underlined]
[underlined] Mk [/underlined] XIII – Apply a suction [underlined] carefully [/underlined] till pointer indicates 4,000 ft. Trap suction, pointer should not drop to below the 1000 ft mark in less than one minute (3,000 ft in one min)
[underlined] Mk [/underlined] XIV – Apply suction carefully till pointers indicate 1,000 ft, trap suction, pointers should not drop below the 950 ft mark in less than one minute (50 ft in one min.)
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[underlined] BOOST GAUGES [/underlined]
[diagram of boost gauges]
To indicate pressure of the fuel mixture in the induction system of a super-charged engine relative ti normal atmospheric pressure. The mechanism is similar in principle to a simple altimeter and is contained in an airtight case, [inserted] (MK III TYPE ONLY) [/inserted] at the back of which is a threaded nipple to connect a copper pipe, between the instrument and the induction system is a fuel trap situated usually at the lowest point of the pipe line. The instrument nipple contains a removable filter and it is so constructed that
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between the instrument and filter there is a choke to prevent damage which would be caused by an engine backfire. The pointer indicates at the positive and negative boost lbs per [symbol] relative to normal atmospheric pressure and is therefore only at zero when pressure in induction system is 14.71 lbs per [symbol] or 1013.2 mbs. When engine is stopped, pointer will read slightly above zero if barometric pressure is above normal and slightly below zero is barometric pressure is below normal.
[underlined] Types of Boost Gauges Used [/underlined] – are as follows.
Mk III c - -4- + 8 lbs, Mk III G – 4 + 16 lbs, Mk III e [symbol] -4- + 8 lbs. Mk III c [symbol] -4- + 16 lbs
[underlined] Mk [/underlined] III [symbol] type differ slightly in construction, which allows a none airtight case, but principle remains the same, (no filter).
[underlined] To Check Zero Reading [/underlined]
Method [circled 1] Draw a graph from figures given in a 1875 Sect II Chapter [underlined] 6 [/underlined] Table 1
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[diagram]
MK III [symbol] TYPE
Obtain barometric pressure of day in mbs, correct reading can be fixed by checking on graph.
Method [circled 2] a). 1 lb pressure is equal to a difference of level of 2.04 inches of h.g.
b) With a pressure of 29.44 inches h.g gauge should read zero
c) Therefore if amount of days pressure above or below 20.99 is divided by 2.04 (for practical purposes can be 1/2 ) the result will be correct boost gauge reading
[underlined] Leak Test [/underlined]
Carried out, [circled 1] Before a new gauge is installed.
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[circled 2] When a reserve aircraft is being fitted for flight
[circled 3] Before gauge is calibrated at a major inspection
[circled 4] When accuracy of gauge is suspected
[underlined] Test as follows [/underlined]
[circled 1] Remove wire locking bezel, slacken lubber mark locking screw [inserted] and tighten bezel hand tight. [/inserted]
[circled 2] Connect boost gauge to calibrating apparatus apply pressure to give reading of + 7 lbs per [symbol]
[circled 3] The time taken for pointer to fall 1/2 lb should not be less than one minute
[circled 4] If leak is outside this limit a new sealing washer must be fitted and the instruments re-tested
[underlined] AIR SPEED INDICATORS [/underlined]
This instrument indicates the speed of the aircraft relative to the air, but [underlined] not [/underlined] relative to the ground. It is a differential pressure gauge, whose pointer moves a certain distance which depends
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on the difference in pressure between still and moving air at any height. The dial is calibrated in M.P.H in and planes and knots in seaplanes and flying boats There are two L.P supplies at the back of a moulded airtight case which are mark Static (S) and Pressure (P), which are connected by 5/16 aluminium tubing and L.P unions to their respective connections ion the Pressure-head – Air Speed Indicators are filled in the Pilots, Navigators and Bomb-airmens instrument panels.
[underlined] Leak Test [/underlined] (Instrument only)
Apply suction carefully to static connection till pointer indicates 150 M.P.H and trap suction pointer should not drop more than [inserted] (13 KNOTS) [/inserted] 15 M.P.H in less than 10 secs
[underlined] Pressure Head [/underlined]
Consists of a pressure tube with an open end facing direction of travel and a static tube closed at the end, but with holes or slats cut in at right
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angles to the airflow of aircraft. In the Mk VII these tubes are set parallel with the static above the pressure. There is a special trapsion thin tube (pressure) to prevent dent entering and ice forming. In the Mk VIII the pressure tube is fitted inside the static – tube and the pressure-head is electrically heated.
[underlined] RATE OF CLIMB INDICATORS [/underlined]
[diagram]
RATE OF CLIMB INDICATOR
[underlined] Mk [/underlined] IB – range +- 4000 ft per min – this indicator is a type of differential pressure head, it’s pointer indicating the difference of pressure
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between the inside of a capsule and the outer case in one type, and between a small chamber with a diaphram [sic] and the instrument case in the other type. A nipple at the back of the moulded airtight case, leads atmospheric at any height into the interior and the two parts of the instrument are divided by chokes. which allow pressure to leak between one part and the other at a definite rate. Thus if the chokes are suitably designed the pointer will indicate the rate of change of altitude and so the scale or dial can be marked off in 1000 ft per min. climbs or dives. There is usually incorporated a zero adjusting screw, situated at the bottom right-hand corner of the case.
[underlined] Leak Test [/underlined]
[circled 1] Connect instrument to a U. tube of water and a ‘T’ piece.
[circled 2] Apply a pressure [underlined] carefully [/underlined] to give a difference in level of water of 11.4 inches
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[circled 3] Trap pressure and water should not fall faster than 1” in 10 secs
[diagram of Leak Test Layout for Rate of Climb]
[underlined] BLIND FLYING PANEL [/underlined]
[diagram]
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[underlined] TURN AND BANK INDICATOR [/underlined]
[underlined] Turn Indicator [/underlined] – Object to aid the pilot to maintain straight and laterally level flights. Instrument has two pointers. The top one operated by a pendulum weight and indicates side clip. The lower pointer indicates rate of turn, and is operated by an air-driven gyroscope. A union att he rear of the air-tight case is connected to a vacuum supply, which causes the outside air to pass through a filter and jet, impinges on the rotor. The angle of tilt of the inner ring is controlled by a spring which is attached to it. The instrument should be mounted with the top points at zero when aircraft is laterally level.
[underlined] BLIND FLYING PANEL [/underlined]
Has been adopted to standardise the grouping and types of instruments used. Holds six instruments [circled 1] A.S.I top left.
[circled 2] Mk XIV Alt bottom left.) [circled 3] Art, Horizon top centre [circled 4] Direct. Ind. Bottom centre [circled 5] T & S Ind. bottom right. These instruments
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have been chosen so that if one becomes u/s there always remains an alternative by which blind flying can be completed. The B.F.P is supported in three places by anti-vibrational mountings which use both rubber buffer and metal spring to prevent excessive vibration from effecting [sic] the instruments.
[underlined] PIPE LINE SYSTEM [/underlined]
[underlined] Installation [/underlined]
The following precautions should be taken when fitting low-pressure tubing in the system. [circled 1] The pressure head must always be facing head forward and horizontal with a/c in flying position.
[circled 2] The static holes should always be kept clean and free from burns.
[circled 3] When fitting L.P unions, the aluminium tubing should be filed off square, and pushed intio union as far as it will go.
[circled 4] A new rubber ring should be
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fitted every time union is broken.
[circled 5] When fitting unions nuts should be done up finger tight, then a extra half turn with a spanner.
[circled 6] There should be no sharp bends but elbow unions should be used.
[circled 7] Drain traps for both static and pressure lines should be fitted at lowest point of installation.
[circled 8] System should be tested for leaks at frequent intervals.
[underlined] Installation Leak Test [/underlined]
a) [underlined] Pressure line. [/underlined] Disconnect from first L.P joint behind pressure head and attach rubber tubing and apply a pressure till A.S.I reads 150 miles per hr and trap pressure pointer should not drop below the 135 mark in less time than is given by following formula. 5/8 [indecipherable word] Y = length of pipe-line.
b) [underlined] Static Line [/underlined] Disconnect from first L.P joint behind pressure head, attach tubing and apply suction till A.S.I reads 150 MPH
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trap suction, pointer should not drop to 135 mark in less time than as given by the following formula 1/2 x 1/16 (N + 1/16) secs L = length of pipe N = no of instruments
[diagram]
[underlined] PESCO SUCTION PUMP [/underlined]
[underlined] Venture Head [/underlined] – Depends for it’s action on the increase of velocity of moving air due to the conical shape of the head. This increase of velocity causes a partial vacuum in an annular groove over which the air passes, so causing the
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air to be drawn out of the pipe-line
[underlined] Maintenance [/underlined] Ensure that groove is clean and the head secure and properly aligned.
[underlined] Pesco Vacuum Pipe [/underlined] Consists of a rotor out of centre with the case, with 30 blades passing through it at right-angles to each other. Air is drawn out of the pipe-lines and discharged, thus creating a partial vacuum in the pipe-line and instrument connected to it. The pump is engine driven and is supplied with oil under pressure for a) Lubrication b) Cooling c) Sealing. The pump can be driven in either direction
[diagram of relief valve]
[underlined] A.M RELIEF VALVE [/underlined] (VENTURE HEAD)
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[diagram]
[underlined] PESCO RELIEF VALVE [/underlined]
[diagram]
[underlined] CHANGE OVER COCK [/underlined]
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[underlined] Change Over Cock [/underlined] – To enable the pilot to use either the Pesco Pump or the Venture when fitted as to change over from one pump to another on other than single-engine a/c. Consists of a metal body containing four ports over which can be rotated an inner drum covering air opening the necessary ports. The cock incorporates two filters (see diagram)
[diagram]
[underlined] LAYOUT SHOWING USE FOR CHANGE OVER COCK
[underlined] Aircraft Inspections [/underlined]. All aircraft inspections are laid down in the appropriate maintenance schedule, this is the only official guide for any particular a/c and should always be consulted. The first item on daily inspection of any instrument or piece of apparatus is check for D.D./a. This will of course be interperated [sic] differently for different instruments. When any particular inspection is carried out all groups of previous inspections must also be done.
[Table showing instrument inspections]
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[Continuation of table showing instrument inspections]
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[Continuation of table showing instrument inspections]
[underlined] SPERRY GYRO PILOT [underlined]
[underlined] Sperrys rule of Preccession [sic] [/underlined]
This is used to determine the direction in which a gyroscope will process if a torque is applied to it as follows :- Transfer the torque from the ring to the rim of the rotor then carry it around 90o in the direction of the spin. A push at that point will indicate the direction of the preccess [sic]. Two things govern the rate of the preccession [sic]. [cirlcled 1] The strength of the torque which if increased will increase the rate of preccessions [sic] [circled 2] The rotor speed which if decreased will result in an increase rate
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[Diagram of SPERRY GYRO PILOT OIL LAYOUT]
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[Diagram of DIRECTIONAL INDICATOR]
of preccession [sic]
[underlined] Space Gyro [/underlined]
Maintains its axis of spin relative to space always pointing towards the same fixed star.
[underlined] Earth Gyro [/underlined] This gyroscope preccesses [sic] at the same rate as the earth’s rotation and
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therefore maintains its axis of spin relative to earth.
[underlined] Directional Gyro [/underlined]
[underlined] Purpose :- [/underlined] To indicate to the pilot the course of a/c in[one decipherable word]. It is independent of acceleration error and northly [sic] turning error, to which the magnetic compass is subjected.
[underlined] Description :- [/underlined] Consists essentially of a control free gyro, having its axis of spin horizontal. The outer ring is pivotted [sic] about a vertical axis, and is used to carry a compass card, marked off in degrees and read in relation to the lubber line on the front of the case. A union at the rear of the case is connected to the suction system 31/2” H G. giving a rotor speed of 10,000 R.P.M.) Air passes into the case through a filter at the bottom and thence through the outer ring to two parallel jets impinging on the rotor. A caging knot on the front of the case is used [circled 1] To work
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the gyro for take off and landing [circled 2] To set the compass card coincident with magnetic compass [circled 3] To work the gyro when manoeuvres outside the 60o limit of climbs, dives, and rolls are executed.
[underlined] Installation [/underlined] Mounted on the B.F.P it has four alternative unions for connection to the suction system. These connections are made by means of an olive and nut, and special pieces of tubing to a distributor on the panel. For lengths up to twelve feet 3/8’ O.D. tubing is used, lengths 12’-25’ 7/16” O.D. tubing is required. A test flight is necessary after installation.
[underlined] Maintenance [/underlined] - [underlined] D.J. [/underlined] [indecipherable letters] check caging device and leave caged.
[underlined] 30 & 30* Inspection [/underlined] Clean filter by removing gauge discs. Clean discs in petrol and renew tissue part.
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[underlined] ARTIFICIAL HORIZON [/underlined]
[underlined] Purpose [/underlined] - to indicate to the pilot the altitude of the A/c in pitch and roll in relation to the horizon, also when night flying or conditions in which the true horizon is not visible.
[underlined] Description [/underlined] consists of a gravity controlled earth gyro having its axis of spin vertical and enclosed in a case pivotted [sic] [one unknown word], and which form the inner most ring. The horizon bar is pivotted [sic] at the rear of the outer [inserted] ring [/inserted] and engages with a pin on the inner ring, moving in a curved slot in the outer ring. This bar indicates the pitch altitude of the a/c in relation to a model a/c attached to the case. A curved dome is secured to the outer ring, a small extension of it in the form of a pointer registering against a scale of 90o - 0o – 90o on the case, thus indicating the Bank angle of the a/c. In a bank or roll the gyro and horizon bar maintain their position,
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while the case and model a/c move with the a/c. The rotor is spun by similar means to the D.G. air entering through a filter at the rear of the case. The preccession [sic] housing forms an erecting device to maintain the axis of spin vertical and thus ensure that the inner ring conforms to the curvature of the earth.
[underlined] Installation [/underlined] Exactly the same as for the D.G. After installation, the locking screw must be removed, and the blanking screw and washer put in its place. It is found in a canvas bag on the instrument. The locking screw must be re-inserted in the instrument on packing the instrument for transit.
[underlined] Maintenance. D.I.[/underlined] [set of initials]
[underlined] 1st 2nd Minor [/underlined – D, I and clean filter as for D.G.
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[Diagram of Artificial Horizon]
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[Diagram of SPERRY G.P. AIR LAYOUT]
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[underlined] SPERRY GYRO PILOT [underlined]
[underlined] Purpose [/underlined] To maintain a/c on true course, level fore and aft and laterally.
To increase the accuracy of bombing and aerial photography, and to increase the safety factor when flying in poor conditions.
To relieve pilot of strain and stress on long flights.
The Sperry Gyro Pilot employs a modified version of the sperry D.G. and Artificial Horizon as the control units Both units are housed in a mounting unit fitted in front of the Pilot where the B.F.P. is usually placed. The D.G. unit controls ‘course’ and rudders, while the Bank and Climb unit controls ‘pitch’ and elevators and ‘roll’ actions.
[underlined[ Method of Establishing Control [underlined]
Attached to the respective rings of the gyro are ‘D’ shaped knife edges. Placed adjacent to the knife edges and attached to the units are the pick off tubes, so arranged that the slots in the pick offs
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are half covered by the knife edged discs. The two components detect movement of the a/c relative to the gyro. The pick offs are connected to each side of an air relay on the mounting unit, and flow of air passes through the air relay unit into the units via the pick offs. The diaphram [sic] of the air relay is connected by a spindle to the piston of the B.O.V. toward air relay transmits control. The B.O.V. transmits oil pressure down to the servo motors which are the means of operating the a/c control.
[underlined] Action [/underlined] When the a/c is disturbed the gyro and knife edge discs maintain their position but the pick offs moving with the a/c pass over the knife edge discs. This unbalances the pressure in the air relay, therefore the diaphragm will move, this in turn will move the piston of the B.O.V. Thus oil is allowed to flow down to one side of the servo motor and the building
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up of pressure causes the piston of the servo motor to move, control is then applied to check the disturbance. In order to limit the control to an amount proportional to the disturbance the pick offs are geared and connected by a follow up cable to the servo-motor which centralise the pick offs to the knife edge discs.
[underlined] Bank and Climb Unit [/underlined]
Consists of a gravity controlled earth gyroscope having its axis of spin vertical. The inner ring is pivotted [sic][one indecipherable word] and controls the elevator. A vertical bale ring is also pivotted [sic] [one indecipherable word] in the case and moves identically with the inner ring. It serves to detect movement of the aircraft in pitch and has mounted at the right hand [one indecipherable word] pivot a baffle plate and knife edge disc, while the elevator pick off is attached to the unit. Also attached to the bale ring is the
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model aircraft, which in relation to the longer bar indicates the pitch altitude of the aircraft. The outer ring is pivotted [sic] fore and aft and controls the a/c totally [one indecipherable word in brackets]. The baffle plate and knife edge discs are attached to the rear pivot of the outer ring, with the pick off at the rear of the case. Rolling is indicated on the dial by movement of the model a/c in relation to the longer bar on the outer ring. Follow up is arranged by gearing the pick offs to the p/up pulley on the mounting unit, which is connected to the servo motors by cable. The follow up [one decipherable word] indicate the relative position of pick offs and knife edged plate. A [one decipherable word] gauge is fitted on the front of the unit (range 0.8 HG) also fitted are elevator and [one indecipherable word] control knobs. Level flight control knob and caging knob. At the rear of the unit are Grommet connections to the air – relays, main suction and electrical circuit
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A large filter at the base allows air into the unit there are also two spring loaded follow up clutches which contact the follow up pulleys in the mounting unit.
[underlined] Pesso Suction Relief Valve [/underlined]
[underlined] Purpose [/underlined] Is the means to adjusting the suction in the system.
1. Prevents excessive operation of the Sperry Relief Valve.
2. To protect the air system pipe lines and fittings against excessive suction . It is always fitted close to the Pesco Pump, where the suction is a maximum, approx 7”H.G. It should be used for course adjustment, which is effected by releasing the lock nut and turning the adjusting screw anti-clockwise to increase. The filter cap should be removed to enable the filter to be cleaned with petrol (filter cleaned on the 1st & 2nd minor inspection)
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[underlined] Directional Gyro Unit. [/underlined]
This unit embodies a free gyro having its axis of spin horizontal. The outer ring is pivotted [sic] vertically and controls the rudder. The knife edge plate is attached to the top pivot of the outer ring while the pick off is on the top of the unit. The directional compass card is also attached to the outer ring being used in relation to a lubber line on the case. The follow up index card is attached to the pick offs and is placed above the compass card, and indicates to the pilot the relative position of pick offs and knife edge plates. [one indecipherable word] wander is not compensated for and gyro is reset every 15 mins. A deliberate course change knob and crass level indicator are fitted in the front of the case, the latter consisting of a curved glass tube, alcohol filled and containing a steel ball. At the back of the unit are to be found the spring – loaded F/U discs electrical,
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connect, grommet connections to the air relay and main suction. The unit is secured to the mounting unit by two bolts.
[underlined] Sperry Suction Relief Valve [/underlined]
To enable a fine asyustment [sic] to be made for the suction in the system and allows for difference of suction between the two extreme ends of the suction pipe line. It is bolted to either end of the mounting unit in one of six alternative positions. The four unions are marked P for pressure, H for Bank & Climb Unit. G for directional gyro and T for Turn and Bank Indio [sic] when fitted. To adjust the suction remove the cap and turn adjusting screw clockwise to increase suction and tighten up the locking nut.
[underlined] Check Valve [/underlined]
This is fitted in the suction pipe line to protect the gyro unit against back pressure of air in the system should the Pesco Pump reverse its direction of rotation
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[Diagram of Balanced Oil Valve]
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[underlined] Air Relay Valve [/underlined]
[underlined] Purpose [/underlined] To transmit the control from the gyro to the B.O.V.
[underlined] Description [/underlined] Consists of two alloys castings bolted together and having a rendered skin diaphragm between them. The diaphragm by two metal discs and has a spindle attached to the centre which connects with the B.O.V. System. Air is drawn in through a filter at each side and then passes to the pick off in the unit. Normally the slots are half covered and the pressures in the air relay are equal. If the aircraft is disturbed then the movement of the pick offs over the knife edged plate causes the pressures to be unbalanced in the air relay. The diaphragm is deflected and causes a movement of the B.O.V. piston which allows oil to flow to one side of the servo motor. To test the A.R.V. hold it horizontal with the spindle upper most then with the [one indecipherable word]
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lightly push the spindle up release and it should fall back to its original position.
[underlined] The Oil System [/underlined]
[underlined] The Sump [/underlined]
To supply the system with oil and to collect drainage oil from the system.
Is simply a narrow container having a number of unions, filter plug, drain plug and an inspection window. Normally in most a/c a sump will be fitted which supplies oil for the operation of the hydraulic system and in this case the Sperry system may be connected to the same sump. Where such a system does not exist, the Sperry sump must be fitted below the level of the mounting unit in order to provide gravity drainage into the sump. It should be maintained 3/4 full in the daily inspection.
[underlined] The Pump [/underlined]
To provide a note of flow of oil
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throughout the system.
[underlined] Description [/underlined] Consists of an alloy casing having a phaspho [sic] bronze lining in which are two gears meshing with each other. One gear is an idler gear the other is connected to the engine crank shaft. The inlet union is the side of the pump, where the gears move away from each other. The oil is drawn in at this point and carried round by the gears and forced out at the outlet union, 180o opposite. The unions are not inter-changeable to do so would affect the lubrication system of the pump. Care must be taken therefore to ensure that the rotation of the pump coincides with the direction of the engine, to the effect there is an arrow on the back of the casing. A drain plug at the rear allows drainage of engine oil which has leaked along the driving shaft.
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[underlined] Oil Pressure Regulator [/underlined]
[underlined] Purpose [/underlined] To regulate the pressure in the system to within + or – 10lbs □” of the working pressure.
[underlined] Description [/underlined] Consists of an alloy casting having three unions leading to the pump gyro pilot and sump. Down the centre of the regulator is a hollow spring loaded plunger which covers the outlet to the pump. As the outlet to the gyro pilot is smaller than the inlet union pressure is built up when at a predetermined figure, lifts the plunger off its sitting and allows excess oil back to the pump. A channel is cut from behind the plunger to a by pass connection in the casting, whose entrance is covered by a spring loaded ball valve. This channel allows oil which has leaked passed the plunger to return into the sump outlet and thus prevents build up of pressure inside the plunger. To prevent leakage of oil passed the adjusting screw a gland consisting of
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two dural [sic]washers and asbestos yarn soaked in tallow and graphite is placed around the spindle and kept in place by a gland nut. To increase the pressure the adjusting screw should be turned clockwise.
[underlined] Oil Filter [/underlined]
[underlined] Purpose [/underlined] To ensure that the oil is clean before passing to the B.O.V.
[underlined] Description [/underlined] Consists of an alloy casting having a filter element (old type maltese [sic]cross new type wire mesh) mounted on a spindle each staggered 1/8th of a turn, this forms a number of spaces thro’ which the oil can pass. The collar securing the filter has eight bolts through which the oil passes through before going out the outlet union. The casting should be mounted with the unions at the top so that dirt which has collected in the chamber comes out when the filter is removed for cleaning on a 1st & 2nd minor inspection.
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[underlined] Two Way Back [/underlined] This is fitted between the oil filter and the mounting unit and provides a means of by-passing the oil back to the sump when carrying out any repairs or inspections in the mounting unit side of the circuit where air might enter the system. Also to enable the pilot either direct or by remote control to by pass oil back to the sump, in case of leaked of oil during flight.
[underlined] Mounting Unit [/underlined] Consists of a frame supported on the four ‘load’ type. A V.M in the cockpit in place of the B.T.P. The two units slide into this cradle and are secured by two bolts. Attached to the unit are three air relays, 3 B.O.V’s electrical connections, main suction connection drain and pressure manifolds. At one end is placed the Sperry Relief Valve and all pipe lines leading from the B.O.V.’s and mounting unit must be flexible hose.
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[underlined] Balanced Oil Valve [/underlined]
[underlined] Purpose [/underlined] To transmit oil pressure to the servo motors in order to apply control.
[underlined] Description [/underlined] The valve is operated by the air relay to which the piston is attached. The valve consists of a six load piston moving inside a valve casing on the mounting unit, and has an inlet union connected to the servo motors. In addition an exhaust union leads away the exhaust oil from the side of the servo motor opposite the side under pressure, to the sump via the speed control valve and a drain union leads away oil which has leaked over the lands of the piston back to the sump on the drain manifold. The piston is spring loaded in order to assist centralisation of the air relay and to avoid all end play on the B.O.V. piston.
[underlined] Assembly of Piston [/underlined] On to the piston fit,
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a collar, spring and second collar, ensuring that the collar of the washer engages the spring. Then fit on the small bush and the sleeve and onto the end screw the clamp. Adjust by the clamp unfit the assembly is held securely without any tension on the spring, then lock the clamp from the opposite end of the piston, fit on the large bush, screwing it on to the small bush until the two collars and spring are held between the two bushes without tension of the spring, then tighten lock nut on the small bush. There must be no compression of the spring and no end play in the assembly otherwise lagging and restricted movement of the control surfaces or oscillation of the control surfaces will occur.
[underlined] Centralisation of Piston [/underlined] Screw the piston assembly right into the casting and after starting the engines put engaging lever on and the servo motor will move over its
[page break]
full travel. Unscrew the piston assembly until servo-motor just starts to move mark datiums [sic] on casting and screws. Screw piston assembly in again until servomotor just starts to move in opposite direction. Mark a second datium [sic] on the casting coincident with datium [sic] already on screw. Mark central position between the two datiums [sic] and unscrew piston assembly until datiums [sic] on screw and casting are coincident. The lock nut should then be tightened up with a ‘C’ spanner.
[underlined] Servo Motor [/underlined]
[underlined] Purpose [/underlined] To operate the control surfaces and follow up system.
[underlined] Description [/underlined] The three servo-motors are set in one block but each is a self-contained unit. They consists of a cylinder in which the pistons are a loose fit, compression being obtained by an assembly consisting of two cup shaped washers
[page break]
(leather), supported by the metal washers and held in position on the central sleeve by two nuts which should be drilled through and secured by two tapered pins. To make the cylinders oil tight, a gland is provided at each end consisting of dural [sic] and metal washers, held in place by a spring in the gland nut. So that manual control is possible, a by pass channel has been cut between the two ends of the servo cylinders and in the centre of this a simple on and off switch, connected to the engaging lever in the cockpit. With the lever on the sides of the servo motor are isolated from each other and movement of the B.O.V causes servo-action. With the lever off any movement of the manual controls causes the oil to flow around the by-pass. Incorporated in each is a relief or override valve which enables the pilot to regain manual control in an emergency
[page break]
without using the engaging lever to disengage the auto control. These valves are spring controlled to lift at 25lbs □ “ above the normal working pressure of 150lbs □ “. For installations with pressure above 150lbs □ “ the valve is screwed in fully until the spring is fully compressed.
[underlined] Testing Override Valves [/underlined]
1. Connect two direct-type pressure gauges to the manifold block or servo motor union.
2. Start up a/c engine and put engaging lever on.
3 .Apply manuel [sic] control until gauge reads 25lbs □ “ above working pressure, when the valve concerned should blow off.
4. Repeat by testing in the opposite direction adjusting by the grub screws if neccessary [sic].
[underlined] Manifold Block [/underlined] This is fitted close to the mounting unit and has two purposes.
1. It forms a junction between the flexible
[page break]
base from the B.O.V. and the ridged metal pipes from the servo motors.
2. By tapping in the two pressure gauges at the side unions access is obtained to each servo motor pipe line for testing the override valve. This gauge indicates to the pilot the working pressure of the system. It is of the direct Bourdon Tube type and is connected into the main supply line at the pressure manifold, bung inserted on a small panel on the mounting unit.
[underlined] Drain Trap [/underlined]
[underlined] Purpose [/underlined] to provide gravity drainage from the drain manifold when the mounting unit is below the level of the sump and to prevent air being drawn into the system.
[underlined] Description [/underlined] It consists of a copper float carrying a needle valve which is normally kept closed by a spring bearing down on the top of the flow. Two ounces of oil always remain in the trap, [one indecipherable word]
[page break]
when this quantity has increased by the flow of oil by the drip tray and manifold the float is raised and the valve opened. This allows oil to flow back to the sump, the float falling and the valve closing as the oil drains off. As the valve closes before all the oil is drawn off, air cannot be drawn into the system. The drain trap should always be fitted below the level of the drain manifold but not more than 5ft below the level of the pump. The outlet union at the base is connected to the sump pipe-line.
[underlined] Non Return Valve [/underlined]
This is fitted in the return pipe line from the drain trap to the pump. It’s purpose is to prevent any Blow back of oil into the drain trap should the pump reverse due to engine back fire. This will only happen if there is sufficient oil in the trap to lift the float at the time of the blow back.
[page break]
[Diagram of Servo Motor]
[underlined] Speed Control Valve [underlined]
[underlined] Purpose [/underlined] To provide the pilot with a variable rate of control depending upon varying weather conditions and different types of a/c. The same rate of control is obtained irrespective of the working pressure.
[underlined] Description [/underlined] Consist of an alloy casting having three inlet unions connected to the exhausts of the B.O.V.’s and one outlet union connected to the sump. The valve screws into the casting and terminates into a slotted shank which regulates the flow
[page break]
of oil to the sump. Behind the shank is a spring loaded plunger the land of which covers and uncovers the inlet from the B.O.Vs and thus allows oil to pass through the valve. Should the pressure build up in the system, the plunger is forced back and the land blanks off the inlet union, thus stopping the flow of oil except for a small quantity allowed to flow over the two dampers on the land. Thus prevents stoppage of the control. The dual setting 0-6, indicates the amount by which the valve is open. The return channels permit drainage oil to return into the sump outlet and a gland of leather and dural washers prevents leakage of oil passed the adjusting spindle. On a D.I. the valves should be set to the figure laid down of if unknown to 3 & 4. They are fitted below the mounting unit.
[page break]
[underlined] Daily Inspection [/underlined]
1. Check oil level in sump – 3 /4 full.
2. Check for air in servo motors as follows :- set a/c controls central and put engaging lever [underlined] on [/underlined]. Apply light pressure to controls each way and they should act as though locked. If there is any servo action it will be accompanied with movement of F/U indices and there is air in the servo motors which [underlined] must [/underlined] be removed during the engine run up.
But the engaging lever “off” and start up engine. Move each control to the extremity of its travel, holding it for 30 secs at each end to allow oil to wash the air along the pipelines to the sump. Repeat the operation with control in the opposite direction. In the initial check do not confuse springiness of the control with the resilient action of air in the servo.
3. Check the vacuum it should 3 HG
[page break]
at 1000 REM and 5” HG at maximum ground [one indecipherable word].
4. Check oil pressure, it should be ± 10lbs per □” of working pressure.
5. Uncage Bank and Climb Unit – if a/c not level the gyro should slowly move towards an indication of the a/c’s altitude.
6. Set and uncage Directional Gyro to coincide with the compass card.
7. Open Speed Control Valve to the figure laid down.
8. Using the control knobs set the F/U indices to match the gyro indications.
9. Set level Flight Control knob to “Off”.
10. Engage gyro pilot “O”. Test operation by moving Control knobs and noting that controls move in the correct direction at approx equal speed way and do not oscillate or hunt, but come to rest immediately. It is possible the elevators will move faster down then up owing
[page break]
to the state of balance.
11. Disengage Gyro Pilot.
[underlined] 1st Minor Inspection [/underlined]
1. Inspect all piping and fittings including flexible. Tighten and replace all pipe and oil fittings where necessary to stop leaks. Replace any flexible hose showing signs of seepage at joints or connections or pimples on the surface. Tighten the servo motor packing glands if leakage is observed.
2. Inspect all cables all connections and pulleys should be free and no sign of fraying should be visible.
3. Check follow up pulleys on mounting unit with both units removed. If necessary add a few drops of anti freezing oil to the F/U springs.
[underlined] 2nd Minor Inspection [/underlined]
1. Clean or change all filters.
2. Drain, rinse out and refill sump.
3. Inspect all the AVMs on the mounting
[page break]
unit for deterioration of rubber – replace if necessary.
4. Check override valves for blow-off pressure.
[underlined] Filters [/underlined]
[Description of Air and Oil Filters]
Oil Sump
[underlined] Follow Up [/underlined]
[underlined] Purpose [/underlined] To limit the amount of control so that it is proportional to the amount as the aircraft assumes its original position.
[underlined] Description [/underlined]
When the aircraft a disturbance the action between the pick-offs and
[page break]
cut off discs causes servo action in which the piston would move through its full range and apply full control irrespective of the amount of the disturbance. In order to limit the servo motor action it is necessary to return pick off central with the cut off disc. This is done by mounting the pick off on a quadrant which is geared through a differential and clutch drive to a F/U pulley on the mounting unit which is connected by cable to one end of the servo-motor piston. Hence when the servo-motor moves the quadrant causes the pick-off to centralise over the cut-off thus limiting the flow of oil to the servo-action and the amount of control applied.
[underlined] Installation of Follow-Up Cable [/underlined]
Fit the follow-up pulley on to the axle of the serrated disc taking care that the clutch pin engages and that
[page break]
change by 9-11o – repeat to [underlined] West [/underlined] and note change of readings.
9. Repeat above holding knob on pilot’s repeates [sic] – there should be no change in readings.
10. [underlined] Switch-off [/underlined[]
[underlined] SYNCHRONISING REPEATERS [/underlined]
1. As for starting.
2. Set V.S.C. to zero.
3. Set repeaters as near as possible to M.U. readings plus “A” error (note repeaters can only move in 3o movements.
4. Adjust V.S.C. to final readings of repeaters.
5. Loosen the two screws holding scale and set rubber line to zero – tighten screws and [underlined] switch-off [/underlined].
7. [underlined] Switch-off [/underlined].
[underlined] FUNCTIONING TEST [/underlined]
1 .As for starting.
2. [Indecipherable sentence.]
[page break]
[Blank page]
[page break]
[underlined] DIRECT READING COMPASS [/underlined]
[underlined] Starting [/underlined] “On and off” switch to [underlined] “On” [/underlined]
Normal Setting Switch to [underlined] Setting [/underlined]
[underlined] Allow to run for 5 mins [/underlined] (until M.U. has a comparative steady reading)
Normal setting switch to [underlined] Normal [/underlined]
System should be then ready for use.
[underlined] DAILY INSPECTION [/underlined]
1 .As for starting
2. Set V.S.C to Zero
3. Check repeaters – should be synchronised with M.U. – i.e. should be M.U. reading plus “A” error
4. Check the “hunt” on M.U. scale - i.e. should be between 1/8 and 3/4 of a degree.
5. Switch to [underlined] “setting” [/underlined] – tilt M.U. to [underlined] East [/underlined] – readings should increase – repeat to the West – readings should decrease.
6. Set for local variations on V.S.C. if required.
7. [underlined] Switch-off [/underlined]
[underlined] FUNCTIONING TEST [ /underlined]
1. As for starting.
2. [Indecipherable sentence]
[page break]
3. Switch to [underlined] “setting” [/underlined] – M.U. should then “hunt” between 3-8 degrees.
4. Switch to [underlined] “normal” [/underlined] - note M.U. reading – tilt M.U. to [underlined] East [/underlined] until scale has changed by 5o – return to vertical – after 2 minutes rate reading – repeat to [underlined] west [/underlined] – difference between final readings should not differ by more than 2o (Angle of Dep.)
5. Switch to [underlined] “setting” [/underlined] – tilt M.U. to East to limit of its travel until reading changes by 40o – switch to [underlined] “normal” [/underlined] and allow M.U. to return to vertical swinging to and fro time M.U. over the first 20o back to original heading – note M.U. reading and repeater readings should not differ by more than 1o.
6. Repeat to the [underlined] West [/underlined].
7. Time intervals of 5-6 should not differ by more than 3 mins and neither should take more than 7 min to return.
8. Set V.S.C to zero – note repeater reading, set V.S.C. 10o East – repeaters should
[page break]
[underlined] Inspections [/underlined]
[underlined] Between Flights [/underlined]
1. Set Clutch Lever “IN”. Ensure correct engagement by full movement of control column.
2. Set Main Control back to “OUT” position.
3. Set steering Lever central.
4. Set Altitude Control to zero.
5. See Test Lock is locked at “Flying” position. [circled number 6] Check oil level in Resevoir [sic].
[underlined] Daily Inspection [/underlined]
[underlined] R.E Plate [/underlined]
Remove cover. De-centralise and test motor for freedom. Inner ring must not have excessive end play. Play of .005” is permissible on outer ring. Oil all moving parts with one drop of anti-freezing oil. Check cork washer for deterioration. Examine all Bawden Cables – ensuring that they do not foul when the plate is rotated. Remove any surplus oil from the cover and replace. When re-centralising, there should not be any [one indecipherable word] in gimbal system.
[page break]
[underlined] Aitenon Plate [/underlined]
Remove cover and centralise cap. Fit centralise clip and decentralise. Test motor for freedom. Both rings should be free and without play. All weights must be secure. Apply one drop of anti-freezing oil to each moving part. Remove centraliser clip ensuring that the centralises lock the system. Remove surplus oil from cover and replace.
[underlined] Compressor [/underlined]
Examine for leaks and security of pipes. Ensure unions are locked.
[underlined] Oil Cooler [/underlined] [underlined] Automatic Valve [/underlined]
Test for security Examine for security.
[underlined] Oil Reservoir [/underlined]
Check level of oil top up if necessary. Check security of all unions! If Mk V lock tops on gauge.
[underlined] Chemical Air Drier [/underlined]
Change as necessary, but just before a flight.
[page break]
[underlined] Main Control Lock [/underlined]
Test for freedom of movement and leave in OUT position.
[underlined] Automatic Test Lock [/underlined]
Leave Mk IV locked in FLYING position. MkIV ensure that BakeliteBlanking cap is fitted Test for security and visable [sic] defects.
[underlined] Air Intake Throttle [/underlined]
Examine for security and visible defects.
[underlined] Steering Lever & Steering Control [/underlined]
Test for freedom and leave in central position.
[underlined] Pitch Altitude Control [/underlined]
Test for functioning and leave in zero position.
[underlined] Pressure Gauge [/underlined]
V.D. & B.
[underlined] Turn Regulator [/underlined]
Remove cover, test [one indecipherable word] for freedom and [two inserted words] on valve [/inserted] with one drop if necessary. Make the contact switch and decentralise the gimbal system. Ensure correct operation
[page break]
[underlined] Servo Motors [/underlined]
Test for freedom of movement by movement of control column. Check for security and visible defects.
[underlined] Clutches [/underlined]
Set to IN, ensuring that they are correctly engaged, set to Out and make sure of clearance (on clutch tongues) at 40/1000. Leave at IN.
[underlined] [one indecipherable word] Inspection [/underlined]
[circled 1] Clean all main filters with petrol and watchmakers brush.
[circled 2] Apply one drop of oil to pitch altitude control.
[circled 3] Test clearance on clutch tongues should be 50/1000.
[circled 4] Flush out automatic valve, oil cooler and oil pipe lines.
[circled 5] Flush all main valves with 40% anti-freezing oil and 60% petrol. Connect rubber tubing to inlet and with valve central force solution through also with controls at other two extremes
Dublin Core
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Title
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Instrument course notebook
Description
An account of the resource
166 pages of instrument course including notes with details and hand-drawn colour diagrams of aircraft instruments and gauges including pressure gauges, warning systems, clocks, compasses, bomb and gun sights, flight instruments and telecoms equipment.
Creator
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George Bubb
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Cover and 83 double pages
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eng
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Text. Training material
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MBubbGJ1477939-160322-01
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.
Spatial Coverage
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Great Britain
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Anita Raine
Tricia Marshall
Gemma Clapton
David Bloomfield
ground crew
ground personnel
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/497/10707/BCopusPJCopusPJv.1.pdf
3b4590afce6b1c8ba1a3d4a0cfb2e9a3
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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Copus, Jim
P J Copus
Copus, James
Publisher
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IBCC Digital Archive
Identifier
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Copus, PJ
Description
An account of the resource
Nine items. Two oral history interviews with Warrant Officer Percy James Copus (1922 - 2016, 1430308 Royal Air Force) who flew operations as a mid-upper gunner with 97 Squadron. The collection also includes photographs of himself and family, and account and maps of his last operation of the 27 March 1943 on Frankfurt, when his Lancaster was shot down and he became a prisoner of war.
The collection has been donated to the IBCC Digital Archive by James Copus and catalogued by Nigel Huckins.
Date
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2016-02-24
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.
Transcribed document
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Transcription
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A few minutes before 7 o’clock in the evening of 22nd March 1944 I took off on my last operational sortie as the mid-upper gunner of Lancaster OF-P ND351. By the end of that night I was a prisoner of war having bailed out of the aircraft as it fell crippled and burning, the victim of a German night-fighter.
This is the story of that night and the year in captivity that followed..................
[Hand written signature] W/O James Copus 97 Sqn. POW STALAGLUFT 1. 2011. Love from Daddy. [/hand written signature]
[page break]
TARGET – FRANKFURT
By P.J. Copus
An extract from 97 Flight Operation Records 22-23 Mar 1944 :-
TARGET – Frankfurt Lancaster III OF-P ND351
P/O R.E. Cooper, Sgt. F.S. Witcher, F/Sgt. McFayden, Sgts. H. Lunt, H.A. Smith, P.J. Copus, R.R. Hinde.
Op 18.50 aircraft missing (4 x TI, 1 x 4000lb, 2 x 1000lb, 600 x 4lb incs, 40 x 4lb incs).
TARGET AHEAD!
We have made our turn to the south of Hanover at 18,000 feet. The target, Frankfurt, is now directly ahead of the aircraft and already burning. My attention is elsewhere, however. The Flak, which we can do nothing about anyway, has stopped, a sure indication that fighters are up. An “own goal” by the Flak crews would mean a double-quick transfer to the Russian front. Any night-fighter attack will come from the rear of the aircraft. Only the rear gunner and myself, the mid-upper turret gunner can offer return fire and so we are a fighter’s primary targets in the hope that he can silence our guns and finish off the aircraft without risk. We are well-aware that the odds are stacked heavily in his favour:
each of our Lancaster’s four Merlin engines produces a double row of exhaust flames
we have shiny turrets which can reflect any stray light
the fighter pilot can quickly re-position his aircraft to improve his view of anything suspicious whereas we have a full bomb-load and can only manoeuvre very gently for fear of tearing the wings off the aeroplane!
Should we be spotted then we [italic] must [/italic] see the slender, head-on fighter profile he gets within range, a very tall order indeed considering that we have to search all that volume of the night sky within our range of vision to the rear of the aircraft. Our rifle-calibre machine guns mean that the best we can hope for, should we be attacked, is to put the fighter pilot off his aim or maybe even make him break off his attack and perhaps lose us again in the darkness. However, since it is possible that the fighter was equipped with radar that he used to find us a second time. In an exchange of fire, we are at a severe disadvantage since the fighter has 20mm cannon as well as machine guns and the resulting weight of fire exceeds our own. Taking all these factors into account means that our chances of survival depend almost entirely on the size of the night sky which although apparently empty contains our friends and our foes in unequal proportions; there are many more of the latter, ground-based as well as airborne, who are as determined to prevent our
[page break]
reaching the target as we are to get there. The element of surprise is no longer a factor. Other aircraft in front of us have already released their bombs and the target is literally sprinkled with fires. The fighters will be more concerned with preventing additional attacks than shooting down aircraft that have already bombed. The chances of being seen in silhouette against the ground fires by a fighter pilot increase as we draw nearer the target. Our course, height and speed were all fixed before we took off in order to reduce the chances of not only of a collision over the target but also of bombs falling on aircraft flying at a lower level. In spite of these precautions, instruments inevitably have minor calibration tolerances and variations of a few hundred feet are number of occurrences is impossible to quantify since survivors of such an eventuality are improbable.
It is as well that we are all too preoccupied to think too carefully about the multitude of situations quite apart from enemy action that could kill us in the blink of an eye.
THE BEGINNING
Our training as a complete crew had involved many 8-hour flights around the UK almost always at night on what were primarily navigation exercises. However, their indirect purpose was to get us all functioning as a team. Apart from that we gunners were just along for the ride. On completion of training in Lancasters we were posted to ....... a Stirling station! In that remarkable manner which it seems only the Military can achieve, we had been wrongly directed and no-one knew anything about us. Our pilot, F/O Cooper told us to stay put and that he would arrange something. He disappeared for two days. On his return he announced that he had fixed us up with a Pathfinder Squadron, No.97.
This is how, one day in late December, we arrived at Bourn in Cambridgeshire. Only a fortnight previously, on the night of 16/17th. December, known as “Black Thursday”, Bomber Command has experienced its worst bad-weather losses of the war, a tragedy which cruelly emphasises the fact that the enemy lurks not only in human form. We were posted to Bourn as a contribution towards making up 97 Squadron’s share of the losses.
THE ATTACK
That night 22nd./23rd. March no-one saw the fighter, a Messerschmitt Bf110, in time. His first attack was probably at the end of a gentle climb from behind and below. The climb reduces the speed differential that the fighter needs to catch the target thereby avoiding the risk of an overshoot or even a collision. This tactic also meant that the bulk of the Lancaster on top of which I was sitting, hid the fighter from my view and even the rear gunner’s view downward is restricted enough to hide the approaching fighter. In any event that initial attack knocked out the hydraulics which operated the turrets. I was then in the embarrassing position of being able to do nothing
[page break]
but watch the ‘110’ flying alongside, straight and level, slightly below us and 200 to 300 metres off our starboard wing. The ‘110’s relative position enabled the gunner, facing aft in the rear of the cockpit to fire bursts from his machine gun with zero deflection into our fuel tanks and number three and four engines. The results were exactly what one would expect; both engines burst into flames. Some of his rounds, passing within inches of my head shattered my turret at about the same time as our pilot ordered over the intercom “Prepare to abandon aircraft” and then very quickly afterwards “Abandon aircraft”. All members of the crew acknowledged the order including the rear gunner who by some miracle had survived the initial attack. The bomb-aimer jettisoned the bomb-load. We were on our way down, both starboard engines blazing furiously.
THE ESCAPE
I tear off my oxygen mask, intercom leads and harness and folding my small seat upwards and out of the way manage to drop from my turret into the aircraft’s fuselage, where it is pitch dark. Although we gunners wear the parachute harness at all times in the aircraft, there is no room for the parachute pack itself in any of the turrets and my own is stored on the port side of the aircraft, aft of my position and opposite the rear fuselage hatch. It takes only a few seconds to find my parachute and clip it onto the harness. The rear hatch is now my emergency exit and I begin wrestling with the release handle. The door is jammed! More determined wrestling. The handle breaks off in my hand! I now have to scramble forward virtually the whole length of the Lancaster’s fuselage encumbered by parachute, heavy flying suit and boots. In pitch blackness! Although the entire fuselage is extremely confined and packed with equipment, this is nothing compared to the gymnastics required to wriggle over the wing-spar. All this must be achieved in the dark making sure that the parachute’s rip-cord does not get snagged and cause premature deployment and with the knowledge that at any moment the aircraft could steepen its dive, suddenly flip into inverted flight or simply explode as the engine fires touch off the fuel tanks in the wing. It is also possible that the fighter could attack again. Any chance of hiding in the night is now gone, our demise highlighted by sheets of flame. There are numerous other scenarios none of which is likely to improve our chances of survival. I dismiss these thoughts and continue floundering towards the under-nose hatch, now the only means of escape. The hatch is in the very forward part of the aircraft and access to it is achieved crawling under the pilot’s instrument panel to the right of his seat. The manoeuvre can be likened to crawling through the knee-hole of a writing desk. The pilot is still at the controls. I can see him clearly. This forward part of the aircraft is illuminated by way of a hole in the fuselage and indicate that I am about to go. He nods briefly in acknowledgement. There appears to be no-one else in the aircraft because I am able to walk upright towards the nose, still in pitch darkness of course, until I simply plunge feet-first through the open hatch! None of us is well-prepared for the experience which follows. Training for bailing out had been limited to little more than a few minutes’ jumping from a bench in the gym and attempting a landing-roll. After all, we all knew for certain that it was only some of the
[page break]
other crews who would have to face the experience. That sort of thing happens only to the other chaps..........
This night, however, it is not the ‘other chaps’. It is us. Our lucky mascots, our youthful confidence in ourselves and each other, our training, all now useless. What happens next is uncharted territory!
The slipstream seizes me and whirls me around furiously and noisily. During one of my violent gyrations, I catch a glimpse of the aircraft as I free-fall away from it. I have kept hold of the ripcord handle and knowing now that I am well clear of the aircraft, haul on the handle. The parachute explodes out of the pack as the airstream seizes it. The opening shock is immediate and extremely violent and I am wrenched into an upright position, completely winded and in some considerable pain from the contraction of the parachute harness. The sudden peace and quiet is extraordinary. The only noise is my own laboured breathing. I am hanging apparently nearly motionless. It is cold. Very cold! We were flying at 18,000 feet when attacked and I imagine the aircraft was down to 15,000 feet when I bailed out.
Surprisingly, my all-consuming thought is that it will take a long time to get back home from this operation!
[photo from R.A.F. Museum’s Lancaster September 2010]
The descent takes an enormous but unquantifiable amount of time. I know the ground will be covered in snow and therefore easy to see. Straining my eyes I can see a vague brightness below. I brace myself and wait for the shattering crash of the landing. Nothing happens! What I take to be the ground is a thin layer of low cloud. Just cloud. As I begin to relax a little, comes the landing; surprisingly gentle. I am in a ploughed field covered with snow. My only injury is some bruising and scratching on my face as a result of pitching forward on impact with the ground.
[page break]
To borrow the Germans’ own favourite expression in these circumstances “For me, the war is over.”
A PRISONER OF WAR
The field in which I had landed was only yards from a row of houses. Their occupants were on me immediately I landed and I was dragged into one of the houses amid much shouting and bravado. It was widely known that German civilians were not exactly welcoming towards aircrew who fell into their hands and I was very nervous about the whole situation. They shoved me into one corner of the room. My ‘chute has been gathered into an untidy bundle and was dumped beside me. In the other corner were grouped a cross-section of the neighbourhood. They were gesticulating and shouting at me in unintelligible German. Some of the shouting, however, needed no translation! In the circumstances I did not feel at all like a ‘Terrorflieger’ as the Nazis called R.A.F. bomber crews. Some young wide-eyed children were among the crowd. As a gesture of goodwill I took some chocolate from my flying-suit pocked and offered it to them. They recoiled hastily, either not knowing what it was or suspecting it was poisoned perhaps. To prove it was safe I ate a little myself and returned the rest to my pocket but the atmosphere was tense and I hoped that some sort of authority had been alerted and would remove me before something unpleasant happened.
Fortunately, the civil police (they were referred to as ‘gendarmes’) arrived promptly and I was hauled off on foot to the local police station where I was thrown unceremoniously, without food or water, into a damp cell in which the only piece of furniture was a bed. There was not even a blanket. I attempted to sleep but it was extremely cold. In an attempt to keep my feet from freezing I managed to squeeze both into one flying boot.
At some point during the night I was dragged out of the cell and upstairs to an office where I was confronted by the local Bürgermeister (Mayor). There were, he told me, the bodies of several aircrew in the mortuary. If I would tell him the names of my crew he would let me know if any of them were among the dead. I felt unable to cooperate in this ‘kind offer’ which was, of course, a fairly transparent ruse to get more information out of me. My response was perhaps equally transparent but served well enough to show that I knew what he was up to. The crew I had been a last minute arrangement as a substitute. However, I added helpfully, I would be prepared to go to the mortuary and point out anyone I recognised. This offer was refused and I was returned promptly to my cell.
In the morning, after an extremely uncomfortable night, I was brought a cup of ersatz coffee and unidentifiable to eat. Shortly afterwards I was dragged out of the cell and outside where a horse cart was waiting. Surprisingly my ‘chute was returned to me and as I flung it
[page break]
into the cart saw Lund, the bomb-aimer, already aboard. He had a leg wound. As I started to climb up into the cart with him, I was pulled back and told that I must walk along behind thus presenting the entire populace who had turned out to watch, with another opportunity to shout and scream abuse as we plodded slowly through the town.
We arrived eventually at some sort of holding area, a single room in an official building into which we were directed. Shortly, after, Lund was taken off to hospital. My parachute was not returned to me and I imagine provided some luxury under-wear for a “Hausfrau” or mistress somewhere. It was not for many years that I discovered that the rear-gunner, Ron Hinde, whom we all knew as “Slick”, although he had acknowledged the order to bail out, had been killed. Exactly what had happened remains a mystery. Clearly something had gone wrong after his acknowledgement of the order to bale [sic] out. As I had discovered there was ample capacity for The Unexpected! The aircraft crashed in woodland outside Hanover and Ron Hinde is buried in Hanover War Cemetery.
It appeared that when the holding areas reached a certain number of inmates, they were moved out for transfer to a permanent camp (Stalag). The first step in the transfer process was to get to Frankfurt. Accompanied by two guards, I was shoved onto a train and began the two-day trip. Progress was very slow, the timetable upset by Bomber Command’s constant rearrangement of the rail network! The guards were pleasant and pointed out landmarks along the way. During one of halts one of my guards announced that he was going to get some water. In due course he returned and sat down, sipping at his water bottle. After a while he offered me the water bottle. “Wasser?” he asked. I took a gulp. Schnapps!
Thus I was delivered to Frankfurt station where a large number of weary and disconsolate aircrew were already gathered. The station was a mess! There were hardly any buildings standing, just several platforms. I did not feel the need to point out that this had been our handiwork! We were crammed into cattle-trucks, thirty per truck. We had no idea where we were going or how long the journey would take. We travelled day and night. There were occasional stops when we were given food and water.
Three days later we arrived at Stalagluft 1.
[page break]
[Sketch of location and layout of camp]
The POW camp, Stalagluft 1 was close to the Baltic coast near a town called Barth. There were British and American aircrew there numbering nearly 10000 in total. The days were spent walking about, playing football perhaps, talking, reading. There was a lively black market trade based on Red Cross food parcels. It was not unknown for the guards to join in, running the risk of joining short-sighted Flak crews and other defaulters in Stalingrad!
It can be imagined perhaps that for young men used to an active, adrenalin-fuelled life, the resulting boredom was a particular form of torture. The reader must remember too, that we had no idea no long this would go on and how it would end. One of the original inmates of the camp had been shot in the middle of September 1939 only a few weeks into the war. How were we new arrivals to know that our own confinement wouldn’t be just as long..... or longer!?
[page break]
[photo of the camp]
But for the resilience of youth and the comradeship, it would have been easy to fall into hopelessness and despair.
One of the first people I met on entering the camp was a chap who had been on the same gunnery course as me on the Isle of Man. A fortnight after my arrival, our pilot F/O Cooper turned up. Although I was unaware of it at the time, he had been wounded in the back when we were shot down and had been in hospital since that time.
The most senior German officer whom we saw regularly during his “rounds” of the camp was a Major Mueller. He was a decent chap, clearly one of the “old school” bearing a duelling scar across one cheek. He was not above joining in and on one occasion, after watching some Americans fencing; took over one “foil” (actually a stick) to show them how it was done. Of course, the camp was run entirely by the Luftwaffe, much preferable, we all felt, to Wehrmacht personnel who not doubt gave their prisoners a much harder time. There was the empathy of airmen albeit on different sides.
The Germans routinely produced their version of The News riddled of course with propaganda: a rain of V.1’s and V.2’s had reduced London to rubble: the Wehrmacht was pushing the Red Army back into Russia: an attempted Allied invasion had been thrown back into the sea while a German invasion was imminent and so on. Fortunately we had our own sources – the BBC via an illicit
[page break]
radio hidden somewhere in the camp. It was not therefore entirely unexpected one night, 30th April 1945, after we were locked up as usual, all the Germans fled! We already knew, as they did, that the Red Army was approaching. We were not overjoyed at the prospect of being liberated by the Russians and were somewhat concerned by what might happen. Had we known then what is known now about how the Russians sometimes handled these situations, we would have been even more concerned!
LIBERATION
For some days after the departure of our guards the only signs of our liberators were in the distance. In the meantime our own officers advised us not to venture outside the camp confines. Free to explore the entire camp we discovered a hoard of Red Cross parcels which the Germans had stopped distributing since December. This windfall allowed us to celebrate in some style. The Russians’ eventual arrival was marked by an hour-long speech , delivered in Russian by a senior officer. Since hardly anyone understood a word we were obliged to follow the speaker’s lead and applaud or cheer at what seemed to be suitable pauses in his oratory. Thereafter we saw very little of the Red Army, a situation which suited us very well!
It was two weeks before we were picked up. Our removal from the camp had been expedited we found out much later, by the highest possible authority. The Russians had apparently revealed that they intended to move us all to Odessa from where we could be shipped home. Or so they said. The British and American Governments did not believe at least the latter part of this stated intention and the mission to pick us up was put together in something of a hurry and without consultation with our liberators. The suspicion was that the Russians intended to hold us hostages to improve their bargaining position when it came to dividing up the spoils of war.
We were marched in batches to the airfield on the southern outskirts of the town. On the way we passed within yards of the perimeter of a concentration camp. The occupants did not appear “liberated”. It is probable that they had simply swapped one captor for another. We knew of the existence of this camp because several of the inmates having presumably escaped in the chaos after the Russians’ arrival had turned up at the gates of our camp begging for food and sanctuary. To have rendered any form of assistance, not that there was much we could have done, would have meant the end of all of us had the Russians discovered that we had helped them.
I returned to England in a USAF B-17. We were eventually taken to Biggin Hill where we were told that none of us would fly again with the R.A.F. and given two weeks’ leave to make up our minds whether to stay on or not. In a “Land Fit for Heroes” there was little on offer in the way of employment and so I elected to stay on in the R.A.F. and chose[sic] to join a transport unit. Here I learned to drive and acquired my driving licence which stood me in good stead for my eventual transfer to “civvy street”.
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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Target Frankfurt
Description
An account of the resource
Account of Jim Copus's last operation to Frankfurt during which his 97 Squadron Lancaster was shot down by a Me 110 night fighter. Includes the task of air gunners, the engagement by the night fighter which disabled all hydraulics including those to his turret. His difficulties in escaping from the aircraft, parachuting and capture by hostile civilians before being handed to civil police. His treatment as a prisoner and his journey to prisoner of war camp at Stalag Luft 1 at Barth. Life in camp, liberation by the Russians and repatriation by United States Army Air Force B-17 to England. Includes photographs of Jim Corpus as a wartime airman, prisoner of war and at the RAF Museum in 2010 as well as one of the prisoner of war camp. In addition there are hand drawn maps of north Germany and the Baltic locating Barth and a diagram of the Stalag Luft 1 camp.
Creator
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James Corpus
Format
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Eleven page printed document
Language
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eng
Type
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Text
Text. Memoir
Map
Photograph
Identifier
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BCopusPJCopusPJv
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
United States Army
Civilian
Wehrmacht. Luftwaffe
Spatial Coverage
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Germany
Great Britain
Germany--Frankfurt am Main
Germany--Barth
England--Kent
Temporal Coverage
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1944-03-27
Publisher
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IBCC Digital Archive
Contributor
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Gemma Clapton
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.
97 Squadron
air gunner
aircrew
B-17
bale out
final resting place
Lancaster
Me 110
prisoner of war
RAF Biggin Hill
RAF Bourn
shot down
Stalag Luft 1
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/477/8359/PBrileyWG1502.2.jpg
88f12b161e5a47cf71c561733e1c9465
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/477/8359/ABrileyW150522.1.mp3
18e7d5718da098c6dae85ec69ead9533
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/477/8359/PBrileyWG1503.2.jpg
ccd30a6b9b18cea87c0269a963f6dc2b
Dublin Core
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Title
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Briley, William George
George Briley
W G Briley
Publisher
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IBCC Digital Archive
Identifier
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Briley, WG
Description
An account of the resource
Eight items. An oral history interview with Warrant Officer William George Briley (1586825, Royal Air Force), his log book, service material and a sight log book containing <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/987">18 target photographs</a>. After training in South Africa, George Briley completed 39 bombing and supply dropping operations as a navigator with 40 Squadron flying Wellingtons from Foggia in Italy. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by William George Briley and catalogued by Barry Hunter, <span>with additional identification provided by the Archeologi dell'Aria research group (</span><a href="https://www.archeologidellaria.org/">https://www.archeologidellaria.org</a><span>)</span>
Date
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2015-10-09
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 audio recording
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Transcription
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MJ: Now.
WB: My name is Warrant Officer Briley. I’m recording this for the International Bomber Command Centre on 22 May 19 - 2015. And we - where I am is at Ruskington in Lincolnshire. I’ll try and see if I can. Well, my first big run to get to a training place was down to South Africa where I stayed for five months and picked up my brevet. And then, where I, I came back down by flying boat which took four days from Durban to Cairo. From then onwards, I was doing all around that area until they had vacancies up on the training field where the temperature of 150 – 120 was very warm. Then we got back down to Cairo and for - picked up me flight to Italy where I went through Naples and out then to Foggia where I stayed with the 40 Squadron the whole time until I’d finished my term, and then I went back to Naples and they gave me a [unclear]. That gave me a lot more places and also I was sent up to Athens where I was a gunner on on private Wellingtons that had been stripped with passengers and freight all over the Middle East. Then then I was – land – I was - oh sorry. After we done all that I was land down – I was down on the ground there until they got me a job back on Egypt where they sent me up to Udine in northern Italy. No no way of getting up there, but I went out and a British army driver took me all the way, which was very good of him, and the little – when I got up there they hadn’t a clue what I was doing up there for, although they knew themselves, 39 Squadron it was and they gave me a leave over the weekend when I got there and there’s a chance I had of seeing and being in Venice in the holiday part of the RAF they had out there. We came back by a big – by a big plane from Bari having had a train journey all the way back. And that landed me on besides the besides the canal on the Suez Canal and from there we were doing I was doing quite a lot of driving which I wanted to do until they found a place for me which was in El Alamein[?] Back to Cairo and on to the flying the flying out to El Adam [?]. And I stayed here that’s where I picked up my WO. And I and I was put in charge, once I got away the driving they put me in charge of a sy – system well, well in in in an where the people going through and also the pilots and that. I had to, had to sign them through. Some didn’t want to do that and but then they had to. They got no signature otherwise. Anyway, from there that’s when I was sent – I was on leave then at the end and I made out. I picked up my brother who was in Cairo or rather he was up in – he was up in Palestine. Picked him up, we went to Haifa and stayed a fortnight. We enjoyed ourselves. I, I was lucky in that ‘cause I – that’s one brother. The other brother I picked up on the way in at Cairo. So I doubt if there were many other brothers who met du – met during the war. So [unclear] in the end it – we came by boat from Alexandria to Toulon. Waited there for the train back to England. And came – got back in June. One of the coldest Junes I think I knew at that time, especially when you’d been at a temperature of a hundred-and-twenty and that. Now the temperature here went across that boat was really ferocious. And then we was sent up to Wednesbury for discharge. They had to make a suit for me I was so ruddy small and out of all proportion and today I’m even worse. The trouble is I aint going in. I was dead on the lowest figure. When I was on the Foggia we took off from Foggia and went down the Corinth Canal or to it, where we had been told there was a big storm up. It’s too high to go over. Too low to go under. So we were given a height which was about the best. As we came into it. Here we go, the thing is we went up like a ruddy express [mumble] express lift, and stopped and went down straight away, and oh my head hit the blooming geodetics. It, it was so loud the pilot put - turned put it hard head round. He said: ‘What was that?’ I said ‘That was my flipping head.’ [Chuckles] It was yeah.
MJ: Yeah yeah.
WB: Yeah, we got through it and carried on. [Chuckle]
MJ: Well, well that’s the sort of thing –
WB: Yeah
MJ: - that you got to remember, you know.
WB: Hmm. [Chuckle].
MJ: What was it about the bridge?
WB: Eh?
MJ: That one about the bridge? You said about the [unclear]. Can you repeat that?
WB: Yes.
MJ: Please.
WB: [Sigh] [Background noise] I done that one.
MJ: So, so what was the story about that one?
WB: No, it’s not. It’s this one. The one with the four-thousand pound bomb. Kitzscher [?] And – our – well I was quite, quite surprised, you know, you see, where this bomb was. It was only a big hole that was there and they – one of the Italians came about and said ‘What you looking at it for?’ I said ‘I got an idea that’s our bomb.’ ‘Oh,’ he said – he said ‘What has happened?’ He said ’There were two trains on that bridge when you dropped it.’ He said ’One of them went into it to– [unclear] into reinforcements and one coming out. He said: ‘The one coming out got the bar –part of it. The whole the back of [unclear] train and that other one run into the hole that was there. [Chuckle] He says: ‘So you done a damn good job.’ [Laughter]. I’ve never been seen anybody about that - the crew I could tell to.
MJ: Well that’s -
WB: Yeah.
MJ: That’s the good part about it.
WB: Apparently in the Blitz –
MJ: Yeah.
WB: The eight months Blitz. Every night. [Chuckle]. And, it’s so much so I managed to get it out of – but other people commanding me. ‘I can’t go on the back of this bike.’ I said ‘Why not?’ He said ‘Well, I’m out in the open.’ I should have sat on mine all the time. [Chuckle] Any rate, in the end, a number of them complained about it and but, they were more or less protecting me. [Laugh]. I can see their point and any way, they said – they asked me whether I’d like to learn how to drive. I said ‘I would very much.’ And so they brought a driver in from a local gas company depot and he said ‘Now, let’s see. What do you wanna learn?’ I said: ‘Anything I can drive. I was able to – so lorries and that.’ ‘Ah, so you want double declutching.’ You know to this day, and that was in the war. To this day, I still use, I didn’t realise it, part of the double declutching.
MJ: Hm.
WB: Right the way through, and it was only my sister who told me that my changing up and changing down and that was smooth, and I can’t see how it – how it can be smooth? And I worked it out. The – I wasn’t doing the whole double declutching, what I was doing – now with double declutching you use your feet as well. That’s all I wasn’t doing. [Mumble] Step in here.
MJ: Here. It’s good. What – what –
WB: What?
MJ: What – what sort of ops and things did you actually stand out for one reason of another?
WB: What you want me to do?
MJ: I’m here.
WB: Supplied it and then I went and got – I went there to be of service there. [Laughter]. All on one aerodrome. We called it Kalamaki Avenue[?]. It was –
MJ: So – what ‘s that bit of paper?
WB: Yeah. [Unclear]. Can’t hardly read it now. [Unclear] Penetration. Frontal conditions. Last night your bombers carried out their mission with excellent results. This attack which – which you carried out [unclear] or in the port of crews participated. Please convey to all ranks under your command my opposition – appreciation of this noteworthy effort. That was from the Group Captain commanding 263 Wing.
MJ: What did you have to do in that?
WB: Hm?
MJ: What what what was the op? Operation? What operation – what?
WB: Oh these aerodromes.
MJ: You say you had to bomb them? Or –
WB: No, it – thing is they were all bombed on one night by different – they sent out the squadron. Three or four to one – three or four to [unclear].
MJ:
WB: I don’t think that was the one that hit me on the head. I hadn’t been given my flight badge then. I was just a Sergeant. [Pause]. 9th to the 10th of October 1944 [turning of pages] 9 10 of October –
MJ: What was that op?
WB: Hm.
MJ: What did you have to do for that one?
WB: [Pause] On the – on the 4th – 4th of October ’44 we went to the Danube and put a mine – two mines down there. Have having had to fly there at thirty foot and then there was a a – I think there was haystacks even higher than we were. So I was expecting anytime that we – that we should get a gun from behind them. Then the next one we went on the 9th we went to Athens, we did that and they were put for us they were pretty long trips. Athens six hours and the Danube was five fifty-one.
MJ: So what – why did you that one to similar to the Dam Busters one. Why?
WB: It was the [unclear] valley. There’s the valley. South, it was south of one of their big cities. I forget which one it was. Began with a B, I know that. [Laughter].
MJ: So what did you have to do that made it similar to the other dams? Did you have to go lower or was it just too hot or what?
WB: While we kept low was to get underneath their mining thing and also we were down there so as we could get in underneath it and without them noticing it, and we didn’t – did manage it seems ‘cause nobody came to try and have a go at us. Then five days later we went over there again. Not this to the Danube which was up south of a – a big city beginning with B, I think it was. And this this second one, our eleventh was on Kalamaki operation bombed over flares. So we had two long ones. [Pause] I know that we bombed one of the American bombings. They gave us a photo of what they had left. When we got there it hadn’t even been touched. So we had to do all the bombing for them. That’s the Americans all along, which I never did quite like.
MJ: [Unclear]
WB: [Unclear]. More modern, modern aircraft and that. I mean the Wellington was a pre-war, but we had it all the way through the war out there.
MJ: So did you fly different aircraft more often or just one particular one? ‘Cause you got –
WB: You could hardly see the blinder[?]. All I know is it was going off track and I couldn’t I couldn’t get the thing to go in at all. In the end, when he when he went ran out of [unclear] I expect and well that’s that. He said ‘[Unclear] Which way you going? I said ‘No, you’re too late to go the back.’ I said ‘So turn on and face, face Yugoslavia.’ And I said ‘When you get - as soon as you’ve seen the mountains over there, turn south. Don’t wait for me.’ I said ‘Then we’ll sort – start sorting out some.’ Anyway I got ‘em back in.
MJ: So what happened when you got to base then?
WB: Then – then I was a bit late when I got, of course, when we got in. But after that on three occasions I got them to go another route because there was a blooming eight-hundred – and sent us out on our own valley, there was a hill eight-hundred foot high and quite often the clouds comes came down so they forced them under the thousand so I sort of – ‘What’s the matter Briley?’ I said : ‘There’s a hill in that valley eight hundred foot.’ Said ‘Yeah.’ So he turned round to his thing[?]and said ‘Go and see if he’s right.’ The bloke said when he came back he said : ‘He’s right.’ ‘Oh, sent him round the end of the peninsula.’ That happened three times. I had to – ‘cause I knew where it was. I was coming in through the valley at two-thousand in the cloud dived down at the end where I knew it’d be.’ ‘Didn’t you – didn’t you see the target?’ ‘Yeah.’ ‘Well how come you came back here half-hour before any others [unclear]. I said ‘’Cause I used the valley.’ ‘But you told us.’ ‘But yeah I know where it is.’
MJ: So you took a short cut?
WB: Yep. You see the second time he was sending me down for – I I didn’t do much on that. I knew it – I knew how it was. So so we had a look down at it and found this thing this hill. ‘Right we can use that.’ I did on three occasions. Got back in. Nice time I was the only one on breakfast. [Chuckle]. Everybody else came in half-hour later. Every time ‘Missed it again.’ I said : ‘No we did not miss it.’ Berh, that was another bleeding officer and then, and I gather from one of our other, one of the crew I saw in Cairo. He said ‘You know what has happened up at up at - up at Foggia?’ I said ‘No.’ ‘ See they sent out those big aircraft, up our valley at a thousand feet.’ ‘Yeah.’ ‘Three crashed into that hill you told them about.’ I said ‘That’s bloody murder.’ And if I had my way I’d have had him but they took no notice of me, but it was them that - I mean the big aircraft, American aircraft has about twelve people on board. The Wellington only had five. You think it. Three aircraft. Thirty-six. Dead. Before they’d even started.
MJ: ‘Cause they took the wrong route.
WB: Yeah. I wish I could have done but you supposed to be a – on their side. [Laughter]. Yeah. And one or two people told me about it and I said that ‘I said I quite agree with ya. But we daren’t do it.’
MJ: Yeah.
WB: Whether they learned after that when they hit this hill there’s one way to find out. Not the [unclear] of the bleeding crew though.
MJ: Was there any more situations like that you had before? Was it a lot like that?
WB: Yeah well. This is how it is.
MJ: Yeah.
WB: Another time she came down to – oh blimey – begins will L.
MJ: Well –
WB: Yeah.
MJ: Yeah. Well anyway yeah.
WB: Yeah. Anyway, she came down there. I was [unclear] been on there a fortnight and she said ‘That comes off.’
MJ: So you had to lose your –
WB: So my mate said ‘Are you gonna?’ ‘No,’ I said ‘I’ve got home. I’ve worked it out. I want us to have three weeks to see what it’s like.’ Anyway, I didn’t get any in the end. Wasn’t for her, it was for myself. It itched though underneath. [Shudder].
MJ: Yeah I know.
WB: So I –
MJ: Yeah. Don’t go good with a uniform. So I put that on. Ok I’m gonna take a photo. You in 40 Squadron.
WB: That’s 40 Squadron in 3 Group with Wellingtons in 1940 or ‘41. Towards the end of ’41, 40 Squadron moved toward Malta. Moved to Egypt early in ’42 into 205 Group. Moving to North Africa and eventually to Italy. During – I joined 40 Squadron in Foggia Italy in August ’44. First flight 30th of August ’44 and first op 1st of September ’44. And last one 39, 21st of January 1945. Book says last, last 13th of March. Hmm, it’s wrong. Otherwise how was I doing it in ’45?
MJ: There’s there’s –
WB: It was a remake Manchester. Found that the Manchester were two Merlins was like the blooming Wellington Mark II was Merlins. They’re useless, so they took it back, extended the wing, put in two more engines and extended other things, call it the Lancaster, and it was a success. Makes you wonder doesn’t it?
MJ: It does yeah.
WB: I’m lying. I don’t think it’s been made public much ‘cause the Manchester was a dud.
MJ: Yeah.
WB: Hmm.
MJ: This is Michael Jeffery on behalf of the International Bomber Command Historical Project Unit. Thank you to William Briley for his recording.
WB: It won’t. Make it George, George Briley.
MJ: George Briley, it is.
WB: George, it’s what I’m known as. You’ll find on here that no one knows about a Duckworth[?]. It’s George everybody.
MJ: Well that’s good.
WB: Yeah.
MJ: Well, it’s very nice to meet you George. Thank you very much for you co-operation and your photographs and such like and I hope to meet you again. On behalf of the International Bomber Command, thank you again. On the 22nd of May 2015.
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Title
A name given to the resource
Interview with William George Briley
Creator
An entity primarily responsible for making the resource
Mick Jeffery
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-05-22
Format
The file format, physical medium, or dimensions of the resource
00:28:49 Audio recording
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
ABrileyW150522
Conforms To
An established standard to which the described resource conforms.
Pending review
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
Temporal Coverage
Temporal characteristics of the resource.
1944-10
Contributor
An entity responsible for making contributions to the resource
Gemma Clapton
Language
A language of the resource
eng
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
Description
An account of the resource
After training in South Africa, William Briley flew operations as a navigator with 40 Squadron flying Wellingtons from Foggia, Italy. One of his operations involved the dropping of a 4000lb bomb which derailed two trains. He was also involved in mine laying in the Danube.
Spatial Coverage
Spatial characteristics of the resource.
Egypt
Greece
Italy
Italy
Danube River
South Africa
Greece--Zakynthos
Italy--Foggia
Greece--Corinth Canal
Danube River
40 Squadron
aircrew
bombing
mine laying
navigator
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/986/10490/EHampsonTDWhybrowI460519-0001.2.jpg
a18a820beb4db77e884ddbe37df3fd4f
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/986/10490/EHampsonTDWhybrowI460519-0002.2.jpg
ff378a671fcc2de9f68b3f992bd7b623
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
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.
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
2016-09-26
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. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Whybrow, FHT
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
BLUE MEADOWS
FREDONIA, KANSAS
May 19, 1946
Dear Mrs. Whybrow,
The thot [sic] of a visit by Fred thrills us. We request you help make the thot [sic] a reality. Your letter telling us of Freds [sic] plan was received a couple of days ago and following only a day or two a conversation in our home, which I think will be of interest, and which developed about like this.
I was in the orchard at Blue Meadows, the thot [sic] that struck me and very real, Fred Whybrow is going to show up for a visit and soon. Upon returning home so real was the impression from this that I mentioned it to Mrs. Hampson. She said, ‘Isn’t that strange? I had the same thot [sic] and started to mention it to Frances, and then didn’t.’ Frances in another part of the house and hearing her name mentioned joins us. We repeat. Frances said, ‘Wouldn’t that be just grand. I hope he does.’
[page break]
In these few words Frances spoke for all of us.
Imagine our delight, Mrs. Whybrow, when two days latter [sic] Mrs. Hampson received your lovely letter, which among other things, told of Freds [sic] plan to visit us on his way home.
We are expecting him and while he is here we will demonstrate to Fred not only is, ‘There no place in the world like England,’ but also there is not another Fredonia Kaus.
Of course we don’t know Freds [sic] schedule. Necessity may change his schedule and his plan. We hope not.
Our family has planned a vacation beginning July 15th for thirty days in Glacier National Park. This is in the state of Montana and only a few miles south of the south Canadian border. We would be most pleased to have Fred share this vacation with us. We have ample cabin reservation and it is one grand place for vacation, rest relaxation and fun, it has everything.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Letter to Mrs Whybrow from TD Hampson
Description
An account of the resource
The letter refers to a proposed visit to their house by Fred. The end of the letter is missing.
Date
A point or period of time associated with an event in the lifecycle of the resource
1946-05-19
Format
The file format, physical medium, or dimensions of the resource
Two handwritten sheets
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
EHampsonTDWhybrowI460519-0001,
EHampsonTDWhybrowI460519-0002
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.
United States
Kansas--Fredonia
Kansas
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
Gemma Clapton
David Bloomfield
Temporal Coverage
Temporal characteristics of the resource.
1946-05
Creator
An entity primarily responsible for making the resource
T D Hampson
-
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/.
Contributor
An entity responsible for making contributions to the resource
Malcom Young
Malcom Young
Gemma Clapton
Terry Hancock
Nigel Moore
Description
An account of the resource
<p>RAF Driffield was a Bomber Command station located in Yorkshire, 12 miles (19 kms) north from Beverley.</p>
<p><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?tags=RAF+Driffield" target="_blank" rel="noopener"><strong>See all Archive items</strong></a> | <strong><a href="https://losses.internationalbcc.co.uk/?takeoff-stations=Driffield&select-search-options%5B%5D=takeoff-stations&_token=mebTm5EIx2lRCtMWNwpmfHjqV5wzbPtEYox3Hnyq&losses_form=7f8a0f6148&orderby=surname&order=asc" target="_blank" rel="noopener">See all wartime losses</a></strong> | <strong><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/neatline/fullscreen/places#records/403" target="_blank" rel="noopener">Explore nearby</a></strong></p>
<p>It opened in July 1936 and by September 1939 was in <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?tags=4+Group" target="_blank" rel="noopener">4 Group</a> and occupied by the <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?tags=Whitley" target="_blank" rel="noopener">Whitleys</a> of <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?tags=77+Squadron" target="_blank" rel="noopener">77 Squadron</a> and <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?tags=102+Squadron" target="_blank" rel="noopener">102 Squadron</a>. <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?advanced%5B0%5D%5Belement_id%5D=38&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Royal+Air+Force.+Fighter+Command" target="_blank" rel="noopener">Fighter Command</a> used the station from January to April 1941 before it returned to Bomber Command 4 Group with <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?tags=104+Squadron" target="_blank" rel="noopener">104 Squadron</a> and, briefly, <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?tags=405+Squadron" target="_blank" rel="noopener">405 Squadron</a>, both flying <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?tags=Wellington" target="_blank" rel="noopener">Wellingtons</a>. In February 1942 104 Squadron was renumbered <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?tags=158+Squadron" target="_blank" rel="noopener">158 Squadron</a> before moving out in June 1942. In the autumn of 1942 <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?tags=196+Squadron" target="_blank" rel="noopener">196 Squadron</a> and <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?tags=466+Squadron" target="_blank" rel="noopener">466 Squadron</a> both formed at the station but moved out before becoming operational. Concrete runways were laid and the station re-opened in June 1944 with 466 Squadron returning with <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?tags=Halifax" target="_blank" rel="noopener">Halifaxes</a>. <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?tags=462+Squadron" target="_blank" rel="noopener">462 Squadron</a> formed at the station with Halifaxes in August 1944 and stayed until December 1944 leaving 466 Squadron as sole resident until the end of the war.</p>
Refinements:<br /> <span style="font-size: small;"><code><span> <br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Artwork&range=&collection=&type=&user=&tags=RAF+Driffield&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Artwork</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=starts+with&advanced%5B0%5D%5Bterms%5D=Text&range=&collection=&type=&user=&tags=RAF+Driffield&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=starts+with&advanced%5B0%5D%5Bterms%5D=Map&range=&collection=&type=&user=&tags=RAF+Driffield&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Map</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Text.+Correspondence&range=&collection=&type=&user=&tags=RAF+Driffield&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text. Correspondence</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Map.+Navigation+chart+and+log&range=&collection=&type=&user=&tags=RAF+Driffield&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Map. Navigation chart and log</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Text.+Diary&range=&collection=&type=&user=&tags=RAF+Driffield&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text. Diary</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Moving+image&range=&collection=&type=&user=&tags=RAF+Driffield&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Moving image</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Text.+Log+book+and+record+book&range=&collection=&type=&user=&tags=RAF+Driffield&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text. Log book and record book</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Photograph&range=&collection=&type=&user=&tags=RAF+Driffield&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Photograph</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Text.+Memoir&range=&collection=&type=&user=&tags=RAF+Driffield&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text. Memoir</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=starts+with&advanced%5B0%5D%5Bterms%5D=Physical+object&range=&collection=&type=&user=&tags=RAF+Driffield&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Physical object</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Text.+Personal+research&range=&collection=&type=&user=&tags=RAF+Driffield&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text. Personal research</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Physical+object.+Clothing&range=&collection=&type=&user=&tags=RAF+Driffield&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Physical object. Clothing</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Text.+Poetry&range=&collection=&type=&user=&tags=RAF+Driffield&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text. Poetry</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Physical+object.+Decoration&range=&collection=&type=&user=&tags=RAF+Driffield&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Physical object. Decoration</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Text.+Service+material&range=&collection=&type=&user=&tags=RAF+Driffield&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text. Service material</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Sound&range=&collection=&type=&user=&tags=RAF+Driffield&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Sound</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Text.+Training+material&range=&collection=&type=&user=&tags=RAF+Driffield&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text. Training material<br /></a><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Technical+aid&range=&collection=&type=&user=&tags=RAF+Driffield&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Technical aid<br /><br /></a></span></code> Item type refinement is covered in the <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/faq">FAQ section</a>, questions 12 and 13. The Archive also comes with a range of tools for searching and browsing content: please see the <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/help">help page</a>.</span>
Title
A name given to the resource
RAF Driffield [entry point]
-
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
RAF Moreton in the Marsh [entry point]
Moreton-in-Marsh; Moreton in Marsh; Much Binding in the Marsh
Contributor
An entity responsible for making contributions to the resource
Gemma Clapton
Description
An account of the resource
<p>RAF Moreton in the Marsh (also known Moreton-in-Marsh, Morton in Marsh and Much Binding in the Marsh) was a Bomber Command training station located in Gloucestershire, 4 miles (7 kms) north of Stow-on-the-Wold.<br /><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?tags=RAF+Moreton+in+the+Marsh" target="_blank" rel="noopener"><strong>See all Archive items</strong></a> | <strong><a href="https://losses.internationalbcc.co.uk/?takeoff-stations=Moreton-in-Marsh&select-search-options%5B%5D=takeoff-stations&_token=hrQD7Y9ESaYBDe5a0ONWMijXgOkAhBBEaZS9qsUY&losses_form=7f8a0f6148&orderby=surname&order=asc" target="_blank" rel="noopener">See all wartime losses</a></strong> | <strong><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/neatline/fullscreen/places#records/452" target="_blank" rel="noopener">Explore nearby</a></strong><br /><br />It opened in November 1940. <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?tags=21+OTU" target="_blank" rel="noopener">21 Operational Training Unit</a> was formed at the station in January 1941. Equipped with <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?tags=Wellington" target="_blank" rel="noopener">Wellingtons</a> the unit remained at the station until after the end of the war.</p>
Refinements:<br /> <span style="font-size: small;"><code><span> <br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Artwork&range=&collection=&type=&user=&tags=RAF+Moreton+in+the+Marsh&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Artwork</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=starts+with&advanced%5B0%5D%5Bterms%5D=Text&range=&collection=&type=&user=&tags=RAF+Moreton+in+the+Marsh&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=starts+with&advanced%5B0%5D%5Bterms%5D=Map&range=&collection=&type=&user=&tags=RAF+Moreton+in+the+Marsh&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Map</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Text.+Correspondence&range=&collection=&type=&user=&tags=RAF+Moreton+in+the+Marsh&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text. Correspondence</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Map.+Navigation+chart+and+log&range=&collection=&type=&user=&tags=RAF+Moreton+in+the+Marsh&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Map. Navigation chart and log</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Text.+Diary&range=&collection=&type=&user=&tags=RAF+Moreton+in+the+Marsh&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text. Diary</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Moving+image&range=&collection=&type=&user=&tags=RAF+Moreton+in+the+Marsh&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Moving image</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Text.+Log+book+and+record+book&range=&collection=&type=&user=&tags=RAF+Moreton+in+the+Marsh&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text. Log book and record book</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Photograph&range=&collection=&type=&user=&tags=RAF+Moreton+in+the+Marsh&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Photograph</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Text.+Memoir&range=&collection=&type=&user=&tags=RAF+Moreton+in+the+Marsh&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text. Memoir</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=starts+with&advanced%5B0%5D%5Bterms%5D=Physical+object&range=&collection=&type=&user=&tags=RAF+Moreton+in+the+Marsh&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Physical object</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Text.+Personal+research&range=&collection=&type=&user=&tags=RAF+Moreton+in+the+Marsh&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text. Personal research</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Physical+object.+Clothing&range=&collection=&type=&user=&tags=RAF+Moreton+in+the+Marsh&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Physical object. Clothing</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Text.+Poetry&range=&collection=&type=&user=&tags=RAF+Moreton+in+the+Marsh&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text. Poetry</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Physical+object.+Decoration&range=&collection=&type=&user=&tags=RAF+Moreton+in+the+Marsh&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Physical object. Decoration</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Text.+Service+material&range=&collection=&type=&user=&tags=RAF+Moreton+in+the+Marsh&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text. Service material</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Sound&range=&collection=&type=&user=&tags=RAF+Moreton+in+the+Marsh&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Sound</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Text.+Training+material&range=&collection=&type=&user=&tags=RAF+Moreton+in+the+Marsh&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text. Training material<br /></a><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Technical+aid&range=&collection=&type=&user=&tags=RAF+Moreton+in+the+Marsh&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Technical aid<br /><br /></a></span></code> Item type refinement is covered in the <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/faq">FAQ section</a>, questions 12 and 13. The Archive also comes with a range of tools for searching and browsing content: please see the <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/help">help page</a>.</span>
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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/.
Contributor
An entity responsible for making contributions to the resource
Gemma Clapton
Description
An account of the resource
<p>RAF Wickenby was a Bomber Command station in Lincolnshire, 10 miles (16 kms) north-east of Lincoln.<br /><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?tags=RAF+Wickenby" target="_blank" rel="noopener"><strong>See all Archive items</strong></a> | <strong><a href="https://losses.internationalbcc.co.uk/?takeoff-stations=Wickenby&select-search-options%5B%5D=takeoff-stations&_token=mebTm5EIx2lRCtMWNwpmfHjqV5wzbPtEYox3Hnyq&losses_form=7f8a0f6148&orderby=surname&order=asc" target="_blank" rel="noopener">See all wartime losses</a></strong> | <strong><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/neatline/fullscreen/places#records/384" target="_blank" rel="noopener">Explore nearby</a></strong><br /><br />The station opened September 1942 as part of <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?tags=1+Group" target="_blank" rel="noopener">1 Group</a> with the arrival of <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?tags=12+Squadron" target="_blank" rel="noopener">12 Squadron</a> equipped with <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?tags=Wellington" target="_blank" rel="noopener">Wellingtons</a>, converting to <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?tags=Lancaster" target="_blank" rel="noopener">Lancasters</a> three months later. <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?tags=626+Squadron" target="_blank" rel="noopener">626 Squadron</a> with Lancasters was formed at the station in November 1943 and both squadrons remained at RAF Wickenby until the end of the war.</p>
Refinements:<br /> <span style="font-size: small;"><code><span> <br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Artwork&range=&collection=&type=&user=&tags=RAF+Wickenby&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Artwork</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=starts+with&advanced%5B0%5D%5Bterms%5D=Text&range=&collection=&type=&user=&tags=RAF+Wickenby&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=starts+with&advanced%5B0%5D%5Bterms%5D=Map&range=&collection=&type=&user=&tags=RAF+Wickenby&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Map</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Text.+Correspondence&range=&collection=&type=&user=&tags=RAF+Wickenby&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text. Correspondence</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Map.+Navigation+chart+and+log&range=&collection=&type=&user=&tags=RAF+Wickenby&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Map. Navigation chart and log</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Text.+Diary&range=&collection=&type=&user=&tags=RAF+Wickenby&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text. Diary</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Moving+image&range=&collection=&type=&user=&tags=RAF+Wickenby&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Moving image</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Text.+Log+book+and+record+book&range=&collection=&type=&user=&tags=RAF+Wickenby&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text. Log book and record book</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Photograph&range=&collection=&type=&user=&tags=RAF+Wickenby&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Photograph</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Text.+Memoir&range=&collection=&type=&user=&tags=RAF+Wickenby&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text. Memoir</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=starts+with&advanced%5B0%5D%5Bterms%5D=Physical+object&range=&collection=&type=&user=&tags=RAF+Wickenby&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Physical object</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Text.+Personal+research&range=&collection=&type=&user=&tags=RAF+Wickenby&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text. Personal research</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Physical+object.+Clothing&range=&collection=&type=&user=&tags=RAF+Wickenby&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Physical object. Clothing</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Text.+Poetry&range=&collection=&type=&user=&tags=RAF+Wickenby&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text. Poetry</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Physical+object.+Decoration&range=&collection=&type=&user=&tags=RAF+Wickenby&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Physical object. Decoration</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Text.+Service+material&range=&collection=&type=&user=&tags=RAF+Wickenby&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text. Service material</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Sound&range=&collection=&type=&user=&tags=RAF+Wickenby&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Sound</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Text.+Training+material&range=&collection=&type=&user=&tags=RAF+Wickenby&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text. Training material<br /></a><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Technical+aid&range=&collection=&type=&user=&tags=RAF+Wickenby&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Technical aid<br /><br /></a></span></code> Item type refinement is covered in the <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/faq">FAQ section</a>, questions 12 and 13. The Archive also comes with a range of tools for searching and browsing content: please see the <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/help">help page</a>.</span>
Title
A name given to the resource
RAF Wickenby [entry point]
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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/.
Contributor
An entity responsible for making contributions to the resource
Clare Bennett
Julian Maslin
Gemma Clapton
Nigel Moore
Description
An account of the resource
<p><strong><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?tags=7+Squadron" target="_blank" rel="noopener">See all Archive items</a></strong> | <strong><a href="https://losses.internationalbcc.co.uk/?squadron=7&select-search-options%5B%5D=squadron&_token=LjvyiA2byr30oMmg2lZRqjBU6m7MNwWH4u9tMiqQ&losses_form=7f8a0f6148&orderby=surname&order=asc" target="_blank" rel="noopener">See all wartime losses</a></strong><br /><br />In September 1939, 7 Squadron was a training unit equipped with <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?tags=Hampden" target="_blank" rel="noopener">Hampdens</a>. Initially it was based at RAF Doncaster, <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/document/5669" target="_blank" rel="noopener">RAF Finningley</a> and then <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/document/5724" target="_blank" rel="noopener">RAF Upper Heyford</a> where it became 16 <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?tags=operational+training+unit" target="_blank" rel="noopener">Operational Training Unit</a> in April 1940. In August 1940 the squadron reformed at <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/document/5763" target="_blank" rel="noopener">RAF Leeming</a> and became the first squadron to fly <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?tags=Stirling" target="_blank" rel="noopener">Stirlings</a>. It transferred to <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/document/9019" target="_blank" rel="noopener">RAF Oakington</a> in <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?tags=3+Group" target="_blank" rel="noopener">3 Group</a> in October 1940. Remaining at RAF Oakington the squadron was transferred to the new <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?tags=%20Pathfinders" target="_blank" rel="noopener">Pathfinder</a> Force in October 1942, converted to <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?tags=Lancaster" target="_blank" rel="noopener">Lancasters</a> in July 1943 and remained in <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?tags=8+Group" target="_blank" rel="noopener">8 Group</a> until the end of the war. At the end of the war the squadron took part in <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?tags=Operation+Manna+%2829+Apr+%E2%80%93+8+May+1945%29" target="_blank" rel="noopener">Operation Manna</a>, dropping food to the Dutch.</p>
<span style="font-size: small;">Refinements:<br /></span> <span style="font-size: small;"><code><span> <br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Artwork&range=&collection=&type=&user=&tags=7+Squadron&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Artwork</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=starts+with&advanced%5B0%5D%5Bterms%5D=Text&range=&collection=&type=&user=&tags=7+Squadron&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=starts+with&advanced%5B0%5D%5Bterms%5D=Map&range=&collection=&type=&user=&tags=7+Squadron&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Map</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Text.+Correspondence&range=&collection=&type=&user=&tags=7+Squadron&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text. Correspondence</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Map.+Navigation+chart+and+log&range=&collection=&type=&user=&tags=7+Squadron&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Map. Navigation chart and log</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Text.+Diary&range=&collection=&type=&user=&tags=7+Squadron&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text. Diary</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Moving+image&range=&collection=&type=&user=&tags=7+Squadron&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Moving image</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Text.+Log+book+and+record+book&range=&collection=&type=&user=&tags=7+Squadron&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text. Log book and record book</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Photograph&range=&collection=&type=&user=&tags=7+Squadron&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Photograph</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Text.+Memoir&range=&collection=&type=&user=&tags=7+Squadron&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text. Memoir</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=starts+with&advanced%5B0%5D%5Bterms%5D=Physical+object&range=&collection=&type=&user=&tags=7+Squadron&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Physical object</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Text.+Personal+research&range=&collection=&type=&user=&tags=7+Squadron&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text. Personal research</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Physical+object.+Clothing&range=&collection=&type=&user=&tags=7+Squadron&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Physical object. Clothing</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Text.+Poetry&range=&collection=&type=&user=&tags=7+Squadron&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text. Poetry</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Physical+object.+Decoration&range=&collection=&type=&user=&tags=7+Squadron&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Physical object. Decoration</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Text.+Service+material&range=&collection=&type=&user=&tags=7+Squadron&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text. Service material</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Sound&range=&collection=&type=&user=&tags=7+Squadron&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Sound</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Text.+Training+material&range=&collection=&type=&user=&tags=7+Squadron&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text. Training material</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Technical+aid&range=&collection=&type=&user=&tags=7+Squadron&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Technical aid<br />
</a></span></code></span> <br />Item type refinement is covered in the <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/faq">FAQ section</a>, questions 12 and 13. The Archive also comes with a range of tools for searching and browsing content: please see the <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/help">help page</a>.
Title
A name given to the resource
7 Squadron [entry point]
-
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/.
Contributor
An entity responsible for making contributions to the resource
Clare Bennett
Julian Maslin
Gemma Clapton
Description
An account of the resource
<p><strong><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?tags=9+Squadron" target="_blank" rel="noopener">See all Archive items</a></strong> | <strong><a href="https://losses.internationalbcc.co.uk/?squadron=9&select-search-options%5B%5D=squadron&_token=LjvyiA2byr30oMmg2lZRqjBU6m7MNwWH4u9tMiqQ&losses_form=7f8a0f6148&orderby=surname&order=asc" target="_blank" rel="noopener">See all wartime losses</a></strong></p>
In September 1939, 9 Squadron was part of <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?tags=3+Group" target="_blank" rel="noopener">3 Group</a> at <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/document/21857" target="_blank" rel="noopener">RAF Honington</a> equipped with <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?tags=Wellington" target="_blank" rel="noopener">Wellingtons</a>. In August 1942 the Squadron converted to <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?tags=Lancaster" target="_blank" rel="noopener">Lancasters</a> and moved to <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/document/5727" target="_blank" rel="noopener">RAF Waddington</a> as part of <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?tags=5+Group" target="_blank" rel="noopener">5 Group</a>. Following a move to <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/document/5636" target="_blank" rel="noopener">RAF Bardney</a> in April 1943, 9 Squadron became only the second squadron to use the <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?tags=Tallboy" target="_blank" rel="noopener">Tallboy</a> bomb and participated in the sinking of the <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?tags=Tirpitz" target="_blank" rel="noopener">Tirpitz</a> in November 1944. <br /><br /><span style="font-size: small;">Refinements:<br /></span> <span style="font-size: small;"><code><span> <br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Artwork&range=&collection=&type=&user=&tags=9+Squadron&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Artwork</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=starts+with&advanced%5B0%5D%5Bterms%5D=Text&range=&collection=&type=&user=&tags=9+Squadron&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=starts+with&advanced%5B0%5D%5Bterms%5D=Map&range=&collection=&type=&user=&tags=9+Squadron&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Map</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Text.+Correspondence&range=&collection=&type=&user=&tags=9+Squadron&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text. Correspondence</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Map.+Navigation+chart+and+log&range=&collection=&type=&user=&tags=9+Squadron&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Map. Navigation chart and log</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Text.+Diary&range=&collection=&type=&user=&tags=9+Squadron&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text. Diary</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Moving+image&range=&collection=&type=&user=&tags=9+Squadron&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Moving image</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Text.+Log+book+and+record+book&range=&collection=&type=&user=&tags=9+Squadron&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text. Log book and record book</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Photograph&range=&collection=&type=&user=&tags=9+Squadron&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Photograph</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Text.+Memoir&range=&collection=&type=&user=&tags=9+Squadron&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text. Memoir</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=starts+with&advanced%5B0%5D%5Bterms%5D=Physical+object&range=&collection=&type=&user=&tags=9+Squadron&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Physical object</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Text.+Personal+research&range=&collection=&type=&user=&tags=9+Squadron&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text. Personal research</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Physical+object.+Clothing&range=&collection=&type=&user=&tags=9+Squadron&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Physical object. Clothing</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Text.+Poetry&range=&collection=&type=&user=&tags=9+Squadron&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text. Poetry</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Physical+object.+Decoration&range=&collection=&type=&user=&tags=9+Squadron&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Physical object. Decoration</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Text.+Service+material&range=&collection=&type=&user=&tags=9+Squadron&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text. Service material</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Sound&range=&collection=&type=&user=&tags=9+Squadron&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Sound</a> <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Text.+Training+material&range=&collection=&type=&user=&tags=9+Squadron&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Text. Training material</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?search=&advanced%5B0%5D%5Bjoiner%5D=and&advanced%5B0%5D%5Belement_id%5D=51&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=Technical+aid&range=&collection=&type=&user=&tags=9+Squadron&public=&featured=&exhibit=&subcollections=0&subcollections=1&submit_search=Search+for+items">Technical aid<br />
</a></span></code></span> <br />Item type refinement is covered in the <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/faq">FAQ section</a>, questions 12 and 13. The Archive also comes with a range of tools for searching and browsing content: please see the <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/help">help page</a>.
Title
A name given to the resource
9 Squadron [entry point]