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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/202/3337/PBartonER1701.2.jpg
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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/202/3337/ABartonER170121.2.mp3
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Dublin Core
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Title
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Barton, Eric Reginald
Eric Reginald Barton
Flying Officer Eric Reginald Barton DFC LdH
Eric Barton DFC
Eric Barton
Eric R Barton
E R Barton
Description
An account of the resource
One interview with Eric Reginald Barton DFC (423589 Royal Australian Air Force).
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
2017-01-21
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Barton, ER
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
BJ: Ok. It’s Barry Jackson continuing the interview with Eric Barton. Eric, we spoke before about your training and, and where you came from and all that sort of stuff. When you were flying different types of aircraft were there the good, the bad, what was the good things about the good aeroplanes and what was the bad things and was there anything that you thought was, that you remember about the different types of aeroplanes?
EB: Yes Barry. Well first up of course was the Tiger Moth and mastering the art of flying and I can recall nearly getting scrubbed as a pilot because I used to land about twenty feet up high and the CFI said where do you look and I said straight ahead and he said that’s wrong look out to the side you’ll see exactly where you are at forty-five degrees. And I did a first one it was a greaser, a three pointer and he said OK you’re off, away you go. And I remember that all throughout my flying years that no matter where, what sort of aircraft, if you looked out to the side you’d see exactly where you were and I was able to do, what we call then, three pointers. Just as a side comes to my mind, we had a thing with the crew my rear gunner used to come up on the intercom after we’d like come back from a raid and he’d say we’d land back at base and he’d say excuse me skipper but tell me have we landed and I [laughs]
BJ: Showing off now [laughs]
EB: That got to be a real line shoot you know. So —
BJ: Yes. Yes.
EB: Never, never forgotten that.
BJ: And what about —
EB: We, going from the little Tiger to a war plane type situation like with the Anson was the next one. Which was a twin engine, Canadian Ansons. Finally, when we went to Canada in Macleod and Alberto which was we went through winter and summer but the early twin engines, that our first twin engine aircraft the old Ansons was a wind up under carriage so it was about, I don’t know about sixty or seventy winds of the crank handle to wind the wheels up and sixty or seventy to put them down. And, of course, when you are doing circuits and bumps you were supposed to take off, flying the wheels up do your circuit and wind your wheels down to land. Well, being Aussies we didn’t take too kindly to all that bull, bull dust so we would give her a couple of turns and the wheels were still there. Half way through our training they, they replaced those aircrafts with the, the Canadian built Ansons which I see had Jacobs L6 motors and they were hydraulic and that was, they were then constant speed propellers, the early ones were fixed speed which entails a different way of flying. Constant prop and hydraulic landing so that was our, our thing to a, a good war type aeroplane. From Ansons we went to Oxfords and then we did our final training as far as twins are concerns then a little bit more into Wellingtons. Wellington was of course and ex, early bomber in the early RAF days that was a very good bomber and very, very good aircraft to fly. A beautiful aircraft to fly. From there we went, we went, we went to, to OTU. That’s where we crewed up. You’ve probably have heard stories about how you crewed up. Very briefly you were — pilot would be told OK you go and select your crew and go and get yourself a cup of coffee or something I don’t think it was a lager or beer. Go to this big hanger and there was milling around a lot of chaps, find yourself a navigator a wireless operator, bomb aimers and so on and so forth. The first crewing up situation was the pilot, would be select your navigator, your wireless operator and later on, further you would select your bomb aimer and your air gunners. The air gunners were the, were the last to be selected. At, at the point of first selection you were put in with New Zealanders, Aussies, Canadians, South, South Africans, all the, the British Empire chaps. They were the ones that were that supplied the pilot, navigator, wireless op, bomb aimer, if you like, the highly technical like people. The gunners were all British, RAF they were. There was no gunners from the Empire outside. So [clears throat] I was fortunate, I think, to get together a bunch of fellows that all filled in together. The thing that comes to my mind just now I’m thinking, when you first made your selection as a pilot you started to be accepting some responsibly. Up until that time I was just a bit of a wild boy I, I was living for myself doing whatever the hell I wanted to do and it was lovely flying airplanes and so on and so forth. When I got to get a crew I thought, I remember thinking to myself, my god I’m going to be responsible for these fellows’ lives for the next what, however long we live.
BJ: And how old were you then?
EB: I was then just turning nineteen
BJ: Right.
EB: And I’d never accepted any responsibility for anything.
BJ: Yes.
EB: And it was when. I can still remember the first time I sat in a Lancaster ready to go I thought this is it, this is where the whole thing starts from now.
BJ: Big responsibility?
EB: Yes. There by, their lives are in my hands.
BJ: Yes. Can I ask you —
EB: Banff in Scotland. There were two Banff I was at actually one was Banff, Calgary, Alberto which was up in the Rockies and the other Banff was in Scotland which was the Northern most part of —
BJ: Was probably just as cold [laughs]
EB: Lands End, Lands End to John O’Groats. But anyway, we were at Banff in Scotland and we were doing a night flying exercise at the end of my training there. We did start to do a cross countries we came back in with I think two, two crew, a navigator and myself. I can’t remember if it was more. Anyway, we came in and we put the thing down a perfect three pointer on the runway but the Oxford had a, sort of a nose, it’s three pointer was the wheel in the front and two wheels under the wing so it was a tricycle sort of under carriage. We landed and the front tyre blew out and with the result that it ended up on its nose and I can remember sitting, the Oxford has a plexiglass nose you can look through it from the pilot seat. You look between your legs and down through the instrument panel you see the runway and I can remember flying and hearing next to you and I’m on the runway and I can see sparks and I thought what a pretty sight.
BJ: [laughs]
EB: Here’s, here’s two wheels and I’m sliding along on the thing on the runway until it finally came to a halt. Fortunately, it didn’t go off to one side and stick it’s nose in and turn ourselves upside down but we’re still strapped in and I thought now, what do I do now. How the hell do I get out of this jolly thing? First time I’d had a really good prang in an aircraft and I thought perhaps I better get out of this quick smart as there’s bloody petrol and all that which I did. And later on, I got castigated from my mates who were sent flying around and around and around in circles until they got Barton off the end of the bloody runway to make room. Cause there was only one runway [laughs]. So that was that. Now then we went to Stirlings and throughout [phone ringing] now you know you are going to ops and how good a pilot I am I’m still a pilot and flying and [long pause]. The Stirling was a very difficult thing to taxi and take off. It had breaks and a, and the, the steering wheel had clamps which is how you steered it. Taxi wise it was absolutely terrible. Very difficult but once you got it up in the air it was, it was – no we were talking about the Stirling actually and its way of taxiing but once you got it up in the air it was a beautiful aircraft
BJ: Yep.
EB: But we didn’t do too much, too many hours in the Wellington but that was my first four engine aircraft and I can see in my log book that we only did about a month in training of a four engine then we went straight onto Lancs because they needed pilots very quick smart.
BJ: Yes.
EB: So, we didn’t get too much training as far as going from twin engines to four engines. The, the Stirling had huge [unclear] legs and you could drop, drop it in from a great height so it didn’t matter very much.
BJ: Yes.
EB: But going from twins to four engines wasn’t to my mind, wasn’t as difficult as I thought it might be. You had to have a flight engineer. Be aware that the Aussie RAF and I think most of the RAF we didn’t have second pilots. We had a pilot and we had a flight engineer. The engineer was responsible for checking your mechanics of, of the thing, how much fuel you got and motors were ticking over alright, etcetera, etcetera. So [pause] going from twins to four engines taxiing wise you, you used your two outer motors because that was, so to enable it to be manoeuvred easily rather than the inner motors. So, you’d land with four engines, get off the runway with four engines and shut, not shut down but idle the inners and use the outers for steering and so forth. Very quick. The important thing was you had to manoeuvre and get yourself off the runway very quickly because you had mates coming in behind you. Some needed urgently to land, pretty much I, I was never in a bind or a problem in landing. Two or three times I had to land on three motors, couple of times I ended up with two motors which is something that is very, very difficult to do. Talking about three motors, the [laughs] I’m trying to remember which motor was the worst. If you lost an inner it wasn’t too bad, losing an outer was bad enough. I’m sorry but I forget which ones had the hydraulics and which ones didn’t. The inners had hydraulics to them I think, some of the outers had [pause] dynamos charging, charging your batteries, charging things. The, an occasion I can recall we lost one motor we were hit by flak on one motor and it burst into flames and I said to the flight engineer, a fellow of the, the port outer and it’s on fire, further put it outer and pull the tip. Which is pull the fire extinguisher. In his panic, and we were over, we were under, under attack from various sources, in his panic he fell at the port inner but when I told him to pull the tip on the port inner, the fire extinguisher, he pulled the wrong one, so the fire extinguisher went off on the starboard inner, so with the result that we ended up with two motors instead of three. Fortunately, they were on either side.
BJ: Yes.
EB: Rather than two on one side. We were able to fly, just to maintain height and things with two motors. From memory I think we were pretty close to the target, but I can’t remember where the target was but if I look in here I can find where the target was, but we were able to get to the target on two motors and get rid of the bombs and then gradually come home. I don’t whether we’ve touched on one of the raids I did on Skagerrak in Norway. Did we do that? Did we touch on that one?
BJ: No.
EB: When you, when you done your briefing and all the rest of it and all the crews are all clued up and ready to go. We probably, mostly we did night time trips and usually we’d do our briefing early, sometimes it was put back a little bit so we’d end up at the pub and we’d have quite a, I reckon I used to fly better when I had a few beers in, pretty damned happy than when I didn’t. Traditional thing is as you know is to piddle on the tyre, as you kick the tyre and piddle on that’s for luck. Everybody climbs on board so by enlarge you, you [unclear] on board personally and a fair amount of liquid inside [laughs]. A pilot cannot, he has a parachute which he sits on, he can’t easily leave the stick but operations, the reason is the pilot, you kept, you did, the Lancaster does have an automatic pilot but the automatic pilot is hydraulic so any pilot worth his salt never ever left it or engaged the automatic pilot because it was a) too hard to get rid of the jolly thing if you wanted to cancel it out and b) by the time you sorted it out if somebody was attacking you and had a good go at you before so you always flew with your hands on and you [phone ringing] always sat. So, on one occasion I can recall having a need to do a whizzer in fifteen, sixteen thousand feet and icy conditions and I had an ability that I adopted through my pilots window just to slide it back a bit. They were sliding windows, we call them windows and I used to be able to in those days being much younger, quite easy to get the proverbial, necessary things organised and I’d let the whiz go just, must beside the venturi and out, the liquid would be sucked out quite easily.
BJ: [laughs]
EB: So, we’re flying along in icy conditions in a very nice clear lovely night and the mid upper gunner came up and he said skipper, skipper please get down quickly, get down we’re icing up, we’re icing up and I looked out my, my cockpit, my window and I said what’s wrong Jordy you’re crazy man, there’s nothing wrong it’s beautiful up here. Oh, my cockpit’s all covered in ice, I’m iced, I’m iced up I said oh my god I’m sorry mate I just let, let go. He said I’m all covered in, in brown ice, oh my god. Oh, I said I had to let it go. Oh, you dirty rotten nasty skipper, you’ve [laughs]. That was that sort of a situation
BJ: [laughing]
EB: As I say a couple of times we lost loaders we got shot at a few times. The three main things. The three main areas of, shall we say, activity that you were very aware of. One was searchlights. We were routed to go zig zag routes towards the target never in a straight line for the reason that a) the, the in the wisdom the bosses had planned out that the track to be taken to dodge searchlight, known searchlight stations, known pockets of searchlights, anti-aircraft guns, fighter aerodromes and so forth. So, you had to zig zag right a sort of a zig zag situation and, and [pause]. So, yes, the three main things were searchlights. Now there’s two types of searchlights, the blue searchlight and the normal white searchlight. You got caught with a searchlight it’d shine in your eyes and most uncomfortable you couldn’t see instruments and so on and so forth so, you’d immediately do a zig zag or take evasive action to get out of the, the white of the searchlight. Now if you were caught with a blue searchlight however, that’s the master searchlight and if you got caught with that, which is, they are all electronically controlled and he fixed onto you it was very, very difficult to get away from him but more importantly he controlled probably eight to ten other searchlights so the key searchlight the blue one. So, if ever you got caught in a blue one you could start counting where, where you might be or where you might not be. To get a searchlight whether blue or white, evasive action could be called for importantly and a Lanc had a, a very nice aircraft to fly in in all respects and it was easy to, to do evasive action. I’m trying to think of evasive action you used to just about every facet of your, your hands, your ability, your feet, your rudders, ailerons, throttles, pull the throttles up, stall the aircraft pretty near. Do everything but stick it on its back. Some people got stuck on their back and that was very difficult with a loaded aircraft. I can recall a guy in one, one of our aircraft, XYG, it had, had a bad back door a crook lock on the back door and they were trying to fix it but eventually they did but on this occasion they didn’t and so I said to wireless op, I said Johnny, go down and shut the jolly back door and so he went down to shut the back door and as soon as he did we got caught in the searchlight and I remember taking evasive action [clears throat] and half way through that there was an almighty scream on the intercom and Johnny said what the bloody hell are you doing I’m, I;, shutting the back door and next minute half I’m out of the aircraft and the next minute I’m back in again oh Jesus Johnny I’m sorry mate I forgot you were down there, so that felt, was not accepted very well either but anyway. So, the searchlights are the other thing, fighters were always around. I had pretty good gunners we used to do a lot of training, air gunnery training though at the attack from above or behind and often you, you knew when you were going to get attacked, my other mates would let you know they would see you in a, in a stream. You would sometimes still see your mates from one side or the other so we kept, kept lookout for each other but the worst fighter, and I’ll talk about a raid we did which was [pause] in a moment, but the worst fighters was called the Schlarge[?] fighter which is a Messerschmitt, or [unclear] or one of those twin engine things with a, a vertical firing cannon, gun. So, he would fly under your belly and pull his trigger firing straight upwards and it was very, very difficult to get out of those they were responsible for many, many losses of our mates. If you didn’t know you had a fighter under your belly you were pretty near had it.
BJ: You were relying on your crew to spot it weren’t you?
EB: Yes, and more importantly of course the, they gunners were the ones and the bomb aimer when the bomb aimer is also the front gunner and he was also a gunner to look down.
BJ: Yes.
EB: So, he was pretty near the only one that would, could spot a fighter under your belly. Of course, the mid upper obviously can’t and the rear gunner can’t they were looking out for aircraft attacking from either side anyway.
BJ: Yeah, yeah.
EB: Shall we, shall we talk about, one raid which was, was quite important and I was chosen, myself and two other aircraft to lay mines in the Skagerrak in Norway in the Norwegian Fjords. A special very heavy parachute mines to trap the, the two German battleships, the Scharnhorst, the Gneisenau and also the Emden later but the Scharnhorst and Gneisenau were in dock, they were in, they were our target. The idea was they’d send three of us to Skagerrak in Norway which are in the Fjords where these battleships, German battleships would hide and rest at night. They would rest rather. They would come out of the Fjords into the Atlantic and pounce on the, on the convoys coming from the States full of aircraft and, and supplies and these two battleships would wreak havoc very badly to the, the [pause] supply ships, shall we call them. So, we were sent to Lossiemouth north of Scotland. My aircraft was a newly issued, I’d bent the other one [laughs] and they gave us another new one and she had beautiful motors. She had a, a, the Lancaster Merlins Mark 12, Mark 14’s.
BJ: Wow.
EB: Packard Merlins not Rolls Royce. No sorry Rolls Royce Merlins the previous one was a Packard the American Merlin but the Rolls Royce Merlin was a much better Lancaster. There was three of us we were recruited to go across to the Skagerrak and lay two mines. We had very good navigators who were trained to be Pathfinder navigators. We did some raids but not many we weren’t proper Pathfinders we were attached to go on some of their raids. So, our navigator was pretty good, and we were to fly at two hundred feet from Lossiemouth across the North Sea to the Skagerrak, lay our mines exactly latitude and longitude where they said they were because it had to be exactly, because the British Navy had to know exactly where the mines were.
BJ: Um.
EB: So here we go, night time, they fitted us with lay lights, twin lights similar to the technology of the Dambusters. Two hundred feet, black, pitch black, no lights no nothing starring down your, your front nose because your altimeter was no good to fly at two hundred, two hundred and fifty feet across. Four and a half hours, I think it was about an eight-hour trip there and back, about four hours across the North Sea. It wasn’t too bad going across but later on, I’ll come back to it, it started to get a bit blowy and bumpy but we got to the coast, up, up to three thousand, four thousand feet over the, the mountains, the ridge, down to about three thousand, lay your mines exactly where they were and get rid of them and climb up, out and, and off ideally straight back home at full pelt. But we did lay the mines and all the rest of it, however what we didn’t know was that it was near a German fighter base just over the other hill. We got hit with one fighter, it got one of our motors just as we got to the top of the ridge so it wasn’t too bad we were able to come down on the three. The Lanc can climb on three.
BJ: Right.
EB: Which we, we basically did pretty much but anyway we got down onto the thing so I thought oh well, ok. Now I was planning on going back home at about five or six thousand feet, you know just literally a quick thing back home. But I thought now hang on this thing is a Schräge fighter which is the first time I’d been attacked by a Schräge fighter well if that bugger is going to have another go at us we better get down on the Sea again so it can’t get under our belly, so we did. Well that was alright until we got about half way across, not far, not too far away from home, and the other motor packed up because the, the wind had blown up and the water had, had we’d got hit by the spurt or something and had buggered up the carburettor. So, we ended up with two motors. And so, I said to the fellas, well we’ve only got two I don’t know whether, we can, we got, you got two or three chances what should we do. We could throw out, we could ditch it but not too good at ditching a Lanc or an aircraft. We could be successful or we could not. We could, it’s too low to jump out with a parachute, so that’s, that’s out. The only other thing is I’ll try to make and go for base should you join me I’ll take the aircraft back, yes, they say, they all said yes, yes, yes. So, we threw, throw everything out and anyway cut a long story we did and we got back home quite safely on two motors. We landed at the big drome, I think it was called Manston or something, where you can just put any sort of an aircraft down and it’ll, it’ll got plenty of room to land. So that was showing you what fighters can do and what a good Lanc can do.
BJ: Yeah. OK Eric, one last question. How do you think Bomber Command and the sacrifices of the men who served in it should be remembered by future generations?
EB: Um, Barry that’s a very good, a very good question and I can just answer that in a, in a couple of little fashions. One we know today and some of the, our, our people, the Vets, who are, we’re still alive we feel very, very bad, very disappointed that the British Government that the British didn’t remember Bomber Command. You’ll know from your history that there was never a Bomber Command medal struck whereas there were for other services. After the war because of our, our ability to wage a very good war, we wiped out a lot of targets and that was necessary. I didn’t touch too much on the Dresden raid, but we did the Dresden raid and I saw the, that devastation so there is, hasn’t been a proper memorial until now. I think it is very, very important that a, a, a solid memorial is, is struck and, and erected, shall we say, a, a physical thing that children, grandchildren, great grandchildren and generations can look to and say well what, I, I understand my grandfather, my heritage goes to a man who served in Bomber Command and he achieved certain things and he and he’s, a lot of his mates gave their lives for safety of a country that we now have. If it wasn’t for the sacrifices that, that our people made we wouldn’t have the country we’ve got. Now we talk about Bomber Command. Bomber Command waged a war which was very successful. We carried out our duties, our duties very successfully. Its been written up in history how effective it was. I’m not forgetting of course there are a lot of fellows in the Navy and lots of fellows in the Army who did likewise sacrifices, but for the fifty-five thousand people in Bomber Command that didn’t come back, their contribution far exceeds the blood, sweat and tears, shall we say. So, they gave to wage the war and so I, I think it’s terribly important that we have a physical memorial and that once a year is recognised and there’s a dedication carried out in, in any, every little part of Australia in particular and other countries that I think the Australians we do it very well compared to a lot of other countries. So, I think that’s terribly important too.
BJ: Well done.
EB: Is that sufficient?
BJ: Yeah, no that’s good.
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/.
Identifier
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ABartonER170121
Title
A name given to the resource
Interview with Eric Reginald Barton
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.
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IBCC Digital Archive
Type
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Sound
Language
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eng
Format
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00:38:52 audio recording
Conforms To
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Pending review
Creator
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Barry Jackson
Date
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2017-01-21
Description
An account of the resource
Flying Officer Eric Barton flew operations with Bomber Command. Eric Barton talks about the various aircraft he flew in, and recalls an incident at Banff in Scotland where following a night exercise his tyre blew out on landing. He gives an account of an operation to at Skagerrak in Norway where they were sent from Lossiemouth to drop mines on the German battleships; Scharnhorst and Gneisenau and the return journey where they ended up flying back on two engines. He talks about the losses of Bomber Command and how he feels they should be remembered.
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Royal Australian Air Force
Spatial Coverage
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Australia
Canada
Great Britain
Norway
Atlantic Ocean--Skagerrak
Scotland--Moray
Contributor
An entity responsible for making contributions to the resource
Tracy Johnson
aircrew
Anson
bombing
bombing of Dresden (13 - 15 February 1945)
crewing up
Gneisenau
Lancaster
memorial
mine laying
Operational Training Unit
Oxford
Pathfinders
perception of bombing war
pilot
RAF Lossiemouth
sanitation
Scharnhorst
Stirling
Tiger Moth
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/204/3339/ABatemanJT160802.2.mp3
ed973811a2b5c581c1c4ee9acd8d25e7
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
Bateman, James Thomas
James Thomas Bateman
James Bateman
James T Bateman
J T Bateman
J Bateman
Description
An account of the resource
One interview with James Thomas Bateman (423042 Royal Australian Air Force).
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
2016-08-02
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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Bateman, JT
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
This interview is for the International Bomber Command Centre the interviewer is Barry Jackson the interview is Jim Bateman the interview is taking place at Mr Batemans home in Marsfield, Sydney, Australia on the 2nd of August 2016.
JB. My name is James Bateman I joined the Air Force in June 1942 and eventually having been trained in Canada went to England and joined 149 Squadron where I served as a Navigation Officer and completed a tour lasting from May 1944 to December 1944.
BJ. Jim what made you volunteer for Bomber Command?
JB. I think it was purely adventure, I was very young, I was seventeen and a half at the time when I actually joined and em yes I looked forward to something exciting.
BJ. Were you made aware of the high casualty rate.
JB. No we were not.
BJ. Once you completed you training or you went back to Bradfield Park where did you go, you mentioned Canada?
JB. Yes after being at Tammora and not succeeding as a Trainee Pilot I was posted back to Bradfield Park, I waited embarkation and travelled to Canada, Edmonton where I was in the eh 2 AOS at Edmonton and did my training there as an Air Navigator and eh Then after that, having a wonderful leave in New York going to England where eh eventually going through advanced training flying course to understand the topography of the English countryside and that eh finished up at the OUT at Wing where I formed a Crew.
BJ. And how did you crew up eh how did you choose your crew how did you make that thing which is pretty important of course.
JB. Well crewing up was something that was completely, quite unexpected it was just herded us all into a large hanger, Pilots, Navigators, Bomb Aimers, Wireless Operators and we were told to find ourselves a Crew. Well luckily the Pilot I chose I trained with him at Bradwell Park well nearly twelve months before and I knew him, not that well and that was the start of our Crew.
BJ. I’ve got a question, what happened to the people that were left over in the Crewing side of things, was there anyone left over?
JB. I can’t remember
BJ. What were your thoughts on that first Operational Mission?
JB. The first Operational Mission was really quite a simple one, we did mining across the North Sea off the Dutch, the Islands of Holland and eh very uneventful but that was just to introduce us to the em Operational Experience but the first real Operation was a Resistance trip to supply the Resistance eh deep down in France and eh to our chagrin we found we had the Wing Commander going to fly with us. So we had him, him on duty and eh and all I can say is that the Bomb Aimer and I we did a fine job and got to the place where we were going to drop the eh packages but unfortunately nobody turned up and em after flying about six or seven times from the starting point to the small plot of land eh, the Wing Commander with us said “well you had better go home boys” and eh, that’s what we did. Then they sent us back to the same place the next night, so we got there and dropped out packages and did our job.
BJ. Well, well, how many ops did you take part in ?
JB. I did thirty, but the Crew did thirty five.It was due to the fact that I had a spell in Hospital at one stage, I had my appendice removed and to my great disappointment also was sick on the last trip. I had a bad attack of tonsillitis, they put me in Hospital and little did I know they were going to fly that night. Luckily they came back and we were tour expired and eh got away with doing five less than anybody else.
BJ. Eh and what happened then, how old were you then?
JB. I was still twenty.
BJ. Can you remember your last Op before you obviously got sick?
JB. It, it would have been to a eh place eh eh Oberhausen to do an attack on eh, eh Oil Refineries they were converting coal to oil and that was our task on a GH Operation which we were the Leaders.
BJ Ok and you never had any close calls with Flak or Night Fighters or anything like that.
JB. Oh we had a bad time, our first trip when we converted to Lancasters to a place called Duisburg and on that occasion due to inexperience with the aircraft we arrived at the Target. I as Navigator had the responsibility to put the Master Switch on so that the Electronics worked the Bomb Bay and fired the bombs. Unfortunately when we get to the target which was very quiet, nothing happened because I hadn’t switched the Master Switch on. Our Skipper who was a very conscientious man did a round again trip. In that round again trip everything happened there was searchlights, flack the whole thing, then having to work our way back into the Bomber Stream which was about six hundred bombers that night. So we were very fortunate to survive all that.
BJ. I reckon. What were the two aircraft that you done your Operations in, the Stirling and the Lancaster what are the pros and cons for each one of them and obviously ?
JB. Oh well as being a Navigator the Stirling was an ideal aircraft, had very comfortable appointments and eh for a Navigator. It was very stable and eh I think the Pilot liked flying the Stirling but when he got the Lancaster that changed his opinion all together, it was a superior aircraft in all ways and eh all that I can say is that I would fly in a Lancaster anytime.
BJ. Yeah, yeah you must, the maximum altitude of a Stirling was how high, how high was the maximum ceiling?
JB. Oh about twelve thousand feet, but you see when we were operating on a Special Duty job we were flying at five hundred feet, so it didn’t matter. With the Lancaster we were up at nineteen, twenty thousand and that was what we did.
BJ. Yeah yeah and during eh my previous interviews the eh Gentlemen that I talked to spoke about their eh last thoughts as they were taxiing out joining the stream. There was a very light I believe eh there was a light eh there was a lady that used to give you a green or red signal eh. Did you have any thoughts or were you just concentration on your work.
JB. No the Navigator he was busy at that time eh, working out what the Pilot had to do, what height to fly so he didn’t have much time to think about if it was going to be good or bad. The Gunners on the other hand were sitting with plenty of time on their hands. As far as I am concerned I was busy and that helped me all through the Operation, I was busy.
BJ. Yeah, yeah well that was a good way to be and what were the conditions like at the em Base that em you were at and eh did you have a good social life was the food good.
JB. [laugh] Well you see we were at a Wartime Airfield. Little did we know that sometime before after we finished our Con Unit training, to fill in the time they sent us on what they called a Battle Course. The Battle Course was held at Methwold and eventually well we didn’t think much about it, it wasn’t very comfortable and it didn’t have any atmosphere at all. Then they sent us from 149 Squadron at Lakenheath to 149 Squadron at Methwold so we were back at the same place and it wasn’t [laugh]a very inspiring choice. The point was a Squadron that had a great tradition, Middleton who had won his Victoria Cross there. So there was a very strong feeling of Family in the place. So that made up for War time discomfort.
BJ. Did you, that’s an interesting point because you had Australian, you had English I assume you had all the Commonwealth countries gathered around you had New Zealand, Canadians, South Africans did you all have different groups did you all just rib each other or did you ?
JB. Well speaking about our Crew we were all quite, very close, we had three Australians and three Englishmen and em, we got on well together and the em, atmosphere at the Squadron was good and em we used to go out to the local pubs and, and have social eh, interaction like that. So we didn’t really mix that well with other Crews,we knew them of course, I was a Navigator and got to know other Navigators and em really a lot of the people we didn’t get to know at all.
BJ. That Crew you really got to know really well,there was no outliers?
JB. No, we were very close, there was one occasion we had a bit of a problem, I had a problem with our Engineer and er I don’t think I should go into that sufficiently to say it was all patched up. It was a silly dispute and eh eventually travelling to England after the War I called twice to see our Engineer and his Family and we got on well.
BJ. Yeah but as I said to you before I knew you in my eh eh the Navigator and Pilot are very important but as a whole crew there are seven of you.
JB. All I can say about that is that we had a very good Skipper who had a very good affinity for us. All, all over the times between the end of the War and now and until Wal Crow died we were always going out together, always, as a Crew and the Wireless Operator who is still alive, we see each other as much as we can. So it was a very strong bonding that we had and that was typical of Bomber Command I would say.
BJ. And I loved the way the Crew were formed, my and you can probably tell me a bit more
JB. The skipper used to talk about “my Navigator” something would happen and he would say “I want my Navigator to know about that,” And I I later on in my life I joined a Probus Club with him and he was forever praising the little things I done. I was a Tourist, Tour Officer and he would always ring up next day and say that that was a good outing, you did very well Jim,that was his way, he was wonderful.
BJ. And of course and he had the Crew ah eh, he sounded eh like he had the Crew eh.
JB. Oh right behind him, he was considered very highly by the Squadron, he won a DFC and for my sins I won one too.
BJ. There you go, that’s what its all about eh there are another couple of questions here and I will ask about after the War. Did you have any thoughts of the Targets you flew over and the Civilians, possible Civilians.
JB. All I can say about that without going into the dispute with our Engineer, which was to do with that type of thing eh. When we did the GH Targets, bombing the Oil Refinery that to me is what I wanted to do, I wanted to do things that didn’t involve places, area bombing, bombing cities. I can’t say I was all that happy about that and that is the reason we had a bit of a dispute. He was an Engineer and previous to becoming and Air Engineer he was on a Squadron on Malta, on a Fighter Squadron and the Luftwaffe used to come over from Sicily every hour on the hour and shoot the place up. He had, he had very little respect for Germans as such. So our first trip with the Lancaster was to Duisburg on our return after settling down in our hut he said “I think we killed lots of Germans today” I said “I don’t think we did that Stan I said “I think we were bombing this” and one thing led to another and I gave him a fat lip.
BJ.Lets not beat about the bush.
JB.It wasn’t very good for a Crew at three o’clock in the morning to be doing things like that, anyway we got over that. I must say from my experience I was happier doing that other type of bombing.
BJ.Was there any trip that you would say was worse than the other or did one stand out as probably the worst mission you had ever done? Eventually when you were allocated that trip was oh no Christ what are doing?
JB I would say the Duisburg trip.
BJ.And why was that.
JB.It was putting us at the reality of bombing what a well defended target was, what you could expect and just wondered if every trip was going to be the same.
BJ.And when you finished, when you completed the thirty missions and obviously you had to visit the Hospital em when were you, where and when were you demobbed?
JB.No,no because of my training on the GH equipment it was decided to set up a small school at Feltwell nearby.
BJ.GH what did that stand for?
JB.Yes
BJ.What did that stand for?
JB.GH it was using the Gee Box system with the uses of the Oboe technology.
BJ.What happened after that then, you went back to training people?
JB.I was at Feltwell with a small group who were training new Crews eh on the, the GH System. Just prior to the War ending I was transferred to a Squadron where I was nominally called the GH Officer.
BJ. There you go.
JB. For a very short time.
BJ. Eh when the War finished eh where did you go, did you go back to your former work or did you.
JB. I must say eh I eventually came back and was disoriented like we all were. We had been used to a different way of life for some few years and settling wasn’t easy. I went back to my old job as a clerk in this motor body company and er. Eventually after a short time I was talking to a friend who told me Qantas were recruiting aircrew. So I reported to Qantas and I was employed as an Air Navigator on Qantas Airways.
BJ. For how long?
JB. Not for very long, just on two years until a decision was made by the eh Department of Air that all Navigators should produce first class licenses. Being a Wartime Navigator I was given automatically a second class license. Which involved sitting exams on very difficulty subjects and Qantas provided the opportunity for us by setting up a small school situation with a a a lecturer. All the Wartime Navigators were given time and for three weeks we attended classes to prepare us for these exams. Unfortunately for me I found that getting Maths to work out the various problems associated, I found I just couldn’t formulate equations in my mind resulting in the fact that I failed the exam and was told I couldn’t fly with Qantas at that time. Qantas offered me a job, they were a very small company then, they weren’t very big as an er Air Traffic Officer. Well I decided that was not a good idea and for a while I was getting married and I didn’t have a job [laugh].n
BJ. No problem we can sort that out. So how old were you then you must have been in your early twenties wern’t you?
JB. Twenty One. So eh [laugh] what happened next eh I lived at a place called Lidcolme, Lidcolme Jensen Australia Limited had their factory. They were makers of swimwear as everybody would know and sportswear. Anyway it occurred to me they might have some kind of job for people like me. So one day I went over there and asked to see the er office manager and er which I did and asked him about jobs available. He said “no unfortunately, but maybe the sales department do” He arranged for me to see the sales manager who said “we are just thinking about employing more salesmen and deciding what to do and we will let you know.” Well I was married still had no job, but then just after Christmas in 1947 eh, I eh, was told I had a position with Jensen as a Salesman and that became my career for the next twenty five years and I have a watch on my wrist as a token of their respect which is still going very well.
BJ. How good is that? Excellent and there is a whole load of discussion after the War. One of the things I wanted your opinion on is, what do you think of what you did during the War, Bomber Command and the legacy you left, the sacrifices you made and what that said to future generations,they younger generation today. Is it something that should be strictly remembered eh reminded of, the sacrifices that you, you people made in those years?
JB. Yes, I suppose immediately after the War like most of us we just wanted to get on with life and and not think too much what it was all about.Because eh, you had to bring up children and a living. I did start going to ANZAC marches with other Aircrew friends and they were always more or less eh, jolly occasions, not really thinking of the War much at all. As time went bye and maturity set in, it gave me like a lot of others, the opportunity to think what it was. Now being a member of the Bomber Command Committee, mixing with Bomber Command Boys that are still with us eh, and knowing why we were em there. I have come to the conclusion that Bomber Command was a very necessary weapon for the Allies to have. After all they had nothing else going for some time until D Day and the Russians were able to do what they did. So we carried the War on against Hitler and the Nazi’s and I prefer to think of the enemy as not Germans but Nazi’s and Hitler. The German people and I, I, have become friendly with some, they were possibly in the same situation as us. They needed to be released from the awful eh [unreadable] of the Nazi policy which was a totally violent and eh, non human organisation. So I’d answer the question, I think it was necessary for us to go to War. We had to stop Hitler and the Nazi’s and whatever we did to do that, had to be done.
BJ. When did you learn of the atrocities that were.
JB. And off course the War finished and the reality of what took place in Eastern Europe, that was more so the reason for us to have done what we did. The fact that our boys lost so many, after all Australians lost 3500 killed, prisoners of war as well and eh eh, wounded eh altogether 10500 Aircrew out of 52000 Aircrew. Em the losses were terrific and all that I can say is that we were fortunate that our time of Operations was a relatively easier and eh healthier, healthier time.
BJ. Do you, do you, were there many of your colleagues, friends and associates that didn’t settle down after the War. I had Uncles that couldn’t settle down after the Adventure that had to go and do something else Adventurous, like train for the Korean War for example.
JB. Well Aircrew were pretty sensible people eh. One of the members we lost track of and it took a long time to find him eh it turned out eh an English Boy and he turned up we found out as a warder in a prison. But we couldn’t, he had sort of moved away from us, I don’t know why but. Eventually he was caught up in our family because our Skipper had to go to England quite often with his business. So he was able to contact a man called Harry Sue and eh we got together again writing letters to each other. But he was one of the first of the Crew to leave us, he died rather early considering em and eh. Otherwise where it comes to other people I don’t think that Aircrew as such went through the same kind of trauma as other soldiers did. ‘cause after all, even though we saw some of the, some boys seen some of the worst things you could ever see, their Crew being wounded and things of that kind. We weren’t like Soldiers fighting and killing people. What we did we killed people no doubt, but they were at length, they were away, they were down there, so it didn’t it didn’t feel the same. I think looking back on the War and, and being close with old wartime colleagues em you realise what we did and how important it was.
BJ. For sure, and in that strain did you ever get any criticism either subtle or otherwise for what you did during the War?
JB. No, no we never had that happen to us but some would have, yeah some would have. Some were accused of being eh, Jap dodgers, going to England and doing what they did in Bomber Command. They certainly would have been dodging the Japs, so that was bad. We never experienced that, as I say eh. As a Crew we respected each other and the duties we had and that kept us above all that other noise that was going on. Its rather sad that the War finished when it did with the Leaders being so critical about what Bomber Command did and I refer now to Winston Churchill, he never in his Victory Address mentioned Bomber Command, it was left completely out. Because of legal questions his relationship with the Russians etc he joined the forces of criticism of what we achieved. We didn’t, didn’t have to destroy all those cities in Germany. It wasn’t necessary. We realised it was, because how else would the Germans have realised what, what, what they were up against.
BJ. A different era, the same argument could be about Japan, their dropping bombs.The bombs that they dropped on Tokyo in January plus the two Atomic Bombs. The same thing could be applied it was a job that needed to be done.
JB. I think it’s a em a case of em Politicians with there attitude em about what is possible and what is not possible, they change their mind very readily when they find they have opposition. And Churchill unfortunately despite all the wonderful things that he did in, in Bomber Commands opinion he let them down. We never receive a particular decoration for being in Bomber Command although there was a decoration called Aircrew Europe but that was on a limited basis reflecting the most difficult time of Bomber Command and from nineteen, middle of forty four on you could not qualify for that you qualified before that. We were given the France and Germany Star which was given to every Soldier eh, you know. So there was no distinction. Through all these years there has been a lot of lobbying to try and rectify that and what has happened is that they have issued a small bronze em, ah, em [slight pause] addition to our medals specifying Bomber Command. That is what they have done.
BJ. I was surprised that there wasn’t a Bomber Command medal.
JB. It was all to do with what was taking place politically. Once the Russians had occupied their area in East Germany they started to make all kinds of em unfortunate statements about what had happened there. For instance in Dresden they originally said that something like over 100,000 people were killed. That wasn’t so, after much research the situation wasn’t good but the number was nothing like that, it was 2500. Dresden after all was one of the cities that Churchill himself had designated as important for the Russians to have eliminated as, as opposition as they came through. That was decided six months before, so Dresden was always a fait accompli. The facts are that Dresden had many Wartime factories that produced all kinds of important instruments. So and it was a very big rail centre for the transferring of Troops into the East. So it was certainly a very important target and unfortunately for the people in Dresden the East German Nazi’s did not protect them. They did not have any air raid centres, the only air raid centre of any use was occupied by the Gael Lighter the German Political Boss of Dresden, he survived. It certainly was a tragedy that Dresden was damaged to such an extent. However I have had the fortune to be in Dresden three or four times and I have seen what has happened, it has been completely rebuilt. There are certain things that will never be rebuilt and not change, for example most of the buildings were made from a local sandstone and the horrific fires that came on the night of the bombing burnt into the stone and those stones are still black, they can’t remove it. And, but Dresden has returned to a very charming and beautiful city.
BJ. Do you think eh ah, certain authorities have done enough to recognise Bomber Command, I know they have opened up the Bomber Command Centre in Green Park. Do you think that has gone some way to recognising what you did?
JB. I think the Air Force people do eh, they, they have made great efforts to rehabil,rehabilitate Air Crew. Em,[unreadable] affairs have been good we are based on the standards of veterans, eh, I don’t think we are singled out particularly but er we are given a lot of eh, wonderful support. Em, I don’t think with Australia being involved with the Japanese threat, that the fact that Bomber Command operated in England against Germany etc eh made much impression on the general eh population of Austalia, I don’t think so.
BJ. In those days communication wasn’t as rapid as it now so they wouldn’t have known.
JB. However having said that I must say whenever I have marched on ANZAC day the amount of em, wonderful em, acclamation that comes from the,the crowd watching is a marvellous thing. They recognise a lot of them, because there has been many documentaries showing Bomber Command. If you go to Canberra to the War Memorial there is a wonderful display there of a, a bomber G for George, being attacked at night, a simulated attack if you wish. I think that has brought a lot to peoples minds.
BJ. No it’s a wonderful, I think it is better than anything I have seen in England it’s fabulous.
JB. I feel that Australia with the great respect and eh and eh care. I would have no, no criticism.
BJ. Are you feeling all right, do you want to have a break or?
JB. Yeah I’m alright or do you want a cup of tea?
BJ. Yeah we might do that.
JB. You sit here I’ll make it.
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ABatemanJT160802
Title
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Interview with James Thomas Bateman
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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.
Publisher
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IBCC Digital Archive
Type
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Sound
Language
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eng
Format
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00:39:41 audio recording
Creator
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Barry Jackson
Date
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2016-08-02
Description
An account of the resource
Aged 17, James volunteered for aircrew in June 1942 purely for the adventure as he was looking for something exiting. He trained in Canada as a navigator and after a wonderful leave in New York returned to England for advanced flying training. on completion he was posted to 149 Squadron flying Stirlings at RAF Lakenheath.
On one of his operations he arrived over France to drop supplies to the French resistance but, in the absence of a reception committee, returned home and successfully repeated the trip the next night.
After converting to Lancasters, his first trip was to Duisburg but he forgot to operate the bombing master switch which meant they had to go around again and work their way back into the main bomber stream. James considers himself very fortunate to have survived that episode.
He speaks warmly of his crew but admitted that on the morality of mass bombing he had a dispute with his engineer and actually came to blows.
In December 1944, he completed his 30th operation to the Oberhausen oil refinery but became ill with tonsillitis and hospitalised. On recovery he spent time at RAF Feltnell training new crews on the Gee-H navigation system.
James was awarded a Distinguished Flying Cross and after demob spent time as a clerk before joining Quantas Airways as an air navigation officer. Unfortunately the training was too complex for him and he left to pursue a career as a salesman for 25 years.
James speaks at length of his strong feelings on the importance of the role that Bomber Command carried out, which was not recognised by the leaders, and considers that the enemy were not the German people but the Nazis.
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Royal Australian Air Force
Spatial Coverage
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Great Britain
England--Norfolk
England--Suffolk
France
Canada
Germany
Germany--Ruhr (Region)
Germany--Oberhausen (Düsseldorf)
Germany--Duisburg
Temporal Coverage
Temporal characteristics of the resource.
1944
Contributor
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Hugh Donnelly
Terry Holmes
149 Squadron
aircrew
bombing
bombing of Dresden (13 - 15 February 1945)
Churchill, Winston (1874-1965)
crewing up
Gee
Lancaster
memorial
navigator
perception of bombing war
RAF Feltwell
RAF Lakenheath
RAF Methwold
Resistance
Stirling