1
25
66
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16330/BNealeETHNealeETHv010001.1.jpg
df4162bce0a73a7a0d96df93e69f8f5e
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16330/BNealeETHNealeETHv010002.1.jpg
f7a4008eddc66215fd94813e455a4966
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16330/BNealeETHNealeETHv010003.1.jpg
2909e20a4df81f4b47a313baff3d2363
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
Neale, Ted
E T H Neale
Description
An account of the resource
123 items. The collection concerns Edward Thomas Henry Neale (b. 1922, 1395951 Royal Air Force) who served as a navigator with 37 Squadron in North Africa, the Middle East and Italy. The collection contains his training notebooks from South Africa as well as propaganda leaflets dropped by the allies in the Mediterranean theatre.
The collection also contains a photograph album, navigation logs and target photographs.
The collection has been loaned to the IBCC Digital Archive for digitisation by Alison Neale and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-31
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Neale, ETH
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
The best thing I ever did.
I left school at 17, to take up an apprenticeship at the Woolwich Arsenal. On 7th September 1940 we were queing (sic) to clock off when we heard these loud bangs, someone shouted “BOMBS”, and one bomb landed just across the road, the last bomb landed on an air raid shelter [deleted] which [/deleted] [insert] and [/insert] killed my cousins husband. We all scattered to make our way home, in my case to Eltham, with airplanes battling above some crashing, anti-aircraft guns banging away, parachutes coming down, shrapnel & bullet clips pinging down.
I arrived home saftley (sic) after joining some soldiers in the Woolwich Barracks, who had recently been rescued from DUNKIRK. I went back to the Arsenal, [insert] on Sunday [/insert] to find that my factory had been burned right out, so on Monday I went to the recruiting office to volunteer
Page break
2
for the Royal Air Force. It took 18 months to get my release from the Arsenal, and I joined the RAF in early 1942 at ST JOHNS WOOD where we were kitted out and were fed in [insert] the [/insert] ZOO restaurant. A few weeks later I was posted to SCARBOROUGH to learn how to march, then some weeks later I was posted to CARLISE AIRFIELD to learn how to fly a TIGER MOTH. Returning to camp one evening with another cadet, we overtook two young ladies who were happy to talk, we agreed to meet the next night and so it went on, visits to the YMCA etc, my girl was called Mary, eventually my course was coming to an end, and I was expecting to be posted overseas to train, Mary & I felt that we had something going, so I asked if she would like to come to London to see my family, she readily agreed, my sister and her husband met the train at Euston, there was
Page break
3
an air raid alert at the time, however they arrived home safetly (sic) and she got an A1 rating from the family. I meanwhile was somewhere else in England. I caught up with Mary when I was posted to Whitley Bay for a commando course, we were waiting for a ship to take us to SOUTH AFRICA for more flying training, all the ships were being used to take troops to the invasion of North Africa.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
The best thing I ever did
Description
An account of the resource
Ted Neale's account of his early experience from the age of 17. The factory where he worked burned down in a bombing attack so he volunteered for the RAF. He was posted to Scarborough then Carlisle to train on Tiger Moths. He met a girl called Mary who he introduced to his family, then he got sent to South Africa for more flying training.
Creator
An entity primarily responsible for making the resource
Ted Neale
Format
The file format, physical medium, or dimensions of the resource
Three handwritten sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Identifier
An unambiguous reference to the resource within a given context
BNealeETHNealeETHv010001,
BNealeETHNealeETHv010002,
BNealeETHNealeETHv010003
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--Scarborough
England--Carlisle
England--Whitley Bay
South Africa
England--London
England--Cumberland
England--Northumberland
England--Yorkshire
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
Laura Morgan
love and romance
shelter
Tiger Moth
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16331/BNealeETHNealeETHv020001.2.jpg
4c746a5446e8f9e0822bbc19d051e827
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16331/BNealeETHNealeETHv020002.2.jpg
864aa8b41b1fa6e29a272185a1c54aa3
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16331/BNealeETHNealeETHv020003.2.jpg
22a97b5c30b92ce5750b37d45e9e0c90
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
Neale, Ted
E T H Neale
Description
An account of the resource
123 items. The collection concerns Edward Thomas Henry Neale (b. 1922, 1395951 Royal Air Force) who served as a navigator with 37 Squadron in North Africa, the Middle East and Italy. The collection contains his training notebooks from South Africa as well as propaganda leaflets dropped by the allies in the Mediterranean theatre.
The collection also contains a photograph album, navigation logs and target photographs.
The collection has been loaned to the IBCC Digital Archive for digitisation by Alison Neale and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-31
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Neale, ETH
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
What a place to be, whilst there was a war on. I was eighteen years of age, the date was the first Saturday in September 1940. the time was five o’clock in the evening, The place was the ‘New Fuze” factory in the Woolwich Arsenal, just inside the “fourth Gate” along the Plumstead Rd. The Woolwich Arsenal was a massive munitions factory fronting the River Thames for about 3 1/2 miles, extending raggedly up to 3/4 miles into Plumstead & Woolwich. In the New Fuze factory was a complex of buildings housing machines from very large to very small, producing fuzes for large Naval guns & torpedos down to small machines, turning out watch proportioned parts for delicate fuzes. It operated night & day. I had left school & was working as a machine operator, filling in while awaiting a start as an apprentice tool-maker in the Gun & Carriage tool room some distance away. This being Saturday the day & night shifts changed over and being on the day shift I, and many others were waiting “on the clock” at 5pm to clock out & cycle home to Eltham, about 3 miles away. As we waited the air raid siren sounded, this didn’t cause much concern because we had heard the sirens go many times whilst we were on night shift, the order was given always to leave the factory & go to the shelters some yards away, our usual practice at night was to get on top of the air raid shelters, cover up with a tarpaulin & watch the searchlights catch & then lose the intruding aircraft which we felt were recconocence [sic]? since they never seemed to drop any bombs, meanwhile the anti-aircraft guns were blazing away, always it seemed in the wrong direction to the searchlights.
We had started to clock off when we heard a succession of bangs one after the other regularly, then someone, more knowledgeable shouted bombs & we made a dive for the air raid shelter, all getting jammed together
[page break]
in the door, the bangs continued past us the nearest about 10 – 15 yards away. One bomb struck a little workshop with a blacksmiths forge, full of [inserted] red [/inserted] hot coals, this scattered all over a small car park, landing on the roofs of cars which had part cloth roofs, it burnt through the roofs into the cars, setting them alight, one one car made it from the edge of the car park on to the road, he jumped it from the edge of the car park on to the road, he was sitting there shouting, “does anyone want a lift to Bexleyheath”, the car looked a wreck, all the lights & chrome trims were hanging off but it was running. it was a “Renault tourer” & off he went, the rest got sorted out & got our bikes to go home, people were streaming out of the gate, some bleeding from cuts from glass from the buildings. I cycled into the Woolwich square & turned on to the Eltham Road, which led up through the ROYAL ARTILLERY Barracks, by this time the fighters were in amongst the bombers, air planes were going down parachutes were swinging down, shrapnel & bullet clips were raining down & the anti-aircraft guns on the common were making a hell of a racket, as I passed the gates of the barracks in Mill Hill the soldiers were looked out from their billets & called me to take shelter, it appears that they had come back from Dunkirk, as it quietened down I made my way home, as I got up to Shooters Hill I looked back and saw fires raging everywhere, the road leading to Woolwich was solid with fire appliances & ambulances & rescue squads. I went back to the New Fuze factory the next day, but it had disappeared most of the machines were blackened and still standing, many of them operated with oil for coolant & cutting & the floor
[page break]
had been made of wood blocks & was oil soaked so it had burnt readily. The next day I learnt that the last of the stick of bombs that missed me had hit the air-raid shelter where my cousins husband had been sheltering, she had just given birth to their first & only child!
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
What a place to be, whilst there was a war on
Description
An account of the resource
Ted Neale's account of when he was 18 at the Woolwich Arsenal. He tells of a bombing attack at the factory, which started just as they were leaving at 5pm.
Creator
An entity primarily responsible for making the resource
Ted Neale
Format
The file format, physical medium, or dimensions of the resource
Three handwritten sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Identifier
An unambiguous reference to the resource within a given context
BNealeETHNealeETHv020001,
BNealeETHNealeETHv020002,
BNealeETHNealeETHv020003
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
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1940-09
Contributor
An entity responsible for making contributions to the resource
Frank Batten
Air Raid Precautions
bombing
civil defence
home front
shelter
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16332/BNealeETHNealeETHv030001.2.jpg
58f7bc94d503efc0f94a345bc29abe54
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16332/BNealeETHNealeETHv030002.2.jpg
14992283c5fb61a226f59ff9c0a79018
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16332/BNealeETHNealeETHv040001.1.jpg
e5a888ebe5296d246771a31e30ad3ce0
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16332/BNealeETHNealeETHv040002.1.jpg
04ec850731b962f87e9b7e84bd7d3952
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16332/BNealeETHNealeETHv040003.1.jpg
404aa7590d98c97efd3db39170f0d977
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16332/BNealeETHNealeETHv040004.1.jpg
c1d7d295dda2483997962d5fd3de9d95
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
Neale, Ted
E T H Neale
Description
An account of the resource
123 items. The collection concerns Edward Thomas Henry Neale (b. 1922, 1395951 Royal Air Force) who served as a navigator with 37 Squadron in North Africa, the Middle East and Italy. The collection contains his training notebooks from South Africa as well as propaganda leaflets dropped by the allies in the Mediterranean theatre.
The collection also contains a photograph album, navigation logs and target photographs.
The collection has been loaned to the IBCC Digital Archive for digitisation by Alison Neale and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-31
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Neale, ETH
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
OIL’S WELL
by
Ted ‘Jasper’ Neale
The Ploesti oilfields in Romania, being Hitler’s only source of oil, were naturally an important target. The name itself meant to us in the Mediterranean theatre what Berlin meant to the Blighty crews.
My squadron was part of 205 Group, ex Western Desert and now based in Foggia in middle Italy. The group comprised six squadrons of Mk 10 Wimpeys, one British and two SAAF Liberator squadrons, and a Halifax pathfinder squadron: a maximum effort of 120 aircraft.
We set course on the six hour trip to Ploesti. I was now flying with a gash crew, my former pilot having been killed over Milan I was doing a lot of that on this tour because, although I’d settled in with the flight commander, he was restricted to flying only once in two weeks. It wasn’t the ideal way of developing a cohesive team but it made up for it in variety.
Navigation aids in this area were few and our Gee power was reduced in order not to interfere with the Blighty chain. Consequently, when we had crossed the Adriatic, we porpoised around over the Yugoslavian coast in order to get a last fix and to give us a wind for the onward flight. Then we pressed on across Yugoslavia into Bulgaria and from Bulgaria into Romania. When we crossed the Danube I took another ground speed check. Everything was OK but over on our starboard side towards Bucharest someone had wandered off course into a heavily defended area and was being punished for the mistake. Now it was time for me to go up front with my pencil and clipboard. I connected my parachute to a hook and grasped the leather strap to pull open the door to the [deleted] bomb-aimer’s compartment [/deleted] [inserted] second dicky position [/inserted]. It wouldn’t budge: I pulled harder and the strap broke. I called the bomb-aimer to come back and kick the door open; at the same moment the pilot reported that he had full right aileron on but was still flying left wing low. I quickly realised that this was causing the aircraft’s geodetic frame to twist which, in turn, accounted for the door jamming. As I was right beside the fuel clocks I pressed the buttons which revealed that the port tanks were full and the starboard ones three-quarters empty. I shot back to the main spar and turned on the balance cocks which connected both sets of tanks. When I returned to the front the door was open – we were now beginning the run up to the target. At this moment we were hit by the master blue which was quickly followed by many more searchlights and then the flak started hosepiping. The skipper put the nose right down and we went flat out – the ASI needle went past the 300 mph mark and the bomb-aimer let go our cookies. I saw the chimneys of the Romano-Americano refinery looming up as we levelled off at only a couple of hundred feet, then we were safely through and turned for home. We recommenced breathing.
Obviously the top brass weren’t expecting that these raids could ever be effective enough to stop the production of oil
1
[page break]
altogether, so they were coupled with attacks on the supply lines from the oilfields into Germany.
On one such a mission we were on our way to bomb marshalling yards in Hungary. Soon after take-off the pilot reported that something seemed to be wrong with the plane’s handling, so I went back to inspect the control rods aft of the Elsan closet but could see nothing wrong. Soon after, the skipper reported that things were now back to normal and concluded that we had been so close behind another aircraft that we had been collecting its prop-wash. After that the outward trip was uneventful till we were over Hungary when a peculiar thing happened. The rear gunner reported that he could see a JU 88 sliding just underneath us but that he couldn’t get his guns to bear on the intruder. Our skipper tipped the Wimpy to port and then to starboard and we all had a look at it. Sure enough there it was on the same heading and speed as us just sitting there, rather like those fish that swim under the bellies of sharks. He stayed there for a while then pulled away. A short time later the rear gunner reported that it was back again, same tactics and still outside his arc of fire. As before, it remained underneath us for a while then broke away and disappeared.
We were all puzzled. He surely wasn’t just admiring the Wimpy’s belly and equally certainly he wasn’t sheltering from the rain because it wasn’t raining at the time. At the very least you would have thought that he would have realised that he was in eminent danger of one of us emptying the contents of the Elsan on him.
Time passed and then the blighter was seen coming in for the third time but this one was for real – an orthodox beam attack with forward guns firing but our skipper knew how to deal with that. After some skilful evasive action on our part the JU 88 flew off never to reappear.
It wasn’t until 1988 that I discovered, quite by chance, the answer to the mystery. It seems that the Germans had fitted some JU 88’s with upward firing cannons which had proved to be very successful. I can imagine the German crew on this occasion, swearing away while they tried to cure the malfunction which prevented them from sending us to oblivion; but their misfortune was our lucky break.
Nevertheless I’ve often wondered why we were not told of this development at the time.
[page break]
1
We were on our way to bomb marshalling yards in Hungary, to interrupt the flow of Rumanian oil to Germany. I was odd bods with a gash crew, since my Pilot had been lost on his second dicky trip. [deleted]On the way out [/deleted] The crew were all second tour bods (apart from myself), and were Bombing leader, Wireless leader Gunnery leader and the Pilot was deputy flight commander. Soon after take-off the pilot reported his controls were locked and he felt something was wrong. I was nearest so I went aft to inspect the control rods
[page break]
2/
aft of the Elsan and could see no fault, however the Pilot reported that everything was normal. It seemed that we must have been close behind another aircraft and were collecting his prop wash.
We were over Hungary when the rear gunner reported that he could see a JU 88 sliding underneath us and quite close, although he couldn’t get his guns to bear. The pilot tipped the [deleted] air [/deleted] Wimpy to port and then to starboard and we had a look at it. I was beside the Pilot and the Bomb aimer at his Bomb panel could see it. We felt quite
[page break]
3
Safe leaving him there, but eventually he pulled away. After a short time he was seen to be sliding in from the starboard side again once again outside the range of the rear gunner, he stayed around for a while and then left. A little later I was looking out along the starboard wing when I saw guns firing, it seemed that that our friend was making a beam attack. I ducked behind the cloth covering of the Wimpy for protection, while we took evasive action. We carried on and completed our “op” and returned to base.
[page break]
4
In 1988 I learned that the Germans used JU 88’s with upward firing cannons were very successful with its use. I can imagine the German crew swearing away while trying to cure the malfunction.
Ted Neale
Jasper in the R.A.F.
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
Oil's Well
by Ted 'Jasper' Neale
Description
An account of the resource
Discusses in detail an operation to attack the Ploesti oilfields in Romania. At that time he was based in Foggia, Italy. They had an issue with the airframe of the Wellington twisting due to a mismatch in the fuel tanks. On another operation a control issue was traced to propwash from another aircraft. On another operation a Ju 88 flew underneath them twice but its guns were stuck. It wasn't until 1988 that he discovered that the Ju88 had upward firing guns. Includes handwritten notes.
Creator
An entity primarily responsible for making the resource
Ted Neale
Format
The file format, physical medium, or dimensions of the resource
Two typewritten sheets and four handwritten sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Identifier
An unambiguous reference to the resource within a given context
BNealeETHNealeETHv030001,
BNealeETHNealeETHv030002,
BNealeETHNealeETHv040001,
BNealeETHNealeETHv040002,
BNealeETHNealeETHv040003,
BNealeETHNealeETHv040004
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
South African Air Force
Spatial Coverage
Spatial characteristics of the resource.
Italy
Italy--Foggia
Romania
Romania--Ploiești
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
Govert J. van Lienden
B-24
bombing
Gee
Halifax
Ju 88
Pathfinders
sanitation
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16333/BNealeETHNealeETHv05.1.pdf
07b6eb465958c09077bc90e5a2dbdde9
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
Neale, Ted
E T H Neale
Description
An account of the resource
123 items. The collection concerns Edward Thomas Henry Neale (b. 1922, 1395951 Royal Air Force) who served as a navigator with 37 Squadron in North Africa, the Middle East and Italy. The collection contains his training notebooks from South Africa as well as propaganda leaflets dropped by the allies in the Mediterranean theatre.
The collection also contains a photograph album, navigation logs and target photographs.
The collection has been loaned to the IBCC Digital Archive for digitisation by Alison Neale and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-31
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Neale, ETH
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[note]
[page break]
HILARY SALMON
Producer of BOMBER CREW BBC Programme
NEALE. MR. MRS.
NUMBERS FOR BRIGGS & STRATTON
[redacted]
[page break]
ACA SECRETARY RAY TAGLI
HON SEC Biggin Hill WING ACR
[redacted]
heures HOCINE
[redacted]
[page break]
September 1940
It was the sound of the bomb that started it all off. I had left the Woolwich Polytechnic in SE LONDON to take up a apprenticeship as a toolmaker in the Woolwich Arsenal. Prior to starting the apprenticeship I spent a few weeks in the NEW FUZE Factory, a large factory employed in producing every kind of fuze, using small delicate automatic machines up to massive heavyweights for the large shell fuzes. The whole factory reeked of the cutting oils used in these machines and the oil was everywhere. It was almost five o’clock on Saturday 7th September 1940, we were all lining up ready to knock off, the air raid siren had gone but we had heard it all before, since we had heard it on night shift previously and being made to evacuate the factory we climbed up on to the surface air raid shelters, covered ourselves in tarpaulins and watched
[page break]
the searchlights waving about, sometimes they caught an aircraft, probably enemy, since they started firing the guns at it but seemed always to be well off target and the plane would go serenely on its way to the accompaniment of loud cheers. This time was a lot different. Always just before 5 o’clock our official time, someone would produce an illicit key, open the clock door & advance the hands a few minutes & off we would go, since the Woolwich Arsenal employed tens of thousands of people, all coming out of the four gates on to the Plumstead Road at the same time, this would give us a advantage. It is quite probable that all the others had the same idea. But then we heard this succession of loud crump noises coming ever nearer, someone more knowledgeable shouted “bombs” and a rush was made to the nearest
[page break]
surface shelter, resulting in about a dozen bodies jammed in the entrance, the bombs marched on passing us by on the other side of the road, the last one hitting a air raid shelter, killing the all, including my cousin husband, a small forge was hitting scattering burning coals all over the car park, setting some alight. We were told to get away. I had about a four mile bicycle ride to my house, as I cycled along the bombs were dropping, guns were firing, shrapnel was whizzing down, fighter planes were zooming & firing their guns, parachutes were coming down. It was hectic. I was passing the Royal Artillery barracks, when some soldiers called to me to take shelter from the shrapnel which was raining down, as well as the clips
[page break]
from the fighter ammunition, these soldiers had been evacuated from DUNKIRK so they were war wise, we stood in the doorway of the barracks for a while watching events, until it calmed down a bit then I got on my bike and pedalled off home, passing the ack-ack guns on the Woolwich Common. All the way home the road was full of ambulances and civilian cars and trucks towing auxiliary fire [deleted] trucks [/deleted] tenders or pumps all heading for the scene.
Reporting back to work the next day there was no New Fuze factory, it was just line upon line of burnt out machines. On the next day I went & volunteered for AIRCREW DUTIES.
Working in the Woolwich Arsenal, I was in a reserved occupation and they wouldn’t release me. In early 1942
[page break]
I got my release, the form said released for PILOT DUTIES only. I was inducted into No 1 ACRC at Earls Court, measured for my two uniforms, had a couple of weeks of eye training, popped home a few times, not far away by bus or train. Then on to Initial Training wing at SCARBOROUGH, staying in the Grand HOTEL, bags of bull, polishing the lino, black leading the grates, marching drill session on the Promenade curiously watched by holiday makers, it was AUGUST BANK HOLIDAY TIME, up to the castle for CLAY PIGEON SHOOTING after a couple of months I was moved on to KINGSTOWN AIRFIELD at CARLISLE for GRADING COURSE ON TIGER MOTHS I had made friends with a chap called RIBBANS. We used a satellite field at KIRKPATRICK in SCOTLAND. the planes flew daily from Carlisle with a cadet as passenger, the other cadets went by
[page break]
road. One day one of the Tigers didn’t arrive, it transpired that the wings had fallen off the Tiger & RIBBANS and his instructor both bought it. Some of the moths had notices on the instrument panel warning that it should not be used for aerobatics, whether that was the cause we never found out. A group of cadets were waiting our turn to fly when we saw this Tiger coming in to land, we then saw another Tiger almost on top of it, as the lower one landed the top one landed on top of it, flipped over on its back and the lower one dug in and finished up vertically. The pilot of one was the chief flying instructor the other was the deputy flight commander. I thought that I was quite competent and soloed at 9 1/2 hrs with no problem, although I witnessed quite a few that nosed in or tried to land at 50 feet, the Tigers didn’t seem to suffer too much damage
[page break]
as all the occupants seemed to walk away. We were under the control of the Scottish Aviation company, the members who were concerned with the catering arrangement were obviously on the fiddle because the food was vile., the caterers were the SILVER GREY company who had a restaurant in the main street, a pal of mine GEORGE WARREN took a SCOTCH PIE that he had been served with and slapped it on the table of the person who was supposed to be the C.O. (he was a civilian), opened it and revealed that it was GREEN with mould. Their idea of a meal was to give you one sardine on a finger of bread cut four to the slice. It got so bad that we were reduced to creating a commotion at the head of the queue while those toward the back reached round under the counter and grabbed what we could. George and I stayed together for over a year going overseas together, training together
[page break]
then parting when he came back to England and on to HALIFAX aircraft, he went down on the TIRPITZ, it was reported to me that he was last seen trying to get his wounded wireless operator out of the aircraft while others baled out, he didn’t survive. From Carlisle we were posted to HEATON PARK in MANCHESTER where we joined thousands of others, we were assembled at a BANDSTAND and lists were read out as to our future, the P.N.B had just been pit into operation (PILOT, NAV, BOMB/AIM) since the airforce was gearing up for the big offensive against GERMANY. I was read out as being a NAVIGATOR and could have obtained my release from the AIR FORCE & gone back to my Reserved Occupation since I had been released for PILOT duties only, however apart from the rotten food I had made some good mates, I decided to stay
[page break]
on. The lectures at Heaton park were conducted by some real old sweats, one I really remember would go to the head of the class and say “Whats it today, armaments or Eskimo NELL, you could be stupid if you [deleted] didn’t [/deleted] wasn’t able to predict the outcome, I didn’t count bu the version that he told had about forty five verses, I remember the gist of the story but just about remember about a “-“ great Wheel, then it was IVAN SKAVINSKY SKAVAR and so many others. Whilst there we went out a side gate to a Pub called the POST OFFICE, it was on the PRESTON RD, we engaged in drinking contests with the women who congregated there,
[page break]
one
Thoughts in 2000
This talk of birds (women) on the front line prompted a thought which turned into a dream. I was navigating my old MK 10 Wimpey from Foggia in Italy to PARDUBICE oil refinery in CZECHOSLOVAKIA, a trip of eight hours, started off on GEE, which run out of Puff shortly, then on to D.R. It was one of the blackest of nights, with a ceiling of 10,000 ft we couldn’t get above cloud, so no star shots, bags of flak to starboard some poor sod has wandered over VIENNA, press on, E.T.A. coming up, air to air firing, someone going down in flames, 50 years later the old Wimpy is found in the bottom of a lake, the old NAV leader was still aboard. Shufty flares down, then some target markers just off to
[page break]
starboard, more over and drop the bombs, not a lot to see, then turn for home, droning on for a couple of hours, feeling fairly secure it was our usual practice for the rear gunner to be relieved by the wireless operator and come forward to stand in the Astro dome beside my position, flailing himself with his arms to warm himself, and then the old Wimpy would fill with the smoke of the W/Ops fag as he lit up, in spite of the old kite being full of holes & fumes.
But this was so different, I saw beside me this lovely young bird, same age as me, about 21, and it wasn’t cigarette smoke it was CHANEL NO 5 which she had picked up in CAIRO in the way up from 0.T.U. I gave her a flask top of lukewarm coffee and it seemed quite natural
[page break]
3/. Make for the bed, which the Vickers company & BARNES WALLIS in particular had provided, the TUBUNIC AMPOULE of MORPHIA became an aphrodisiac, and then an awful WHUMP!!, the old Wimp went all over the sky, it appears that it was by kind permission of the HERMAN GOERING PANZER GRENADIERS flak batteries, we had wandered over LINZ or GRAZ, the old Wimpy droned on as though she was used to this on a regular basis. Where did the bird go, what would she have done, we had more than 100 holes, some quite big.
You may ask what prompted this, today I received a letter from JAN MAHR of HUSOVA, MIROSLAV in the CZECH REPUBLIC requesting information about the crew members who I saw go to their deaths that day
[page break]
25-55
in 1944 and who lay forgotten by their own country, among others until a excavation took place in 1990 – 1991, by a CZECH team, existing relatives were taken out to the crash site and attended the burial of their heroes military funeral, another ironic twist here, Lillicrap was the regular navigator on that crew, but missed that “op” through illness, he joined up with another crew but got the chop a fortnight later! We had got together in England 1942, boat to S.A. together, to Palestine together for O.T.U. up to ITALY, joined the squadron together, & then!!
[page break]
written in 2002.
Will someone in about 50 years review the case of 2ND W.W aircrew and their treatment in particular, the litigious lawyers have got the “shot at Dawn” affair livened up, to whose advantage. can post traumatic stress be involved, I’m thinking of those that fired the rifles. Horrors & cruelly in wars come to be accepted, but when it comes form your own side it must be condemned. My father came out of the 1ST W.W aged 20 he’d been employed in the R.A.S.C driving ammunition wagons to the trenches (horse drawn) on supply routes targeted by the enemy, he was badly gassed and on becoming a civvy he was unemployed & unemployable for many years from the gassing. He received no benefits from the government who had proclaimed “A LAND FIT FOR HEROES.” and succumbed to his illness at the age of
[page break]
2/ 53 years, it took him a long time to die slowly.
Coming up to the 2nd WW and beyond, perhaps my experiences may shed a little light, shot at dawn didn’t figure, I was aircrew, and an almost effective deterrent was used against, [inserted] us [/inserted] I almost said cowardice, but it wasn’t that, the deterrent was L.M.F. or Lack of Moral fibre in which the poor fellow was stripped of rank (our lowest was SGT) given the lowest job G.D. and his pay book stamped large L.M.F, so wherever he went they knew, then everyone knew. So perhaps a little personal experience may help. Arriving in the back of a lorry at a vineyard & wine grove just outside FOGGIA, nothing idyllic in that we saw a collection of old beaten up ridge tents which we later found to have been all through the
[page break]
desert warfare for years, they showed their age, underneath the tents had been dug out about 2 foot so that we could just about stand up in the middle. We were told to find [inserted] an [/inserted] empty one and it was three to a tent. The empty ones were the ones where the crews had got the chop, very seldom did anyone finish a tour (40 ops us not 30 as the blighty boys). We were 205 GRP heavy bomber squadron consisting of six Wellington squadrons, one British Lib sqdn 2 SAAF Lib squdadron and one HALIFAX Sqdn as p.ff. I was in 37 sqdn and with our sister squadron 70 were on a single strip P>S>P runway at TORTORELA which we shared with the Flying Fortresses of the 99 Bomb group 15 A FORCE (USAAF) situated on the far side of the runway.
[page break]
[circled 3.] It was within a day or so of arriving that my pilot ALEC HART. (QUEENSLAND AUSTRALIA) went off to MILAN on his second dicky trip (to get a taste of hostile activity and learn a few ropes, he was with a SAAF crew in a MK X Wimpy the trip being either their ultimate or penultimate trip (39th or 40th). the fact that he never came back was because of a collision over the target, he is buried near MILAN. The very next day I was listed to fly with a crew that had arrived with with us on the squadron, since their NAVIGATOR had gone sick. The pilot of this aircraft was a Canadian ART SCHLOTE who had trained in Canada with my pilot but who had come back safely from his experience trip. This trip proved quite hairy when the photo flash started to set its own fuze & had to be
[page break]
jettisoned with resultant pandemonium, no picture[ illegible] a poor start, shortly I was back with my own crew, piloted by a SAAF who had come down over enemy territory & had walked back with quite a story to tell. Over the time of my tour I was used as an odd bod, flying with new crews (very dangerous) but being assigned to this SAAF who became Flight Commander and was only allowed to fly once a fortnight. I was given the job of collecting bods from a holding centre outside of NAPLES while awaiting courts martial or summary of evidence, they having gone absent without leave & been captured in NAPLES.
A call would be made to the control tower, to enqire the time of the next Foggia Ferry, an old Flying Fortress which had been deactivated and used as a mail plane & transport all
[page break]
[circled 4] around Foggia area, my pilot would take me in his old V* Woody Ford to the taxi track, along would roll the old Fortress, a squeal of brakes, door open and off we would go to Pomigliano airport. Thumb a ride down the AUTOSTRADA to PORTICI, present a piece of paper to the guard house & collect my prisoner and back track to Foggia, sometimes all the ferries had gone so we had to sleep on the floor of the NAAFI until morning, then off. I was given a revolver but of course no bullets, but they caused no trouble. The first prisoner was a F/sgt wireless operator who had done a tour in the desert & was half way through his second tour when he became an odd bod, had a couple of shaky does, and ran away. I believe he became LMF. The next one had a rather sad tale to tell,
[page break]
[circled 5] he had been ground staff in the desert and along with 3 friends decided to volunteer as air gunners, expecting to be posted back to Blighty for training, but training grounds had been opened in the Middle east so they didn’t get home, in fact they came to our group, and one by one they got the chop, until just this one was left so away he went & was captured again in Naples.
Another rear gunner baled out in the Adriatic, lost, but another saga took a bit longer to unfold. I was signed to fly with a full odd bod crew, [inserted] we were over the [illegible] [/inserted] nothing untoward until the rear gunner reported flames from the port engine going past his turret, this was followed by the shut down of the engine & the usual feathering whereupon the old Wimp started to sink, bomb doors
[page break]
[circled 6] open, jettison toggle operated, and then gently back to base, land successfully back at base, next morning we were called as a crew to report to GROUPIE when he gave us a tremendous dressing down, we should be court martialled etc, we had the cheek to ask [inserted] why [/inserted] we should carry on with no bombs, but he insisted that we should have carried on even without bombs, perhaps we should have chucked the elsan at them but we didn’t dare suggest that, subsequent events shed a little light on this episode. Flying with this pilot once again we were approaching the target PLOESTI, reckoned to be second only to BERLIN in defences since it was HITLERS only natural oil.
Due to go forward to stand beside the pilot to record time of bombing A/C heading, height & make observations
[page break]
[circled 7] regarding the target & anything else [inserted] worth [/inserted] reporting, when I found I couldn’t open the door, it was only on a ball catch, but I pulled so hard I broke the leather loop which acted as the handle. I reported this on intercom & asked the Bomb aimer to come & kick the door open at the same time the pilot reported that he had the control right over still couldn’t get the port wing up to fly straight & level, this [inserted] had [/inserted] caused the Geodetic frame to twist & lock the door, since I was standing beside the gauges that registered the state of the petrol tanks I pushed the buttons to read & saw that the port tanks were full & the starboard tanks were well down. I shot back to the main beam to turn on the petrol balance cocks then told the pilot to ensure that the balance cock beside his
[page break]
[circled 8] seat was on, by now the B/A had kicked the door open & we took up our positions, then we were over the target and we were coned, I never believed in jinking or altering height to lose searchlights, they were faster than we were & were radar controlled so the pilot agreed with me just put the nose down for maximum speed got up to about 300 mph and finished up just above the tops of the refinery towers, somewhere on the way we had dropped our bombs but we didn’t get a photo. I later learned that this pilot had aborted on another raid & on another occasion had not appeared for take off & had been found hiding in a field. The wing commander O/C was detailed by Groupie to take the aircraft over, which he did, but the Wimpy finished up in a ditch, that C.O. had left the squadron by the next morning.
[page break]
TO QASTINA
77 OUT
Palestine
This episode started on a concrete apron at 77 O.T.U at Qastina just a short distance from Jerusalem in Palestine, it was mid March 1944, Qastina was a Wellington O.T.U using IC models. A mixed crowd of aircrew were assembled on a concrete apron and ordered to sort ourselves into crews, this apparently being standard R.A.F procedure. We had segregated ourselves into our various trades since in many cases we had trained in our various trades & knew one another. As it turned out, in the main it was left to the navigators to do the picking. My first choice was a short chubby bomb aimer, who never ever managed to get his forage cap on straight, this wasn’t the reason that I picked him, but was because we had been at the same air schools in South Africa and he was a wonderful piano player and had livened up
[page break]
[circled 2] all our parties with his playing, he came from Kingston U.K and had started a career in his local newspaper before volunteering. I noted a rather skinny looking Australian, standing alone, & made an approach, he agreed to join us, it turned out that [inserted] he [/inserted] came from a family of pineapple growers in Queenstown. That made three of five & next was the Air gunner who came from Wallington in Surrey and had started in a bank, he had trained in Rhodesia, he resembled a bloodhound in looks, his name was appropriately enough “CANNON” Last but not least was the W/operator who had trained in England, and had been born in Dover Castle where his father who was a soldier had been stationed, he was always known as Mac & had started out as a boy
[page break]
[circled 3] soldier & had transferred to the R.A.F, he had made his home in Streatham in S.E. London. We soon settled in to a good routine flying around the Eastern Med, where we were informed that all radio aid were to be treated as suspect, evidence of this came when we took a bearing on a beacon at Cairo which we could see away beyond our port wing tip, but the loop bearing from the W/op was miles out. We had a pretty good two months at O.T.U., and unlike the stories that we had heard about tragedies at O.T.U in England we suffered no losses from our twelve crews. it came close when one of the pilots who always displayed the [illegible] that he wanted to be a fighter pilot, dive bombed the ALLENBY bridge in Cairo which we had been given as a simulated target, he
[page break]
[circled 4] dived so violently that on pull out he stripped a lot of fabric from the wings and had to make an emergency landing for repair. Later when we reached the squadron he was our first casualty, failing to return from his first op. From OUT we were sent on leave [inserted] by train [/inserted] to Alexandria, which we quite enjoyed then on to CAIRO awaiting posting, we were picked up by a USAAF Dakota & after a stop at BRINDISI for fuel we landed up at PORTICI, a dirty old multi storey warehouse. Looking West we could see the bay of NAPLES, (didn’t seem all that romantic) to the east was Vesuvius to the north (about 100 YDS) was a military prison otherwise known as a glasshouse in military parlance, with which I made acquaintance later on, & to the south was Sorrento which was our rest camp. The only advantage that we had over the blighty boys, although they had the fleshpots of
[page break]
London for compensation.
The local population were in a sorry state, they appeared to be almost peasants, and the war had made their situation much worse. The children lined up all day to share out our swill bins they were so hungry, they were welcome to it since once again the RAF food was terrible, in three & a half years overseas I never once had fresh meat, except when in South Africa when the South African airforce did our catering or any of the times when I was able to eat in mess halls run by the Americans.
Whilst awaiting posting my Pilot Alec Hart & his Canadian pal that he had trained with in CANADA decided to head north for a look at ROME, I decided to tag along. To the Autostrada quite near thumbs up at the ready we were soon picked up by an open backed six wheel G.M.C
[page break]
truck courtesy of the U.S ARMY, introduced ourselves to this large black fellow sitting there, who introduced himself as JESSE OWEN the Olympic athlete who had won six gold medals at the BERLIN OLYMPICS which had upset HITLER that he refused to shake hands with him at the medal ceremony. Driving on NORTH we passed CASSINO which had been totally obliterated, covered in contiguous holes made by bombs & shells, arriving in the centre of ROME we looked around at all the sights, and also set our sights on some food. we got thrown off various chow lines, we weren’t in the right air force, we eventually made it in a big communal hall, kitted out with serried ranks of beds, fully loaded with blankets & pillows, moved on & stayed a very unsettled night in a bug ridden hotel, scrounged more food & hitched our way back to Portici
see 5 & 6 MARCH
[page break]
see 31st JANUARY
we hadn’t been missed. Then on to trucks for the ride to our squadrons. We’re 205 SQD stationed around the town of FOGGIA two squadrons were on Foggia main airfield, numbers 104 & 40, just out of town was a single strip P.S.P (Pierced Steel Plank) runway at TORTORELLA which held 37 & 70 SQDN & at REGINA a few miles away was 142 + 150. Our destination was to be 37 SQN.
[page break]
September 7th [deleted] or 14th [/deleted] 1940 Saturday
There it was & there I was. I was a rising eighteen year old student from the engineering course at the Woolwich Polytechnic, and there was the Woolwich Arsenal waiting to wrap me into an engineering apprenticeship in the Gun & carriage toolroom. The Woolwich Arsenal was a huge munitions factory, it extended over 3 miles along the South Bank of the Thames & was over a mile wide, it had been in existence [sic] for very many years, indeed the production of gun barrels had first taken place there. It had its own gas & electricity plants, its own iron & steel & brass foundries & produced everything from 16 inch naval guns, weighing in at over 130 tons, to minute watch mechanisms used in some fuzes, it also had what was known as the Danger Buildings which produced explosives & cartridge factories producing over two million bullets a week. In fact you could call this a prime target for bombing which the Germans were demonstrating their remarkable
[page break]
efficiency at so doing, on the continent of Europe & of course we were at war with Germany. In 1940 I joined the Woolwich Arsenal working in the NEW FUZE factory, whilst awaiting transfer to a tool-room to start my apprenticeship. This as the name implies was a factory producing machined components for assembly elsewhere into complete fuzes. The machines ranged from monster bar & chucking automatic ACME – GRIDLEYS, through man operated capstans
& other machines, down to small automatic not much bigger than sewing machines, set on tables and working quietly away. The place was liberally coated in various cutting liquids, including special cutting oils & the smell was decidedly oily. The factory employed a few hundred people, and this being a Saturday we finished work early at 5 o’clock, we worked week about, alternating day & night shift, we were lining up at the clocking station
[page break]
to put our cards into the time clock, stamp it by pressing down a handle & replacing the card in the “out” rack. We weren’t all that perturbed by the warning air raid siren since we’d heard them many times, in fact one the night shift you were made to leave the factory & go to your designated air raid shelter, in may case it was known as a surface shelter, a brick built affair with a thick concrete top & a baffled blast wall at the entrance. At night it was our usual practice to climb on the top of the shelter, lay down & cover up with a tarpaulin sheet & watch the searchlights search out the intruders, we would cheer like mad when the lights caught the planes & groan when they lost them we also saw the anti-aircraft shell bursts which always seemed to be well off target.
Shortly after the siren started up, we heard this loud explosion followed
[page break]
in sequence by others, getting louder, we also were hearing aircraft engines droning away. someone then shouted “bombs”, when a mad rush started for the nearest shelter, we all finished up jammed in the doorway as the bombs continued on. The “stick” of bombs continued along the road beside the factory where the surface shelters were lined up, one bomb overshot us & blew up a small forge which scattered hot coals over the car park, the coals burnt through the cloth tops of the cars & set them on fire, whilst the last bomb hit an underground shelter, killing all the occupants, including my cousin’s husband. Fires were raging all around, people were walking around covered in blood mostly from shards of glass which had come from the windows of multi storied buildings. There was no panic but there was no
[page break]
immediate relief, we were totally unprepared for this. Someone took the authority to tell us to get away home so I got on my bike and pedalled like mad along the Plumstead Road to Woolwich town centre where I turned left onto the road to Eltham my home. All the time the bombs were dropping, our fighters were attacking the bombers, shrapnel from the ack-ack was raining down, cartridge clips were bouncing on the road, aircraft were coming down & I seemed to see parachutes everywhere I looked. I was pedalling past the military barracks when I was called in to the shelter by the soldiers, it appeared that they were survivors from DUNKIRK, had seen it all before. During a lull I pressed on towards home, the roads were full of emergency vehicles, ambulances, fire appliance towed by
[page break]
civilian vehicles, fire engines, all in a constant stream heading toward Woolwich. Arriving home, much to the families [sic] relief we could see the fires & all the smoke. it appeared that this raid signalled the start of the blitz.
I went back to the Woolwich Arsenal to see what was going on, and what my instruction would be, I found the New Fuze factory completely burnt out, a start was being made to remove all the machinery for renovation, all the skilled adult workers were being recruited to join the shadow munitions factories which had been set up around the country and [inserted] also [/inserted] join what was known as the Flying Column to go to places around the country to impart their skills to those people recruited to man those factories. I was told to report to the GUN & carriage tool room. I had
[page break]
a look around the relics of my destroyed work place & was happy that I hadn’t made it to my particular shelter on the Warning siren. I was fairly convinced that the type of shelter was not all that clever, since a near miss by a bomb would collapse the brick walls & the concrete roof would come down in one massive chunk and flatten anyone who was inside. This unfortunately happened in this event. After a few days I got a start in the GUN & CARRIAGE toolroom, manufacturing jigs & fixtures, big heavy stamping and forging tools and also press tools for the multitude of factories comprising the Woolwich Arsenal with the capacity to manufacture everything from 16” Naval guns weighing about 130 Tons all the way down to minute components for timing for fuses
[page break]
In the interim I had been to the local recruiting office & volunteered to be trained as a pilot. I was told that my job was considered a reserved occupation and I would have to apply to be released, over time & not being called I wrote letters to the Air Minister complaining that I hadn’t been called, and I was writing some quite insulting letters. I left it to my mother to post the letters, she told me much later that she hadn’t posted the letters on reading them she felt that they would result in my being shot. Just over a year later I was called to report to No 1 ACRC at LORDS CRICKET GROUND at St JOHNS WOOD NORTH LONDON. this was in February 1942.
[page break]
[page break]
[page break]
Bombs. they’re Bombs [inserted] Someone shouted [/inserted]. The loud bangs continued to get louder as about 50 people made a dash for the air – raid shelter, just ten yards away, we just jammed together in the doorway while the march of the bombs continued & marched close by, the nearest one landed & exploded on a small building housing a small forge which scattered hot coals over the car park setting the cars alight, the last bomb landing on an air raid shelter, killing all those inside including the husband of my cousin. [inserted] It was 6 o’clock 7 Sept 1940 [/inserted] We had been lining up on “THE CLOCK’ waiting to clock off our shift in the NEW FUZE factory a large factory machining components for fuzes, from large shells down to watch like mechanisms & components for torpedos [sic]. The factory was inside the fourth gate of the Woolwich Arsenal a massively complex armaments factory
[page break]
[page break]
with three miles of [inserted] south side [/inserted] Thames river waterfront & over a mile wide, it had four large gates spaced out along the Plumstead Road. and had employed over 70,000 people at one time
I was employed as a machine hand while waiting to start an apprenticeship in toolmaking at the Gun & Carriage toolroom situated up near the Main gate (No 1)
[deleted] The New Fuze factory was situated just inside the Fourth gate. [/deleted]
It was two minutes to five, just about time to open the door of the clock & advance the hands to 5 o’clock & then punch our cards & off, this being a fairly regular practice. We worked week about, day & night shift & when the siren went whilst we were on night shift, we were ordered to our air raid shelters. Over time, since nothing happened we climbed on the top of the
[page break]
[page break]
shelter, covered with an old tarpaulin and watched as the searchlights groped the sky for the enemy intruders, the guns would fire away, it became almost a joke as we saw the searchlights catch the plane for an instant & then lose it, while the shell bursts from the anti-aircraft guns seemed to be not at all close. rather different to the experiences I had some years later.
However, after the bombing we were told to go home and since most of us were on bicycles we made our way post – haste, I cycled along the Plumstead road, turning on to the road to Eltham, my home at Beresford Square. By this time the R.AF fighters were among the bombers and firing was incessant, aircraft were smoking and coming down, many parachutes were descending, anti – aircraft guns were firing with thunderous roars
[page break]
[page break]
bombs were falling, shrapnel from A-A shells was raining down as were bullet cases & clips. As I reached the Artillery barracks in Mill Hill I was shouted at by soldiers to join them in the doorway of a barrack block, it transpired that they had returned from Dunkirk. After a while there was a lull & I got on my bike and made my way home. In this [inserted] short time the road was nose to tail with emergency vehicles heading down to Woolwich. Ambulances, fire engines, Air raid precaution vehicles, mobile water pumps manned by civvys & towed by large cars, the effort was tremendous. I reported back to work the next day but the New Fuze factory was no more it was razed to the ground with twisted girders & burnt out machines mute evidence of what had been a very highly productive factory. Within a few days I was called to start my
[page break]
apprenticeship, and shortly after volunteered to join the R.AF. as aircrew.
I am prompted to write this letter by the article which mentioned the bombing of the Arsenal on page 6, the letters page of your APRIL 14th publication.
I have often [deleted] asked [/deleted] [inserted] wondered [/inserted] whether the bombs that fell that day at 5 o’clock on 7th September 1940 were the first of the daily blitzes on London as no other explosions were heard. and I think that the air-raid sirens hadn’t sounded.
[underlined] Yours [/underlined]
[page break]
[page break]
Left Blackpool (thank God) on a dark & damp winters day, arrived at a dark and damp dockside, confronted by this monster of iron and steel, named SS. Strathmore, without any ceremony we filed up the gang plank, to be met by a flight sergeant who was giving out orders, as we boarded, he looked me in he eye and shouted, you, you are to guard the water tight doors on “H” deck, I didn’t know whether I was to stop any one from pinching them, or report whether they were there, or should they be open or shut or should I take any action in the event of an emergency. He motioned to a doorway and said, down there. proceeding down the stairways, which were lettered by the alphabet, I got well down, thinking if I have to any further I will be outside the ship &
[page break]
will have to start swimming. Arriving eventually [inserted] at H deck [/inserted] I cast around and not knowing what water tight doors should look like, I found a door & stood by it, it didn’t look out of the ordinary, just a big door, nut no one was looking so I sat down & waited farther orders. I didn’t take too long, although it seemed like ages, being all alone, when I heard a rumbling noise and realised that the ships engines were running and we were probably under way. I was eventually relieved, probably the same day, and went on deck, there was no sign of land, I hadn’t heard any bands playing a farewell lament, it would be years before I got another glimpse of Blighty.
[page break]
[page break]
[circled 1] At NAV School in S.A. flying in the Anson, wind up undercart 48 winds up or down. One day an episode occurred that would seem almost impossible with few aircraft (after all it wasn’t a thousand bomber raid) one Anson settled itself briefly on top of another Anson, both flying on the same heading, they parted and returned to base with little damage, This precipitated an all round safety review of everything, including parachutes. On opening the button down flap on the chute it was found that the 2 release wires, attached to the “D” handle, used to deploy the chute, which were threaded through the steel pillars which were used to hold the four flaps covering
[page break]
[circled 2] the canopy & its lines, had been bent right round, making it impossible to release the chute, obviously we had MALANITES an organisation run by a D MALAN who were sympathisers of HITLER and anyi British, they were the “Osewa Brandwag,” on the camp.
The other occasion that I had a brush with them when we going by train from PORT ELIZABETH to Durban, we were on a single track and on reaching BLOMFONTAIN we had to wait for 8 hours for a train coming down the line to reach us where double track had been laid for us to pass. All our course of about 30 bods made our way into town, it being the beer brewing capital of S.A, with many different brews on offer. I was with my mate LOFTY WINTERBOURNE
[page break]
[circled 4] received a blow to my left eye, some of our mates rallied round and we went to the train & looked for some one with a ripped shirt, fortunately for them we didn’t find them, by this time I had a lovely black eye, but after a few beers we went on our way. During the night, on one of our train journeys across S.A. one of the fellows walked along the corridor to the toilet, opened the wrong door – fell off the train, he finished up walking along the track following the train in only his short shirt, his name was Watson, he had been named Wiley Watson after an old time Music Hall turn, Happy days, he had to walk until he came to some habitation which was far between up on the high veldt, however he eventually caught up with us.
[page break]
[page break]
[notes]
[page break]
[page break]
Turning off this tree lined typically Italian road onto a dirt track we arrived at TORTORELLA the present home of 37 Sqdn. You couldn’t say that we were impressed, it looked like a deserted tip. If it had a redeeming feature you could say it was the olive trees at least they looked olive, not many signs of life otherwise, no welcoming crowd, & no brass band. just clapped out old tents, showing their age after 3 years in North Africa ebbing and flowing with the tide of battle, to say they sagged was an understatement. They were the standard ridge tent, perched over a hole dug into the ground to give enough room to stand up. entrance was by sliding down the slope created by the feet traversing the entrance coming or going. After a while the the entering had contrived to deepen the slide & distribute the muck evenly over the
[page break]
bottom of the living space floor, making the makeshift beds look like sunken beds & seriously reducing the head room inside, you had two options, you either lifted the tent a foot or so or excavate the floor. The tent had a trench dug around 3 sides to catch the rain before it encroached on your salubrosity [sic] inside, there were other trenches dug at random all over the site which were there for “AIRMEN FOR THE USE” of if anyone took exception & started the war going again in our area. These trenches contained water, (rain) & diesel oil which spilled from the 45 gallon drums of diesel oil which had been purloined and decanted while balanced across these trenches, no one was silly enough to attempt to syphon [sic] by mouth, so they
[page break]
were laid on their side & rolled back & forth to start or stop the flow, spillage obviously are unavoidable & all this in spite of dire warnings against nicking the diesel because of shortages. I might point out that this was Italy in JUNE & JULY, freezing cold & raining buckets. But then we were short of replacement clothes, food was vile, no tyres for the Wing. We were assembled by the ADJ to be informed that the cupboard was bare and that if we wanted anything at all we must make our own arrangements or go without. We had chucked the local farmer out of his house for our mess, so he had moved into a barn, which when you approached it, displayed an enormous bed, I don’t know if the goats & chickens used the bed but they, including the donkey wandered around in the barn. Bartering cigarettes or soap would get fresh eggs
[page break]
or if you indicated the need for a chicken the farmers eight year old daughter would catch it, wring its neck & hand it to you warm & you cant get fresher than that.
But to go back before the beginning for some of our history. During 1942 due to the invasion of N. Africa by the Americans there was a distinct shortage of troop ships so loads of U/T aircrew couldn’t get to South Africa for further training from ITU so we were moved around like dominos, although in the main we went on block by flights. Heaton Park (MANCHESTER) BRIDGNORTH (SHROPSHIRE) WHITLEY BAY (NORTHUM for a Guards commando course) eventually we made BLACKPOOL to await (the BOAT) our crowd had been issued with tropical Kit so we were sure that we would be going to cold Canada, so sure in fact this I bought a pair of ice skates from a hard up
[page break]
Canadian, I trailed them all around the hot countries without once seeing ice, brought them back to England & sold them at a handsome profit. (about 2 QUID which was handsome in those days) In Blackpool we landed up with the Blackpool landladies who were starving us to death while flogging our rations on the blackmarket in collusion with the RAF NCO in charge & the NAAFI wallah. I could give you her name but she would still be alive, she was too wicked to die. I was in the ATTIC with a blanket (one laid over a wire spring thing which passed as a mattress & a straw filled canvas pillow. I queried why the doors were so big, it was because she had to have enough room for all the notices that were there telling you what you couldn’t shouldent [sic] or mustent [sic] do. Her idea of the main meal were a small portion of
[page break]
reconstituted Cheese dried egg on two soldiers of toast.
We always went straight out after her dinners for fish & chips & peas, it was as well that we didn’t stop there long, our money would have run out & we would have starved to death. The day came when we were told to parade with all our kit bags, we had three including our flying kit, given a pot of black paint & paint brushes & told to paint a code on each kit bag, I had been given the letters & numbers AG – AG E7P in gloss paint, then not at all sorry to leave Blackpool we departed, we had been cold most of the time, even in bed. Off we went to Liverpool docks, assembled at the dock side & marched aboard, as we stepped aboard we were given various duties. I was told to go “H” deck & guard the watertight doors. I thought that rather odd especially when I saw
[page break]
them, I couldn’t imagine anyone pinching them, they were all bolted up. As I stood there pondering there was a loud throbbing & the S.S. STRATHMORE took off for South Africa. I didn’t get the opportunity to stand at the rail & wave goodbye to England, there were certainly no families or brass bands, or so I was told. just a few disinterested dockers, muching [sic] about with bits of rope. they’d seen it all before. I eventually got upstairs and it was just sea everywhere & it was very grey as I remember. Rumour had it that we were heading south to join a convoy, but after a few hours we were heading north, nothing unusual, plans are always being altered, & so our first night at sea. We had been allocated our accommodation on “H” deck, if had been “J” deck we would have been underneath the boat (ship) We had a table stretching out from the side of the ship with fixed
[page break]
form either side, this pattern was repeated about 12 times to form our own mess deck. Over the top of our table were steel fixings for our hammocks & that was it. We had a large tea-pot & large trays which were taken up about 4 flights of steps, along a covered deck down in to the galley where whoever was duty erk collected the food. We rocked our way along, the rocking becoming pronounced, we had a battleship various cruisers & a number of destroyers which kept haring off into the distance like greyhounds, getting buryed [sic] in water as they tore about, the battleship all but disappeared at times as we got further south & the weather got really harsh. By this time 98% of the forces people on board, about 6,000 altogether were violently seasick, also 98% had diarrhea [sic], caused by their gluttoning [sic] out on tinned fruit
[page break]
& cadburys chocolate which the ship had victual up in Canada The toilets on the mess deck were permanently occupied with people who couldn’t make up their mind, both ends of their bodies heaving alternately We still had to go to the galley for grub & fetch back these big trays with pre cooked fried eggs, & rashers of bacon, pre cooked about six hours before, swimming in fat and carried across a open deck, those fellows feeling brave enough to leave their place on the bog took one look & returned. In spite of all this mess we were still required on inspection to have the tea-pot and trays clean & shiny. Up on open deck we watched the massive waves pitch the ships about. We identified our nearest companion as the CAPETOWN CASTLE the biggest ship in the convoy at any one time you could see daylight under the hull
[page break]
as she rode the waves. You heard our screws roar as they came out of the water, then plopped back in again. We seemed to sail in all directions, the expert among us suggesting that we were evading submarines, the destroyer raced in & out & bangs were heard, depth charges were suggested as the cause. Some wiseacre thought he had seen the lights on the NEW YORK skyscrapers, but that wasn’t believed. We got a message that DEANA DURBIN the film star had been killed on one of the London underground escalators but that proved false. As the days passed all fresh food ran out & we were given hardtack biscuits, these almost walked off the table they were so full of weevils. We held the biscuit over a candle when the weevils would retreat to the other side, a quick flip over & the weevils were incinerated, a quick bang on the table and off they came, I can’t remember that we
[page break]
ate them it was one way of passing the time. Slowly the weather improved & the sun started to shine & it got hotter & hotter. Tennants lager beer was readily available & off course some over imbibed & collapsed to the deck where the sun burnt them as they lay I saw the consequences, the blister covered the whole of their back, they finished up under arrest, self inflicted injury is severely punished. It was rumoured that some had died of sun stroke & been buried at sea during the night & so we sailed into Freetown harbour, massive landlocked harbour which took all our ships & many others. The bum-boats, dug out canoes came alongside trying to sell fresh fruit but they were about 30 ft down & we had been forbidden to deal with them. The local fishermen came out in their single man dug out canoes, they appeared to push off from the beach
[page break]
& let the tide take them out & come back in with the tide when it turned, those in the know on the boat were tossing silver coins over & the fishermen watched them until they hit the water, they would roll out of their canoes, and dive after them, we could see the coins turning & glinting, they never failed to collect them, they had this remarkable ability to roll back into their canoes so effortlessly, of course some on board were covering farthings & halfpennies with silver paper from their cigarette packets, which these fellows still dived for, coming up from the dive & shouting, you Bastard, Glasgow tanner. There was one of the fishermen who had on a flat topped [illegible] painted red, who slowly inched past the ship loudly singing old army ditties at the top of his voice as he drifted along between the anchored convoy. He knew all the words, particularly of Bless – em – all – Bless – em – all, except that he substituted the “F” word for BLESS, much to the embarrassment of the officers & their ladies & nurses etcetera who were lining the open upper decks which we were not allowed near. We were soon on our way again we had a crossing the line ceremony (EQUATOR) with Father Neptune and all received their crossing the line certificate. Eventually we rounded CAPE TOWN which we saw in the distance, my mate George took a picture of Table Mountain far away & then we were positioning the convoy in line astern to enter DURBAN HARBOUR which we entered via a lock-gate, all the time
listening to the lovely voice of a lady, standing on the dockside, singing through a megaphone, all
[page break]
popular songs of the day. She was the MAYORESS OF DURBAN who was given secure information of the arrival of ships, also of their departure It was all very impressive. She was born in WOOLWICH where her parents had at one time owned the KENTISH INDEPENDENT, a local newspaper. We disembarked very soon & were greeted by ladies of the Womens Voluntary services who plyed [sic] us with all kinds of goodies including fresh fruit of every description which we hadn’t had for years. & so we came to CLAREWOOD RACECOURSE in DURBAN, massive transit camp, reached by a short railway journey, full of soldiers sailors & airmen all in transit to all directions. After a week or so which we spent swimming in the Indian Ocean with shoals of Dolphins swimming around us or taking the train along the coast to Isipingo or on to AMANZIMTOTI where we took a rowing boat up a small river, we rowed until the boat
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
Ted Neales' memoir
1999 Diary
Description
An account of the resource
Memoirs of Ted Neale (written in a non-contemporary diary), recounting his experiences of an air raid on Woolwich, travelling to South Africa for aircrew training and taking part in bombing operations from Italy. Some anecdotes are repeated. This item has been redacted in order to protect the privacy of third parties.
Creator
An entity primarily responsible for making the resource
Ted Neale
Format
The file format, physical medium, or dimensions of the resource
One printed diary with handwritten notes
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Identifier
An unambiguous reference to the resource within a given context
BNealeETHNealeETHv05
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
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Conforms To
An established standard to which the described resource conforms.
Pending review
Contributor
An entity responsible for making contributions to the resource
Frank Batten
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Italy
South Africa
England--London
Temporal Coverage
Temporal characteristics of the resource.
1940-09-07
1942-02
1944-03
Absent Without Leave
bombing
lack of moral fibre
searchlight
shelter
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16334/BNealeETHNealeETHv06.2.pdf
55a860098060395f8842f3775bfba21a
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
Neale, Ted
E T H Neale
Description
An account of the resource
123 items. The collection concerns Edward Thomas Henry Neale (b. 1922, 1395951 Royal Air Force) who served as a navigator with 37 Squadron in North Africa, the Middle East and Italy. The collection contains his training notebooks from South Africa as well as propaganda leaflets dropped by the allies in the Mediterranean theatre.
The collection also contains a photograph album, navigation logs and target photographs.
The collection has been loaned to the IBCC Digital Archive for digitisation by Alison Neale and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-31
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Neale, ETH
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] Minding my own business. [/underlined]
Walking down the street in [underlined] Bloemfontein [/underlined]. [inserted] [symbol] [/inserted]
We had trained as NAVIGATORS & BOMB AIMERS at 42 AIR SCHOOL SOUTH AFRICA. BREVETT & STRIPES up and happy, we were on our way to DURBAN on the “BLUE TRAIN.” good food, good beds with clean bedding supplied in a valise with a seal which you broke to prove it was fresh, the train puffing along, walk to the front of the train, swing doors to the track and pick what we thought were melons, which turned out to be pumpkins, [underlined] UGH. [/underlined]
[page break]
[underlined] 2 [/underlined]. then climb back aboard the train to continue on, that slow. One of our number had fell[inserted]en[/inserted] off the train in the night, going to the toilet he opened the wrong door, only had a shirt on, walked along the track until he come [sic] to a town. Named Watson (we called him Wiley), he did catch us up eventually.
This being a single track you had to halt in a place where another track was laid so that the trains can pass going in the opposite directions.
We stopped at BLO[inserted]E[/inserted]MFONTAIN. The brewing capital of S.A. for eight hours, and we were in
[page break]
[underlined] 3 [/underlined]. the middle of the town. I was walking along with my mate Lofty Winterbourn, 6ft 3 3/4” and don’t forget the 3/4” he would say.
Six young fellows walked past and in the guttural Afrikanse [sic] we heard [underlined] RAF [/underlined] Bastards, next thing I knew I was on the deck and they were jumping on me, they picked on me being smaller by the best part of a foot, however Lofty was doing his bit, I reached up and grabbed a shirt and pulled myself up and kicked someone where it was most painful, then they took off but not before I had ripped
[page break]
[underlined] 3 [/underlined][sic] the front of a shirt. We went back to the train where we thought our attackers had gone, and along with the other 40 or 50 [inserted] aircrew [/inserted] on the train we went all through the train looking for a torn shirt, with no success, by this time my eye [inserted] was [/inserted] black & closed & a little finger with a black nail & bruising where they had stamped on it, we went into town again where we supped their special four XXXX brew, which helped to ease the pain. Then time to get back on the train & continue our journey [underlined] to DURBAN [/underlined]
[page break]
A happy band of NAV’s, we came together at Heaton Park, where in front of the band stand we were designated our trades of PILOT BOMB/AIMER or NAVIGATORS, being released from essential service in the Woolwich Arsenal I had the option of returning to civvies since my release was specified for PILOT only. I had soloed quite successfully at GRADING SCHOOL but the P.N.B Scheme had started so they just went through the list 1-2-3. P- N.B.
So we arrived at BRIDGENORTH. a hut full of NAVS U/T. wasting time since all the [inserted] troop [/inserted] ships were being being [sic] used for the North African landing, until eventually in early 43 we all left Liverpool on the “STRATHMORE” arriving after 3 weeks
[page break]
[underlined] 2 [/underlined].
in Durban, still together on to EAST LONDON, then on to various AIR SCHOOLS for flying training. In my case at 42 AIR SCHOOL PORT ELIZABETH we went on our wings parade, where we were called to return to our classrooms. The married men were told to fall out, while the rest drew playing cards, the half of those left that lost were to go to the Middle East to O.T.U. while the rest including the married ones were to go back to Blighty. We all returned to Durban where by various means we made our way to CAIRO, then went our separate ways.
[page break]
Dear Sir. I am writing to you for the prospect of help for what has been a situation that has rankled for me for many years. I volunteered for the R.A.F. and was eventualy [sic] released from an exe[inserted]m[/inserted]pted occupation in the Royal Ordinance factory, the Woolwich Arsenal. I joined the RAF for aircrew training in early 1942. I served until October 1946 when I [inserted] was [/inserted] demobilised. In that time I trained & served as a Navigator, my active service was with 37 Squadron A Wellington squadron on bombing raids from Italy. On completion of a tour I joined a Communications flight out of Casertare Algiers, flying on Baltimores & ANSONS. I was fortunate enough not to suffer any apparent injuries, although I was hospitalised twice for what would be considered today as a Post Traumatic Stress syndrome, but the forces of the day being what they were I was discharged from hospital as
[page break]
[underlined] 2 [/underlined] N.Y.D. which was the jargon for “not yet diagnosed”. on demob I returned to my civilian life. After a short time I realised that I had a loss of hearing, I was seen by a consultant hearing specialist who diagnosed what he said was “high tone” deafness which amounted to a complete loss of a spectrum of my hearing, he said that there was no treatment for the condition, and that a hearing aid would not be a cure.
The pension authorities at this time did not accept that this hearing defect was pensionable.
Some years later I made an application and an appointment was made for another hearing test, which confirmed the original diagnosis, and this time, I was granted a lump sum of £1,500 being the lowest award available, something over 2% disability
After many years I received a letter from the pensions department
[page break]
[underlined] 3 [/underlined] inviting me to have another ear test, resulting from which I received another sum [inserted] just [/inserted] in excess of £1,000. After a few more years I was [deleted] invi [/deleted] informed that I had run out of time to make an appeal, but if I made an appeal it would be considered, although it was out of time, In the event I was told that the appeal would not be allowed. As a result of the hearing test I was considered for a hearing aid from the N.H.S. which I eventually received, as the diagnosis of 30 years or more proved correct the hearing aid was of no use. Being taken in by glowing adverts I paid over £800 pounds [sic] for the latest hearing aid which was no improvement on the NHS one. I was fortunate enough to receive most of my money back. After a few more years the hearing department of the NHS wrote &
[page break]
[circled] 4 [/circled] invited me to go for another consultation when they fitted me with a hearing aid for my other ear which once again proved useless. I have lived my life missing out on social functions theatres, television etc, [sic] at our BIGGIN HILL Aircrew Association meeting just last week I sat [deleted] while sat [/deleted] through the meeting without understanding a word. It is the same at the Sidcup branch of RAFA. My [inserted] old [/inserted] wireless operator made an application for deafness disability and was granted a pension whilst nowhere as severely afflicted as myself. I will explain my reason for making this application at this time. I have [deleted] bef [/deleted] kept in touch with both my South African pilot & the rest of my crew all these years, including my bomb-aimer also in South Africa. With the
[page break]
[circled] 5 [/circled] [inserted] advent [/inserted] of E mails, I now keep in touch via my younger brothers computer. Of recent date my Pilot has passed on news of one of our old squadron members, a KURT LAVACK. who is living in SWEDEN, he is a Canadian who was a pilot on our squadron in Italy, back in 1944 I was crossing the runway one evening when I heard a Wellington aproaching [sic] to land, so I halted to watch it land, as it touched down there was a massive explosion, and I watched as the aircraft disintegrated in flames. I watched as the fire & rescue crews dealt with the crash, surprisingly only two of the crew died, the rest of the crew survived with injuries & burns, except for the pilot, who was unsathed [sic], [deleted] becau [/deleted] because the pilots seat was armoured to protect him from flak & bullets etc, the rest of the crew were will know [sic]
[page break]
[circled] 6 [/circled] to me as friends. Kurt was back in the air with a new crew within a few days. It appeared that a hung up bomb had released on landing, slid forward & detonated on striking the end of the bomb bay. My brother managed to contact KURT by E mail & we have corresponded this last few months. He sent a recent E mail in which he stated that some war-time service people who he had befriended in Sweden asked what pension he had received for war service, they said that the Canadian government would be pleased to receive a letter from him because funds had been made available for ex war service people, he received from them a substantial sum of money, they also apparently forwarded his particulars to the War pensions in England, since he served with the RAF and not the Canadian air
[page break]
[circled] 7 [/circled]. force. from the British he also received a substantial sum of money still being in Sweden he felt that I should have a reasonable case for a pension as he had never lived in England. I am now 80 years of age, living on only a state pension, with a wife who is severly [sic] arthritic and is in constant pain. Do not construe this as an appeal for any financial help from yourself, I just want help to get from my government what I consider is well overdue
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Two stories and a letter by Ted Neale
Description
An account of the resource
#1 Ted Neale's account of a train trip in South Africa. Ted and his tall friend were attacked in Bloemfontein by a group of six locals.
#2 Designated pilots-navigators or bomb aimers at Heaton Park then sent to Bridgnorth to await a ship to South Africa. Ted went to Port Elizabeth at 42 Air School to train, then Cairo.
#3 A letter referring to Ted's service history and his deafness. Over the years he attempted to get a disability pension but only received small lump sums. He details fellow aircrew who have been treated differently to him. Then he discusses a Canadian pilot, Kurt Lavack, who had survived a landing accident which Ted witnessed at close hand, when an unreleased bomb exploded. The pilot, Kurt, was later given a substantial pension by his own (Canadian)government and the British government. The letter concludes that at the age of 80 he deserves to be treated better.
Creator
An entity primarily responsible for making the resource
Ted Neale
Format
The file format, physical medium, or dimensions of the resource
13 handwritten sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
BNealeETHNealeETHv06
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
Civilian
Spatial Coverage
Spatial characteristics of the resource.
South Africa
South Africa--Bloemfontein
Great Britain
Italy
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
Steve Baldwin
37 Squadron
aircrew
Anson
bombing
military ethos
navigator
RAF Bridgnorth
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16335/BNealeETHNealeETHv070001.2.jpg
f7d2b4ffc20972dad05efb00a9443ade
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16335/BNealeETHNealeETHv070002.2.jpg
30d822128d101a1a12fbf12b986dce85
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16335/BNealeETHNealeETHv070003.2.jpg
4df2a94de2b8817d436faca1ea292848
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
Neale, Ted
E T H Neale
Description
An account of the resource
123 items. The collection concerns Edward Thomas Henry Neale (b. 1922, 1395951 Royal Air Force) who served as a navigator with 37 Squadron in North Africa, the Middle East and Italy. The collection contains his training notebooks from South Africa as well as propaganda leaflets dropped by the allies in the Mediterranean theatre.
The collection also contains a photograph album, navigation logs and target photographs.
The collection has been loaned to the IBCC Digital Archive for digitisation by Alison Neale and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-31
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Neale, ETH
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
I am enclosing a copy of all the photographs that I have taken on 37 Sqdn, I have given a description on the back of each one. I shall give an account of events leading up to the raid on “PARDUBICE” and how the crew was formed.
As a “NAVIGATOR” I hade my flying training in “SOUTH AFRICA” at a training school in “PORT ELIZABETH”., there were about 26 of us on my course, there was also the same number of “BOMB AIMERS’ training with us. When the course finished and we paraded to receive our flying brevet and our sergeants stripes ([symbol]) we were told to report back to our classrooms, where we were told that half of us would be going to the “MIDDLE EAST” while the other half would be going back to “ENGLAND”. Playing cards were given out, and those with the lowest numbers would be going to the “MIDDLE EAST” while the rest would be going “HOME to ENGLAND’. We all boarded a train for “DURBAN”. Some of our group went by “SUNDERLAND” flying boat to the “MIDDLE EAST”, others went overland by truck all the way up “AFRICA”, while others of us went by boat, a very old, worn out ship by the name of “SS POLASKI”, a dirty old coal burner. We all eventually arrived in “CAIRO”, where half left for “JERUSALEM” in ‘PALESTINE”, from there we were sent to “O.T.U”, operational training unit, where we were to form in to crews and to train on the aircraft which we were to use on operations, in this case “WELLINGTONS”. About 60 or so aircrew were assembled and told to form into crews of five members, one gunner, one wireless operator, one bomb-aimer, one pilot, and one navigator. It seemed to be left to the navigator to pick a crew so I picked “LEN CROUCHER” as bomb-aimer since I had trained with him in “SOUTH AFRICA”, he was a “LONDONER” as I was, and he was an excellent piano player, next was a gunner, “BERT CANNON” also a “LONDONER”, then a wireless operator “MAC McNULTY” also a “LONDONER”, then a pilot, ALEC HART who was an “AUSTRALIAN” from QUEENSLAND.
We became competent as a crew and finished the course successfully.
[page break]
From O.T.U. (QUASTINA) we went for two weeks leave to “ALEXANDRIA” then went back to “CAIRO”.
We flew by “DAKOTA” to “POMIGLIANO” airfield near “NAPLES”, then by truck to “PORTICCI” an old dirty warehouse used as a transit centre.
After some-time we left “PORTICCI” by truck and crossed the mountains (APPENINES) to the “ADRIATIC” side of “ITALY”, namely “FOGGIA”, passing through a well bombed or shelled area we drove up a dirt track, to find ourselves in an “OLIVE” grove with a “VINEYARD” off to one side.
This was “TORTORELLA”, it resembled a rubbish tip, old cans, petrol drums, broken battery trolleys, old “NISSEN” hut, trenches dug at random all around, half full of water & diesel oil, and a collection of ridge tents, looking ancient & bleached by the sun, they had obviously been brought up from the desert when the squadron moved up. We were all assembled and the adjutant told us that there were no stores and we would have to fend for ourselves, which was not a promising start to squadron life.
The procedure was to send the new pilots on an operation, with an experienced crew, to gain flak & fighter experience, this was about the second day after arriving. My pilot went off with a very experienced crew who it was said were on their last operation (40th). In the event there was a collision over the target (MILAN) and there were no survivors from the two crews. [inserted] Including my Pilot [/inserted]
The next night I was ordered to join a crew whose “NAVIGATOR” had gone sick, this crew had trained with ours in “PALESTINE” so they were not strangers, this trip was marked by a problem with the photographic flash which had to be jettisoned, this meant that we didn’t get a photograph of the target. Our next operation was with my crew together with a “SOUTH AFRICAN” pilot who had “baled” out over enemy territory and had escaped back to the squadron, this operation was to an oil refinery at “SMEDEREVO”, and the flak was quite light. The next operation was the “Pardubice” oil refinery and I am enclosing my log for that raid, it was a
[page break]
long trip so two of our three bomb bay were taken up with overload fuel tanks, leaving room for just three five hundred pound bombs and two two hundred and fifty pound bombs. The log shows that there was enemy activity on route both toward and away from the target. Before we reached the target it was my duty as “Navigator” to go forward and stand beside the pilot and record on a clipboard the events that were occurring at the target, including the height & course & speed of the aircraft and the time of the bombing and any visible ground feature. About 1/2 an hour from the target, we saw AIR TO AIR gun fire, and then an aircraft going down in flames, this proved to be one of our Wellingtons, which went down and finished up in a lake, there were no survivors and all stayed at the bottom of the lake when the site was excavated some 50 yrs later.
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
Ted Neale's training and early operational experiences
Description
An account of the resource
An account by Ted Neale of his training in South Africa, subsequent further training in Jerusalem, crew selection and transfer to Italy. He relates early experiences on operations - including Shederevo oil refinery - and losing a Wellington to enemy aircraft. during the Pardubice oil refinery operation.
Creator
An entity primarily responsible for making the resource
Ted Neale
Format
The file format, physical medium, or dimensions of the resource
Three handwritten sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Identifier
An unambiguous reference to the resource within a given context
BNealeETHNealeETHv070001,
BNealeETHNealeETHv070002,
BNealeETHNealeETHv070003
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
Spatial Coverage
Spatial characteristics of the resource.
Czech Republic--Pardubice
South Africa
South Africa--Port Elizabeth
Italy
Italy--Pomigliano d'Arco
Italy--Portici
Italy--Foggia
Israel
Czech Republic
Middle East--Jerusalem
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
Frank Batten
37 Squadron
aircrew
bombing
military living conditions
navigator
Nissen hut
Operational Training Unit
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16338/ENealeETH[Recipient][Date]-030001.jpg
e3e9910431344d51cfb54165c4f50d1b
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16338/ENealeETH[Recipient][Date]-030002.jpg
eb38e18c29eb6a694b83ddf0b8ea351d
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16338/ENealeETH[Recipient][Date]-030003.jpg
643ae12e03b7ca368724ad91a53e6bdb
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16338/ENealeETH[Recipient][Date]-030004.jpg
9478351290d070f943611129344c9406
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16338/ENealeETH[Recipient][Date]-030005.jpg
ec8e1e17eb713cce21e4852027193244
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
Neale, Ted
E T H Neale
Description
An account of the resource
123 items. The collection concerns Edward Thomas Henry Neale (b. 1922, 1395951 Royal Air Force) who served as a navigator with 37 Squadron in North Africa, the Middle East and Italy. The collection contains his training notebooks from South Africa as well as propaganda leaflets dropped by the allies in the Mediterranean theatre.
The collection also contains a photograph album, navigation logs and target photographs.
The collection has been loaned to the IBCC Digital Archive for digitisation by Alison Neale and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-31
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Neale, ETH
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Dear Sir or Madam
Maybe you have left it rather late, or it may be you’ve got it just right. On returning to civvy street we felt isolated and diminished. After a tour of operations I returned to my civilian job to continue & finish a tool making apprenticeship, at [deleted] almost [/deleted] twenty four with a wife & child. As I returned [deleted] the [/deleted] those that had stayed in their reserved occupations were leaving [deleted] going [/deleted] [inserted] leaving [/inserted] to do their national service, you were no hero’es, [sic] I had been a warrant officer, (promotion came from still being alive) alongside me was an ex Flight Liuetenant [sic] [deleted] D.F [/deleted] Distinguished Flying cross, he was a labourer sweeping the floor of a machine shop!!!! So much for “brylcreem boys.” I felt isolated
[page break]
[indecipherable] the greatest bunch of [indecipherable] (or boys) ever assembled anywhere but our baptism came before this; I finished a tour and went on to flying V.I.P.s around, it was known as a Comm Flight, this role eventually diminished and I was posted from ALGIERS to CAIRO (it appears to have been an error, the locust insecticide spraying didn’t materialise) so I was posted in error to ATHENS, I was offered another Comm flight job, but having watched an aircraft dive into the sea and suffered the poor aircraft serviceability, since the demob roster had started, and the older service and greater experience fitters were being released I declined. It was then that the penguins took over (non-flying birds) and I was told to cover my badges of rank and be treated as an A.C.2 GD,
[page break]
[indecipherable] being the lowest rank, G.D. being general duties, this being labouring and the like, we were no heroe’s, [sic] and we took this attitude to civvy street. If post traumatic stress syndrome had been thought of, then I’m sure we would have qualified. Evetually [sic] returning to England we were interviewed with a view for signing on for further service, you may imagine the response that got, so all in all I was proud to have been in the company of other aircrew and not at all happy with an organisation that didn’t properly ever feed me, that left us so short of supplies that in 4 ½ years of service I couldn’t ever get a new pair of socks.
You have selected the Lancaster to be the vehicle [deleted] for your [/deleted] to carry your programme and good luck to you but perhaps you may alienate so many of us who served in the Hampdens.
[page break]
[indecipherable] Halifaxes, Stirlings, [indecipherable] Manchesters, Fortresses & Liberators, and Mosquitos who were part of Bomber Command. We have heard of the DAMS EPISODE but what about mining the DANUBE to stop the transport of HITLERS only supply of natural oil, (sometime [inserted] wrongly [/inserted] reported as by Lancasters) by Wellingtons, Liberators & Halifaxes of 205 GROUP consisting of 10 squadrons, ex desert squadrons operating from Italy, and reported in some accounts to be [inserted] among [/inserted] the most effective raids of the war, or the bombing of PLOESTIE [sic] oilfields in Roumania second most defended target after BERLIN. once again by 205 GROUP, maximum effort about 150 aircraft.
If I may be allowed to continue, we had a tour of forty operations not thirty, and the only one I know who got a medal (D.F C.) was one
[page break]
[indecipherable] (I was a navigator) and that [indecipherable] probably because he became a Flight Commander. Whilst those operating from England were given Aircrew Europe medals, it was denied us although I bombed France, Italy, Germany. Austria, CZECHOSlovakia, Hungary, Roumania, Yugoslavia, and ferried Infantrymen to GREECE when the airfield was overlooked & fired on by ELAS Greek rebels.
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 from Ted Neale
Description
An account of the resource
He refers to feeling 'isolated and diminished' when returning to civilian work. He rejoined the Royal Air Force, but the jobs became more menial and supplies and maintenance were poor. He describes the contrast with some of the operations he took part in during the war.
Creator
An entity primarily responsible for making the resource
Ted Neale
Format
The file format, physical medium, or dimensions of the resource
Five 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
ENealeETH[Recipient][Date]-030001,
ENealeETH[Recipient][Date]-030002,
ENealeETH[Recipient][Date]-030003,
ENealeETH[Recipient][Date]-030004,
ENealeETH[Recipient][Date]-030005
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
Civilian
Spatial Coverage
Spatial characteristics of the resource.
Greece--Athens
Romania--Ploiești
Greece
Romania
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
Karl Williams
David Bloomfield
aircrew
B-17
B-24
bombing
demobilisation
Distinguished Flying Cross
Halifax
Hampden
Lancaster
Manchester
mine laying
Mosquito
navigator
Stirling
Wellington
Whitley
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16343/MNealeETH1395951-150731-0020001.2.jpg
acc9e7941b2264023c5a20b934585759
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16343/MNealeETH1395951-150731-0020002.2.jpg
94e4d570ab9a90afd263827631d2b469
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16343/MNealeETH1395951-150731-0020003.2.jpg
8b9a038e31af1f1d4cf66bd6dd91c8b2
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16343/MNealeETH1395951-150731-0020004.2.jpg
384396a00774e0cb0159a6d60b8b685c
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16343/MNealeETH1395951-150731-0020005.2.jpg
c85fb07e6600ca7c16b27d40b966b24a
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
Neale, Ted
E T H Neale
Description
An account of the resource
123 items. The collection concerns Edward Thomas Henry Neale (b. 1922, 1395951 Royal Air Force) who served as a navigator with 37 Squadron in North Africa, the Middle East and Italy. The collection contains his training notebooks from South Africa as well as propaganda leaflets dropped by the allies in the Mediterranean theatre.
The collection also contains a photograph album, navigation logs and target photographs.
The collection has been loaned to the IBCC Digital Archive for digitisation by Alison Neale and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-31
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Neale, ETH
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
MAJOR DFC. M.i.D. TEL No 2240 MARBLE HALL
SERVICE No 203571V. RANK AT TIME Lt
DATE OF JUMP 10-5-44 37 SQN. WELLINGTON
OTHER CREW MEMBERS
Lt. T. HENDERSON (SAAF) NAV ESCAPED
Sgt NORRIS B/A POW
“ SCULLY W/OP POW
F/O J.A. MCQUEEN A/G POW.
MISSION LEGHORN. LOCATION OF INCIDENT
[underlined] ANCONA [/underlined]
LANDED NEAR NERETO. TORTORETTO
[underlined] Sth OF ANCONA [/underlined]
INJURIES SUSTAINED. KNEE & BACK STRAINS
OTHERWISE O.K.
GENERAL ACCOUNT. ESCAPE.
STARBOARD ENGINE ON FIRE, 65 miles to go to cross front line. then south of PESCARA ON ADRIATIC COAST & ROME ON MEDSIDE, also running out of fuel. Decided to bale [sic] out. all landed safely (this I heard months later) except that SCULLY broke a leg. Navigator managed to esape [sic] as front line moved up, rest of crew caught & end up in STALAG LUFT [circled 3]. I landed among peasants, who although frightened of harbouring me, fed me as best they could (MARIA STAFFILANI) THEY were fearful
[page break]
[circled 2]. of the Germans & the consequences of being caught helping me. Stay low for a couple of weeks & met up with an English army corporal who was captured at Tobruk. (I cannot recall his name). We contacted some Italians & bought a rowing boat for cash plus (“YOUR” parachute. Before parting with the chute I cut out 2 panels which I wrapped round my body under my shirt. These together with the rip cord ladle are still in my possession (and treasured).
Having acquired the boat we were going to row 65 miles. After 4 miles we had to make for shore, we were making water.
We landed at GUILIANOVA where we eventually contacted the so called patriots, we stayed in town with the local fisherman & MAYOR ([indecipherable word]) [indecipherable letters] ATTILLIO BATTISTELLI. Whilst then we heard that Rome had fallen on JUNE 4 & D Day had
[page break]
[circled 3] started on June 6.
Whilst there I met an Italian who owned a small fishing vessel. he said that he intended sailing south. GUILIANOVA being riddled with Germans was a place I wanted to get out of, so talked the Italian into taking me with him. When it was time to depart I was saddled with 3 AUSTRIAN Teenage conscripts who [deleted] wanted to desert [/deleted] [inserted] had [/inserted] deserted from the German Army, and handed their equipment to the PATRIOTS.
We wended our way down through the lines, lazing on the beaches, sunbathing etc. we sailed down & eventually landed at ORTONA south of PESCARA. (2 weeks after baling out) After a long tedious affair with
[page break]
[circled 4] the carabinieri we met a British Transport officer & boarded a cattle truck to BARI from there by train to NAPLES (3 B.P.D). IN NAPLES proceeded to the P. O W camp outside the city & handed over the 3 Austrian Kids. I was assured they would be well treated.
After more hassle I returned to 37 sqdn at Foggia & completed a tour of 34 trips.
My wife’s pride & joy (your golden little [indecipherable word]) is still in her possession
[page break]
[underlined] 5 [/underlined]
F.A. NORRIS
TIGNE COTTAGE
LYBSTER
CAITHNESS SCOTLAND
H.V. SCULLY.
2. CHELWOOD AVE
BROADGREEN
LIVERPOOL 16
LANCASHIRE.
[deleted] T [/deleted] J.A. McQUEEN
5378 STALAG LUTL 3
BELARIA GERMANY
T. HENDERSON
MOOIRNER
NATAL 3300
R of. S.A.
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
Italian war memories
Description
An account of the resource
Ted Neale describes the aircrew and circumstances leading to their baling out near Nereto, Tortoreto, Italy. Some of the crew were captured, but Ted was sheltered by local people. He met up with an English army corporal and travelled by boat to Giulianova. From here, now with three Austrian teenage deserters, they went by boat to Ortona, eventually ended up at Naples where he returned to his squadron at Foggia.
Creator
An entity primarily responsible for making the resource
Ted Neale
Format
The file format, physical medium, or dimensions of the resource
Five handwritten sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Identifier
An unambiguous reference to the resource within a given context
MNealeETH1395951-150731-0020001,
MNealeETH1395951-150731-0020002,
MNealeETH1395951-150731-0020003,
MNealeETH1395951-150731-0020004,
MNealeETH1395951-150731-0020005
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
South African Air Force
Spatial Coverage
Spatial characteristics of the resource.
Italy
Italy--Giulianova
Italy--Ortona
Italy--Naples
Italy--Foggia
Italy--Tortoreto
Temporal Coverage
Temporal characteristics of the resource.
1944-05-10
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.
Contributor
An entity responsible for making contributions to the resource
Tricia Marshall
David Bloomfield
37 Squadron
aircrew
bale out
evading
fear
heirloom
prisoner of war
Stalag Luft 3
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16357/MNealeETH1395951-150731-0170001.2.jpg
b1ba6553609de4ddb2cc961c658d0789
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16357/MNealeETH1395951-150731-0170002.2.jpg
4e1603650830bc3f89d805547e6bdd50
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16357/MNealeETH1395951-150731-0170003.2.jpg
7bbcbdf846f0ae4add29ac1047a812d3
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16357/MNealeETH1395951-150731-0170004.2.jpg
393e7af105c8a4364e77a6ea6f811afe
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16357/MNealeETH1395951-150731-0170005.2.jpg
1a0c9f54b7cf539f358d3b0d9f824318
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
Neale, Ted
E T H Neale
Description
An account of the resource
123 items. The collection concerns Edward Thomas Henry Neale (b. 1922, 1395951 Royal Air Force) who served as a navigator with 37 Squadron in North Africa, the Middle East and Italy. The collection contains his training notebooks from South Africa as well as propaganda leaflets dropped by the allies in the Mediterranean theatre.
The collection also contains a photograph album, navigation logs and target photographs.
The collection has been loaned to the IBCC Digital Archive for digitisation by Alison Neale and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-31
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Neale, ETH
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
291
Reading the episode in a Wellington revived a memory which involved transiting a wimpey. I think about eight crews arrived on the squadron together, (it had been heavily depleted with losses) all having been at OUT together, most of the NAVS having all left England on the same boat for S.A. then through Air Schools together before going up to Jerusalem for O.T.U. Arriving at the Squadron all the newly arrived pilots went on their second dicky trip, One of the pilots came back badly injured by a cannon shell & was hospitalised before repatriation home to Canada. My pilot [inserted] an Aussie [/inserted] unfortunately didn’t come back, he was with a S.AAF crew on their 39th & penultimate trip they lie in a cemetery in Milan, the next night the new crews were put down for “ops’ when the navigator of one of them went sick & I was ordered to replace him. Fortunately having trained together I knew them quite well and off we jolly well went. We were about
[page break]
169
[underlined] 2 [/underlined]. an hour into our flight [inserted] when [/inserted] someone came on the intercom, yelling their heads off, it turned out that the w/op who was on shufty [sic] in the Astrodome had spotted the vanes of the spinner in the photo flash was circling round. It was normally covered by a tin lid which was attached to the tri-cell chute by a cable lanyard, the tri-cell chute was an armoured chute to the outside of the aircraft containing one foto-flash & two shufty flares, when any of these are released the lanyard pulls off the lid exposing the spinners which when meeting the air draught, spin out & start the events that ignite the flash. The W/op seeing the spinner rotate, fearing the worst was calling the bomb-aimer to come/back and deal with it.
Sqeezing [sic] over my NAV table to allow someone to pass by I wasn’t aware what was happening, it transpired that the b/aimer had jettisoned the flash & made his way back to see
[page break]
[underlined] 3 [/underlined]. what was happening, and somehow in all this Kerfufle [sic] the W/op had made his way forward to B/aimers position. Things eventually settled down & we went on and bombed the target, needless to say we didn’t get a picture. I had heard it said that a 15,000 candlepower flash was cabable [sic] of downing a plane. We never had a problem with oxygen, I don’t think we ever got much above 9,000ft.
[page break]
Reading the Wimpey episode, revived a memory which involved transiting [inserted] in [/inserted] a Wimpey. About eight crews arrived on squadron from O.T.U [inserted] near Jerusalem [/inserted] together (it had been heavily depleted with losses) at O.T.U. just near Jerusalem. Within days all the pilots went on their second dickey trips, one, a Canadian came back badly injured by a Cannon shell which finished his war. My pilot, an Australian failed to return, he had gone with a crew on its penultimate 39th trip.
The next night “ops” were on for all crews, when one of the new crew NAV’s went sick, being spare, I was pencilled in, joining a crew that I had trained alongside at O.T.U. and knew well.
After about an hour into the trip, someone came on the intercom yelling about the photo-flash, it was the W/OP who standing shufty in the Astro-Dome had spotted the spinner in the top of the photo-flash circling around, this spinner is normally covered by a tin-lid, the lid is attached to the tri-cell chute by a
[page break]
[underlined] 2 [/underlined] cable lanyard, so that when the flash is released from its cell the lid is pulled off, the flash leaves the plane and the wind spins the spinner, screwing it out and starting the firing sequence for the flash.
The W/OP seeing the spinner rotating, called for the bomb-aimer to come back to deal with it.
Squeezing over my NAV table I felt someone pushing past, it finished up somehow with the bomb aimer finishing up at the back and the wireless operator in the bomb-aimers position looking for him (or could it have been to distance himself as far away as possible from the exploding flash. However, things settled down and we went on to bomb the target, we didnt [sic] get a picture though, the B/aimer had jettisoned it. I had heard that a 15,000 candlepower flash could destroy a plane. We had no problems with oxygen however, I don’t think we ever got much above 9,000ft.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Wellington memories
Description
An account of the resource
Memories of an early operational sortie for Ted Neale. An hour into the flight the cover of the photoflash spinner had come off. This could have caused the flash to ignite in the aircraft and brought it down.
Creator
An entity primarily responsible for making the resource
Ted Neale
Format
The file format, physical medium, or dimensions of the resource
Five handwritten sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Identifier
An unambiguous reference to the resource within a given context
MNealeETH1395951-150731-0170001,
MNealeETH1395951-150731-0170002,
MNealeETH1395951-150731-0170003,
MNealeETH1395951-150731-0170004,
MNealeETH1395951-150731-0170005
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Australian Air Force
Royal Canadian Air Force
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
Steve Baldwin
aircrew
bomb aimer
bombing
final resting place
navigator
Operational Training Unit
training
Wellington
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16358/MNealeETH1395951-150731-0180001.1.jpg
eb02133d2c5ae0487d919bc4862c9e20
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16358/MNealeETH1395951-150731-0180002.1.jpg
54522ed7fc39f38cb02a6b94ad172c9b
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16358/MNealeETH1395951-150731-0180003.1.jpg
5f9346c3b34541a7f2b23630bfd38c67
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16358/MNealeETH1395951-150731-0180004.1.jpg
83b219643c3fdcb065c47f4ddf408546
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16358/MNealeETH1395951-150731-0180005.1.jpg
18b2d57daad5fd57ed46621f1834e0dd
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16358/MNealeETH1395951-150731-0180006.1.jpg
fd5330b4dab0eafcf36d7301a0af3b7f
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16358/MNealeETH1395951-150731-0180007.1.jpg
ca3e27256461c59b20a4499f94498853
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
Neale, Ted
E T H Neale
Description
An account of the resource
123 items. The collection concerns Edward Thomas Henry Neale (b. 1922, 1395951 Royal Air Force) who served as a navigator with 37 Squadron in North Africa, the Middle East and Italy. The collection contains his training notebooks from South Africa as well as propaganda leaflets dropped by the allies in the Mediterranean theatre.
The collection also contains a photograph album, navigation logs and target photographs.
The collection has been loaned to the IBCC Digital Archive for digitisation by Alison Neale and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-31
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Neale, ETH
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] The Algerian affair and on [/underlined]
I came to the end of my operational tour on Mark Ten Wimpeys in late December 1944, the end was a trip down South to GROTAGLI [sic] to pick up infantry, to take on to KALAMAKI airfield, just outside ATHENS. We arrived at [deleted] C [/deleted] GROTAGLI to be met by this bunch of very subdued soldiers, they became more aprehensive [sic] when they saw the aircraft, and much more [inserted] so [/inserted] when we climbed down the ladder and revealed ourself [sic], we had been living in old clapped out tents, knee deep in mud and muck, it rained daily for months and we wore wellington boots always. On command from those in charge, they formed up and filed up the ladder in the front of the aircraft, until we had our quota of 12. they landed [inserted] up [/inserted] in the bombing area, where the bomb aimer lay and sighted thru his bomb site, watching until the target
[page break]
[underlined] 2 [/underlined] run down his screen and met his cross wire, when he would press his release tit and the bombs would leave us, on their way to the target, they then stepped up to land beside the pilot, with all his controls, on his right, then on past the wireless operator, then past my navigation table with the maps spread out, and all my navigation devices all around, then on to the main spar, which joined the wings together in the middle of the plane, climbing over this to the long bed and the toilet, those that could bagged the bed, one sat on the toilet, the rest settled where they could, making sure not to step just on the fabric covering the aircraft as their foot would go thru. They sat quitly [sic] as we taxied out and took off, they watched, but not a peep during the several hou[inserted]r[/inserted]s[deleted]e[deleted] it took to Greece.
[page break]
[underlined] 3 [/underlined]. We had been told that the E.L.A.S rebels were firing on aircraft as they landed. In the event we landed safely, the soldiers disembark while the crew went off to find some food. The airfield was in a [inserted] state of [/inserted] siege, surrounded by the E.L.A.S. the job of our soldiers was to lift the siege, there must have been about 500. We were supposed to take off to return to Italy but one of the aircraft suffered a puncture, and it couldn’t be mended until the next day, unfortunately our pilot was the senior officer and was in charge of the operation, and therefore had to see all the planes off, so we were forced to stay the night. We were fed and watered and given a bed, and each was given a rifle with ammunition in case there had been a break thru, we went to bed. with firing going on outside. About 2 o’clock there
[page break]
[circled] 4 [/circled] was a commotion and we woke to find a couple of soldiers, bringing [inserted] in [/inserted] a terrorist that they had captured, he was covered by a couple of machine guns, and held in the corner of the room, we went back to bed and slept, feeling quite safe. Next day we eventually got away, down through the Corinth canal into the Adriatic, then heading North. The weather at this time was atrocious, with no visibility at all, we dropped down to try and get under it but with hills up to 4,500ft on a path to the airfield, we didn’t brake cloud almost to the deck, so we went up to get above the weather, this proved impossible, all this time our wireless operator was trying to contact base, but the signal was not good enough to read. When the time came to turn to the West
[page break]
5 to the airfield at Tortorella we were faced with the big hills, so we sent a message to base to say that we were making our way further north to Leghorn; hoping that this was clear, so we pressed on, the Pilot was [deleted] about [/deleted] a bit perturbed about our fuel situation, but I monitored the fuel panel which had several fuel gauges which responded when I ressed [sic] the relating button, the gauges showed that we had about a quarter of our load left and not to worry. The pilot then saw a field on our port side, the weather had cleared and he could see many aircrew slewn [sic] around, these proved to be American Fortres [sic] an [sic] Liberator bombers which had been bombing up north and had been badly damaged and could
[page break]
6
not make it home, and had hobled [sic] in once they had cleared the bomb line. I told the pilot that we were just a few minutes away, just the other side a hill in front of us, but to reassure him, I would turn on the nacelle tanks, these were petrol tanks on the top of the engines for emergency, I had the control beside me so I turned them on, and [deleted] th [/deleted] within a few minutes we cleared the hills and came to the airfield and landed. By this time it was late so by the time we refuelled [deleted] ate [/deleted] it would be too late to take off so we had to stay, the night, my only
[page break]
7. memory of this, was that we freezing [sic] cold and soking [sic] wet, we spent hours round a stove trying to get dry and warm. We took off the next morning and flew back to base, we were met by a crowd when we landed, including some of the Americans from the B17 side of the field, because none of our signals from the air or from the field at Leghorn were received, and until we landed we were posted as missing. The only consolation in this was that my operting [sic] time was completed, no more bombing runs, or low level mine drops or supply drops into Yugoslavia. The Wellinton [sic] had that day been withdrawn from service and replaced by Liberators.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
The Algerian Affair and On
Description
An account of the resource
Ted Neale's account of his last operation on a Wellington Mk 10. They had to fly to Grotaglie to take soldiers to Athens. He describes how they fitted the 12 men into the aircraft. On reaching Kalamaki, the airfield was being besieged by ELAS troops. On the return flight, the weather was atrocious, they ran low on fuel and were posted as missing before they reached base.
Creator
An entity primarily responsible for making the resource
Ted Neale
Format
The file format, physical medium, or dimensions of the resource
Seven handwritten sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Identifier
An unambiguous reference to the resource within a given context
MNealeETH1395951-150731-0180001,
MNealeETH1395951-150731-0180002,
MNealeETH1395951-150731-0180003,
MNealeETH1395951-150731-0180004,
MNealeETH1395951-150731-0180005,
MNealeETH1395951-150731-0180006,
MNealeETH1395951-150731-0180007
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
United States Army Air Force
Spatial Coverage
Spatial characteristics of the resource.
Greece
Greece--Kalamata
Italy
Italy--Livorno
Italy--Grottaglie
Temporal Coverage
Temporal characteristics of the resource.
1944-12
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Steve Baldwin
aircrew
B-17
B-24
bomb aimer
military service conditions
navigator
pilot
Wellington
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16359/MNealeETH1395951-150731-0190001.2.jpg
eae263d7595b20d046702e707bd50556
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16359/MNealeETH1395951-150731-0190002.2.jpg
d9157cfc4abd9e8768da9b76ada16e5d
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16359/MNealeETH1395951-150731-0190003.2.jpg
05bc991d69a1bba13b0bad3eebafcdb5
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
Neale, Ted
E T H Neale
Description
An account of the resource
123 items. The collection concerns Edward Thomas Henry Neale (b. 1922, 1395951 Royal Air Force) who served as a navigator with 37 Squadron in North Africa, the Middle East and Italy. The collection contains his training notebooks from South Africa as well as propaganda leaflets dropped by the allies in the Mediterranean theatre.
The collection also contains a photograph album, navigation logs and target photographs.
The collection has been loaned to the IBCC Digital Archive for digitisation by Alison Neale and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-31
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Neale, ETH
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[circled] 2 [/circled].
A GASTRONOMIC JOURNEY. (EXPERIENCE.).
The London Zoo restaurant was noted for the fact that I can’t recollect anything about it. We were Aircrew cadets, gathered in the area around Lords cricket ground. Here we were, gathered from all over the U.K. into what was known as No 1 Aircrew reception centre, billeted as I was, in large unfinished flats all over the area, assembled at certain times & marched to the Zoo restaurant for our meals.
I must modify my first statement, one part of the meal that I remember with enjoyment was the big churn of fresh milk, from which we filled the large oversized china mugs. I [deleted] had [/deleted] & still have a love Of [sic] fresh milk, probably dating from the time when the school judged that I was undernourished and was given extra milk, we had small bottles with cardboard tops, with a small part in the centre which you pushed in, then put in a straw. I really loved that and still liked it. After being kitted out &measured for our uniforms we then moved on to Scarborough for Initial training Wing No 12. billeted in the Grand Hotel, if only the food could have lived up to that name. This started off a long & pleasant association with Fish & chips, since it became our staple diet since the R.A.F. food was always pretty awful. Beside the hotel was a small cafe which specialised in flapjacks, this was to serve the taste of the many Canadians that were training alongside us, they apparently supplied the real maple syrup to go with the flapjacks which we all enjoyed since it seemed to be quite plentiful. Almost all our traing [sic] consisted of marching along the seafront road, backward & forwards under the eagle eye of a drill corporal, trying to get us to march in step, with always one cadet who instead of marching left leg right arm would always finish up left leg left arm and was selected to march on his own along the promenade
[page break]
under the joyful gaze of all the Bank Holiday holiday makers who were there in their thousands, even in wartime. The beach was all wired off but we were given access to the sea, part of our toughening up, since the water was freezing, we were told that the beach was mined so we kept well to the marked out paths. Off to one end of the hotel was an indoor swimming pool on which floated rubber rescue dinghys, one man ones & large round 12 bodies capacity. One of our games was to go to the upper balcony, climb up & grab the iron truss bar which ran right across from side to side, we would go out hand in hand to the middle of the pool & then slide down one another to see how many we could achieve, we found it impossible to get one person fully down before the grip on the bar was broken & down we went in a heap. We also attempted to get about 20 or so people in to the 12 man dinghy, which was a shambles, with the dinghy finishing up upside down, we were so full of high spirits & really enjoyed ourselves, fortunately no body drowned. We were marched up to the castle on the hill, to the north of the bay where we enjoyed sessions of clay pigeon shooting, then one day we were marched to the local golf course where we were given our flying clothing, inner flying suit, one piece with a long zip, outer suit fur collar, zips & press-studs, once again one piece, leather gauntlet gloves, inner silk gloves pair of goggles, sun glasses in a metal case, 2 pair of air force blue socks, silk & wool mixture for warmth, a leather flying helmet with earphones & an oxygen mask all complete with wiring to plug in to the aircraft. I remember being taught how to inject morhine [sic] into any crew member who might be injured during flight, the name TUBUNIC AMPOULE still sticks in my mind, although thankfully I never had to use one. Up to Peasholme park
[page break]
for the week-end band concerts, and apart from polishing the lino with a “bumper” a sort of heavy mop, black leading the grate & whitening the fire surround, the three of us who shared a room found life pleasant enough, and the sun shone.
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
A Gastronomic Journey (Experience)
Description
An account of the resource
Ted Neale's recalls his absence of memory of the food at No 1 Aircrew Reception at Lords Cricket Ground, apart from the fresh milk. He was posted to Scarborough where the food was so bad that they ate fish and chips and flapjacks at a nearby cafe. There was a lot of marching and swimming, some in the freezing sea and some in an indoor pool. They received their flying uniforms at the golf course. He says they found 'life pleasant enough'.
Creator
An entity primarily responsible for making the resource
Ted Neale
Format
The file format, physical medium, or dimensions of the resource
Three handwritten sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Identifier
An unambiguous reference to the resource within a given context
MNealeETH1395951-150731-0190001,
MNealeETH1395951-150731-0190002,
MNealeETH1395951-150731-0190003
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
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--London
England--Scarborough
England--Yorkshire
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
Steve Baldwin
aircrew
military living conditions
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16360/MNealeETH1395951-150731-0200001.2.jpg
ebb6d692ff2b3361004c5e25f4a75023
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16360/MNealeETH1395951-150731-0200002.2.jpg
bb3f08c909a56e200a349b0fa6f9c76e
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16360/MNealeETH1395951-150731-0200003.2.jpg
4577b4fc20a547dd498147b4bedf6736
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
Neale, Ted
E T H Neale
Description
An account of the resource
123 items. The collection concerns Edward Thomas Henry Neale (b. 1922, 1395951 Royal Air Force) who served as a navigator with 37 Squadron in North Africa, the Middle East and Italy. The collection contains his training notebooks from South Africa as well as propaganda leaflets dropped by the allies in the Mediterranean theatre.
The collection also contains a photograph album, navigation logs and target photographs.
The collection has been loaned to the IBCC Digital Archive for digitisation by Alison Neale and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-31
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Neale, ETH
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
1
Two events marked or marred September 1939 [sic] In order of importance was the start of the Second Great War, which was heralded by a false alarm air raid siren, the next event was my school days at the Woolwich Polytechnic were ended and [inserted] I [/inserted] was looking for a job. I found that a motor garage in Bexleyheath Broadway would take me on as a machine operator & setter, making components for war weapons. The owner was a Belgian Gent who during a lunchtime break declared that if the German army were marching down the Broadway he would be there with his hand extended in the NAZI salute, after the war, this Gent became Mayor of Bexleyheath, at this time he bought up all the machinery from the old defunct Tram yard which was near to where Marks & Sparks [Marks & Spencer] is today, he advertised it for sale the next day in the Evening News and it went straight away, making him an excellent profit, this machinery was needed for the war effort.
There being no real future in this job I applied for a job as an apprentice to the trade of Instrument maker at SIEMENS and was accepted. Starting on this job I was paired off with a skilled tradesman to learn the trade, while helping out on the guillotine, I was told not to touch the treale [sic], in the course of events I stood on the treade [sic], the machine went through its cycle and I had cut my trainers two-foot rule into two pieces, not a very auspicious start. I wasn’t too happy in this job, so I applied for an apprenticeship as a tool-maker [sic] at the Woolwich Arsenal, the great big munitions factory beside the Thames in Woolwich. Having been accepted I was told to report to the NEW FUZE [sic] factory, a little way inside the fourth GATE by the Plumstead Bridge, where I could work
[page break]
2
Making FUZES [sic] of all shapes & sizes, until they could make provision for me at one of the various toolrooms in the site, these jobs were very repetitive and boring but I was assured that it would only be for several weeks, the man was a prophet as I will show
7th SEPTEMBER (SATURDAY) 1940 4.58 P.M
Why so precise, [sic] because it is etched in stark reallity [sic] in my head. Saturday was change over [sic] shift day, we had had a week of days and would come to work on Sunday evening, to start the night shift. We would line up outside of the factory at the clocking off clock, we were allowed to be there two minutes before time, usually when this two minutes arrived someone would produce a key, open the front of the clock and advance it by two minutes and get away two minutes early. The air raid siren had sounded but we ignored it, since we had had so many false alarms, however, two minutes before five o’clock we heard a loud bang, then another bang about a second or two later, someone more knowledgeable, shouted out “BOMBS” as more bangs followed, a mad rush was made to the nearest air raid shelter which was quite close by, however the crush was so great, that nobody got in, as the bangs continued, coming nearer, the nearest one landed across the road, about twenty yards away on the little car park, the next one, the very last, we heard later, landed on an air raid shelter, one of the occupants was my cousins husband, all in the shelter were killed. Injured people started coming from buildings across the road, many bleeding badly, where the bomb blast had sucked the windows from
[page break]
3
the upper floors, a great rush took place to get away from the Arsenal, and I got my bike and pedalled off along the Plumpstead [sic] Road towards home, as I went I saw our fighter attacking the bombers, wheeling round the sky about, machine guns rattling away, planes smoking, parachutes coming down
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
Ted Neale's early war memoirs
Description
An account of the resource
Ted Neale describes the start of the war and the end of his schooling. After a couple of jobs, which he left quickly, he moved to the Woolwich Arsenal as an apprentice tool maker. On Saturday 7th September 1940 an air raid destroyed the factory, killing all those who had reached the shelter.
Creator
An entity primarily responsible for making the resource
Ted Neale
Format
The file format, physical medium, or dimensions of the resource
Three handwritten sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Identifier
An unambiguous reference to the resource within a given context
MNealeETH1395951-150731-0200001,
MNealeETH1395951-150731-0200002,
MNealeETH1395951-150731-0200003
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
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1939-09
1940-09-07
Contributor
An entity responsible for making contributions to the resource
Lesley Wain
Air Raid Precautions
bombing
civil defence
shelter
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16361/MNealeETH1395951-150731-0210001.2.jpg
95756792efbe249ccfacd7be0b2a4666
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16361/MNealeETH1395951-150731-0210002.2.jpg
ecf7e1d04806111cd7c79715ba9468c8
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16361/MNealeETH1395951-150731-0210003.2.jpg
94a422a35a09056e58e572d9daee1ad0
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16361/MNealeETH1395951-150731-0210004.2.jpg
47e9ba82d05ab3bedbd92befd20b905a
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16361/MNealeETH1395951-150731-0210005.2.jpg
16bd631730ece037149bbbe2ed8a9169
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
Neale, Ted
E T H Neale
Description
An account of the resource
123 items. The collection concerns Edward Thomas Henry Neale (b. 1922, 1395951 Royal Air Force) who served as a navigator with 37 Squadron in North Africa, the Middle East and Italy. The collection contains his training notebooks from South Africa as well as propaganda leaflets dropped by the allies in the Mediterranean theatre.
The collection also contains a photograph album, navigation logs and target photographs.
The collection has been loaned to the IBCC Digital Archive for digitisation by Alison Neale and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-31
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Neale, ETH
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
We had arrived at PORTICI to the South of Naples, [inserted] staying [/inserted] in a dirty old multi Storied warehouse, with a view of Vesuvias [sic] one side, a view across Naples [deleted] Boy [/deleted] BAY the other, next to a military prison (“glasshouse”), with a constant queue of young local children, lining up to share out our swill bin. We had arrived as crews from O.T.U’s in PALESTINE via CAIRO, courtesy of USAAF DAKOTAS, awaiting postings to 205GP, six Wimpey squadrons on the ADRIATIC side of ITALY, on the FOGGIA plains, on the far side of the APPENINES. Rome had just been liberated so my Australian pilot, a Canadian pilot that he had trained with in Canada, and myself, decided to go and have a looksee. Out to the AUTOSTRADA, [indecipherable word] at the ready and in no time we were on the back of a 6 x 4 G.M.C. heading NORTH. We had a BLACK AMERICAN for company, he introduced himself as JESSE OVENS [sic] the Athlete who had enraged HITLER by winning 5 or 6 GOLD medals at the BERLIN OLYMPIC. We also had for company about six 250lb bombs, unsecured
[page break]
[circled] 2 [/circled]. & rolling around the floor. Along & through Cassino where not one brick stood upon another, and other not so pretty sights, we made ROME. Stayed one night is a bug ridden HOTEL, half the night chasing bugs with lighted candles, dropping hot wax on them to immobilise them. Sightseeing & joining various AMERICAN chow lines to assuage our hunger, being thrown off when they realised we werent [sic] one of theirs, we stayed three days then made our way back to NAPLES.
We crossed the montains [sic] in our trucks in a continuous line of vehicles, mostly with HELL DRIVERS headboards, all Americans cigars clamped in their teeth & one foot hanging out of the door. to “FOGGIA” where sixteen or so crews were distributed around 3 airfields with 2 squadrons on each.
My Squadron 37 shared with 70 sqdn and the other side of the airfield was
[page break]
[circled] 3 [/circled] taken up by the 99th Bomb Group B17 Fortresses of the 15th Air force.
After a couple of days sorting out our tents etc the pilots were sent off on their experience trip, my pilot went down over MILAN with a South African crew on their 40, tour [indecipherable word] trip, no survivors. One other of the pilots got hit in the hip by a cannon shell & went [deleted] T [/deleted] back to Canada. Our crew became headless and I was stood in to a crew whose NAVIGATOR went sick it was piloted by the CANADIAN that I had been up to ROME with, his first operation and mine, we had pandemonium when the photo flash started to misbehave, but we survived. Then a South Africa Lieutent [sic] pilot who had baled out over Nth Italy rowed back along the coast, bringing back to AUSTRIAN (GERMAN) Soldiers who didn’t want to
[page break]
[circled] 4 [/circled] fight any more. Since the “A” flight commander had a full length plaster on his leg and could barely move, they made this South African up to Captain & he became “A” flight commander (there being no one else) he then took over my crew and we were complete.
Being Flight Commander he was only allowed to fly spasmodically so I was still called on to do odd boding. Another duty was to collect people from the glasshouse in PORTICI who had gone AWOL and absconded to NAPLES, I would be taken to the taxi track in the Captain’s V8 Woody Ford to await the Foggia Ferry Mail plane, a old decommisioned [sic] B17.
[page break]
[underlined] 5 [/underlined]. which toured around carrying mail & odd bods like myself, the old Fortreess [sic] rolled out, stopped with a loud brake squeal, a door would open & I would pile in & get where I could, then over to Pomigliano at NAPLES, thumb down to the Glasshouse & sign out the prisoner, and if there were no more flights we would sleep on the floor of the MALCOLM club for the night with the prisoner & carry on the next day. They issued me with a revolver but no bullets, more for my own protection than anything else, but I had no problems, they were glad to be getting over it, living in the slum of NAPLES.
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
Ted Neale's memories of serving in Italy
Description
An account of the resource
Ted arrived in Portici, south of Naples from training in Palestine. He recalls a trip to Rome driven by Jesse Owens, the Olympic athlete. Afterwards he was transferred to Foggia to join 37 Squadron. There was a shortage of crews and he did not fly regularly. Ted comments on what happened to various aircrew.
Creator
An entity primarily responsible for making the resource
Ted Neale
Format
The file format, physical medium, or dimensions of the resource
Five handwritten sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Identifier
An unambiguous reference to the resource within a given context
MNealeETH1395951-150731-0210001,
MNealeETH1395951-150731-0210002,
MNealeETH1395951-150731-0210003,
MNealeETH1395951-150731-0210004,
MNealeETH1395951-150731-0210005
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
United States Army Air Force
Royal Canadian Air Force
Royal Australian Air Force
South African Air Force
Spatial Coverage
Spatial characteristics of the resource.
Italy
Italy--Foggia
Italy--Rome
Italy--Cassino
Italy--Portici
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
Steve Baldwin
37 Squadron
70 Squadron
Absent Without Leave
aircrew
B-17
military living conditions
military service conditions
navigator
Operational Training Unit
prisoner of war
sport
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16362/MNealeETH1395951-150731-022.2.pdf
f749137e1fb6fb042d6185ea62fd30c0
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
Neale, Ted
E T H Neale
Description
An account of the resource
123 items. The collection concerns Edward Thomas Henry Neale (b. 1922, 1395951 Royal Air Force) who served as a navigator with 37 Squadron in North Africa, the Middle East and Italy. The collection contains his training notebooks from South Africa as well as propaganda leaflets dropped by the allies in the Mediterranean theatre.
The collection also contains a photograph album, navigation logs and target photographs.
The collection has been loaned to the IBCC Digital Archive for digitisation by Alison Neale and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-31
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Neale, ETH
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
Ted Neale's Astro Observation Note Book
Description
An account of the resource
A book used by Ted for calculating astronomical observations, whilst at 42 Air School, Port Elizabeth.
Creator
An entity primarily responsible for making the resource
Ted Neale
Date
A point or period of time associated with an event in the lifecycle of the resource
1943-08-23
Format
The file format, physical medium, or dimensions of the resource
One printed exercise book with handwritten calculations
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Service material
Identifier
An unambiguous reference to the resource within a given context
MNealeETH1395951-150731-022
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
Spatial Coverage
Spatial characteristics of the resource.
South Africa
South Africa--Port Elizabeth
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
aircrew
navigator
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16365/MNealeETH1395951-150731-024.2.pdf
c53afc898a3c4c7aa337c239157fccaf
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
Neale, Ted
E T H Neale
Description
An account of the resource
123 items. The collection concerns Edward Thomas Henry Neale (b. 1922, 1395951 Royal Air Force) who served as a navigator with 37 Squadron in North Africa, the Middle East and Italy. The collection contains his training notebooks from South Africa as well as propaganda leaflets dropped by the allies in the Mediterranean theatre.
The collection also contains a photograph album, navigation logs and target photographs.
The collection has been loaned to the IBCC Digital Archive for digitisation by Alison Neale and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-31
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Neale, ETH
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
G.P. – S.38088 – 1942-3 – 75,000. S.
S.A.A.F. Form 619
S.A.L.M. Vorm 619
[inserted] Neale. E.T.H. [/inserted]
S.A. AIR FORCE.
S.A. LUGMAG.
[inserted] [underlined] 1395951 [/underlined] [/inserted]
[inserted] No 19 A.N. [/inserted]
EXERCISE BOOK
OEFENBOEK
[inserted] 30-8-43 [/inserted]
FOR USE IN
VIR GEBRUIK BY
[inserted] Photography. [/inserted]
AIR FORCE TRAINING SCHOOLS.
LUGMAGSKOLE.
[inserted] 42 Air School. P.E. [/inserted]
[page break]
[blank page]
[page break]
Types of AIR PHOTOGRAPHS
[page break]
[blank page]
[page break]
Types of AIR PHOTOGRAPHS
VERTICAL
PIN POINT a single exposure of a point vertically below the A/C
STEREOPAIRS now replace pin points for all operational work, object is, to enable a P.P. to be viewed stereoscopically. Objective should be in the centre of the 60° overlap.
[underlined] c [/underlined] Feature line overlape [sic].
A series of overlapping photographs following a ground feature such as a railway, road, canal etc.
[underlined] D [/underlined] Cross country lying overlaps:
A series of overlapping photographs following a straight track between 2 definite points.
[underlined] e [/underlined][underlined] Mosaics [/underlined]
A series of parallel cross country line overlaps, overlapping each other laterally. May be made by a single A/C flying a number of parallel courses over the area, or by 2 or more A/C flying in line abreast over the area to be photographed.
[page break]
[underlined] Obliques [/underlined] [sic].
[underlined] a [/underlined] [underlined] HAND HELD. [/underlined]
A single exposure taken with a camera held at an oblique angle.
[underlined] B [/underlined] [underlined] fixed obliques [/underlined]
Single exposures taken with the camera with a fixed mountain at an oblique angle
[underlined] c [/underlined] [underlined] Overlapping Obliques [/underlined].
A series of oblique photographs overlapping laterally or fore & aft.
[underlined] Varying lengths of lenses & their uses. [/underlined]
Photographs are always ordered to a required scale, it will be seen that by quoting the scale required leaves the camera operator free to nominate at what height & with which lens they will fly to attain that scale. Thus if photographs are required at a scale of 1/12,000 then they can be taken at
[page break]
3,250ft 3 1/4” lens
5,000ft 5” lens
8,000ft 8” lens
14,000ft 14” lens
20,000ft 20” lens
Having this choice of lenses of varying focal lengths permits the required scale to be obtained, from a considerable height to avoid Ack-Ack interference, or to minimise the effect of exaggerated ground contours & also when forced to fly low by advese [sic] weather conditions. To simplify the demanding of photographs 3 main categories of scales are laid down as follows,
Large Scale 1-1000 to 1-10,000
Medium Scale 1-10,000 to 1-14,000
Small Scale 1-14,000 to 20,000.
These are always used when demanding photographs
[page break]
[underlined] F24 Camera. [/underlined]
A film camera using a maximum loading of 125 exposures & producing a 5” x 5” negative; it is an all purpose camera being used for vertical photography & for fixed & hand held obliques. There are 3 methods of use, one hand, 2. Semi-Automatic 3, Fully Automatic
[underlined] 1 [/underlined]. [underlined] Hand [/underlined]
By depressing release block & turning the handle
[underlined] 2 [/underlined]. [underlined] Semi Automatic. [/underlined]
Operated by push button for each exposure
[underlined] 3 [/underlined]. [underlined] Automatic [/underlined]
Using the type 35 control.
There a 5 main units to the camera.
[underlined] 1 [/underlined]. Camera body
[underlined] 2 [/underlined]. Gearbox.
[page break]
[underlined] 3 [/underlined]. shutter.
[underlined] 4 [/underlined]. Lens Cone.
[underlined] 5 [/underlined]. Magazine
[underlined] Camera Body [/underlined]
There is a metal casting and the other units are attached to it, it has a plate glass register (optical flat) used with a magazine pressure pad to keep the film flat in the focal plane; The glass has four collimating points & is provided with protective cover.
[underlined] Gearbox [/underlined]
This houses the mechanism for releasing & rewinding shutter
[underlined] Shutter [/underlined].
This is a focal plane, fixed slit, variable slit shutter has two blinds, main blind exposing, capping blind to cover slit in main blind when shutter is rewound
[page break]
[underlined] Anti Acceleration gear [/underlined] & micrometer [sic] adjustment for speed of the main blind, 3 types of shutters available, Type A has a slit of 1 inch & a speed of 1/40 to 1/120 of a sec. Type B has a slit of 3/8 of an inch & a speed of 1/100 to 1/300 of a second. Type C has a slit of 3/16 of an inch & a speed of 1/300 – 1/500 of a sec
[underlined] Magazine [/underlined].
The magazine in addition to having the spools of exposed & unexposed film contains the mechanism by which
[underlined] 1 [/underlined] The film is flattened against the glass register plate in the camera during exposure & freed during film winding
[underlined] 2 [/underlined]. A definite length of film is wound from the unexposed to the exposed spool after exposure.
[underlined] 3 [/underlined]. An exposure counter & film wind indicator are operated care must be
[page break]
taken when carrying loaded magazines that the pressure pad is not touched & that the film is held towards the body. During operation of the camera the operator must ensure that the film wind indicator rotates. If the exposure counter rotates & the film wind indicator does not, the magazine has used up all the unexposed film. [underlined] Note [/underlined] When fitting the magazine the three red dots should be in line.
[underlined] Lens Cone & Lens [/underlined]
The Lens cone is attached to the camera body by 3 screws various lenses are available, their being 3 1/4 inch, 5 inch, 8 inch, 14 inch & 20 inch lens.
[underlined] Mountings [/underlined]
[underlined] A [/underlined]. Tube 25” Four shock absorbers to minimise vibration screw
[page break]
clamps to secure in A/C, Bolts to fix camera in mounting, levelling devices, spirit levels & drift scales, also used for fixed obliques.
[underlined] B [/underlined]. Type 24 used in Battle A/C only owing to limited space, similar in style to the 25 but not so elaborate
[underlined] c [/underlined]. Type 26. This is an underslung version of type 25, designed to meet the requirements of the 3 1/4 inch lens in Wellington & Hampden A/c.
[underlined] d [/underlined] Type 21. Hand held oblique mounting main ring same as in types 24 & 25, but fitted with 2 hand grips & trigger release.
[underlined] Set Position of F24 Gearbox [/underlined].
When the cycle of operations completed by one complete turn of the GAP Wheels, the gearbox arrives at the set position when the components are as follows [underlined] 1 [/underlined] Ebonite lug on locking
[page break]
lever holding lamp contacts apart.
[underlined] 2 [/underlined]. Spring pawl on locking lever holding shutter pinion in wound position
[underlined] 3 [/underlined]. Toe of locking lever resting in slot between gap wheels
[underlined] 4 [/underlined]. Boss of the meshing lever resting halfway down the recess in the heart shaped cam.
[underlined] 5 [/underlined]. Gap in front gap wheel is opposite the driving pinion.
[underlined] 6 [/underlined] Gap on the rear gap wheel is opposite the two shutter pinions & the film wind pinion.
[underlined] 7 [/underlined]. Motor & set contact is resting in the recess in the brass disc.
[underlined] 8 [/underlined]. The locating lever holds the film wind coupling in the vertical position.
[page break]
[underlined] Installation of camera in A/c [/underlined].
[underlined] 1 [/underlined]. Lower the camera into the mounting & turn it until the red line on the camera body is opposite zero on the front drift scale. Secure the camera by screwing home the two thumb screws
[underlined] 2 [/underlined]. Attach the motor, push switch control or electrical control to their respective wedge plates
[underlined] 3 [/underlined]. Attach the camera drive to the gearbox & motor, make the electrical connections taking no [underlined] 1 [/underlined] lead from the scource [sic] of supply to the control. No [underlined] 2 [/underlined] lead from the control to the gearbox
No [underlined] 4 [/underlined] lead from the gearbox to the motor & No 3 lead from the electrical control to the pilots indicator lamp (this lead is not used when the push switch control is used.
[page break]
No [underlined] 4 [/underlined]
Loosely coil all spare lengths of lead & lash securely so that they are free from all flying control cables.
No [underlined] 5 [/underlined]
If the amount of film in the magazine allows for wastage remove the magazine & operate the shutter to ensure that it is working correctly, turn on the timing switch of the electrical control or operate push button control & ensure that the camera is operating. If the electrical control is being used, ensure that the timing mechanism is working & that the Pilots indicator lamp is lighting.
[underlined] No 6 [/underlined]
Secure the magazine on the camera & operate by hand for 3 exposures to wind unexposed portion of film into position in the
[page break]
focal plane, watching to ensure that the film wind indicator rotates
[underlined] No 7 [/underlined]
Set the shutter tension to give the required exposure & adjust the lens aperture
[underlined] No 8 [/underlined]. Finally set the counter of the control to zero & inspect all locking bolts & cables
[underlined] Possible faults which may be remedied in the air [/underlined].
[underlined] No 1 [/underlined] No exposure made & film not wound indicated by failure of green light in control. [underlined] Possible Cause [/underlined]. Ill fitting magazine fouling the meshing lever. [underlined] Remedy. [/underlined] If there is any lateral movement in the magazine, force it well away from the gearbox.
[underlined] No 2 [/underlined]
[underlined] Camera runaway [/underlined]. Indicated by
[page break]
green light burning continuosly [sic]or film wind indicator turning continuosly. [underlined] Possible Cause [/underlined]. push button in control jammed or a sticky solenoid.
[underlined] Remedy [/underlined] remove push button cover & release the button.
[underlined] Remedy [/underlined] remove gearbox cover disconnect number 2 lead then operate the solenoid armature.
[underlined] No 3. [/underlined] Motor failing to operate camera indicated by green light burning continually, but no movement of the film wind indicator. [underlined] Possible cause [/underlined] gap wheel not rotating sufficiently to engage with the driving pinion but contact plate just touching motor & set contact.
[underlined] Remedy [/underlined]. Remove gearbox cover & turn the gap wheel by hand, this will sometimes free the wheel of
[page break]
a possible obstruction.
[underlined] 4 [/underlined] A number of faults may occur merely because a lead is not properly home in its socket.
[underlined] Remedy [/underlined]. Check all leads.
[underlined] Mosaic Calculations [/underlined]
The 60% forward overlap is necessary in other than 2 views of each piece of country may be obtained, the photos may then be used in a stereoscope.
The lateral overlap should be 30% so as to ensure that all strips do all overlap over their whole length.
[sketch] W = Width of film in inches
F = Focal length of lens in inches
H = Ht in feet.
L = Ground covered in feet.
[page break]
[deleted] WL [/deleted] The letters W.L.F.H. placed in that order may be remembered by the phrase “Whilst looking for flight”. bracket the two outer letters together & the 2 inner, the letter bracketed with the unknown quantity is always used as the denominator. Thus
[calculations]
By the above equations any one unknown quantity may be found if the other 3 be known.
To determine the time interval in Seconds required between exposures to obtain a 60% overlap. Taking “L” as being the ground covered by each photograph less the overlap then “T.I.” equals
[calculation] W equals effective width of photo in inches (2 inches) H = HT in feet V = Ground speed in ft per sec. F = Focal length of lens in [underlined] ins [/underlined]
[page break]
The scale of a photograph is
[calculation]
eg. To make a mosaic of an area 4 miles x 2 miles H = 5,000 ft. W = 5 ins. V = 90 mph. to bring mph to [underlined] fps [/underlined] multiply by 22/15 or 3/2 approx. F = 6 ins.
(1). Now to find the amount of ground covered by effective width of film laterally the formulae is [calculations]
Now to find the amount of ground covered by effective width of film with fore & aft overlap the formula is [calculation]
In this case W = 40% of 5 hr
[page break]
[calculation]
Note in all mosaic formula the symbol W must always be assumed to be either 2 inches or 3.5
(2). To find the number of film exposures per run [deleted] d [/deleted] divide the length of the run by the amount of ground covered by one exposure less 60% fore & aft overlap.
[calculations]
(3) To find the number of runs divide the width of the area of the amount of ground covered by the film laterally, allowing for 30% overlap.
[calculations]
[page break]
(4). To find the length of film required use either 25, 50 or 125 exposure length film
125 [deleted] len [/deleted] exposure length film required.
(5). To find the required time interval
Formula is
[calculations] [underlined] 132fps. [/underlined]
[calculations] [underlined] 12.8 secs [/underlined]
(6). [underlined] Scale [/underlined]
Formula is [calculation]
Scale = 1/10,000.
(7). [underlined] Find the height when scale & focal length [/underlined] are known
[page break]
Formula is [calculations] = 5,000ft
(8). To find the focal length of lens used when scale & height are known.
Formula is
[calculations] = 6 inches.
[page break]
[underlined] Methods of flying for Photography. [/underlined]
Flying for mosaics over enemy occupied territory.
[sketch]
Camera level Fore & Aft & Laterally, Drift Set & T.I. calculated.
[page break]
[underlined] Cycle of Operation [/underlined]
[underlined] F504 Night Camera [/underlined].
The A/c height is ascertained & the pointer set on the type 35 control. The requisite [indecipherable word] setting is read off on the dial, the flash is then [indecipherable word] & the electromagnetic release set & the flash loaded into the chute, the flash selector switch adjacent to the bomb panel is moved into the camera control position at the same time that the bombs are selected. all this is completed some time before the bombing, thereafter all the operations are automatic, the control is started on release of the bombs & at the preset [sic] interval the flash is launched the film commences to wind over & the shutter is re-set 5 1/2 secs before the flash explosion is due. The pilots indicator flashes
[page break]
on to warn the pilot, simultaneously 5 1/2 secs after the flash the camera is again operated to wind over the exposed film, the pilots indicator again flashes to warn the pilot that the cycle is complete, the flash selector switch should be returned to the off position as soon as photography is completed.
[calculations]
[page break]
[sketch][calculations]
[page break]
[calculations]
[page break]
[calculations]
[page break]
[calculations]
[page break]
[calculations]
[page break]
[blank page]
[page break]
M.D. Wind Finding.
1st nav on Ops. flt. will find 3 drift Wind using 4 minute legs S/C KIRKWOOD while still in bomb hatch. Immediately take a drift & A/C to maintain [inserted] parallel [/inserted] track if necessary. Arriving at Kirk MD at 3 min legs
2nd O2 compass PPox ETA. Treg 13 Winds.
[indecipherable word] from Alicedale to Alexandria – Colchester Bridge.
[page break]
[underlined] 2 [/underlined]. A vertical mosaic is to be made of an area 10 miles by 1 1/2 miles to a scale of 1/6000 the G/S 100mph. Using F24 with usual lenses state
[underlined] 1 [/underlined]. Four different combinations of lense [sic] & ht.
[underlined] 2 [/underlined]. Number of runs.
[underlined] 3 [/underlined]. Number of exposures per run.
[underlined] 4 [/underlined]. Time interval.
[underlined] 5 [/underlined]. How many magazines required & no of exposures in each & allocation of magazines to runs.
(3) An area 72,000ft by 12,000ft is to be photographed as a mosaic from 8,000ft using an F24 camera assuming a G/S of 124mph. State
[underlined] 1 [/underlined]. Number of runs required, No of exposures per run. [underlined] 3 [/underlined]. Time to photograph each run. [underlined] 4 [/underlined]. Time for actual photography, make no allowance for turns & approaches
[underlined] 5 [/underlined]. Scale of finished mosaic.
[page break]
[underlined] 1 [/underlined]. An area which measures 9”x6” on the map.
[underlined] the R.F. [/underlined] 1/84,480 is to photographed at a scale of 1/18,000, using an F24 camera with usual lenses available state
[underlined] 1 [/underlined]. Four different combination of lense & height to produce this scale
[underlined] 2 [/underlined]. Number of runs required
[underlined] 3 [/underlined]. No of exposures per run [symbol]
[underlined] 4 [/underlined]. No of magazines required
[deleted] [underlined] 5 [/underlined][/deleted] Exposures to be loaded in each & allocation of magazines to runs
[underlined] 5 [/underlined]. On the finished mosaic the distance between two towns in 14.8ins what would be the distance between these two towns on a map to a scale of 1/63,360.
[inserted] calculations [/inserted]
[page break]
[calculations]
[page break]
[calculations]
[page break]
[calculations]
[page break]
125 exposures in 1 magazine.
176 exposures required
[symbol] [underlined] 2 magazines [/underlined][symbol]
88 exposures in each mag + [underlined] 8 for duff [/underlined]
1 to every four runs
18,000 to 14.3
63,360 to ?
[page break]
[blank page]
[page break]
A stretch of country 43 miles long is to be photographed as a line overlap, owing to a camera fault you have only 50 good exposures to do the task, Focal length of Lens 5” Ground speed 120mph.
State [underlined] 1 [/underlined]. Height at which to fly (to the nearest 1,000 ft) to obtain the largest possible scale whilst covering the 43 miles with these 50 exposures.
[underlined] 2 [/underlined]. Time interval between exposures
[underlined] 3 [/underlined] scale of the resultant photographs
[calculations]
[page break]
[blank back cover]
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
Ted Neale's Photography Notes
Description
An account of the resource
A notebook kept by Ted Neale with his notes recorded during training in South Africa with 42 Air School, Port Elizabeth.
Creator
An entity primarily responsible for making the resource
Ted Neale
Date
A point or period of time associated with an event in the lifecycle of the resource
1943-08-30
Format
The file format, physical medium, or dimensions of the resource
One notebook with handwritten notes
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Training material
Identifier
An unambiguous reference to the resource within a given context
MNealeETH1395951-150731-0240001
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
Spatial Coverage
Spatial characteristics of the resource.
South Africa
South Africa--Port Elizabeth
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
Steve Baldwin
aircrew
navigator
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16367/MNealeETH1395951-150731-026.1.pdf
a13d391d27562180b0eacd6943106e67
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
Neale, Ted
E T H Neale
Description
An account of the resource
123 items. The collection concerns Edward Thomas Henry Neale (b. 1922, 1395951 Royal Air Force) who served as a navigator with 37 Squadron in North Africa, the Middle East and Italy. The collection contains his training notebooks from South Africa as well as propaganda leaflets dropped by the allies in the Mediterranean theatre.
The collection also contains a photograph album, navigation logs and target photographs.
The collection has been loaned to the IBCC Digital Archive for digitisation by Alison Neale and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-31
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Neale, ETH
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
I395951
G.P. – S.38088 – 1942-3 – 75,000. S.
S.A.A.F. Form 619
S.A.L.M. Vorm 619
S.A. AIR FORCE.
S.A. LUGMAG.
[inserted] [underlined] E.Neale. [/underlined][/inserted]
EXERCISE BOOK
OEFENBOEK
FOR USE IN
VIR GEBRUIK BY
AIR FORCE TRAINING SCHOOLS.
LUGMAGSKOLE.
[page break]
[blank page]
[page break]
Meteorology
[underlined] TROPOSPHERE [/underlined]
(1) It is the layer in which weather occurs. (2) It varies with latitude, extending to a greater height over the Equator (50,000ft) than over the poles (25000ft).
(3). In the troposphere there is a lapse rate of about 3°F per 1,000ft.
[underlined] Stratosphere [/underlined].
(1). There is no weather.
(2). Temperature remains constant.
Stratosphere contains.
Nitrogen 80%
Oxygen 20%
Carb Dioxide .03%
Water Vapour 1%-4%
Rare Gases
Suspended Solids
[sketch]
[page break]
strength but opposite effect.
[underlined] The Molecular Theory of Magnetism [/underlined]
All magnetic materials contain what are called molecular magnets, each molecule is in itself a magnet in the ordinary way these molecules are lying in a haphazard manner but when magnetised they arrange them selves in an orderly manner with their North seeking poles all pointing in the same direction, the theory of the rearrangement is supported by the fact that if a magnet is cut, the remaining pieces each have a red and blue pole.
[underlined] The magnetic field [/underlined]
The magnetic field is the area surrounding a magnet throughout
[page break]
[text upside down]
[underlined] Properties of Atmosphere [/underlined]
(1) Has weight
14lb per sq inch.
(2). It is compressible.
& when compressed its temperature rises.
When it expands it gets colder.
[underlined] Humidity [/underlined].
(1) Psychrometer or Wet & Dry Bulb Thermometer.
[underlined] Evaporation [/underlined].
The presence of water vapour [missing words] air is due to evaporation.
[underlined] Saturated Air [/underlined].
Is air holding a maximum amount of water vapour.
[underlined] Actual Amount of water [/underlined] in the air usually measured in grammes per Killometre [sic].
[underlined] Relative Humidity [/underlined] is the ratio of water content of the air to the water vapour it could hold if saturated (at that temperature) expressed as a %
[calculation]
[page break]
[blank page]
[page break]
Properties of a Magnet
These properties were first discovered in China, the lodestone being found to have directive properties. There are 5 magnetic materials – lodestone, (which is a natural magnet), ferrous metals, Iron, nickel, cobalt & manganese. These materials, allowed with other metals still retain their magnetic properties but the resulting magnetic force is weakened by the inclusion of non magnetic materials. In a magnet the magnetic poles are roughly one eight of the length of the magnet distance from each end. The distance between them is the effective length (like poles repel & unlike poles attract).
The pole which points north is called the North seeking or red pole & the one which points south the South seeking or blue pole.
Poles in any magnet are of equal
[page break]
0800 0400 AIR REC.
09.15 12.15 D/R. PLOT
1400 1600 Compass & Magnetics
0800 0900 Met
0915 1015 Rad & NAVIG
1130 12.30 Signal
14.50 18.30 OR THEORY
0800 10.00 ASTRO THEORY
[underlined] 208 [/underlined] TQ89
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
Ted Neale's Training Notes
Description
An account of the resource
An exercise book kept by Ted Neale when training in South Africa with notes about Metrology and Magnetism.
Creator
An entity primarily responsible for making the resource
Ted Neale
Format
The file format, physical medium, or dimensions of the resource
One booklet with handwritten notes
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Training material
Identifier
An unambiguous reference to the resource within a given context
MNealeETH1395951-150731-026
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
South African Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Date
A point or period of time associated with an event in the lifecycle of the resource
1943
Spatial Coverage
Spatial characteristics of the resource.
South Africa
Temporal Coverage
Temporal characteristics of the resource.
1943
Contributor
An entity responsible for making contributions to the resource
Steve Baldwin
aircrew
navigator
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16368/MNealeETH1395951-150731-027.1.pdf
f663b4628fa0f7f77f422c78987bf79a
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
Neale, Ted
E T H Neale
Description
An account of the resource
123 items. The collection concerns Edward Thomas Henry Neale (b. 1922, 1395951 Royal Air Force) who served as a navigator with 37 Squadron in North Africa, the Middle East and Italy. The collection contains his training notebooks from South Africa as well as propaganda leaflets dropped by the allies in the Mediterranean theatre.
The collection also contains a photograph album, navigation logs and target photographs.
The collection has been loaned to the IBCC Digital Archive for digitisation by Alison Neale and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-31
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Neale, ETH
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] London. [indecipherable word/number] [/underlined]
G.P. – S.36941 – 1942-3 – 50,000. S.
S.A.A.F. Form 619
S.A.L.M. Vorm 619
[inserted] Rough Notes, [/inserted]
S.A. AIR FORCE.
S.A. LUGMAG.
EXERCISE BOOK
OEFENBOEK
FOR USE IN
VIR GEBRUIK BY
AIR FORCE TRAINING SCHOOLS.
LUGMAGSKOLE.
[page break]
[blank page]
[page break]
SBS MK VIIA & IXA
COURSE [underlined] SETTING [/underlined] BOMB SIGHT
MARK [underlined] 7A [/underlined] & [underlined] 9A [/underlined]
Air Speed Range MK 7A 70-180mph 9A 100-240
Wind Speed Range 7A 0-60mph 9A 0-70mph.
[missing letters]emy Speed Range 7A 0-40K M 9A 0-50K
[missing word] range (White Scale) 3000-20,000ft for 7A & 9A
(Red Scale) 6,000-14,700 for 7A & 9A
[underlined] Cross level bracket [/underlined]
[underlined] [missing word] of Parts [/underlined]
[missing number] Draft Wires (14) Flight Bar
(2) Drift Bar (15) Flight Bar Catch
(3) G/S Slider (16) Flight Bar knob
(4) Foresights (17) Flight slider
(5) W/S Bar (18) Flight scale – 13
(6) W/S knob (19) back sights
(7) A/S Bar (20) W/Gauge bar & cursor
(8) A/S know (21) Drift Scale.
(9) A/S Drum (22) Spirit levels
(10) Enemy Direction Ring (23) Bearing Plate
(11) Enemy Direction knob (24) Bearing Plate [missing word]
[missing number] Enemy Speed Bar (25) Wind [missing words]
[missing number] Enemy Speed Bar knob (27) Compass [missing words]
[page break]
(28) Bombsight Catch Knob G/S
(29) Terminal Vel Scale G/S 50-390 [missing number]
(30) Terminal Vel lever
(31) Terminal Vel Knob
(32) Pencil Holder
(33) Pencil Sharpener
(34) Positioning lug
(35) Transverse bush
(36) Drift Bar Extension (Mark 1X only)
(37) Compass Corrector Box
(38) Auxiliary Drift Wire
(39) Auxiliary Drift Bar
(40) Auxiliary Drift Scale
[underlined] Cross level Bracket [/underlined]
Spigot
Lateral Lever control Wheel
Fore & Aft Lever control Wheel
[page break]
[text upside down]
Preliminary call is used when two stations have not been in contact with each other for a considerable length of time, also used when first opening up a station. The prelim call is also used before transmit of long message.
[underlined] Ordinary Call. [/underlined]
An ordinary Call consists of the commencing sign [symbol] the call sign of receiving station sent once, V meaning from, followed by the [missing word] stations call sign sent once ending sign AR.
[symbol] PT6Y V NSC +
Used when two stations have been in contact recently, it is also used in normal working.
Answers to Above Signals
Carry on Sig Srting
VE N3CVPT6Y K4+
[symbol] N3CNPT6Y R2-X261+
Receiving Strength [deleted] Don’t Combine [/deleted] INCREASE S.S.
[/text upside down]
[page break]
[blank page]
[page break]
SIGNALS [indecipherable word]
Below 30 K/S VLF Very Low Frequency
30-300 K/S L/F Low Frequency
300-3000 K/S M/F Medium Frequency
3-30 M/CS H/F High Frequency
30-300 M/CS VHF Very High Frequency
[underlined] Aircraft callsign [/underlined] is 3 letters 1 figure [inserted] (PTGx)
[underlined] Ground Station [/underlined] call sign is composed of 2 letters, 1 figure (N3C)
[underlined] [indecipherable word] of calls [/underlined].
[underlined] Preliminary Call [underlined]
[missing word] preliminary call consists of the commencing sign VE, the call sign of the receiving station, sent twice, the letter V meaning from & then the Transmitting stations call sign is sent once. The ending sign is then made as AR down on paper and a + sign.
[symbol] PT6Y.PT6Y.V N3C,,+
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
Ted Neale's Rough Training Notes
Description
An account of the resource
An exercise book kept by Ted Neale with notes recorded during his training at the Air Force Training School.
Creator
An entity primarily responsible for making the resource
Ted Neale
Format
The file format, physical medium, or dimensions of the resource
One booklet with handwritten notes
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Training material
Identifier
An unambiguous reference to the resource within a given context
MNealeETH1395951-150731-027
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
South African Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Date
A point or period of time associated with an event in the lifecycle of the resource
1943
Spatial Coverage
Spatial characteristics of the resource.
South Africa
Temporal Coverage
Temporal characteristics of the resource.
1943
Contributor
An entity responsible for making contributions to the resource
Steve Baldwin
aircrew
navigator
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16370/MNealeETH1395951-150731-029.2.pdf
252c042d00e2b493da37aa9f0a83472a
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
Neale, Ted
E T H Neale
Description
An account of the resource
123 items. The collection concerns Edward Thomas Henry Neale (b. 1922, 1395951 Royal Air Force) who served as a navigator with 37 Squadron in North Africa, the Middle East and Italy. The collection contains his training notebooks from South Africa as well as propaganda leaflets dropped by the allies in the Mediterranean theatre.
The collection also contains a photograph album, navigation logs and target photographs.
The collection has been loaned to the IBCC Digital Archive for digitisation by Alison Neale and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-31
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Neale, ETH
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
Astro Observation Exercise Book
Description
An account of the resource
An exercise book kept by Ted Neale with his observations and calculations used in astro-observations, No 19 AN, 42 Air School, Port Elizabeth.
Creator
An entity primarily responsible for making the resource
Ted Neale
Date
A point or period of time associated with an event in the lifecycle of the resource
1943-08-23
Format
The file format, physical medium, or dimensions of the resource
One printed exercise book with handwritten calculations
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Training material
Identifier
An unambiguous reference to the resource within a given context
MNealeETH1395951-150731-029
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
South African Air Force
Spatial Coverage
Spatial characteristics of the resource.
South Africa
South Africa--Port Elizabeth
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1943
aircrew
navigator
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16371/MNealeETH1395951-150731-030.1.pdf
6063b9ac7bf8ef65b9d334a2a907e035
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
Neale, Ted
E T H Neale
Description
An account of the resource
123 items. The collection concerns Edward Thomas Henry Neale (b. 1922, 1395951 Royal Air Force) who served as a navigator with 37 Squadron in North Africa, the Middle East and Italy. The collection contains his training notebooks from South Africa as well as propaganda leaflets dropped by the allies in the Mediterranean theatre.
The collection also contains a photograph album, navigation logs and target photographs.
The collection has been loaned to the IBCC Digital Archive for digitisation by Alison Neale and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-31
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Neale, ETH
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
S.A. AIR FORCE
S.A. LUGMAG
[underlined] D.R. [/underlined]
Theory
EXERCISE BOOK
OEFENBOEK
E. Neale.
FOR USE IN
VIR GEBRUIK BY
AIR FORCE TRAINING SCHOOLS
LUGMAGSKOLE
[page break]
[underlined] Analysis of Air Exercises. [/underlined]
1/.
To determine the standard of accuracy of air navigation to which it is possible to rely.
2/. To isolate those errors of which errors can be practically eliminated by training & practice.
To fly from one point to another the navigator makes various calculations from which the E.T.A at the terminal point, the difference between the position that he finishes up & his destination is the nett error of the flight (the final error.) It is necessary therefore for the purposed of analysis an accurate pinpoint is obtained at or near E.T.A.
There are several errors to be taken into consideration, the result of these may be cumulative or may partially or wholly cancel one another out. Thus the final error in
[page break]
itself may not provide a reliable guide as to the accuracy of navigation.
Analysis must be made to determine the several errors individually, the sum of these errors named the cumulative error shows the error that would have been obtained in the most unfortunate circumstances with the errors operating in the same direction & sense. Examination of the cumulative error provides an average figure which may be taken as a guife to the accuracy of any particular crew, when on recco it may be taken as an indication of the accuracy of the sighting report from that crew, or whilst on a bombing sortie the ability to find their way to the target area.
[page break]
[underlined] The errors are divided into the following groups. [/underlined]
1/. [underlined] Calculation error [/underlined] due to incorrect plotting, calculation of courses to steer, times to alter course & E.T.A’s etc.
2/. [underlined] Wind change error. [/underlined] caused by the wind velocity(s) used by the navigator not being the true wind velocity(s) affecting the A/C
3/. The other error
Composed of errors due to incorrect piloting, faulty instruments etc.
[diagram]
[page break]
[diagram]
From the geographical point of departure the actual courses steered are laid off for distance corresponding to the T.A.S & time on each course. The final air position is called A. From A lay in W/Velocities used by plotting directions for distances corresponding to the Wind speed & time that each W/V is used, this position is B. then calculation error is B – X. X being proposed terminal point of flight. From A lay in W/V as above, this point is called C. BC is then wind change error. Plot actual posn of A/C on E.T.A. (D) DC is then other error. DX is final error.
[underlined] points to be noted. [/underlined]
1/.
Air Speed used must be T.A.S. i.e. check comparison of I.A.S.
2/. Time must be accurately noted.
3/ Errors are determined by measurement of distances on the plot, these errors are then expressed as a percentage of the total air distance flown, in order to provide a standard to compare navigation.
[underlined] Results of Analysis. [/underlined]
1/. It provides a standard of accuracy that can be relied on by a particular crew, this being an average of the acumulation [sic] errors on a number of flights.
2/. It shows any particular error which it may
[page break]
be possible to eliminate by further practice on the part of navigator & pilot ie inability to calculate W/V’s or steer courses.
[underlined] Accepted Standard of accuracy for A/C of Reconnaisance [sic] Type (ie Anson). [/underlined]
[table]
[diagram]
[page break]
[underlined] RUNNING FIX. BY Co & A.S. [/underlined]
Bomber Command method.
The advantage of this method is that it can be used to give an accurate running fix when TRACK & G/S are either unknown or not known with sufficient accuracy to give a good fix. i.e. when flying over the sea & unable to check drift. Whilst flying in or above cloud, while flying on a dark night. On these occasions track & g/s would not be known accurately, but the CO & a/s would be known.
[underlined] NOTE. [/underlined]
THIS METHOD CAN ONLY BE USED IF THERE HAS BEEN NO ALTERATION OF COURSE OR T.A.S SINCE LAST FIX OR PIN POINT.
CONSTRUCTION (A)
From last FIX or P.P. draw on Co (T) & mark in Air Posns for times of Posn lines (bearings) (D&E). From (A) draw any line A-B
[page break]
to cut the first Posn line at [underlined] C. [/underlined] Join D-C, through E draw a parallel to D-C to cut A-B at F. then F is the point through which to transfer 1st Posn line. If 3 posn lines are used first transfer 1st Posn line to last & then second Posn line to last.
[underlined] NOTE. [/underlined]
The accuracy of this method depends to some extent on the angle between the course & the line [underlined] AB [/underlined] which should be in the nature of 10 - 15. The D.R. track may be used as line A – B if the D – R drift is sufficiently large ie angle between Co & AB large enough.
[page break]
[diagram]
Line of radius of action can be calculated from a formula, or by putting ground speed out against ground speed home on back of computor, then looking for two numbers opposite each other on outer & inner scale the sum of which equals the duration of the flight in minutes. Point to turn is found by measuring distance calculated from G/S out and time for radius of action.
[page break]
[underlined] Radius of Action to Second or Moving Base [/underlined]
[diagram]
[page break]
[page break]
[calculations]
[page break]
[calculations]
[page break]
[calculations]
[page break]
[calculations]
[page break]
6/. Go to crew room & check up on small notices published in your absence, particularly your next standby.
[underlined] Bombing Recco [/underlined]
1/. Exact location.
2/. Layout of TARGET.
3/. Vulnerability.
4/. Damage done in previous raid.
5/. Tactical information.
a/. The visibility of the TARGET from different angles of APPROACH.
B/. Landmarks as an aid to low level attacks.
c/. Landmarks as an aid to night attack
d/. Enemy defences, fighters & A-A
e/. Met Information
[page break]
[table]
[underlined] PROCEDURE AFTER FLIGHT. [/underlined]
1/.
Aircraft met by NCO photographer. Hand to him your camera magazine & note of no of exposures & light conditions over target.
2/. Report immediately to the Ops room taking with you Forms 401 & 441 your maps & all notes made in the air.
3/. You are interrogated by S.I.O. & may here discuss verbally any assumption
4/. Sign & hand in forms 401 & 441
5/. Complete & sign photographic report, bombing report (BA), combat report (PILOT)
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
D R Theory Exercise Book
Description
An account of the resource
An exercise book kept by Ted Neale recording notes about navigation theory. Training notes covering Dead Reckoning calculations and corrections, and post flight procedures.
Creator
An entity primarily responsible for making the resource
Ted Neale
Format
The file format, physical medium, or dimensions of the resource
One exercise book with handwritten notes
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Training material
Identifier
An unambiguous reference to the resource within a given context
MNealeETH1395951-150731-030
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
South African Air Force
Spatial Coverage
Spatial characteristics of the resource.
South Africa
South Africa--Port Elizabeth
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Date
A point or period of time associated with an event in the lifecycle of the resource
1943
Temporal Coverage
Temporal characteristics of the resource.
1943
Contributor
An entity responsible for making contributions to the resource
Frank Batten
aircrew
navigator
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16372/MNealeETH1395951-150731-031.1.pdf
7724c9caca1af3f80cbfb3a6470d0cdf
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
Neale, Ted
E T H Neale
Description
An account of the resource
123 items. The collection concerns Edward Thomas Henry Neale (b. 1922, 1395951 Royal Air Force) who served as a navigator with 37 Squadron in North Africa, the Middle East and Italy. The collection contains his training notebooks from South Africa as well as propaganda leaflets dropped by the allies in the Mediterranean theatre.
The collection also contains a photograph album, navigation logs and target photographs.
The collection has been loaned to the IBCC Digital Archive for digitisation by Alison Neale and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-31
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Neale, ETH
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
Meteorology Excercise Book
Description
An account of the resource
An excercise book kept by Ted Neale with his meteorology notes. Recorded at No 19 AN 42 Air School, Port Elizabeth.
Creator
An entity primarily responsible for making the resource
Ted Neale
Format
The file format, physical medium, or dimensions of the resource
One excercise book with handwritten notes
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Training material
Identifier
An unambiguous reference to the resource within a given context
MNealeETH1395951-150731-031
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
South African Air Force
Spatial Coverage
Spatial characteristics of the resource.
South Africa
South Africa--Port Elizabeth
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Date
A point or period of time associated with an event in the lifecycle of the resource
1943
Temporal Coverage
Temporal characteristics of the resource.
1943
aircrew
navigator
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16380/MNealeETH1395951-150731-041.1.pdf
18a914be3bd1d71ccc145550aacca43e
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
Neale, Ted
E T H Neale
Description
An account of the resource
123 items. The collection concerns Edward Thomas Henry Neale (b. 1922, 1395951 Royal Air Force) who served as a navigator with 37 Squadron in North Africa, the Middle East and Italy. The collection contains his training notebooks from South Africa as well as propaganda leaflets dropped by the allies in the Mediterranean theatre.
The collection also contains a photograph album, navigation logs and target photographs.
The collection has been loaned to the IBCC Digital Archive for digitisation by Alison Neale and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-31
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Neale, ETH
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
S.A. AIR FORCE
S.A. LUGMAg
EXERCISE BOOK
OEFENBOEK
SIGNALS
FOR USE IN
VIR GEBRUIK BY
No 1.9 A.N.
AIR FORCE TRAINING SCHOOLS
LUGMAGSKOLE
[page break]
[underlined] Procedures before an Operational Flight [/underlined]
[circled 1]. Stand-by instructions are received.
[circled 2]. Report to Ops room.
[circled 3] Obtain from Duty controller [illegible] of the task, then from Navigation officer the nav instructions.
[circled 4]. Study general situation map, own forces board & note bombing restrictions.
[circled 5]. Study Met maps & obtain all relative information
[circled 6] Obtain the following from the Intelligence staff.
a/. All information about the enemy in the area over [illegible] to fly.
b/. [illegible] signals.
c/. W/T Instructions.
d/. Pro forma
e/. [illegible] latest order [illegible]
f/ [illegible] all target [illegible] photos of relative [illegible] target]
7/ Collect all operational maps, [illegible], very pistol and cartridges & binoculars
[page break]
8/. [underlined] EMPTY POCKETS.
9/. Collect Pigeons. [/underlined]
10/. Check all personal equipment.
11/. The following Recco information must be obtained.
a/. The object of the recco
b/. The recco area.
c/. The order of priority of tasks.
d/. Photographs required.
12/. Check all A/C equipment.
13/. Have a hot meal.
14/. Report to ops room for last minute briefing.
15/ Take Off.
[page break]
[underlined] TASK FORCE. [/underlined]
1 BATTLESHIP
1 A/C CARRIER
3 CRUISERS
10 DESTROYERS
[diagram]
[underlined] CRUISING DISPOSITION [/underlined]
[diagram]
[page break]
[underlined] Battleships, [/underlined]
30 – 45 thousand tons
+30 knots
Main 8 – 10 / 14” – 16” calibre
2nd 5” – 6” Guns
Bombard Coastal targets, blockade enemy ports, destroy enemy battle fleet.
Battle CRUISER
Weight 32 000
Speed 30 knots
1st 8 15”
2nd 6”
Armoured heavily but not so heavy as a battleship. Instructions the same as for battleship, but also to support cruisers in A –K line.
AIRCRAFT CARRIER
23 – 33,000 tons
32 – 33 Knots
Armour is light, but has bilges carries up to 90 A/C. Guns between 5” – 6” inches for repelling destroyer
[page break]
& M/T boats.
Functions of carrier.
To provide fighter cover
Bombing forces, (dive, torpedo)
Gun spotting A/C
Recco A/C
CRUISERS
Upper limits of cruiser tonnage governed by Washington treaty, up to 10,000 tons.
4 – 10,000 speed 34 knots.
Heavy Cruisers 8in guns, 6in guns
light cruiser Armour light some have bilges
[underlined] Functions. [/underlined]
A/. As a tactical unit of the fleet, To form the A – K line & clear out any opposition ahead of fleet & act as contact recco units
B/. As an independent unit, policing the seas, safeguarding convoys, searching for & destroying commerce raiders etc
[page break]
[underlined] Destroyers. [/underlined]
Tonnage 6 – 1,600 speed 38 knots armour nil. Main armament is a torpedo, secondary is a gun & they are mounted one behind a shield. The Flotilla Leader (Tribal, Lightning, Javeline [sic] etc) 18 – 2,000 tons Speed 40 knots. Their main armament is the gun 4.7 mounted in twin turrets, 2nd ary armament is torpedo
[underlined] Functions [/underlined]
Provision of screens for capital ships, the torpedoing of enemy warships, destruction of subs by depthcharge etc. They are led into action by their flotilla leaders who can protect them by reason of their heavier armament.
[underlined] Submarines [/underlined]
60 – 2,000 tons top speed on surface about 17 knots, Top speed
[page break]
submerged 10 – 11 knots, Economical Speed 3 – 4 knots submerged.
Main armament is torpedo, 2nd the Gun.
The destruction of Enemy merchant and warshipping.
[underlined] Coastal Motor Boats. [/underlined]
Small high speed motor boat – petrol or diesel, armour nil, fitted with Anti A/C guns 3.7 & AA pompoms, torpedoes depth charges, & smoke laying equipment.
[underlined] Function, [/underlined]
The protection of coastal convoys against air attack. The torpedoing of enemy ships in conditions of good weather 9calm sea & poor visibility)
[page break]
[underlined] Procedure to adopt on sighting enemy ships, when engaged on a sea patrol in bad weather. [/underlined]
1/. Avoid being seen, by using cloud cover.
2/. Recco the ship
3/. TRANSMIT a first sighting report to base
4/. Continue shadowing until relieved.
Procedure in Good Weather
[diagram]
[page break]
[diagram]
[page break]
[underlined] The Scope of Strategical Recco. [/underlined]
1/. The are including the enemy railhead & in the rear of it, where strategic concentration is likely, should be examing [sic] for signs of occupation, camps, bivouacs, columns of troops on roads and / or troops transports & guns in likely billeting areas.
2/. The quantity & type of rolling stock on the railways, general direction of movement & any concentration of them in station sidings and yards.
3/. The composition & general direction of movement of all traffic on the roads.
4/. The strength posn & direction of formed bodies of mobile troops such as armoured cars, tanks, which may be acting on recco, or as protective detachments in advance of the enemies [sic] main body.
5/. Demolitions & fires
[page break]
6/. The position of the enemy main reserve bodies, & strength, composition & direction of movement.
7/. Harbour Recco.
8/. No & type of A/C in the air & on the ground.
9/. Lines of communication, equipment dumps, refuelling of water points
10/. Any new road or rail constructional work.
AIR PUBLICATION 1927 is a code book carried by all operational A/c, it is divided into 4 sections, the first is known as the Air Force Code & is used from Air to Air or Air to ground.
2nd part is known as NAVAL SECTION. PART I is a code used by the R.A.F. when acting in direct cooperation with Royal Navy & is used to contact His Majesty ships.
NAVAL Section 2/.
a code used by A/C [underlined] not [/underlined] cooperating with the royal Navy but wishing
[page break]
to contact HM ships
4/. Q code used operational A/C contacting ground station in respect of NAVIGATIONAL METHODS.
[underlined] Action [inserted] to be taken [/inserted] on sighting Submarines [/underlined]
1/. All submarines are assumed to be hostile, attack on sight.
2/. If you are not carrying bombs or Depth Charges, then carry out a dummy attack against the sub, machine gunning the base of the conning tower to make her submerge & use up electricity supplie.
3/. TRANSMIT BY W/T a report giving the following. [underlined] Posn, course of sub when sighted, [/underlined] whether surfaced or submerged, action taken &
[page break]
observed effects.
(If one of our submarines is in these waters you will have been informed of its position at your briefing & it will identify itself by firing the colours of the day on sighting.
[underlined] Action to be taken on sighting E./Aircraft. [/underlined]
1/. Avoid being seen by using some cloud
2/. If the strength of the A/C sighted & their proximity to one of our targets warrants breaking W/T silence, transmit & report to base giving the following. NUMBER, TYPE, POSN, Course, Height, Time
3/. Continue on your way.
[page break]
R/T
messages should be made as short as possible.
Speak normally & slowly, in phrases.
[underlined] Call [/underlined]
Hello [underlined] able Baker [/underlined] this is Peter 6.
The ending must be either A/ over (K) my transmittion [sic] is ended. I am expecting an answer.
OUT my transmittion [sic] is ended no response expect.
The time of Origin if used will be expressed as four digits preceded by the word [underlined] time [/underlined]
[underlined] Procedure Phrases. [/underlined]
[underlined] R [/underlined] I have received all your last transmission.
acknowledge (used by original
[page break]
[deleted] used [/deleted] let me know that you have received and understood this message
WILCO, Your last message received, understood & (where applicable) will be complied with.
“How do you hear me” request for signal strength.
If too fast say “Speak slower”
“Wait”, when used alone means I must pause for a few seconds
“wait” followed by “out” used to denote a longer pause or to prevent another station transmitting.
“Say Again” answered by “I say again” (Repeat is never used except in text of message)
“Verify” check coding, check text qith originator & send correct message.
[page break]
U W [illegible] & increases
“Message for you” offering a message & instruction to carry on is “send your message”
“Read back” (G) Repeat all this message back to me exactly as received after I have given over
“That is correct” (used for C)
“Words twice” as a request means communication is difficult please send every or code group twice or as information since communication is difficult every phrase or code group will be sent twice
[underlined] Correction [/underlined]
An error has been made in this transmission, the correct version is
[underlined] “Wrong” [/underlined]
means what you have just said is incorrect. Correct version is
[page break]
The group count is refered [sic] to as “Groups”
If it is necessary to use long break just say “break’
Hello Peter 6 this is able Baker how do you hear me. Over.
Hello AB this is P6, your signals are loud & clear over.
Hello P6 this is AB, Roger Out.
Hello P6 this is AB, message for you. Over
Hello AB this is P6, send your message over
Hello P6 this is AB read back break land at Dyce I spell D, - Y, E Correction, D, Y, C, E Dyce. 2359 hours time 2230 over.
Hello AB this is P6, Land at Dyce 2259 time 2230 over.
[page break]
Hello P6 this is AB, Wrong word after Dyce. 2359 over.
Hello AB this is P6, 2359 Over.
Hello P6 this is AB, that is correct, out.
[page break]
the standard [illegible] fitted to royal air force and [illegible] and [illegible] compass and a [illegible] which are [illegible] and two [illegible and in the [illegible]
[page break]
If followed by AR means you are to wait or I am obliged to wait. (INT.K)
B. a/ Used in final instructions, means more to follow.
b/ Used in S.M of P.S. message means I have traffic for you. precedence may follow [underlined] B [/underlined]
BT Long break, immediately precedes & follows the text of all messages.
C Correct (If alone means you are correct).
E ERASE Sign (succession of 8 or more dots). must be followed by the last word or group sent correctly & If followed by AR
[page break]
it means “this message is in error” disregard it.
F. Do not answer.
Used in preamble or final instructions.
G. repeat back the whole message, used in transmittion [sic] instructions.
GR Group Indicator. Int GR 15 means is the no of Groups 15.
II a/ it [underlined] is [/underlined] used before & after all [illegible] in the call, preamble, & address of a message (except V, AA, or NR)
b/ between the call & the beginning of a repetition of a message to be repeated back
c/. In procedure messages to separate portions of the text.
IMI. Repeat (a/ used alone means repeat all of your last transmission, followed by identification [underlined] data [/underlined] b/ Repeat the indicated portion of your transmission.
c/ In the text of a pl language message means, I am going to repeat the difficult
[page break]
portion just transmitted.
F & I method, still used before transmission of second prtion.
e/ Cannot be used to obtain a repetition of a message which R has been given. [operating signals provided).
INT Interrogatory, INT K preceding a portion of a previous transmission it means is my reception of this correct
INT R Have you received last message
IX execute to follow. Precedes instructions which must not be acted upon until receipt of executive signal
IX – (5 seconds)
S9PVVR - - - - LX BT DROP FLARES BTK
VRVS9P R AR
S9PVVR – LxiX – AR
J. Verify check and repeat
QJM Check & Repeat.
[page break]
K. GO AHEAD. This is the end of my transmission & response [underlined] is [/underlined] necessary.
N. not received, or exempted
NR. Station serial number.
R. Received (Routine)
QSZ. Difficult communication (instead of [underlined] DC [/underlined] )
T TRANSMIT [underlined] TO [/underlined]. T alone means station called transmit this message to all addresses
V [underlined] From. [/underlined] Used only in the call.
W For information to.
AAA Full stop
DJ Hyphen
KK ( )
XE /
POINT decimal point.
QUOTE & UNQUOTE “ “
[page break]
[table]
[page break]
[table]
[underlined] Requests for Repetitions. [/underlined] (code).
Messages may be identified by
1/. Date – time – group
2/. Station serial nos (either may further Identify by adding originator C/S &/or Group count
3/. Identification necessary if repetition required immediately.
[underlined] Parts of Messages Identified by. [/underlined]
4/. AA BT (All After BT) text & message end
5/. AB BT (all Before text).
6/. A to BT (from Address to BT) (including message Inst (illegible)
7/. BT Presumed to refer to first break sign.
AA - - - BT (Last word or group of text).
ABA (all before originators sign (call & preamble)).
Actual no of Group required
AA2 (no of last group received correctly)
Group No to Group No
P/L as in 1 – 8 &
12/. AA the last word received correctly.
13/. WA “ “ “ “ “
If word occurs more than once in
[page break]
text request is presumed to refer to first occurrence unless amplified by adjacent word
14 Word to word
[underlined] Verification [/underlined].
Messages first identified assume 1 & 2 portions as in 4 – 10
[page break]
[code groups]
[page break]
[code groups]
[page break]
[underlined] Counting Groups [/underlined]
1/. Count groups between BT & B only
2/. Punctuation marks not counted unless spelt out as words.
3/. Hyphenated words count as one group.
4/. Every group of letters, figures, symbols, such as abbreviations, references, code groups count as on group.
MAJOR-GENERA (one group)
MAJOR HYPHEN GENERAL (3 groups)
125-3/4 (55) X56 (one group)
LT. J. SOAP (3 Groups)
Two one and one half (5 groups)
[page break]
[underlined] Checking of Group count & Initial Check [/underlined]
The group count is included as a check – use it. If the number of groups received does not correspond with the group count then receiving station will query it by sending INT GR
If transmitting station finds in checking that he was at fault he will send C. If he finds that his original count was correct he replies stating the original Group count followed by the first letter or figure of each group.
[underlined] Executive Method. [/underlined]
The executive method is used when it is desired that the contents of a original be executed at a certain instant.
1/. Only plain dress message may be
[page break]
used for executive method.
2/. Date & group count never used.
3/. Time group optional.
4/. Prosign IX immediately precedes first break sign
5/. Only a repetition of the complete message if has been requested.
The executive symbol is IX followed by a 5 second dash (must be preceded by a call).
Instant of execution is end of dash. LX signal alone after a call means execute all unexecuted messages which I have transmitted
Messages will be identified [underlined] if [/underlined]
1/. Of several unexecuted messages 1 only is to be executed.
2/. Considerable time has elapsed since original transmission of message.
[page break]
[underlined] Annulling Messages [/underlined]
All outstanding messages, individual messages or parts of messages may be annulled by the use of NEGAT. If message partially annulled remaining portion is considered outstanding & awaiting execution.
[code groups]
[underlined] Verifications & Corrections [/underlined]
If on Verification message found to be incorrect it must be annulled to all addresses concerned & new message transmitted.
[page break]
[underlined] Approach to Enemy Harbour for Recco [/underlined]
1/. Make a landfall 4 – 10 miles from harbour.
2/. Steer inland using cloud cover.
3/. Approach harbour at 90 to Recco track & avoid being seen as far as possible.
4/. Turn on to Recco track & if possible glide out of sun, or desynchronise engines.
[underlined] Harbour Recco. [/underlined]
1/. All shipping at sea heading to or coming from the port.
2/. All shipping
a/. In dock or dry dock
b/. Loading or unloading
c/. Entering or leaving.
d/. With steam up.
[page break]
3/. New Costructional Work.
4/. Road & Rail activity.
5/. Petrol & Ammunition dumps
6/. Power stations.
7/. Defences.
[underlined] Air [/underlined]
AA & Searchlights
Fighters
Balloons
[underlined] Naval [/underlined]
Shore Batteries
Booms
Shipping lanes thru mines
[code groups]
Time bearing taken
[code groups]
[page break]
[code groups]
[page break]
[table]
In a message ending
[table]
[page break
[code groups]
[page break]
[calculations]
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
Ted Neale's Signals Exercise Book
Description
An account of the resource
An exercise book that Ted Neale used to record his notes during Signals classes, No 19 AN Air Force Training School.
Training notes cover signals procedures and codes. Also instructions on operational flight procedures, reconnaissance flights and reporting results of reconnaissance.
Creator
An entity primarily responsible for making the resource
Ted Neale
Format
The file format, physical medium, or dimensions of the resource
One exercise book with handwritten notes
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Training material
Identifier
An unambiguous reference to the resource within a given context
MNealeETH1395951-150731-041
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
Spatial Coverage
Spatial characteristics of the resource.
South Africa
South Africa--Port Elizabeth
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
Frank Batten
aircrew
animal
navigator
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16381/MNealeETH1395951-150731-042.1.pdf
af613e21692eb26b546719e74079d436
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
Neale, Ted
E T H Neale
Description
An account of the resource
123 items. The collection concerns Edward Thomas Henry Neale (b. 1922, 1395951 Royal Air Force) who served as a navigator with 37 Squadron in North Africa, the Middle East and Italy. The collection contains his training notebooks from South Africa as well as propaganda leaflets dropped by the allies in the Mediterranean theatre.
The collection also contains a photograph album, navigation logs and target photographs.
The collection has been loaned to the IBCC Digital Archive for digitisation by Alison Neale and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-31
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Neale, ETH
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] Wings.
Function of wings [/underlined]
In order that an aircraft may fly it is necessary that it be supported, the forward movement of the wings through the air produces an upward force called the lift, counteracting the weight of the aircraft and thus supporting it in the air.
[underlined] Angle of Attack [/underlined]
in flight the wing is slightly inclined to the direction of motion and hence to the airflow, this small angle (usually 2 to 4 degrees in straight and level flight) is called the angle of Attack.
[underlined] Airflow over the Wing. [/underlined]
Experiment shows that the airflow is smooth over both top and bottom
[page break]
surfaces and that the streamlines are closer together over the top surface than over the bottom. The airflow is faster over the [und] top surface [/underlined] than over the bottom, the upwash in front of the wing and the downwash behind it should be noted.
[underlined] Pressure Distribution [/underlined]
The result of this characteristic airflow is to produce (a) a slight increase of pressure on the lower surface, (b) a slight decrease of pressure on the upper surface, the actual differences from atmospheric pressure are very small. Typical values are 1/200 of atmospheric pressure for (a) and 1/100 for (b). note that approximately 2/3 of the total lift is provided by the upper surface.
[page break]
[underlined] Sketches [/underlined] 1/ (a)(b)(c)
All the forces acting on the wing, both above and below may be combined into one “total reaction”, which acts through [underlined] the centre of Pressure [/underlined], it is inclined backwards.
[underlined] Lift and Drag. [/underlined]
Sketch (2).
[page break]
The total reaction (R) is split into two components, one parallel to the airflow, the other perpendicular, the first force (that parallel to the airflow) resists motion to the air and is called [underlined] DRAG. [/underlined] The second (perpendicular to the airflow) supports the aircraft and is called [und] LIFT. [/underlined]
The designers object is to obtain the greatest possible lift with the least possible drag; the pilot on his part must keep the wings at the angle of attack which gives the best results.
[underlined] Effect of Increasing Angle of Attack. [/underlined]
(Speed Remaining Constant)
[circled 1] [underlined] Drag [/underlined] as angle of attack increases from about 0 (Drag Minimum) Drag increases gradually at first and more rapidly later.
[page break]
[circled 2] [underlined] Lift [/underlined] as angle of attack increases from about –2 (Lift 0) Lift increases, [underlined] but does not continue to increase indefinitely. [/underlined] At a certain angle (roundabout 15) Lift reaches a maximum and begins to decrease with further angle of attack. The angle of attack which gives maximum Lift is know [sic] as the [underlined] stalling [/underlined] angle.
Sketch (3)
[diagram]
[underlined] Airflow at the Stalling Angle. [/underlined]
Experiments show that the decrease in Lift at the stalling angle is caused by the airflow leaving the top surface of the wing and forming eddies or
[page break]
turbulence above & behind the wing and spoiling the downwash, thus it is the loss of effectiveness of the [underlined] top [/underlined] of the wing which causes stall
Sketch (4)
[underlined] What Lift and Drag depend upon. [/underlined]
[circled 1]. Shape of the wing (a) cross section (b) plan
[circled 2]. Angle of attack
[circled 3]. Density of the Air
[circled 4]. Wing Area (Projected)
[circled 5]. Air Speed.
[page break]
Theory in Practise
[circled 1] Biplane versus Monoplane
Low speeds demand large wing area in order to obtain sufficient lift (hence biplanes & triplanes in the last war). The biplane however has the following disadvantages
(1) Interference between the two wings this results in loss of lift
[diagram]
Interference may be partially overcome by (a) Increasing [underlined] gap [/underlined] (b) [underlined] Stagger [/underlined] (although this is largely employed to increase the pilots field of vision
(2) [underlined] Increased Drag due to struts & wires [/underlined]
[page break]
The monoplane has developed mainly because of (a) higher speeds and consequent smaller wing area (b) improvement in materials and methods of construction (eg) cantilever)
Wing Loading = TOTAL WEIGHT / PROJECTED AREA OF WINGS usually measured in lbs per sq ft.
Low wing loading – slow, light biplanes eg Tiger Moth.
High wing loadings – fast monoplanes e.g. Spitfire
Typical figures High Stirling 49 lbs sq ft Dornier 217E 64 lbs per sq ft
Low Tiger Moth. 7.6 lbs per sq ft
[page break]
[diagram]
[underlined] Wing Drag. [/underlined]
[circled 1] Profile Drag (Form Drag)
Dependant on the shape of the cross section of the wing, also on the angle of attack.
[circled 2] Skin Friction
Can be reduced by making the surface smooth. It becomes relatively more important as form drag is reduced and speed becomes greater.
[circled 3] Wing Tip Vortices (Induced Drag)
[page break]
[circled 3] Is really part of the lift, it can never be entirely eliminated, but the loss of lift can be partially restored and the induced drag, at the same time decreased by using,
[circled 1] High Aspect Ratio
[circled 2] Tapered wings.
[circled 3] Rounded or Raked Tips.
[underlined] Parasite Drag. [/underlined]
(Drag of rest of Plane)
[circled 1]. Profile Drag
Dependant on streamlining, note: although a retractable undercarriage much reduces drag when up, it is usually worse than the non retractable type when down, this does not help take off.
[circled 2] Skin Friction.
The smaller the area, the smaller
[page break]
is skin friction, hence the cramped quarters in an aeroplane.
[circled 2] Cooling Drag
Greatly reduced of late, may even be negative.
[underlined] The Four Forces [/underlined]
Considering now the whole aeroplane in straight & level flight, all the forces acting on it can be summed up in four
1/. [underlined] Lift. [/underlined] acting vertically upwards from the [underlined] Centre of pressure [/underlined] of the plane as a whole
2/. [underlined] Weight [/underlined] acting vertically downwards from the [underlined] Centre of Gravity [/underlined] of the Plane.
3/. [underlined] Thrust [/underlined] acting forwards along the propellor shaft, usually horizontally
4/. [underlined] Drag. [/underlined] of the whole plane acting
[page break]
horizontally backwards along a line that we can call a [underlined] line of drag. [/underlined]
The plane is not altering its height or speed and is therefore in mechanical equilibrium. The condition for equilibrium are.
Lift must exactly equal weight (L = W) to keep it from sinking or rising
2/. Thrust must exactly equal drag (T = D) to keep it from speeding up or slowing down
Note L & W are much bigger than T or D eg L =W = 10,000 lbs T =D = 1,000 lbs
3/. The four forces must act in the right places so that the plane may be neither nose heavy nor tail heavy.
[page break]
These conditions might be fulfilled thus but it would be impossible to keep them like this because
[diagram]
(A) C.G moves with alteration in bomb & petrol load and the position of the crew
(B) C of P moves with alterations in angle of attack:
(C) T & D alter their lines of action with various angle of attack.
A more usual arrangement for normal conditions is
(1) To have the lift slightly behind the weight line giving a diving twist
(2) To counteract this by having the drag line above the thrust line giving a stalling twist.
[diagram]
[page break]
This has the advantage that if the engine fails and thrust ceases the L. W twist puts the nose of the plane down in the correct attitude for the glide.
[underlined] Trimming Devices [/underlined]
As already stated the designer may arrange to have the plane in perfect equilibrium at one speed & angle of attack, but as soon as a new angle of attack is needed for a new speed the disposition of the forces is upset. trimming devices enable the pilot to restore equilibrium & eliminate the alternative of using the elevator with a constant & tiring pull on the stick
[page break]
[underlined] Stalling
Stalling Angle. [/underlined]
Is the angle of attack of a wing (at any particular speed) which gives maximum lift.
[underlined] Stalling Speed [/underlined]
Is the least speed that can be maintained in straight and level flight.
A pilot wishing to decrease speed must still maintain lift = weight. The drop in lift due to decrease of speed is therefore compensated for by a greater angle of attack. This may continue until a further increase in angle of attack gives no increase in lift – Stalling Angle & Stalling Speed have been reached. Controls are now sloppy & ineffective & any further attempt to decrease speed will result in loss of control, the dropping of the nose or of one wing. Stalling Speed in Straight and Level Flight may not always be the same for the same aircraft. [underlined] An increase in total weight [/underlined]
[page break]
will raise the stalling speed, while an increase in [underlined] wing area [/underlined] (see later “Flaps”) will lower the stalling speed, thus the [underlined] wing loading [/underlined] of an aircraft will indicate its probable landing speed – No wing loading, land slowly; High wing loading high landing speed.
[underlined] Decrease of Air Density [/underlined] will increase the stalling speed, but the [underlined] indicated [/underlined] airspeed on the ASI for stall is the same for all densities & all height
[underlined] Stalling in turns & manouvers [sic] [/underlined]
[diagram]
[page break]
[diagram]
If the aircraft moves in a curved path the ‘effective weight’ becomes greater and more lift is necessary, in other words stalling speed rises. In turning the increase in stalling speed is not great, at angles of bank up to 45, but with steep turns it rises considerably, similarly, when pulling out of a dive the stalling speed may be very high if the stick is pulled back strongly.
[page break]
[underlined] Example. [/underlined]
Aircraft with level stalling speed 60mph
Angle of bank 60 stalling speed 85mph
Angle of bank 70 stalling speed 105mph
Angle of bank 75 stalling speed 120mph
Same aircraft pulling out of 300mph dive
Loss of height 1500 ft, stalling speed 105mph
Loss of height 700 ft stalling speed 125mph
Loss of height 400 ft stalling speed 170mph
(7G Blackout)
Loss of height 100 ft “ “ 200mph
(10G)
[underlined] Slots & Slats. [/underlined]
Decreasing [deleted] in [/deleted] stalling speed & delaying stall.
If a small auxiliary wing (slat) is placed in front of the main wing, with a suitable gap (slot) between the two –
1/. The smooth airflow over the wing is
[page break]
maintained beyond the normal stalling angle by a further 10 or more.
2/. The maximum lift at this postponed stalling angle is 50% to 100% higher than without the slot
3/. The higher the maximum lift, lowers the stalling speed.
The slot usually is arranged to open automatically just before the main wing stalls, the disadvantage of slats lies in the [underlined] large angle of attack [/underlined] necessary for landing, producing
a/. poor visibility
b/. High undercart
Hence slats by themselves are rarely used now except when 1/. linked flaps
2/. Fitted only at wing tips to improve control (see later0.
[page break]
[diagrams]
[page break]
[diagram]
When an aircraft glides with the engine stopped the forces acting are 1/. Lift at right angles to the glide path. 2/. Drag, backwards along the glide path. 3/. Weight, acting vertically downwards. At a steady gliding speed L & D balance W.
It will be seen that the angle of glide [symbol] is the same as the angle between the lift & the vertical. This angle varies according to the ratio of lift to drag, ie with small D & large L [symbol] is small therefore for a very small glide it is necessary to have L/D as large as possible. Now L/D for a wing may be about 20 to 1
[page break]
but for the whole aircraft may be only 10 to 1. It is a measure of the [underlined] efficiency [/underlined] of the aircraft, aerodynamically & from a measure of L/D the flattest glide angle may be calculated, conversely improvement in streamlining may easily be tested by finding what improvement has resulted in gliding angle.
[underlined] Best Gliding Angle [/underlined]
It is possible for an aircraft to glide in different attitudes. It does [underlined] not [/underlined] necessarily glide along its longitudinal axis. In order to have the flattest possible glide, (ie to glide as far as possible) it must be controlled so that the ratio L/D is a maximum – ie so that the angle of attack
[page break]
is about +4 degrees (depending on the type of aircraft). If the angle is [underlined] greater [/underlined] or [underlined] less [/underlined] than this, the [underlined] glide path will be steeper. [/underlined] Only one Air Speed will correspond to this particular angle of attack, so that for optimum glide the pilot must watch his A.S.I. The instinctive tendency when wanting to glide as far as possible, is to put the nose up to far, this lowers the air speed, but [underlined] steepens [/underlined] the glide path.
A rough guide for possible distance is 1 mile for every 1,000 ft of height, this may be greatly exceeded with an efficient aircraft, efficiently operation, e.g. [symbol] = 3.6 degrees, which is equal to 3 miles per 1,000 ft.
[page break]
[diagram]
1/. [underlined] Problems of Landing
Flaps. [/underlined]
Modern high speed A/C of high wing loading necessarily have a high stalling speed and therefore a high landing speed. Increases in speed & wt carrying tend to increase landing speed.
[underlined] Flaps [/underlined] make it possible to reduce landing speed & length of run with –
[page break]
out sacrificing performance. In their simplest form the rear portion of the wing near the trailing edge is hinged so as to be movable downwards.
[diagram]
[underlined] Effect on Lift. [/underlined]
Flap angle 0 to 45 lift increases steadily, flap angle 45 to 60 lift increase more slowly. Flap angle 60 and onwards, practically no increase.
[underlined] Effect on Drag [/underlined]
0 - 45 small increase in drag
45 - 90 large “ “ “
[underlined] Effects of Flaps. [/underlined]
a/. [underlined] Reduction of stalling speed [/underlined] due to increased lift. This gives 1/. Slower Glide
[page break]
2/. Slower landing speed without increasing angle of attack (compare slats)
B/. [underlined] Steepens gliding angle. [/underlined] when landing
C/.
[underlined] Shortens the hold off period. [/underlined] (increased drag)
D/.
[underlined] Shortened landing run. [/underlined] by increasing drag (large flap angle)
E/.
[underlined] Shortened take-off run. [/underlined] by increasing lift (small flap angle)
2/. [underlined] Wheel Brakes [/underlined]
These are used to shorten landing run
[underlined] Disadvantages [/underlined]
a/ Tend to cause nose over.
b/. Tend to cause kite to swing. (CG behind main wheels) ie wheel brakes tend to make A/C [underlined] unstable [/underlined]
[page break]
on landing run.
Both a & b may be eliminated by
3/ [underlined] Tricycle Undercart. [/underlined]
In this case the C.G. is in front of the main wheels (thus preventing swing) & the nose wheel prevents nosing down, therefore the A/C can [underlined] land fast with tail up. [/underlined] There is also less tendency to bounce.
[underlined] Stability [/underlined]
An aircraft is said to be stable if, when disturbed from straight and level flight it returns to normal without any action on the part of the Pilot.
[underlined] Longitudinal Stability about the lateral axis or stability in pitch. [/underlined]
[diagram]
[page break]
[diagram]
If an aircraft flying level is suddenly disturbed so that the nose is raised, the following events occur
1/. Inertia will cause the A/C to persist in its previous path of flight. Thus producing
2/. An increase in the angle of attack
a/. The wings
b/. The tailplane
b/. produces
3/. An upload on the tail which gives for a nose down to its previous position or attitude.
[underlined] Note [/underlined] The increase in lift on the
[page break]
tail
is small compared with that on the wings but its effectiveness is due to greater leverage
[underlined] For good stability in pitch the C of G must be well forward.
Lateral Stability about the longitudinal axis, or stability in roll. [/underlined]
Methods of securing this are
1/. Dihedral on the wings
a/. a/c rolls therefore :-
B/ Lift is no longer vertical, this produces
C/. Sideslip toward the lower wing. This alters the direction of the relative wind, the angle of attack on the lower wing being greater than that on the lower wing, this gives:-
D/. More lift to the lower wing :-
e/. Roll back to horizontal.
[page break]
2/. [underlined] Sweepback. [/underlined] (Tiger Moth).
High Wing & Low CG (Pendulum) e.g. Lysander.
[underlined] Directional Stability. [/underlined] about the normal axis, or stability in yaw. (Weathercock Stability) When an q/c yaws inertia tends to keep it moving on its original flight path ie for a short distance it travels crabwise in the air, this means that the relative wind now strikes the side of the fuselage, the [underlined] tail fin [/underlined] & [underlined] the rudder [/underlined], the effect of this wind on the fin & the rudder & on that part of the fuselage behind the C of G is to return the a/c to its original attitude. The thrust on the front
[page break]
part of the fuselage tends to increase the yaw, but the large & efficient area of the fin & rudder, plus the greater leverage, easily overcome this adverse force.
[underlined] Connection between rolling & yawing. [/underlined]
When an q/c rolls it sideslips, hence dihedral restores it to an even keel, [underlined] but [/underlined] The sideslip will cause the relative wind to strike the fin & hence turn the a/c in the direction of the roll, thus it is normally necessary for this to be corrected by the pilot by a kick on the rudder.
[page break]
[underlined] Control. [/underlined]
Control surfaces
1/. Rudder.
2/. Elevators
3/. Ailerons
4/. Flaps
Effectiveness of a control surface depends upon a/. area
b/. Distance from turning axis (leverage)
c/. Speed of Airflow
[underlined] Aileron Drag [/underlined]
In order to bank the aileron one wing is lowered (thus increasing lift & the wing rises) & on the other, is raised (decrease in lift & wing falls)
But drag is also affected & the wing, with the aileron [underlined] down [/underlined] (outside wing) has its drag increased more than the other, this tends to turn the A/C
[page break]
in the wrong direction.
[underlined] remedies: [/underlined]
1/. Differential ailerons
[diagram]
[underlined] Frise. [/underlined]
[diagram]
[underlined] Balanced Controls. [/underlined]
The amount of physical strength necessary to operate the control column
[page break]
may often be very great, in order to make it smaller control surfaces are balanced by making part of the surface project in front of the hinge line & thus help in moving the controls.
[diagram]
[underlined] Mass Balance [/underlined]
Control surfaces which are slightly flexible, plus slackness or play in cables or control rods may produce flutter, which may become violent enough to break the controls, this is prevented by the addition
[page break]
of mass balance weights as shown below.
[diagram]
[underlined] Trimming Tabs & Balance Tabs. [/underlined]
[diagram]
Tab goes down, control surfaces goes up. Tab goes up, control surface goes down.
[underlined] Uses. [/underlined] a/. as a [underlined] balance. [/underlined] in the same way as horn balance or inset hinge.
[page break]
b/. as a bias or correction to [underlined] trim [/underlined] the A/C e.g. on elevators when C.G. alters, this results in releasing strain on control column & trim tabs have superseded the adjustable tail plane for this purpose. Trim tabs may be
1/. Adjustable from pilots seat (bombers)
2/. “ only on ground (most fighters)
[table]
[page break]
[diagram]
[page break]
[diagram]
[page break]
[table]
[page break]
[diagram]
[page break]
[diagram]
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
Notes on Airframes
Description
An account of the resource
Ted Neale's notes on aircraft.
Creator
An entity primarily responsible for making the resource
Ted Neale
Format
The file format, physical medium, or dimensions of the resource
41 handwritten sheets
Identifier
An unambiguous reference to the resource within a given context
MNealeETH1395951-150731-042
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
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.
Type
The nature or genre of the resource
Text
Contributor
An entity responsible for making contributions to the resource
Frank Batten
aircrew
navigator
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16382/MNealeETH1395951-150731-043.1.pdf
a61443fe45d1a320d31fa72296be3556
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
Neale, Ted
E T H Neale
Description
An account of the resource
123 items. The collection concerns Edward Thomas Henry Neale (b. 1922, 1395951 Royal Air Force) who served as a navigator with 37 Squadron in North Africa, the Middle East and Italy. The collection contains his training notebooks from South Africa as well as propaganda leaflets dropped by the allies in the Mediterranean theatre.
The collection also contains a photograph album, navigation logs and target photographs.
The collection has been loaned to the IBCC Digital Archive for digitisation by Alison Neale and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-31
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Neale, ETH
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[crest] EXERCISE BOOK
77 O.T.U. Course 6
NEALE E.T.H.
NAVIGATION
13 - 3 - 44.
[table of formulae]
[page break]
MISS. N. PAXTON.
[page break]
Training Scheme
2hr dry Swim
Map reading. Maps & charts. Types in use
Wind finding
Wireless aids.
Sextant calibration calculation of errors, Watch rating.
Use of air plot.
Map reading 2. hints on map reading (practical)
Astrograph. (1)
Sight calculation
Compass & Loop swinging.
Astro correction Sunrise etc.
Star recognition. day & night.
Pre flight planning
Practical navigation.
Technique.
Astro compass & Air swinging.
Log analysis
Astro theory
D.R. Compass
Bags of D.R.I.
Crew co operation.
Geography.
Position lines.
Time examples.
Log Keeping.
[page break]
[underlined] Day [/underlined] Flying Procedure
fly screen do bombing practice.
2 trips so without screens. full crew, + bombing 3 hrs
Dual cross country with screens.
Series of cross countries. 4 hrs & 5 hrs.
Test 1 hr
Cross country 5 hrs.
Fighter attacking 2 hrs.
Crew flying circuits.
[underlined] Night. [/underlined]
Cross country with screens.
2 4 hrs 15 hrs 26 hrs as crew
1 dual bombing at night 1 1/2 hrs
2 solos 3 hrs
1 trip with night fighters & searchlights.
[page break]
[underlined] Map Reading. [/underlined]
6 of Long are chosen the lat being 4 The scale is correct at 2 on either side of the central meridian
Position Errors for Wellington 3.
120 mph + 10
130 “ + 9
140 ” + 8
150 “ + 7
160 ” + 6
170 “ + 5
180 “ + 4
190 “ + 3
200 “ + 2
[calculation]
[page break]
[calculation]
[underlined] W/T ORGANISATION. [/underlined]
[diagram]
M/F STATIONS
LYDDA
HABBANIA
ELMAZA
M/F Range 200 – 300 miles
[page break]
[underlined] Radio Range. [/underlined] (U.S.A.).
not made clear.
Range of M/F 200 – 300 miles.
W/T Beacons.
Visual indicators, if needles turn to right then turn to port is executed. this is bearing not recip.
[underlined] Ditching. [/underlined]
W op transmitts [sic] between 1 hr to 10 past 30 mins to 40 mins.
[underlined] Priorities [/underlined]
SOS or Mayday, (distress)
O I have operational message of vital importance
OP Immediate & is to be used for (A) operation messages of less importance (B)
messages of extreme importance not amounting to immediate danger of crashing.
ie.
Lost with good deal of petrol, used to prefix QPM some mechanical mishap requiring return to base. Injury of one of the crew or severe illness.
P/
Important
[page break]
[underlined] H/F D/F. [/underlined] 0 – 100 miles.
Q.D.M. Q.D.L. [symbol] series of QDM’s.
MIDDLE EAST Distress frequency
Inter command H/F D/F
4575 Ks day
3105 “ night
[underlined] In distress. [/underlined] hand W op PSN Co HT Speed minutes of flying time left.
[underlined] H/F GUARD. [/underlined]
Broadcast every 1/2 hr w op must pick them up, diversion signals, met requests also time signals. All messages to base thru H/F guard
[page break]
[underlined] Local R/T procedure. [/underlined]
QASTINA ground control, Call word “Digest”
QASTINA satellite “Digest 2”
Bombing range “Digest Range”
“A” Flight “Drastic Red”
“B” ’’ “Drastic White”
“C” ‘’ “Drastic Blue”
“D” ‘’ “Drastic Green”
TT” ‘’ “Drastic grey”
[underlined] Ground Testing [/underlined]
A/c calls ground station
“Drastic Red D. Dog calling digest ground testing over”.
Answer:- “Drastic Red D. Dog loud and clear over.”
“Drastic Red D. Dog answering loud & clear also out.”
[underlined] Taxying Up. [/underlined]
“Drastic Red D. Dog caling Digest taxiing out over”
“Drastic Red D. Dog Roger out.”
[underlined] After each landing on Circuit & bumps. [/underlined]
‘Drastic Red D Dog calling digest landed & clear of runway over”
“Drastic Red D. Dog Roger out.”
[page break]
[underlined] After completing a detail. [/underlined]
“Drastic Red D Dog calling digest landed & clear of runway, detail completed (or not completed) over”
‘Drastic Red D Dog Roger out”
[underlined] Asking for Q.F.E. prior to landing. [/underlined]
M. “Drastic Red D Dog caliing Digest QFE over”
Answer. “Drastic Red D Dog Q.F.E. 1016 over.”
M. “Drastic Red D Dog QFE 1016 out.”
[underlined] R/T Procedure at Bombing Range. [/underlined]
M. “Drastic Red D Dog calling digest Range may I commence bombing over”
Answer “Drastic Red D Dog carry on for bombing over”
M. Drastic Red D Dog Wilco out.
after each bomb
Drastic Red D Dog calling Digest Range No 1 bomb gone over
Drastic Red D Dog Roger out.
[page break]
[underlined] R/T Call signs around QASTINA. [/underlined]
AQUIA. “DEVOUT”
LYDDA “BAGSHOT”
CAIRO WEST “STOCKYARD”
BEIRUT “ECHELON”
MALBBANIA. “CYCLOPS”
LGH3 “RAMPAGE”
ZERKA “LARRY”
[diagram]
[page break]
First Leg.
LOOP BASE for T.M.G. to 33
LOOP BEIRUT. Checks on G/S 33 to 34 20’
Cyprus. leg.
Loop at Paphos check on G/S. to 33 40’
Loop on BALTIM to check turning point.
3rd Leg.
Loop Baltim for homing.
4th Leg.
QDM. From GIANICLIS for check on G/S.
Loop on Cairo to check turning point.
5th Leg.
Loop from SHALLUFA for check on G/S. then later Loop Base & SHALLUFA for fix. Loop on Base for turning point, then homing on to BASE.
BASE CAIRO.
[underlined] Co 050 T [/underlined] TAS 150 KPH.
1220 loop BALTIM 270 + 050 = 320 – 180 = 140. 270 + 052 = 327
1230 Loop BASE 007 + 050 = 057 + 180 = 237
011 + 050 = 063 243
291/54 3035’N 3240’E
1220 052 QC + 5
30 41 N 32 18 1/2 E
311/15 (13).
T.Port needles right True bearings.
[page break]
[underlined] Astrograph. [/underlined]
Ensure that corrct band for time & latitude involved is used.
Select setting long & instal [sic] astrograph. Line up chart.
[underlined] Petrol System [/underlined]
[diagram]
[underlined] OVERLOADS [/underlined]
[page break]
[underlined] A/1134. [/underlined]
WOP CREW
[table]
TR1196 used instead of T.R.9.
Emergency codes with lights.
E/A sighted series of A’s
Turn to Port = dot’s; action to be taken on last dot:
Turn to STB = dashes “ “ “ “ “ “ dash.
at shooting down of E/A = XX or all clear.
If gunner catches packet = NNN –
R crash landing
P for ditching
L for baling out.
Length of trailing ariel [sic] 50ft.
[page break]
[calculations]
[page break]
[underlined] MK 14 Bomb Sight.
Services. [/underlined]
1/. Electricity. 12 or 24 volts to Servo motors
2/. Suction 4 1/2 inches of mercury to pitch and roll gyros
3/. Air pressure 5lbs [symbol] in for pneumatic servo’s
4/. Static vent for ASI & altimeter
5/. Pitot vent for ASI
6/. Course control D.R compass or manual.
[underlined] Settings for Bombing. [/underlined]
Before flight.
1/. Met wind speed.
2/. Met wind direction
3/. Bomb T. [deleted] W [/deleted] V
4/. Target height against MSL Press at Target.
5/. Levelling scales for all up wt at target.
[underlined] Approaching Target. [/underlined]
1/. Bomb sight air cock on.
2/. Computor switch on.
3/. Graticule on.
4/. Reset wind speed & direction check course dial reading.
[underlined] On Bombing Run. [/underlined]
If no D.R.C system in A/C course
[page break]
must be fed in to the computor by another crew member ie NAV. give usual instructions to pilot to bring target down drift line release bombs when graticule covers target.
[underlined] N.B. [/underlined] before releasing bomb permit collimator to return to neutral.
[underlined] after Bombing [/underlined]
1/. Graticule off
2/. Computor Off
3/. Air off
in this order only.
[page break]
[calculations]
[page break]
[calculations]
[page break]
[calculations]
[page break]
[calculations]
[page break]
[diagram]
[torn page]
[calculations]
[page break]
[table of bearings]
DRIFT & PSN LINE METHOD OF WIND FINDING
[diagram]
[page break]
A – B : Courses flown. At time of position line draw in Air posn A/C later to course approx at right angles to posn line. from Air posn at time of posn line draw in reverse of this last course (at RT Angles to posn line) for time flown at Air speed. from posn obtained draw in line to A. Posn at time of posn line, this will wind up to time of
[torn page]
[calculations]
[page break]
MARINE SEXTANT
[calculations]
[page break]
[calculations]
[page break]
[calculations]
[page break]
[circled 1]/ [underlined] PERPENDICULAR ERROR. [/underlined] MIRROR COCKEYED.
Not experienced
[circled 2]. [underlined] SIDE ERROR [/underlined]
Displacement of Prism & bubble chamber offset.
[circled 3]. [underlined] INDEX ERROR [/underlined]
ERRORS IN MECHANISM.
[circled 4] SHADE ERROR. [/underlined]
Dirty or bad shade causes refraction.
[circled 5] [underlined] WEAR & TEAR. [/underlined]
Old age.
[circled 6] PERSONAL ERROR. [/underlined]
Sight [underlined] REFRACTION [/underlined] TABLE “A” applies to us.
[underlined] DOME REFRACTION.
SEMI DIAMETER. [/underlined] Sun & Moon
[underlined] DIP.
PARALLAX IN ALTITUDE. [/underlined]
CORRECTIONS
HT. OBSERVED
[symbol] SEXTANT CORRN
- DIP
- REFRACTION
- DOME REFRACTION
[symbol]
S. DIAMETER
+ PIN A
[symbol]
Q CRN
= CALCULATED ALT
[diagram]
[page break]
WATCH READING 2158 06 10 secs fast = 2157 56
[calculations]
[page break]
[table of conversions]
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
Ted Neale's Navigation Exercise Book
Description
An account of the resource
An exercise book kept by Ted Neale with his Navigation notes, as part of his training at 77 Operational Training Unit
Creator
An entity primarily responsible for making the resource
Ted Neale
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-03-13
Format
The file format, physical medium, or dimensions of the resource
One exercise book with handwritten notes
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Training material
Identifier
An unambiguous reference to the resource within a given context
MNealeETH1395951-150731-043
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
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
Frank Batten
aircrew
navigator
Operational Training Unit
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16383/MNealeETH1395951-150731-044.2.pdf
d90a2c2cdb90c11590b330128794d9e5
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
Neale, Ted
E T H Neale
Description
An account of the resource
123 items. The collection concerns Edward Thomas Henry Neale (b. 1922, 1395951 Royal Air Force) who served as a navigator with 37 Squadron in North Africa, the Middle East and Italy. The collection contains his training notebooks from South Africa as well as propaganda leaflets dropped by the allies in the Mediterranean theatre.
The collection also contains a photograph album, navigation logs and target photographs.
The collection has been loaned to the IBCC Digital Archive for digitisation by Alison Neale and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-31
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Neale, ETH
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Navigation Notes
1395951
Neale. E
[page break]
[calculation]
[underlined] Theory of Flight
Wings
The angle of attack. [/underlined]
[diagrams]
Angle of attack is the angle between the chord line & the relative wind. It is usually between 2 to 4 in straight and level flight.
[diagram]
[underlined] Air Flow over the wings. [/underlined]
[page break]
Projection is any orderly construction to represent Meridians & Parallels on a plane surface, it is impossible to represent the surface of the earth on a plane surface without distortion, a perfect projection would show (1). The scale the same all over (2). all areas on the earth would be represented by corresponding areas on the map. (3). all shapes would be correct (4). Bearings, that is, angles on the map would be the same as corresponding varies on the earth. To achieve all this in one projection is impossible so that maps are constructed to (a) preserve one of the above by sacrificing all the others. For example Mercator (b) to compromise by making a minimum amount of error, this is possible by taking an average amount of error over a small area. Special Features of Mercators Projection
Angles on the map are accurate representation of the angles of the world.
The Rhumb line that is the [underlined] path of the aircraft [/underlined] is represented by a straight line
3/. Meridians are represented as parallel straight lines
4/. Parallels of latitude appear as parallel straight lines at right angles to the Meridians
5/. The scale of the map increases as the latitude increases.
6/. The chart length of a minute of longitude is constant all over the map.
[page break]
[underlined] Courses & Tracks
Course. [/underlined] (T).
Is the angle measured clockwise from the true meridian to the fore & aft line of the aircraft. [diagram] it is always written in 3 figure notations 000(T) to 360(T)
[underlined] Track. [/underlined] is the angle measured from the meridian to the path of the aircraft relative to the ground it is measured in 3 figure notations 000(T) to 360(T) [diagram]
[underlined] Angle of Drift. [/underlined] the angle of drift is the angle measured from the longitudinal axis of the aircraft to its path on the ground, the angle between course & track
It is measured port or starboard from the aircraft nose [diagram]
example (1) an aircraft is on a course 153(T) the track is 141(T) what is the drift answer 12 port.
example (two) the course of an aircraft is 257(T) the drift is 9 degrees starboard what is the track
266(T) Course – port drift = track
‘’ ‘’ + star ‘’ = track
[calculation]
[page break]
[underlined] Wind effect [/underlined]
In conditions of no wind the path of an aircraft over the ground is coincident with the course & the ground speed of the plane is the same as the T.A.S.
[calculations]
[page break]
[calculations]
TO BE RECOPIED
(1) [underlined] Isogonals. [/underlined] which are lines joining places of equal magnetic variation (used on Mercator plotting sheet at 1 intervals, and on the half million Topographical Map at 30 minute intervals
2) Compass Rose, used on the 1/4" to 1 mile topographical map.
3/. Marginal Diagram. 1/2 million topographical 1/4” to 1 mile
Agonic Line, a line of zero magnetic variation.
You are over Scarborough & wish to make good a course of 144(T) what magnetic course will you steer.
[diagram]
[page break]
from Eastbourne to Ronaldsway
TO BE COPIED
Applying variation to (A) courses & (B) Bearings.
(A)[underlined] Courses. [/underlined] apply mean variation along the track do this by find the mid point on the track & use the nearest isogonal.
(B)[underlined] Bearings. [/underlined] min this case apply local variation, ie the variation from the place you are situated.
Deviation (The Compass Course).
The compass in an aircraft is surrounded by magnetic disturbances which tend to deflect the needle from the magnetic Meridian
The angle between the Magnetic Meridian & the Direction taken up by a magnetic needle lying in a field not coincident with the Earths Magnetic field. The disturbances may be resolved into N & S poles inside the aircraft as the heading of the aircraft changes the position of these poles also changes a relation to the Magnetic Meridian, consequently Deviation
[page break]
will be different for different headings of the aircraft
[diagram]
Deviation therefore is always relative to the aircrafts magnetic course. Certain of the disturbances are removed by, Those which remain are tabulated for each heading of the craft & from the results obtained R.A.F. 316 & 316A are constructed (Deviation Cards)
Note that there must be a separate 316 for each individual aircraft, and a separate 316A for each position in the aircraft in which the “O” (observer type) type compass may be mounted
In the vicinity of Holyhead
You are flying vicinity of Celcy [sic] Bill
Course 315(M) observe Nap [sic] tower on a bearing of 259(C)
what is the Deviation on the compass and to what heading does it apply
[diagram]
[page break]
[diagram]
GT. ORMES HEAD
TAKE BEARING OF BAR LIGHT
BEARING COMPASS [underlined] 070 [/underlined]
[diagram]
[calculation]
Near Swanse [sic]
over Mumbles see Scarweather
Bearing 181(C)
[calculation]
[diagram]
HUMBER SPERN [sic] LIGHT TRANSIT HUMBER
[calculation]
[diagram]
[page break]
[calculation]
[diagram]
Vicinity of Portland
[calculation]
[diagram]
Anvil Point transit St Catherines on a bearing of 107
what is the deviation and to what does it apply
[calculation]
[diagram]
[page break]
[calculation]
[diagram]
[diagram]
[page break]
[calculation]
[diagram]
[calculation]
[diagram]
[page break]
[calculation]
[diagram]
The Bearing of an Object was 040(C)
when course of Aircraft by O type was 170 the true B 060(T) variation 10 east deviation of Pilot by which course was 185(C)
From Cambridge to Hartland Pt
Start 09:00 hrs Rhumb line Track 248(T)
Distance = 189 nm
51 37 1/2 N
02 07 E
W.V 150 / 20 K TAS 180 K
[page break]
The Lat & Long VIESBARN is 53 08” N 06 09’ E
The Lat & Long of OLDENBURG 51 11” N 06 09 E
1 57
Leave A 090(T) travel 50 nm, travel on bear 180 (T) 50 nm 270 (T) 50 nm 000(T) 50 nm
A navigate Track Lat 50 N Lat 54
ETA would be early
[diagram]
[calculation]
[page break]
[underlined] PROPERTIES OF MAP PROJECTION. [/underlined]
[table]
[calculation]
[diagram]
[page break]
Aircraft Recognition
[table – Allied aircraft]
[table – German aircraft]
[page break]
[underlined] Range Orders [/underlined]
1). Pointing of rifles or pistols. Rifles & Pistols are on no account to be pointed or aimed in any direction except when on firing point and in firing position and then only towards the butts
[underlined] Waiting Details [/underlined] must stand clear of firing point and are under the direct supervision of the flight N.C.O
[underlined] Inspection of Arms [/underlined]
the Officer or N.C.O in charge of firing will inspect all arms prior to detailing firers to their firing points
[underlined] Issue of Ammunition. [/underlined]
The N.C.O or airman will issue ammunition to firers only when details are ready to take up their position on the firing point and after the red flag has been withdrawn
[underlined] Conduct of Practices [/underlined]
Peoples detailed will fall in opposite their alloted target when the nature of the practice will be explained,
b). On the order five rounds load, pupils will assume the prone position & load 5 rounds & place the safety catch in safe position
c). on the order “Fire” pupils will put the safety catch off & unless
[page break]
otherwise ordered will continue firing in their own time until either all the rounds have been fired or the order “cease Fire’ is given
d). Until the order “Stand Clear” is given pupils will remain in the prone position. When the order has been given pupils will leave the butts of their rifles to the rear and rest the rifle with the breech clear of the ground and stand to attention.
e). On receiving the order inspect targets pupils will be marched to the butts this procedure being carried out for each practice.
6). [underlined] Jamming of Weapons. [/underlined] Should a jam occur that the firer cannot remedy by recognised immediate action he will leave the [deleted] rifle [/deleted] weapon with the muzzle pointing towards the butts, & raise his arm when the stoppage will be cleared by a qualified armament personnel. On no account should a weapon which may contain a live round be brought behind the firing point.
7). Smoking on the range is strictly prohibited
[page break]
8). [underlined] Carrying of live rounds [/underlined]
In no circumstances may live rounds or mis-fires be carried on the person.
[underlined] Law
The Young N.C.O. [/underlined]
Efficiency
1/ (A) Demeanour & Self Discipline.
(1) On & Off Duty.
(b) [underlined] Discipline. [/underlined]
(2) [underlined] Power to Command. [/underlined]
Character Commands Respect
3/. Popularity
a good N.C.O is one whom men will respect & of whom men are sure of impartial treatment he must get to know and appreciate the capabilities and the characteristics of his men (& feelings). A good man he will help and push forward and help the backward he will cultivate a spirit of loyalty to his officers.
[underlined] Behaviour off Parade. [/underlined]
Any behaviour unbefitting a junior N.C.O. should be dealt with immediately by any senior N.C.O. An N.C.O. should be conversant with K.R. A.C.I.
[page break]
[underlined] The Young Officer.
Discipline [/underlined] He will also conform to the establishment customs & practices of the services
2/. An officer will at all times be responsible for the maintenance of good order & discipline he will refrain at all times from making remarks or passing criticisms of his superior officers
[underlined] Redress of Grievances [/underlined]
It must be done properly if your immediate superior cannot satisfy you, inform that you will go above him & if he will not agree it can be put forward in writing but you must inform the officer himself & give him a copy, you must not bye-pass any link.
Communication & interviewing of Air Ministry officials an officer is forbidden to write private letters to the Air Ministry on official or personal matters such as promotions, postings, transfers etc. All such matters should be dealt with by own C.O.
[page break]
The mean variation equals 11N
[calculation]
a 09.37 hrs he found himself over Bristol = 111 nm
T.M.G. = 246(T)
DRIFT EXPERIENCED AT BRISTOL
[calculation]
[diagram]
[calculation]
[page break]
[calculation]
[diagram]
[calculation]
Because on Mercators chart the scale is not fixed, it increases as the scale gets nearer the Pole. Because the Longitude scale on a Top map is not correct
[page break]
[calculation]
[page break]
[calculation]
[page break]
[calculation]
[page break]
[calculation]
In order to check deviation on both Bearing & compass the Navigator made the following observation. Bearing of 2 objects in line 040 Bear Compass [underlined] True 027 [/underlined] Var 10W the course by Bearing Comp was 321 & by P 315 find deviation on both compasses.
[calculation]
Find the length of line on a time scale which will represent the dist run in 7 1/2 mins at 100 mph.
D/. AT & 150K Scale for 1/4 million.
[page break]
[calculation]
[page break]
[calculation]
0600 Hrs BRISTOL S/C CALAIS T.A.S. 180K W/V 000/25K
Find C(T) Distance G/S E.T.A.
What drift would you expect 8 to port
0710 CALAIS S/C ST BRIEVE (48 31’N 02 46W)
What is CO (T)
G.S
0750 you find yourself over ILES ST MARCOUF LT
What is T.M.G Drift & G.S.
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
Ted Neale's Navigation Notes
Description
An account of the resource
A note book kept by Ted Neale covering chart projection, navigation calculations and also notes about firing range procedures and behaviour expectations for non-commissioned officers and officers.
Creator
An entity primarily responsible for making the resource
Ted Neale
Format
The file format, physical medium, or dimensions of the resource
One RAF notebook with handwritten notes.
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Training material
Identifier
An unambiguous reference to the resource within a given context
MNealeETH1395951-150731-044
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
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
Frank Batten
aircrew
navigator
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16387/MNealeETH1395951-150731-051.2.pdf
8fc61fbe0644b308da0da493094dda2c
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
Neale, Ted
E T H Neale
Description
An account of the resource
123 items. The collection concerns Edward Thomas Henry Neale (b. 1922, 1395951 Royal Air Force) who served as a navigator with 37 Squadron in North Africa, the Middle East and Italy. The collection contains his training notebooks from South Africa as well as propaganda leaflets dropped by the allies in the Mediterranean theatre.
The collection also contains a photograph album, navigation logs and target photographs.
The collection has been loaned to the IBCC Digital Archive for digitisation by Alison Neale and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-31
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Neale, ETH
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
A.O.S.
Course 19. AIR. NAVIGATOR.
42. AIR. SCHOOL.
PORT ELIZABETH.
SOUTH AFRICA.
23rd August 1943
1395951.
Neale. E.J.H.
[page break]
Maps & Charts.
[underlined] MAP READING.
Before Flight. [/underlined]
Make sure that you know if it is metres or feet, know all conventional signs, including any unusual ones peculiar to the map in use. Insert any secret information, lightly in pencil, according to a private secret code. [underlined] eg [/underlined] 25 miles due East of actual position.
Aquire [sic] a true sense of map scale.
On 1 million 1 inch = approx 16 miles.
‘’ 1/2 ‘’ ‘’ = ‘’ ‘’ 8 ‘’
‘’ 1/4 ‘’ ‘’ = ‘’ ‘’ 4 ‘’
Aquire a true sense of map direction. The direction of North should never be in doubt. Draw in route with time or distance marks if possible (draw tracks in first). Study the route carefully, select suitable land-marks and put a pencil ring round those not clearly marked, put an E.T.A. against each. Study relative forms of landmarks, as they will appear in flight. Fold map so that area required is easily accessable [sic], preferably with distance scale shown
[page break]
[underlined] MAP READING.
During Flight. [/underlined]
Orienteering the map helps in recognising relative position of features, essential in identifying road & rail junctions, may usefully be dispensed with when not lost, to give ease in reading names and bearings.
Use time marks to anticipate land marks, such as towns, rivers & coast lines, particularly at night.
Provided the general position is known always read from map to ground. Mountains appear in plan below the A/C in elevation at a distance.
[page break]
[underlined] Procedure When Lost. [/underlined]
[circled 1]. Draw a circle of uncertainty round D.R. position, radius 10% air distance flown since last fix.
[circled 2]. Orient map by means of compass.
[circled 3]. Look around horizon for 2 or 3 prominent land-marks, estimate their bearing & distance, pin-point yourself by reading from map to ground.
[circled 4]. Failing this adopt a positive plan
a/. Fly in the direction of some prominent feature, e.g. river, mountain or coastline, follow this until recognised.
b/. commence organised search.
c/ circle some local feature until it is recognised or until plan is ready. to make map reading easiest & so assist recognition, fly from S to N over landmarks N.B. pay particular attention to air plot never fly aimlessly to inspect features on the horizon.
[page break]
[underlined] Map Reading by Day. [/underlined]
For good results, always observe down sun.
[underlined] In Good Visibility
Landmarks [/underlined]
a/. [underlined] Mountains and hills. [underlined] give general position only, very difficult to use for P.P. get impression of contour shapes.
b/. [underlined] Water. [/underlined] Rivers lakes canals etc N.B. bridges & Gorges. beware of floods & droughts.
c/. [underlined] Railways & Roads. [/underlined] do not P.P. without orienting map.
N.B. Distinguishing features d/. [underlined] Towns & Villages [/underlined] (alter shape).
e/. [underlined] Woods. [/underlined] alter shape. on modern target maps reliability symbols are used
f/. [underlined] Golf Courses & Race Courses [/underlined] very visible from the air
g/. [underlined] Sea Marks [/underlined] a/. Coastlines very visible
[page break]
due to breakers. b/ Sandbanks, rocks, shoals. N.B. STATE THE TIME.
c/. Light houses & Light Ships
d/. Marine Lights (shaded on top may not be visible when directly overhead.)
e/. large buoys
f/. Cliffs.
g/. Sea traffic.
In Poor Visibility use map reading in close conjunction with D.R.
By night always observe up Moon.
[underlined] Map Reading by night. [/underlined]
a/. Always observe up moon.
b/. Visibility may increase by night.
c/. Anticipate features.
d/. When you acquire night eyes dont [sic] spoil them by using the light.
e/. Coast always almost visible.
f/. difficult to distinguish details (due to cloud shadows).
[page break]
g/. Town lighting, decreases after midnight.
h/. Fires & ACK ACK
i/. Aerial Beacons & Marine Lights
[underlined] Lights at sea. [/underlined]
abbreviations in 1234 Chapter 3 para 19 Visibility of Marine Lights calculated for a height of 15 feet above sea, visibility is affected by Met conditions & humidity, changes of refraction, height of the observer & state of the tide.
[underlined] Reporting Position. [/underlined]
1/. Pin Point, accurate, non secret, may be difficult to find
2/. Bearing & distance, not easily estimated over 10 miles. a/. from landmark, non secret. b/. from lettered datum point, secret.
3/. Latitude & Longitude not secret, but accurate
4/. R.A.F. lettered co-ordinates.
[page break]
[diagram of lettered grid with point marked]
Each meridian & parallel alloted [sic] 2 letters (changeable). Give co-ordinates of intersection of Parallel & meridian S.W of position [underlined] MF – PR [/underlined] followed by minutes of [underlined] latitude & longitude. [/underlined] This is the same for both N & S hemisphere.
5/. The Naval Method. Bearing & distance from nearest intersection 255 JBZB 3 miles.
6/. Modified British Military Grid. Great Britain divided into 6 500Km squares, lettered LM, QR, BW & I
[page break]
b/. each 500 Km square divided into 25 100 Km squares & lettered, called Primary
c/. each 100 Km square divided into a hundred by 10 Km squares & numbered called Secondary
d/. the 10 Km squares can be subdivided into units by inspection or by instruments In reporting position give two letters & 4 figure coordinates of Pin Point from the S.W. corner.
[underlined] N.B. [/underlined]
always give Easting before Northing. Be certain if bearings refer to GRID NORTH or TRUE NORTH.
The TRUE origin passes through the I.O.W.
The FALSE origin passes West of the Scilly Isles.
[page break]
[underlined] Maps & Charts in use in the R.A.F. [/underlined]
Plotting sheets.
1/. 1 – 1,000,000. reference G.S. G.S. 4080. It covers all operational areas, Main ground features only shown, spot heights in metres ABAC scale for conversion angle, compass roses 1 – 2 or 3. Isogonals for every one degree, 10 minute graticule, marginal statute & nautical mile scale varying with Latitude. Ch Long in time as well as arc, 3 main parallels marked plainly for use with astrograph. Cheap & easily produced.
Scotland N.W 54N 13’W
All BRITISH ISLES & IRELAND. covered by 2 sheets.
2/ 1 – 500,000 BRITISH ISLE. The sheet is similar in all particulars to 1 – 1,000,000 & is used mainly for training.
3/. 1 – 2,000,000 G.S.G.S. 5012. new series small scale plotting charts, similar to 4080. * cannot be used with astrograph. Almost any European target can be reached on a single sheet.
[page break]
Used for Mosquitos & Pre flight Plan Sheet No NW 46/8 covers the area from Dublin to Konisberg 8W - 21W scale 2,000,000 at 56N. Spot heights in metres, hachuring for mountains, heavy coastline no radio broadcast stations, improved shapes of town, statute miles scale in body of sheet.
[underlined] Topographical MAPS. [/underlined]
1/ 1 – 1,000,000 GSGS 2758 modified Polyconic projection, once used for navigation, superseded by GSGS 4080. suitable for high altitude map=reading. More detail than plotting chart. No 10 minute graticule, heights in feet, covers Europe & Great Britain. Revised 1 – 1,000,000 new series being produced to cover main operational areas of Europe, based on old 1,000,000, with redesigned sheet lines, unimportant details removed roads & railways emphasised, purple layering incorporated.
[page break]
2/ 500,000 GSGS 4072 Modified Polyconic Great Britain & Europe, map reading at moderate height & short distance navigation 10 minute graticule 1/2 isogonals. heights in feet. distinctive colours for main features In Germany woods not marked in green as they are too numerous to serve as land marks, main outline only shown.
3/. 1/250,000 GSGS 3982. [deleted] Modified Polyconic. Europe, does not cover great Britain, but being extended to cover France & Ireland, used for map reading when approaching target & over industrial areas. 10 min graticule, Ht in metres.
4/. 1/4 in ORDNANCE SURVEY AIR EDITION CASSINI’S PROJECTION. Map reading only 10 min graticule on some sheets, British Grid on others. Magnetic variation on compass rose. Grid deviation at side of sheet.
1/4 in O.S. [underlined] Special. [/underlined]
Similar to above but layout conforms with 1/4 million series.
[page break]
Target Maps. reliability symbols being introduced.
BONNES PROJECTION. SOUTH AFRICAN.
[underlined] Admiralty charts. [/underlined]
Mercators Projection, only nautical mile scale, no accurate land details except sailing marks. Compass rose graduated true & magnetic, magnetic inside true with variation indicated.
Admiralty Plans.
Small charts on large scale, usually of harbours, suitable as target maps, no latitude or longitude scale, distances in nautical miles & cables. 10 cables In mile.
Marine Contoured Maps.
For use in minelaying flights, depth of water shown by layered colours, beaches & banks visible at mean low water, grey stippled, land details shown accurately, taken from 1/4 million air maps. To cover all coasts from Spain
[page break]
to 64N, including the Baltic. Norwegian sheets layered for a ground height. Barmouth sheet produced for training. Gnomonic Charts.
[underlined] CONVENTIONAL SIGNS. [/underlined]
[symbol] LAND AERODROME.
[symbol] LANDING FIELD.
[symbol] AIRSHIP BASE.
[symbol] WATER SEAPLANE ANCHORAGE.
[symbol] AERODROME (WATER)
[symbol] CONSPICUOUS OBJECT.
[symbol] AIRSHIP HANGAR
[symbol] AIRSHIP. MOORING MAST.
[symbol] MARINE LIGHT
[symbol] MARINE LIGHT VESSEL.
[symbol] CHURCH WITH TOWER OR SPIRE
[symbol] POWER CABLE. OR OVERHEAD RAILWAY.
[symbol] ARIEL [sic] CORRIDOR
[symbol] PROHIBITED AREA.
[page break]
[symbol] AERODROME CONTROLLED AREA.
[symbol] AIRPORT WITH CUSTOMS FACILITIES.
[symbol] (AERODROME) DANGER AREA (SAFETY HT MARKED).
[symbol] EXPLOSIVES AREA.
[symbol] BALLOON OBSTRUCTION BEACON.
[symbol]AIR OBSTRUCTION. MORE THAN 200 ft. [underlined] unltd. [/underlined]
[symbol] ‘’ ‘’ ‘’ ‘’ ‘’ LIGHTED
[symbol] NON AERONAUTICAL RADIO STATION.
[symbol] AERONAUTICAL COMMUNICATION.
[symbol] AERONAUTICAL D/F OR BEACON.
T. Communication M. Met N. Non directional D Track indicating A Landing Approach R Gonioltric.
[symbol] HALF SUBMERGED WRECK.
[symbol] WRECK. DEPTH OF WRECK AT LOW WATER
[symbol] WRECK LIKELY TO FOUL ANCHOR.
[symbol] DANGEROUS WRECK.
[page break]
Mercators Projection.
Similar to the TRUE CYLINDRICAL projection. It has a rectangular graticule, rhumb lines are straight lines, angles on the Earths circles are correct. The chart length of 1 min longitude is constant, therefore latitude scale increases towards the Poles. No Constant Scale, but at any latitude the scale is the same for all directions for short distances. For small areas orthomorphic, for large areas shape distorted. GRATICULE easily constructed, the Great circles are curves convex to nearer pole. Polar areas cannot be shown.
[underlined] Principle of Construction. [/underlined]
Cos 0 ‘’ 1
Cos 90 equals 0
Sec 0 ‘’ 1
Sec 90 ‘’
On the Earth, distances between meridians varies as cos latitude i.e. maximum at equator, zero at poles. On Mercators, meridians pull apart until parallel. To counteract this & preserve constant bearing, the parallels of
[page break]
latitude are pulled apart proportionately. The distance between parallels varies as sec latitude.
[underlined] To construct a Mercators Chart. [/underlined]
Between Latitudes 52N 53N, & longitude 0 & 1W. Scale 1,000,000 at 56N
Distance between Meridians at Equator = 60nm
‘’ ‘’ ‘’ ‘’ 56N = 60 cos 56 = 32.55n.m.
Scale 1/m means 1,000,000’ on ground = 1” on chart.
33.55n.m on ground = [calculation] on chart = 2.44”
[diagram]
[calculation]
[page break]
The Mercators Graticule may also be constructed by using meridiurnal [sic] parts from Norris [sic] or INMANS Tables.
Und
TOPOGRAPHICAL MAPS. [/underlined]
Simple Conical.
[diagram]
Scale correct along meridians & standard parallels, incorrect along other parallels. Greatest error on parallels furthest from the standard. This projection is good for countries with a small change of latitudes. Direction correct on Northerly or Southerly. not orthomorphic.
[page break]
Straight lines almost Great Circles.
[underlined] Method of Recognition. [/underlined]
Parallels are arcs of concentric circles. Meridians converging straight lines.
[underlined] Polyconic. [/underlined]
[diagram]
Each parallel constructed with its own centre ie more than one cone used
[underlined] Properties [/underlined]
Scale correct along all parallels & central meridian. Not orthomorphic
[page break]
more so than simple conic. Suitable for small areas [inserted] not equal areas [/inserted] (as parallels not arcs of concentric circles) but nearly so. Near Central meridians straight lines approx G.Cs.
[underlined] Recognition [/underlined]
Parallels evenly spaced, non-concentric arcs, Meridians Curved.
[underlined] International Modified Polyconic. [/underlined]
Agreed to by international conference, basis of all 1,000,000 maps of Europe & many other parts of world. Each sheet constructed seperately, up to 60 N & S latitudes, each sheet covers 4 latitude by six degrees longitude, in higher latitudes 4 latitude by 12 longitude. 1,000,000 series recognisable by this.
Turn over for sketch.
[page break]
[diagram]
[[underlined] Construction [/underlined]
Central Meridian correctly drawn to scale. Two standard parallels correctly drawn N & S. calculate positions of Meridians, draw meridians as straight lines. Transfer correct length of central meridian to two degrees east & 2 west of centre, redraw parallels, draw in rest of graticule
[underlined] Properties [/underlined]
Scale correct at standard parallels & Standard Meridian, slightly incorrect elsewhere, each sheet almost orthomorphic
[page break]
& equal area. Straight lines are almost great [symbol]
[underlined] Recognition [/underlined]
Dimensions of the Graticule. Parallels are arcs of non concentric circles. Meridians straight lines. Advantages of I.M.P. Straight lines approx G [symbol]. Scale very nearly constant. Ground W/T bearings laid off direct.
9 Ajacent [sic] sheets almost fit, 5 sheets fit exactly.
[underlined] Disadvantages [/underlined]
Rhumb lines not straight lines, bearings [underlined] must [/underlined] be measured against the meridian midway along track.
[underlined] Note [/underlined]
To plot T.M.G. find angle as above, draw to the next meridian, lay off angle again & so on.
[page break]
BONNES PROJECTION.
Maps of Suid Africaa.
Suitable for narrow countries where change of latitude is greater than change of longitude. In broad countries obliquity of Meridians at edges causes distortion.
Method of Construction
One standard parallel meridian at centre. Draw in central meridian, divide for latitude. Draw in concentric parallels of latitude, divide for longitude, draw in meridians.
[underlined] Properties [/und]
Scale correct along parallels & central meridians only. equal area, distortion at edges, therefore not orthomorphic and sheets do not fit.
[page break]
[underlined] CASSINI PROJECTION. [/underlined]
Used with 1/4” ordnance Survey maps of GT Britain. a Mathematical Construction.
[underlined] Properties [/underlined]
Central Meridian correct, others too long. Meridians curve inward toward poles. Edges of map do not coincide with meridians. + or – 4 degrees of deviation at edges. Equal Area.
[underlined] TRANSVERSE MERCATOR or GAUSSE CONFORM [/underlined]
[underlined] Properties. [/underlined]
Central Meridians straight, others curves, curved inward toward the poles. Parallels concave to nearer pole. Equator straight line. Grt [symbol] central Meridian & all Grt [symbol] perpendicular to it are straight lines, all other Gt [symbol] curved. Rhumb lines curved except for central Meridian & equator. Scale varies all over the sheet increasing with distance from Central Meridian. Bearing, shapes and Areas. Projection is
[page break]
limited in practice to 3 either side of Central Meridian. So maximum Scale error is less than 1%, so that bearings Shapes & Areas may be accepted as correct.
[underlined] Suitability. [/underlined]
Especially suitable for griding [sic], as can be extended N & S indefinitely, & if central meridians are sufficiently close, adjacent sheets fit E & W. The Union is mapped on 2 strips, North Africa on 5 strips.
[underlined] GNOMONIC PROJECTION. [/underlined]
Gnomonic is a Tangential Projection. Grt [symbol] are straight lines, bearing scales, shapes & areas, all distorted, except at point of origin. Distorted Compass rose.
[underlined] CAPTAIN OF AIRCRAFT MAP. [/underlined] Small scale Mercators plotting objects on which captain can lay off required tracks. (it measures 15’ x 12’) and all relevant information, such as Ack-Ack & etc.
[page break]
Curve of Equal Bearing.
[diagram]
A Curve of Equal Bearing is a line from all points on which the Gt [symbol] bearings of a given position on the Earths Surface are equal. It constitutes the position line
[page break]
obtained from a loop bearing.
[underlined] In Plotting W/T Position lines [/underlined]
1/ D/F W/T Bearings
A/ On a topographical Map Plot direct from D/F Station.
B/ GNOMONIC Chart Plot direct from D/F W/T Station. Distorted compass rose or protractor maybe needed
C/ On mercators (see Chapter 3 Para 38)
[diagram]
Case 1/ With conversion angle of less than 4, find D.R. posn, calculate conversion angle, apply conversion
[page break]
angle to Gt [symbol] bearing & plot from D/F station. (Draw Sketch to ensure that conversion angle is applied correctly).
Case 2/
Conversion angle more than 4. Find D.R. posn, calculate conversion angle & plot as above, at D.R. LONGITUDE apply conversion angle again in the same sense to obtain position line.
2/ Plotting Loop Bearings
A/ On topographical map, add true course. Calculate & Apply convergency or transfer Meridian, Plot reciprocal from W/T station.
Where the angle of convergency may be greater [underlined] ie [/underlined] more than 4, Plot position line as above at D.R longitude apply angle of convergency of opposite sign
[underlined] Plotting Loop bearings on Mercators [/underlined]
When conversion angle is small [underlined] ie [/underlined] less
[page break]
than 4 5 or 6. add true course, apply conversion angle (draw sketch). Plot reciprocal from D/F station.
Case B/. When conversion angle is large, add true course, apply conversion angle, plot reciprocal from D/F station, apply conversion angle of opposite sign to get Curve of Equal bearing position line.
[diagram]
[page break]
[underlined] Scale of Map. [/underlined]
[diagram]
Cloud Shadows masking town & making woods Difference of Map reading in Summer & Winter, difference of droughts drying up of rivers, also of colours of green leaves. Map read down sun. Low sun throws a lot of shadows. Map reading is better at greater hts.
Circle of Uncertainty, 10% of Air distance from last fix from D.R posn.
[page break]
[calculations]
[page break]
[calculations]
[page break]
E. T. H. NEALE
[page break]
[underlined] Astro Theory. [/underlined]
[underlined] NAUTICAL MILE. [/underlined]
Arc or distance on Earths surface subtended by an angle of 1 minute at the centre of the Earth, thus an angle of 1 will subtend an arc or distance equal to 60 nautical miles. Hence distance can usually be expressed in terms of degrees & minutes.
[underlined] Declination. [/underlined]
Is celestial latitude & corresponds with terrestrial latitude & is measure from 0 - 90 N or S.
[underlined] Precession of the Equinox]. [/underlined]
Precession of First Point of Aries Westward at the rate of 50 secs of ARC per annum.
[underlined] Right Ascension [/underlined]
Is 360 - SHA *
[underlined] GHA ARIES. [/underlined]
Angle From GM to FP [symbol]
[page break]
The Astro graph.
The sub stellar may be located for any instance of time & circles drawn from this common centre with various radii are position circles corresponding to various observed altitudes of the body. These concentric position circles made with the S.S.P over the face of the earth from E to W as the earth moves from W – E. If a film were made upon which circles were drawn for small stars as would be visible at various times in a certain locality & these circles were thrown by a projector onto the chart of the locality then by rotating the film from E to W to keep the centres of the circles coincident with the appropriate S.S.P’s the projected curves could be used as a visual guide for plotting actual posn lines from the observed altitude of the selected star, this is what a navigator does
[page break]
when using the astrograph. The time scale on the film is aligned with the appropriate meridian on the map & when suitably adjusted for GMT of observation the centre of the projected arc is coincident with the proper sub stellar point of the star, the astrograph film gives arcs of altitude for 2 stars & in addition Q correction for Polaris observation where these are possible.
The instrument projects star curves. (circles of equal altitude on the 1,000,000 plotting sheet it is used in conjunction with the air almanac which is used to adjust star curves to the time of observation, this is done by using 1/. a setting longitude 2/. a G.M.T. with a corresponding A.M.T. for a particular setting longitude, these are given for every night of the year.
[page break]
1/.
Wind all film to right hand spool
2/. Undo 6 retaining screws & remove astrograph base, which carries spool brackets
3/. Pull out right hand adjusting knob & remove full spool.
4/. Pass the end of the film beneath the right hand roller & friction pad & insert in gap between glass plates.
5/. Push the film towards the empty spool, depressing the left hand friction pad beneath the roller to assist passage of film.
6/. Insert the end in the empty spool, & insert new spool in right hand bracket.
7/. Take up the slack with the left hand spool
8/. Refit base to astrograph body.
NOTE. This is not an easy operation during flight & should not be attempted unless absolutely necessary. It is better to carry a
[page break]
reserve astrograph
To Fit the Astrograph.
1/. Join up height bar by screwing up two pieces, make certain you have the correct gauge, MKIA & MKIB
2/. Using height bar directly under each levelling screw of the mounting ring in turn, adjust so that gauge will just pass between the tip of the screw with the bottom of the gauge on the Chart table
3/. Tighten up lock nuts with the spanner provided & recheck with height gauge.
4/. See that dummy plug is in voltage socket not in use. (most modern A/C 24 volts Anson 12 volts).
5/. Attach the Astrograph to the mounting ring so that the levelling screws register in the hole, slot & plane
6/. Plug in to A/C supply, switch on to check.
[page break]
[underlined] Action before Flight. [/underlined]
Look in astrograph tables, (in Air Almanac or A.A.) under date of intended flight, take out a suitable setting longitude, (somewhere near area in which flight is taking place). & the corresponding GMT & AMT. mark in heavily with a thick pencil, the meridian of the setting longitude on the chart for its full length. In a clear space on the left hand side of setting longitude mark GMT of the hours during which you expect to use the astrograph on the right hand side of line, mark in corresponding hours A.M.T.
[diagram]
[page break]
Fix chart under astrograph & adjust to bring time scale on to central latitude line of chart, these must coincide exactly, Convert G.M.T. of first observation to A.M.T. (to nearest hour) & set this to the setting longitude, note the stars for which the curves are given at this time, & approx azimuths & altitudes. Make sure that they can be recognised when required.
[underlined] Action during flight. [/underlined]
1/ Take first altitude & note GMT
2/ Convert GMT of sight to AMT
3/. Set this A.M.T. against setting longitude.
4/. Draw in position line obtained from stars altitude.
5/ Take second sight & note GMT
6/. Convert this G.M.T. to AMT. & set new A.M.T.
7/. Draw in second position line obtained from second stars altitude. Third position line may be made by taking
[page break]
altitude of polaris & noting G.M.T convert this to AMT & set it. Take Q corn from above time scale in vicinity of fix or DR Posn apply according to sign to observed altitude of Polaris & obtain latitude
Points to be noted when using an astrograph
[circled 1]
When switching on astrograph, note which two stars are in use. If about to change, then wait until change takes place
[circled 2]. Do not wind film past stop mark.
[circled 3]. Do not forget when drawing in position line to notice direction of increasing altitudes
[circled 4] Care should be taken when bulb is changed, new bulb must be cleaned,
[circled 5]. See that you have correct latitude band for chart in use, if not parallels of latitude will not coincide.
[circled 6]. If longitude does not come on chart half hourly setting longitude can be
[page break]
found by adding 7 31’ to tabulated longitude adjusting the G.M.T appropriately adding 30 mins in W & subtracting 30 mins in E
[circled 7]. In astrograph tables left hand page is for west setting longitudes & right hand page for east setting longitudes, dates are given at the head of the column each of which is headed by hours of A.M.T. It must be noted that the corresponding Greenwich date to the GMT is indicated in heavier type it is the first in East long & second in West.
[page break]
“Z” CORRECTION
This is divided into 2 parts coriolis & gyro wander. These are calculated by use of the tables at the back of the air almanac.
[underlined] Coriolis “A” [/underlined]
This is the tendency of a mass to move to the right of its intended path when travelling N or S along a meridian in the Northern hemisphere. In the southern hemisphere it is a tendency to go to the left when travelling N or S.
[diagram]
[page break]
[diagram]
[underlined] Coriolis ‘A’ [/underlined]
This is due to the different speeds of rotation round a spinning axis of a point on various parallels of latitude. A mass when travelling along a meridian from one parallel to another, tends to retain its old speed of rotation & therefore to leave its path along the meridian. The greater its speed in travelling N or S the greater its tendency.
[page break]
[underlined] Coriolis “b” [/underlined]
So the tendency of a mass to move to the right of its path when travelling along a parallel of latitude in the N. Hemisphere or to the left in the Southern. (See diagram over page).
In the case of an A/C travelling in an E to W direction its speed of rotation will increase, therefore centrifrugal [sic] force will be increased. an A/C will tend to go off into space, at right angles to the axis of spin. This force C.F. could be resolved into 2 forces, V a tendency of the A/C to climb & CBE a tendency to go to the right of its path. When travelling from [deleted] W to E [/deleted] E to W the speed of rotation will be decreased and as the counter balancing effect of gravity & centrifrugal force will be upset, leaving a negative C.F. acting towards the [deleted] radius [/deleted] AXIS of spin.
[page break]
This can be resolved into G a tendency of the A/C to dive & C.B.E. a tendency to go to the right of its path. (the greater the A/C speed, the greater the tendency.) When not travelling along a meridian or parallel of latitude, it may be seen that a combination of coriolis “A” & “B” will affect the A/C. it can be shown that this combination will always be a constant
Now these tendencies of climbing or diving, turning to the right or left will unconsciously be corrected by the Pilot, but the effect will get through to the liquid in the bubble chamber of the sextant, causing the liquid to move to the right side of the A/C (In the N. Hemisphere) & the bubble to the left, thus the observer has to tilt the top of the sextant to the left side of the A/C to keep the bubble in the centre of the chamber, this tilt will be in the nature of 4’ in English latitudes and about 3 min to the right in these latitudes
[page break]
but it will always be there. It can be seen that this tilt will not affect fore & aft shots & will be maximum on the beam. In other words it depends on the relative bearing of the star.
[underlined] Gyro Wander [/underlined]
All directional gyros tend to wander from their constant direction in space, due to precession and other causes, having to be reset every 15 minutes or so, but this wander is going on for the whole time & the pilot while following this direction gyro is unconsciously turning to Port or Starboard by a slight amount per minute, in other words, the same effect as Coriolis. If the D.G. is wandering to Port, the pilot will turn to port, the liquid in the bubble chamber will go to Starboard & the bubble to port, In other words the same effect as Coriolis in the N Hemisphere, If the Gyro wander is to Starboard it would tend to counter act coriolis effect, the opposite will hold good in the Southern hemisphere (note sighns of coriolis & Gyro Wander tables in back of AA)
[page break]
If D.R Compass is in use Gyro wander will be nil & Coriolis effect only will have to be considered.
[underlined] EXAMPLE. [/underlined]
TAS 174 K Gyro WANDER 04 p/min
Co 180 T Az of Star 078 Lat 50N.
Table 1/.
Coriolis Effect. +3’
Gyro Wander. +4’
Combined Effect (Table 1) +7’
Relative bearing of start (Az) 078 - 180 [symbol] (heading of A/C) = Relative bearing 258
Z correction = 258 for +7” (Table 2) = -6 1/2’
Method of Checking Gyro Wander
S/C Synchronising Direction Gyro, Fly on D.G for 20 minutes & recheck Co on compass. The number of 0s
[page break]
that the heading of the A/C has changed divided by the time (in mins) will give the amount of wander per minute.
[underlined] EXAMPLE [/underlined]
0900 S/C 090M
0920 Course 096M
Gyro Wander = 6/200 /min
0.3 per min to Starboard.
[underlined] Sextant Correction [/underlined] AP 1234 Page 155
[underlined] Dome Refraction. [/underlined]
When taking a sight thru [sic] a standard Perspex dome as fitted to an A/C the rays of light from the star are bent or refracted by the Perspex thus giving inaccurate readings, all domes should be calibrated for this & a correction card placed in the A/C by the dome.
[page break]
A correction table is given in the Air Almanac, but this is only to be used if none other is available. to calibrate the dome place the A/C in a flying posn & take sights at various altitudes which after applying sextant correction will give the error, reverse the sign to get the correction.
[underlined] APPLYING ERRORS TO Ho IN ORDER. [/underlined]
1/. APPLY SEXTANT CORRN
2/. Z Corrn
3/. Dome Refraction
4/. Pin A or Q corn.
[underlined] Rising & Setting of the Sun. [/underlined]
A knowledge of this is sometimes necessary when sometimes planning a flight. The times are tabulated in the Air Almanac in L.M.T for the respective visible phenomena as observed from places on the Greenwich Meridian.
[page break]
If there were no refraction, sunrise & sunset would occur when the centre of the sun was horizontal to an observer at sea level, due to refraction the centre of the sun appears to be well above the horizon at these times & the visible phenomena occurs when the sun’s centre is about one degree below the horizontal
[underlined] Twilight. [/underlined]
The beginning of morning & the end of evening twilight are tabulated to give some indication of the amount of light that is available before sunrise & after sunset, AP 1234 page 85 paragraph 42. As the time of sunrise, sunset & twilight at any place changes only a minute or so from day to day the tabulated L.M.T of these occurrences at places on the Greenwich Meridian, may be
[page break]
taken as approximate L.M.T. for all places on the Earth at Similar Latitudes, Interpolation may be necessary as between tabulated latitudes.
[underlined] N.B. [/underlined] In all places in the world on any given parallel on a certain day the sun will rise or set at the same L.M.T.
[underlined] Example Sunrise [/underlined]
What is L.M.T, the G.D & G.M.T, the ZD & ZT of sunrise at a place 47N & 32E on 1st June 1943.
45N 0417’
50N 0356’
In Ch Lat 5N the change in time is -21 mins
‘’ ‘’ ‘’ 2N ‘’ ‘’ ‘’ ‘’ ‘’ 21x2/5 ‘’ = -8 mins
At 47N on Greenwich Meridian the sun will rise at 0417-8 = 1409 [sic]
[page break]
At 47N 32E the sun will rise at 0409 L.M.T.
LONG in TIME -2.08
GMT 0201 1-6-43
Zone = -2
ZT = 0401 ZD 1-6-43
SUMMARY OF SIGHTS TO 31-10-43
[table]
[page break]
[underlined] PZX TRIANGLE. [/underlined]
It is used to work out the AZIMUTH and altitude of a heavenly body from an assumed posn in the vicinity of which (60 miles)the observer is known to be. Done by use of A.A. & ANT tables.
[underlined] Intercept. [/underlined]
The AZIMUTH & ALTITUDE (which give ZENITH DISTANCE] of a star is calculated for the time the true altitude was observed, this gives the bearing & distance of the sub stellar point from the assumed position, this position being in the vicinity of the observers actual position.
[diagram]
[page break]
the calculated altitude is compared with the true observed altitude & any distance between them is due to the difference in Radii of the two position circles. [underlined] ie [/underlined] position circle through the assumed position & assumed position through the observer. If the observed altitude is greater than the calculated altitude, this means that the true zenith distance must be less than the calculated zenith distance. The radius of the observers position circle must be less than the radius of the assumed position circle & so the observers position line must be towards the star by a distance equal to the difference between calculated & observed zenith distance, In other words between calculated and observed altitude. When the observed altitude is less the opposite will apply and
[page break]
the observers position will be farther away.
[diagrams]
[page break]
[diagram]
[underlined] Perihelion [/underlined] occurs when the Earth in a point in its orbit when it is nearest the sun (approx 4th JAN). [underlined] APHELION [/underlined] occurs when the Earth is on a point in its orbit it is farthest from the sun (approx 4th July).
[underlined] Moonrise & Moonset. [/underlined]
The moon moves round the Earth from West to East & from new moon to new moon the period is approximately 29 days, the average lunar day is 24 hrs 50 mins, therefore the moon rises & sets on an average of 50 mins later each day, and on some days will not rise, or will not set on others. The times tabulated in the air almanac is for the visible phenomena & is in
[page break]
L.M.T. for places on the Greenwich Meridian. The rapid movement of the moon around the Earth as compared with the earths rotation round the sun, causes difficulties when calculating times of moonrise or moonset for places not on the [underlined] Greenwich Meridian [/underlined]. Owing to the revolution of the Moon in the same direction as the revolution of the Earth, the earth has to spin through more than 360 between two successive moonrises or moonsets. There is always therefore a time lag in the phenomena connected with the moon.
Sketch is seen as from above N. Pole, O is the centre of the Earth. G1/ is the position of the Greenwich Meridian at 60N lat at the time of the moonset of the 22-2-43, 24 hours later greenwich Meridian will be at G1/ again but the moon will be at M2/ & moonset will not occur, moon will set on the 23-2-43 when the
[page break]
meridian has moved to G3 & the moon will be at M3. thus moonset will occur at 2100 hrs on the 23-3-43. The difference between the L.M.T of moonrise or moonset on one day & the L.M.T of the same occurrence on the next or preceding day varies and at some times is more than an hour.
[diagram]
In the above figure moonrise is at 23,30 on the 26-4 on the Greenwich Meridian. On the 27-4 at 2330 hours the moon will be at M2 & therefore moonrise will not have occurred on the Greenwich Meridian. Moonrise will not occur on the Greenwich
[page break]
Meridian until it is at G3/. and the moon at M.3, which will be at 0035 hrs on the 28-4, Therefore there is no moonrise on the Greenwich Meridian on the 27-4. The local date & L.M.T of moonrise & moonset at places east or West of Greenwich differ from the dates & times tabulated in the A.A. by a proportion of the daily lag concerned, the AA provided a table of distances, (approx half the daily lag) the correction is applied direct to the L.M.T. of the phenomena on the meridian at Greenwich to obtain the L.M.T on the observers meridian, therefore at places east of Greenwich the phenomena will occur at an earlier L.M.T than at Greenwich and the correction is to be subtracted, at places West of Greenwich it will be at a later L.M.T. than at Greenwich and the correction added, the rule is add if the longitude is West, subtract if East.
[page break]
[underlined] Example. [/underlined]
[calculation]
[page break]
[calculation]
[deleted] [calculation] [/deleted]
[page break]
When planning a long flight it may be useful to know when & where to expect the sun or moon to rise or set, if it were simply a case of arriving at some destination, say before sunset, the time to leave could best be calculated by working back from destination to starting point.
[underlined] Example [/underlined]
Suppose a flight of 5 hrs duration must be completed by sunset which occurs at 1800 hrs LMT on long 33E & the start point is in Long 50E. What is the latest time of depart in LMT.
[calculation]
[page break]
[calculation]
[diagram]
[page break]
[underlined] Polaris [/underlined]
If there were a star at the [inserted] celestial [/inserted] Pole suitable for observation, the altitude of the star would be the observers latitude. Polaris is not at the pole, but very near it, a small correction called Q can be worked out which when added algebraically to the correct observed altitude of Polaris, converts it into a quantity equal to the observers latitude.
Declination of Polaris is approx 89 so it is always within 1 of the celestial pole, one degree on the earth equals 60 nm therefore sub stellar point of Polaris describes a circle round the pole of approx 60nm radius
[page break]
[diagram]
P is Pole, Px stars meridian. The distances XZ & PZ are very large compared with PQ with centre & radius XZ cut PZ at T, then triangle XZT is an isosceles & PT is true Q corrn/.
Note
As we normally work with altitudes and latitudes in this case Q corrn would be minus, were the star at X1 Q corrn would be positive
[page break]
[diagram]
P equals N Pole, [symbol] = Polaris. Z = observer, draw XR perpendicular to PZ, point T is found by radius [symbol]Z & centre Z, cutting ZP at T, in practice RT is very small & can be ignored
[page break]
therefore P.R equals Q corrn/, but PR equals P[symbol] cos [symbol]PR (cos LHA[symbol]) P[symbol] is constant (Polar distance Polaris)
LHA[symbol] = LHA[symbol] + SHA[symbol]
SHA[symbol] is constant, therefore we can tabulate Q corrn against L.H.A.[symbol]
[underlined] Note. [/underlined]
Strictly speaking Q corrn depends upon Latitude, but tables assume a latitude of 45N, the tables may be used without appreciable error from 15 - 70N. It is important to remember that Polaris observation is the only observation (astro) worked out with D.R. Longitude
[page break]
If assumed posn is 100 miles out from ASSUMED [underlined] psn. [/underlined]
[diagram]
May be due to one of two things in Fig I. the azimuths from the assumed and actual positions are
[page break]
not parallel, therefore when drawing in position line from azimuth from the assumed position, this position line will be inclined at a small angle to the true position line.
In fig II. error is due to the fact that the azimuth is the arc of a Great Circle and not a rhumb line as plotted on a mercators chart/
[underlined] Note [/underlined]
When using assumed positions large distances from the actual position another error may occur, due to the arc of the position circle being a straight line. If this occurs sights should be reworked near actual position
[underlined] Reasons Why altitudes of less than 15 or more than 80 are rarely use in astro nav.
Less than 15 [/underlined]
When a body is low in the sky
[page break]
there is a large amount of refraction in the sky which will be difficult to calculate for different heights at which the A/C is flying.
[underlined] altitudes greater than 80 [/underlined]
In the case of an altitude of 80 the radius of the position circle is only 600 miles therefore a straight line can only be used as a position line over very short distance, in other words the azimuth is changing rapidly.
[underlined] Maximum Declination of Sun, Moon & Stars. [/underlined]
Maximum Dec of moon is 28 1/2 Moons orbit is inclined at 5 1/2 to the sun, maximum declination therefore is 28 1/2 minimum 18
Maximum declination of star is 90 but it depends on its position on the celestial concave.
Maximum declination of sun is 23 1/2.
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
Ted Neale's Air Navigator notebook
Description
An account of the resource
Ted Neale's course notes for Course 19 Air Navigator including details of corrections and adjustments to be applied to readings and calculations of positions.
Creator
An entity primarily responsible for making the resource
Ted Neale
Date
A point or period of time associated with an event in the lifecycle of the resource
1943-08-23
Format
The file format, physical medium, or dimensions of the resource
One notebook with handwritten notes
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Training material
Identifier
An unambiguous reference to the resource within a given context
MNealeETH1395951-150731-051
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
Spatial Coverage
Spatial characteristics of the resource.
South Africa
South Africa--Port Elizabeth
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
Frank Batten
aircrew
navigator
training