1
25
19
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1918/45594/YCrawfordJ[Ser -DoB]v1.pdf
7a96a93f820e668840dc899996c68726
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
Crawford, Jack 416818
John Crawford
J Crawford
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-08-08
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Crawford, J
Description
An account of the resource
18 items. The collection concerns Warrant Officer John "Jack" Crawford (416818 Royal New Zealand Air Force) and contains his diaries, documents, correspondence and photographs. He flew operations as a wireless operator/ air gunner with 189 Squadron and was killed 4 March 1945. <br /><br />The collection was loaned to the IBCC Digital Archive for digitisation by john Herbert and catalogued by Lynn Corrigan.<br /><br /><span class="NormalTextRun SCXW220471175 BCX0">Additional information on John "Jack" Crawford</span><span class="NormalTextRun SCXW220471175 BCX0"> is available via the <a href="https://losses.internationalbcc.co.uk/loss/105207/">IBCC Losses Database.</a></span>
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
Jack Crawford's trip book
My trip book
Creator
An entity primarily responsible for making the resource
John 'Jack' Crawford
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Canadian Air Force
Royal New Zealand Air Force
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Diary
Format
The file format, physical medium, or dimensions of the resource
One booklet
Identifier
An unambiguous reference to the resource within a given context
YCrawfordJ[Ser#-DoB]v10001
Temporal Coverage
Temporal characteristics of the resource.
1942-06-11
1942-06-20
1942-06-22
1942-07-14
1942-07-21
1943-03-06
1943-04-02
1943-05-03
1943-12-16
1944-08-30
1944-08-31
1944-09-10
1944-09-11
1944-09-12
1944-09-13
1944-09-17
1944-09-27
1944-09-28
1944-10-05
1944-10-06
1944-10-07
1944-10-11
1944-10-17
1944-10-18
1944-10-19
1944-10-20
1944-10-23
1944-11-11
1944-11-12
1944-11-22
1944-11-23
1944-11-26
1944-11-27
1944-12-04
1944-12-05
1944-12-10
1944-12-11
1944-12-31
1945-01-03
1945-01-04
1945-01-05
1945-01-07
1945-01-08
1945-01-16
1945-01-17
1945-02-17
1945-03-01
1945-03-02
Spatial Coverage
Spatial characteristics of the resource.
Atlantic Ocean--North Sea
Belgium
Belgium--Houffalize
Canada
Alberta
Alberta--Calgary
Alberta--Edmonton
British Columbia
British Columbia--Vancouver
Manitoba
Manitoba--Winnipeg
Nova Scotia
Nova Scotia--Halifax
Ontario
Ontario--Ottawa
Québec
Québec--Montréal
Saskatchewan
Czech Republic
Czech Republic--Most
France
France--Boulogne-sur-Mer
France--Le Havre
Germany
Germany--Ruhr (Region)
Germany--Bremen
Germany--Braunschweig
Germany--Darmstadt
Germany--Dortmund-Ems Canal
Germany--Hamburg
Germany--Heilbronn
Germany--Hörstel
Germany--Kaiserslautern
Germany--Karlsruhe
Germany--Munich
Germany--Nuremberg
Germany--Siegen
Germany--Stuttgart
Germany--Wilhelmshaven
Great Britain
England--Gloucestershire
England--Lincolnshire
England--Oxfordshire
England--Staffordshire
Netherlands
Netherlands--Vlissingen
Norway
Norway--Trondheim
Panama
Panama--Panama Canal
Russia (Federation)
Russia (Federation)--Kaliningrad (Kaliningradskai︠a︡ oblastʹ)
United States
Illinois
Illinois--Chicago
New York (State)
New York (State)--New York
Description
An account of the resource
Covering the period 3 December 1941 to 1945 it details Jack's initial training, sailing from New Zealand to Canada and subsequent train journey, visiting a fox farm, canoeing, taking exams and getting the results and trips in the snow. Qualifying as a wireless operator and travel to Britain on the RMS Mauretania, the continuation of training, posting to 50 Squadron and marriage to Edna. Provides details of 28 operations to Belgium, Czechoslovakia, France, Germany, Netherlands, Norway and Russia including Houffalize, Brux, Boulogne, Le Havre, Bremen, Brunswick, Dortmund-Ems canal, Darmstadt, Gravenholst, Harburg oil refinery, Heilbronn, Kaiserslautern, Karlsruhe, Munich, Nuremberg, Stuttgart, Wilhelmshaven, Flushing, Trondheim and Koningsberg. It includes a leave pass, berthing card, travel map, sketches, photograph and other memorabilia.
This item was sent to the IBCC Digital Archive already in digital form. No better quality copies are available.
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription
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.
50 Squadron
Advanced Flying Unit
aircrew
Anson
bale out
bombing
Catalina
ground personnel
Initial Training Wing
Ju 88
Lancaster
Lancaster Finishing School
love and romance
Nissen hut
Operational Training Unit
RAF Barford St John
RAF Coningsby
RAF Scampton
RAF Sutton Bridge
RAF Syerston
RAF Upper Heyford
training
Wellington
wireless operator / air gunner
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2343/43566/LDrinkellWG55113v1.2.pdf
5ddb59da6662778456a01234cce7a641
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
Drinkell, William George
Description
An account of the resource
23 items. The collection concerns Squadron Leader William George Drinkell (b. 1921, 55113 Royal Air Force) and contains his log books and photographs.
He flew operations as a pilot with 50 Squadron.
The collection was loaned to the IBCC Digital Archive for digitisation by Jill Harris and catalogued by Barry Hunter.
Date
A point or period of time associated with an event in the lifecycle of the resource
2022-06-27
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Drinkell, WG
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
William George Drinkell's Royal Canadian Air Force pilot's flying log book. One
Requires
A related resource that is required by the described resource to support its function, delivery, or coherence.
transcribe p97 endorsement
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.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Format
The file format, physical medium, or dimensions of the resource
One booklet
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription
Identifier
An unambiguous reference to the resource within a given context
LDrinkellWG55113v1
Description
An account of the resource
Pilot’s Flying Log book for Flt Lt William Drinkell from 11th June 1942 to 31st March 1947. Initial flying training in Canada and USA. Advanced pilot training in England with 6 AFU, 14 OTU, and LFS before operational posting to 50 Squadron. Post war posting to 108 OTU and then Australia (243 Squadron) Hong Kong (96 Squadron) and Japan as part of the British Commonwealth Occupation Force (BCOF).
Served at RAF Halton, RAF Wittering, RAF Hornchurch, RAF Eastchurch, RAF Harrogate, RAF Little Rissington, RAF Market Harborough, RAF Scampton, RAF Wiglsey, RAF Syerston, RAF Skellingthorpe, RAF Wymeswold, RAF Castle Donington,
Aircraft flown were DH 82 Tiger Moth, Stearman, Valiant, Harvard, Commodore, Catalina, Anson, Oxford, Wellington X, Stirling III, Norseman (C64), Lancaster, Dakota, Sea Otter, Auster, York, Sunderland.
Carried out 5 day and 27 night operations with 50 Squadron to Darmstadt, Bremerhaven, Rheydt, Kaiserslautern, Munster, Wilhelmshaven, Bremen, Nuremberg, Flushing docks, Bergen, Dusseldorf, the Dortmund-Ems Canal, the Mitteland Canal, Harburg, Duren, Heilbronn, the Urft Dam, Heimbach, Munich, Politz, Houffalize, Leuna, Brux, Siegen, the Rositz Oil Refinery, the Bohlen Synthetic Oil Plant, Wurzburg. He also carried out two Operation Exodus flights.
Awarded the DFC after an operation during which his aircraft was hit by bombs from another aircraft above him. He successfully flew his aircraft back to England. Includes various newspaper clippings.
Spatial Coverage
Spatial characteristics of the resource.
Canada
New Brunswick
New Brunswick--Moncton
Prince Edward Island
Prince Edward Island--Charlottetown
United States
Michigan
Michigan--Grosse Ile
Florida
Florida--Pensacola
Great Britain
England--Buckinghamshire
England--Cambridgeshire
England--Essex
England--Kent
England--Yorkshire
England--Gloucestershire
England--Leicestershire
England--Lincolnshire
England--Nottinghamshire
Germany
Germany--Ruhr (Region)
Germany--Dortmund-Ems Canal
Germany--Düren (Cologne)
Germany--Düsseldorf
Germany--Altenburg (Thuringia)
Germany--Bremen
Germany--Bremerhaven
Germany--Darmstadt
Germany--Hamburg
Germany--Heilbronn
Germany--Kaiserslautern
Germany--Leipzig
Germany--Leuna
Germany--Mittelland Canal
Germany--Munich
Germany--Münster in Westfalen
Germany--Nuremberg
Germany--Rheydt
Germany--Siegen
Germany--Urft Dam
Germany--Wilhelmshaven
Germany--Würzburg
Poland
Poland--Police (Województwo Zachodniopomorskie)
Belgium
Belgium--Houffalize
Czech Republic
Czech Republic--Most
Netherlands
Netherlands--Vlissingen
Norway
Norway--Bergen
Temporal Coverage
Temporal characteristics of the resource.
1944-09-11
1944-09-12
1944-09-18
1944-09-19
1944-09-20
1944-09-23
1944-09-24
1944-09-26
1944-09-27
1944-10-05
1944-10-06
1944-10-19
1944-10-20
1944-10-23
1944-10-28
1944-10-29
1944-11-02
1944-11-04
1944-11-06
1944-11-11
1944-11-16
1944-12-04
1944-12-09
1944-12-11
1944-12-17
1944-12-18
1944-12-21
1944-12-22
1944-12-30
1944-12-31
1945-01-01
1945-01-13
1945-01-14
1945-01-15
1945-01-16
1945-02-01
1945-02-07
1945-02-08
1945-02-09
1945-02-14
1945-02-15
1945-03-05
1945-03-06
1945-03-07
1945-03-08
1945-03-16
1945-03-17
1945-04-23
1945-05-08
Contributor
An entity responsible for making contributions to the resource
Nick Cornwell-Smith
14 OTU
1654 HCU
18 OTU
50 Squadron
Advanced Flying Unit
aircrew
Anson
bomb struck
bombing
C-47
Catalina
Commodore
Distinguished Flying Cross
Flying Training School
Fw 190
Gibson, Guy Penrose (1918-1944)
Harvard
Heavy Conversion Unit
Initial Training Wing
Ju 88
Lancaster
Lancaster Finishing School
Operation Exodus (1945)
Operational Training Unit
Oxford
pilot
RAF Castle Donington
RAF Little Rissington
RAF Market Harborough
RAF Skellingthorpe
RAF Syerston
RAF Wigsley
RAF Wymeswold
Stearman
Stirling
Sunderland
Tiger Moth
training
Wellington
York
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2370/43443/LHallidayAH19250108v1.2.pdf
7bcc89a927422e87c65412ad4d41946b
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
Halliday, Archie Henry
Description
An account of the resource
Four items. The collection concerns Archie Henry Halliday (b. 1925, Royal Air Force) and contains his log book and photographs. He flew operations as a flight engineer with 101 Squadron.
The collection was loaned to the IBCC Digital Archive for digitisation by Susan Cameron and catalogued by Lynn Corrigan.
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-04-19
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Halliday, AH
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
Archie Henry Halliday's navigators, air bombers, air gunners and flight engineers flying log book
Description
An account of the resource
Navigators, air bombers, air gunners and flight engineers flying log book for Archie Henry Halliday from 30 August 1944 to 10 April 1945 detailing his training and operational duties. Training was with No.4 S of TT at RAF St. Athan and Heavy Conversion Units at RAF Lindholme and RAF Bottesford. All operations were flown with 101 Squadron with Flight Officer Withenshaw as pilot. He also flew non operational flights with pilots Flight Officer McKay and Flight Officer Hanney. Aircraft flown in training were Halifax Mk II and Lancasters Mk I and Mk III. Archie took part in 31 operations, on which 25 night operations in which he flew as engineer. The operations were to Karlsruhe, Osnabrück, Ludwigshafen, Ulm, Coblenz, Bonn, Büer, Osterfeld, Nürenburg, Merseburg, Duisburg, Zuffenhausen, Mannheim, Weisbaden, Kleves, Pforzheim, Cologne, Chemnitz, Dessau, Kassel, Essen, Dortmund, Misburg, Hanau, Langendreer, Bremen, Hanover and Paderborn in Germany and Brüx in Czechoslovakia.
Temporal Coverage
Temporal characteristics of the resource.
1944-12-04
1944-12-05
1944-12-06
1944-12-07
1944-12-15
1944-12-16
1944-12-17
1944-12-18
1944-12-22
1944-12-23
1944-12-28
1944-12-29
1944-12-30
1944-12-31
1945-01-01
1945-01-02
1945-01-03
1945-01-14
1945-01-15
1945-01-16
1945-01-17
1945-01-22
1945-01-23
1945-01-28
1945-01-29
1945-02-01
1945-02-02
1945-02-03
1945-02-07
1945-02-08
1945-02-28
1945-03-01
1945-03-02
1945-03-05
1945-03-06
1945-03-07
1945-03-08
1945-03-09
1945-03-11
1945-03-12
1945-03-15
1945-03-16
1945-03-19
1945-03-20
1945-03-22
1945-03-23
1945-03-25
1945-03-27
1945-04-09
1945-04-10
1945-03-11
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Wales--Glamorgan
England--Yorkshire
England--Nottinghamshire
Czech Republic
Czech Republic--Most
Germany
Germany--Ruhr (Region)
Germany--Karlsruhe
Germany--Osnabrück
Germany--Ludwigshafen am Rhein
Germany--Ulm
Germany--Koblenz
Germany--Bonn
Germany--Gelsenkirchen
Germany--Osterfeld
Germany--Nuremberg
Germany--Merseburg
Germany--Duisburg
Germany--Stuttgart
Germany--Mannheim
Germany--Wiesbaden
Germany--Kleve (North Rhine-Westphalia)
Germany--Pforzheim
Germany--Cologne
Germany--Chemnitz
Germany--Dessau (Dessau)
Germany--Kassel
Germany--Essen
Germany--Dortmund
Germany--Hannover
Germany--Hanau
Germany--Bochum
Germany--Bremen
Germany--Paderborn
Germany--Kiel
Germany--Plauen
Germany--Stuttgart
Germany--Hannover
Identifier
An unambiguous reference to the resource within a given context
LHallidayAH19250108
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Format
The file format, physical medium, or dimensions of the resource
One booklet
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
Lynn Corrigan
101 Squadron
1656 HCU
1668 HCU
aircrew
bombing
flight engineer
Halifax
Halifax Mk 2
Heavy Conversion Unit
Lancaster
Lancaster Mk 1
Lancaster Mk 2
Lancaster Mk 3
RAF Bottesford
RAF Lindholme
RAF Ludford Magna
RAF St Athan
training
-
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Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Adams, Herbert
Herbert Adams
H Adams
Herbert G Adams
Description
An account of the resource
88 items. Collection concerns Herbert George Adams DFC, Legion d'Honour (b. 1924, 424509 Royal Australian Air Force). He flew operations as a navigator with 467 Squadron. Collection contains an oral history interview, photographs of people and places, several memoirs about his training and bombing operations, letters to his family, his flying logbook and notes on navigation.
The collection has been donated to the IBCC Digital Archive by Herbert Adams and catalogued by Nigel Huckins and Trevor Hardcastle.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-02-15
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Adams, HG
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
Charts and the log for an operation to Brux, Czechoslovakia
Description
An account of the resource
Ten charts and four log sheets.
This item was sent to the IBCC Digital Archive already in digital form. No better quality copies are available.
Creator
An entity primarily responsible for making the resource
Herbert Adams
Date
A point or period of time associated with an event in the lifecycle of the resource
1945-01-16
Temporal Coverage
Temporal characteristics of the resource.
1945-01-16
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
Czech Republic
Czech Republic--Most
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 Australian Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Map. Navigation chart and navigation log
Map
Format
The file format, physical medium, or dimensions of the resource
Ten charts, four log sheets.
Identifier
An unambiguous reference to the resource within a given context
MAdamsHG424504-170215-020156, MAdamsHG424504-170215-020157, MAdamsHG424504-170215-020158, MAdamsHG424504-170215-020159, MAdamsHG424504-170215-020160, MAdamsHG424504-170215-020161, MAdamsHG424504-170215-020162, MAdamsHG424504-170215-020163, MAdamsHG424504-170215-020164, MAdamsHG424504-170215-020165, MAdamsHG424504-170215-020166, MAdamsHG424504-170215-020167, MAdamsHG424504-170215-020168
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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467 Squadron
bombing
Lancaster
RAF Waddington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1921/41044/LHenningtonAJM154960v1.1.pdf
38c80e5a6f6c2ae7710ee401d4803876
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Title
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Henington, A J M
Henington, Albert John Maurice
Bertie Henington
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IBCC Digital Archive
Date
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2017-08-10
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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Henington, AJM
Description
An account of the resource
32 items. The collection concerns Flight Lieutenant Albert John Maurice Henington (1604946, 154960 Royal Air Force) and contains his log book, diary, photographs and documents. He flew operations as a navigator with 106 Squadron.
The collection has been loaned to the IBCC Digital Archive for digitisation by John Tim Henington MBE and catalogued by Barry Hunter.
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Title
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Bertie Henington's Royal Canadian Air Force Flying Log Book for Aircrew other than Pilots
Description
An account of the resource
A J M Hennington’s Navigator’s Flying Log Book covering the period from 02 September 1943 to 30 July 1946. Detailing his flying training and operations flown as navigator: Brüx, Dortmund-Ems Canal, Düsseldorf, Friedrichshafen, Gdynia, Gottingen, Gulf of Gdansk, Hamburg, Harburg, Horten, Ladbergen, Leuna, Mittelland Canal, Munich, Neubrandenburg and Oslofjord.
He was stationed at RCAF Rivers (1 CNS), RAF Dumfries (10 OAFU), RAF Silverstone and Turweston (17 OTU), RAF Wigsley (1654 HCU), RAF Syerston (5 LFS), RAF Metheringham (106 Squadron), RAF Warboys (PFNTU) and RAF Coningsby (97 Squadron). Aircraft flown in were Anson, Wellington, Stirling, Lancaster and Lincoln. He flew on sixteen night and one day operations with 106 Squadron and three night operations with 97 Squadron, total 20 plus two mining and three Exodus.
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Great Britain. Royal Air Force
Spatial Coverage
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Canada
Germany
Great Britain
Norway
Poland
Germany--Böhlen
Germany--Dortmund-Ems Canal
Germany--Dresden
Germany--Düren (Cologne)
Germany--Düsseldorf
Germany--Hamburg
Germany--Harburg (Landkreis)
Germany--Ladbergen
Germany--Borna (Leipzig)
Germany--Munich
Germany--Neubrandenburg
Poland--Police (Województwo Zachodniopomorskie)
Germany--Altenburg (Thuringia)
England--Cumberland
England--Lincolnshire
England--Huntingdonshire
England--Nottinghamshire
Scotland--Dumfries
Norway--Horten
Norway--Oslo
Poland--Gdynia
Canada
Manitoba
Czech Republic--Most
Czech Republic
Atlantic Ocean--Oslofjorden
Germany--Friedrichshafen
Germany--Göttingen
Germany--Ladbergen
Germany--Leuna
Germany--Mittelland Canal
Germany--Munich
Czech Republic--Most
Manitoba--Rivers
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Language
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eng
Type
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Text
Text. Log book and record book
Format
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One booklet
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
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IBCC Digital Archive
Temporal Coverage
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1944-11-02
1944-11-04
1944-11-06
1944-11-11
1944-11-16
1944-12-13
1944-12-16
1944-12-18
1944-10-19
1944-12-28
1945-01-07
1945-01-13
1945-01-16
1945-02-07
1945-02-08
1945-02-13
1945-02-14
1945-03-20
1945-03-21
1945-04-07
Identifier
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HenningtonAJM154960v1
106 Squadron
97 Squadron
aircrew
Anson
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
Lincoln
mine laying
navigator
Operation Exodus (1945)
Operational Training Unit
RAF Coningsby
RAF Dumfries
RAF Metheringham
RAF Silverstone
RAF Syerston
RAF Turweston
RAF Warboys
RAF Wigsley
Stirling
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1908/36250/SPerryWRP1317696v60011.2.pdf
69a5157ce2cca7c1114dc6b69a4a2b27
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1908/36250/SPerryWRP1317696v60001.1.jpg
ec720f97c988c3eac524aae97347bbbd
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
Perry, Pete
W R P Perry
Publisher
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IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-07-19
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Perry, WRP
Description
An account of the resource
Sixty-nine items and an album sub collection with twenty-four pages of photographs.
The collection concerns Flight Lieutenant WR Pete Perry DFC (1923 - 2006, 1317696, 146323 Royal Air Force) and contains his log books, photographs, correspondence, memoirs and documents. He flew operations as a pilot with 106 Squadron.
The collection has been donated to the IBCC Digital Archive by Helen Verity and catalogued by Nigel Huckins.
Transcribed document
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Transcription
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[book cover]
[page break]
SHORT HISTORY
--of—
106 SQUADRON
[page break]
[underlined] SHORT HISTORY OF NO. 106 SQUADRON [/underlined]
No. 106 Squadron was formed at Andover in September 1917 and equipped with R.E.8 aircraft, its duties were those of an Army Co-operation Unit. After eight months at Andover, it was moved to Fermoy in Northern Ireland, where it was when the Armistice was signed, and where it remained until its disbandment in October, 1919 – it had by then been re-equipped with Bristol Fighters. Early records of the Squadron are meagre but there is nothing to suggest that the Squadron was ever in the front line and it does not appear to have any claim to distinction.
In June, 1938, the Squadron was reformed at Abingdon and was under the Command of S/Ldr. W.C. Sheen. The original aircraft were Hinds, but Fairey Battles were later introduced and in September, 1938 the Squadron moved to Thornaby where it stayed until after the outbreak of war. By this time the Fairey Battles had been had been superseded by the Handley Page ‘Hampden’ and thus equipped the Squadron, after a short stay at Cottesmore, was moved to Finning in October, 1939.
No. 106 Squadron was not immediately employed as a front line Squadron – it was not employed as such for over a year – but became an advanced training Unit and crew pool for Operational Squadrons of No. 5 Group. Its duties consisted of normal flying training, intensive night flying and an occasional North Sea sweep. Later, its curriculum was extended to include conversion of second pilots to Captains, moving target (Motor Boat) bombing and sundry other training commitments of a miscellaneous character. Owing to the constantly changing personnel – between 90 and 100 aircrew passed through the Squadron every week, making it little more than a clearing house – it was impossible to adopt any consistent policy as the large flow of aircrew for Operational Squadrons belonged to us on paper only.
It was under these circumstances and against an historical background very far from inspiring, that No. 106 Squadron, then under the command of S/Ldr. R.D. Stubbs, DFC., was converted into a semi-operational unit and carried out its first sorties on 9th Sept. 1940. Three aircraft were sent ‘Gardening’ and the event was such as to arouse quite extrardinary [sic] enthusiasm and practically the whole camp – from Station Commander downwards, were present at the take-off. The primary object of this new policy was to provide No. 5 Group Squadrons with fully trained crews who had operational experience. Later, the posting of these experienced crews ceased and the Squadron was gradually built up to full strength with a view to itself being made fully operational. Throughout the winter of 1940-41 under the Command of first W/Cdr. W.J.H. Lindley and then W/Cdr. J.P. Polglaise, mining sorties were carried out regularly – with varying degrees of success and without incidents of special interest.
On 25th, Feb. 1941, the Squadron moved to Coningsby and now almost at full strength, took its place alongside the other 5 Group Squadrons – admittedly the Cinderella in such gallant company and rather jealous of their ‘kudos’ but determined to make its way to the front. It was not long before this had been achieved.
The first bombing raid was made on the 1st. March, 1941 – the target was Cologne. The first event of outstanding importance was on the night of 4 – 5th. April, 1941, when three aircraft made a fifty feet attack on the notorious German Warships which had recently arrived in Brest. In the face of fierce opposition, at least one 1900 lb. bomb scored a near miss on the Gneisenau. The Squadron won its first awards on this attack – Pilot Officer R. Waring winning the D.F.C. and Sergeant R. Purnell with the D.F.M. The price paid for such success as was achieved at the loss of the Squadron Commander, W/Cdr. J.P. Polglaise, who was one of the low-level attackers.
[page break]
Early in May, 1941, the Squadron was taken over by W/Cdr. R.S. Allen, DFC. and a little later was converted into a three flight Squadron. This enabled raids to be carried out with increased strength and throughout the summer we achieved, comparatively, a high standard of success with light losses. The targets on those summer nights were not very varied – they were chiefly in the Ruhr – but attacks were very frequent and on several occasions 20 aircraft were put into the air. Some excellent take-off times were achieved, too, the best being the despatch of fifteen aircraft in 9 minutes.
On 24th. July, 1941, after several weeks of intensive training, formation of six aircraft led a daylight raid on the warships at Brest. The crews claimed to have straddled the Gneisenau despite fierce and accurate opposition – the formation remained unbroken and, although every aircraft was damaged, all returned safely. For this magnificent work, W/Cdr. Allen was awarded the D.S.O. and awards were made to three other members of the crews. Later, the same formation (even the escorting fighter Squadrons admitted that it was good) made a daylight attack on Gosnay in occupied France.
With the coming of the longer nights the targets could be varied and the enemy naval ports received frequent attention, as well as Berlin. The art of sea-mining was not neglected and amongst other operations of that type the most note worthy was the mining of Oslo by 14 aircraft, which were temporarily based at Wick. Several successful ‘sneaker’ raids were made, – these were great favourites amongst the more adventurous spirits – and other attacks which readily come to mind are those on the Huls Rubber Factory in December, 1941, and the smashing of the Renault Factory at Billencourt in March, 1942.
In March 1942, the time came for the Hampden, rapidly becoming obsolete, to be replaced with the latest type of Bomber and the Squadron was re-armed with the A.V. Roe ‘Manchester’ as a transition stage to the final re-equipment with the four engine Lancaster. With the change over from Hampdens, accomplished very creditably in ten days without a single accident, there came a change in Command, the new Squadron Commander being W/Cdr. G.P. Gibson, DFC., who had already completed tour of operations on bombers and one on night fighters.
The Manchesters were operated continuously throughout March, April and May, and despite the aircraft’s many shortcomings, no small measure of success was achieved. Lubeck and Warnemunde were amongst the targets attacked and aircraft were despatched on all four nights of the ‘blitz’ on Rostock. In addition to bombing, the Squadron’s mining activity was considerable – over 200 mines were laid which is a total greater by far than that laid by the Hampdens in 18 months.
The Squadron was in the process of converting to Lancasters at the time of the first ‘thousand raid’ and, in fact, the first sorties with these aircraft were made against Cologne on 30th. May, 1942. 11 of the 16 aircraft despatched on that occasion were Lancasters – none were lost – which was no mean feat considering that the pilots had only an hours experience of them. A few weeks later 17 Lancasters and 2 Manchesters dropped 54 tons of bombs on Bremen, establishing a new record for one nights work.
The size, scope and success of our bombing grew rapidly. Most readily there comes to mind the daylight attack on Danzig in July, 1942, which was followed by several mining sorties in that area and a bombing attack (using the 550 lb. C.S. bomb) on the Graf Zeppelin in Gdynia. On 31st. July, 1942 we set up a new record – 21 of our aircraft dropped 62 tons of bombs on Dusseldorf – the greatest weight ever dropped by a single Squadron. On this raid, too, we carried the first 8,000 lb. bomb.
2.
[page break]
During the fine nights of August and September, 1942, the intensity of our bombing continued unabated. We achieved still more excellent results, both in bombing and mining – specially in the latter when many mines were accurately laid in the Baltic, often under appalling weather conditions. Sometimes we were the only Squadron to operate on these missions and our reward was the frequently expressed appreciation of the Admiralty.
Photography was coming into its own just now and in the number and quality of our pictures we were not lagging – holding a high place in Bomber Command and on two consecutive nights in September we took more photographs than any other Bomber Command Squadron.
At the end of September 1942, we severed, temporarily at least, our connection with Coningsby and were transferred to Syerston. We arrived there with a good reputation and we were not long in living up to it. October, 1942, was a month of spectacular success for No. 5 Group and 106 Squadron was well to the fore. On 17th. October, 1942, ten aircraft took part in a daylight raid on Le Creusot and on 22nd. October, 1942, 12 aircraft bombed Genoa, which was our first incursion of Italian territory. Two days later, we went to Italy again, this time in daylight when 11 aircraft bombed Milan. Not a single aircraft was lost on these three raids.
November, and December, 1942, were notable for the frequency of our attacks on Italian Targets – attacks which were usually highly successful and which produced an abundance of superb photographs. Germany was not forgotten, however, and in mid-January, 1943, two heavy raids on successive nights were made on Berlin. Mr. Richard Dimbleby the B.B.C. War Correspondent, flew on one of these and his story was subsequently broadcast to the World.
In January 1943, a new Pathfinder technique (Wanganui and Parrametta) was introduced and the Squadron assisted in these experiments – usually five aircraft were supplied for attacks on Essen or Duisburg. The entire attacking force normally numbered no more than about 25 aircraft, and owing to the limited numbers the raids were exceedingly dangerous and unpleasant. The losses incurred were not light but these experiments led to the sudden smashing assault on 5th. March, 1943, on Essen – an attack which may well be regarded as a forerunner of the scores of concentrated assaults which were to follow on the Ruhr and elsewhere.
Unusually fine weather enabled operations to be carried out with great frequency and the Squadron roamed far and wide over France, Germany and Italy. Many successes came our way. After having been second in January, we headed the No. 5 Group ladder in February and were second again in March. On a raid against Milan we obtained six aiming point photographs – a new Bomber Command Record which earned a congratulatory message from the A.O.C.
In March, 1943, came a change of Command. W/Cdr. G.P. Gibson D.S.O. D.F.C., (he had won the DSO. And Bar for his brilliant work on the Squadron) was posted to form a new Squadron which subsequently achieved fame by its ‘Dam Busting’ raid. Be it noted that apart from W/Cdr. Gibson 25% of the pilots who reached the target were ex-106 Squadron.
The new Commanding Officer was W/Cdr. J.H. Searby DFC, who had joined the Squadron as ‘B’ Flight Commander in October, 1942. Under his Command the Squadron continued to hold its high place amongst Bomber Command’s best Squadrons Nuremburg, Munich and Berlin, in March, Stettin, Spezia and the Skoda works in April were, perhaps, the most notable efforts.
At the beginning of May, 1943, W/Cdr. Searby left us to take Command of a Pathfinder Squadron – he was shortly afterwards promoted Group Captain and was later to win the D.S.O. His successor was W/Cdr. R.E. Baxter.
3.
[page break]
Encouraged by the overwhelming success of the bombing of Essen, the avowed intention of Bomber Command was the destruction of the industrial Ruhr, and in May, the battle was joined in earnest. For three months the Ruhr was bombed ceaselessly and remorsely – enormous areas were devastated in each raid. Sometimes whole towns such as Wuppertal and Remscherd, were virtually eliminated in a single night. The Squadron was well to the fore in this series of grim, determined attacks which were met with fierce and desperate opposition. Many fine crews were lost but we may well be proud of our part in a battle which finally resulted in complete victory.
At the end of July, 1943, Bomber Command started – and won – the Battle of Hamburg. In four attacks, startling in their ferocity and concentration – a vast tonnage of bombs was unloaded on a vital target. In less than a week Hamburg had been reduced to a smouldering ruin. In these attacks we sent 58 aircraft and dropped 240 tons of bombs.
As a welcome variation of the almost nightly run to the Ruhr, a favoured few made a trip to North Africa by way of the R.D.F. factories at Friedrichshaven the first of the shuttle service raids. Later still, three crews made low-level attacks on an Italian power station.
Raids on a miscellany of targets followed, outstanding amongst them being the attack on the R.D.F. and experimental at Peenamunde. The Squadron did extremely well on this raid – nine aircraft made the attack, two landing point photographs were taken, a fighter was shot down and not an aircraft was lost.
September and October saw heavy bombing of Nuremburg, Munich Kassel and Leipzig. Hanover had several attacks as did Berlin – a preliminary round maybe? During this late summer and early Autumn period, the Squadron operated steadily and consistently. It had one bad spell and owing to repeated losses it was reduced to only seven aircraft but there were several fine performances, both by the Squadron as a whole and by individual crews.
In November, 1943, after a years happy and successful residence at Syerston the Squadron moved to Metheringham, then a satellite of RAF. Coningsby and later embraced by the newly formed No. 54 Base. The camp was a new one – indeed, it was very far from complete. Apart from personal difficulties the obstacles to efficient operating were very real, not the least of which were the widely dispersed sites. Lack of transport, unpleasantly cold and wet weather, and a very large number of influenza victims. Despite these handicaps the Squadron rose to the occasion magnificently – on four of our first six raids we despatched more aircraft and dropped more tons of bombs than any other Squadron in No. 5. Group.
Coincidental of our arrival at Metheringham, Bomber Command opened its night offensive against Berlin. It was an assault which resolved itself into a grim unrelenting battle against cunning and bitter defences and, not infrequently appalling weather. The Squadron was in the thick of the fray from the first raid on 17/18th. November, 1943 and during the next three months took part in 15 attacks on the Reich Capital. Including an attack in late March, 1944, we despatched 233 aircraft and dropped over 900 tons of bombs – it may be claimed with confidence that our contribution to the Battle of Berlin was not exceeded by any other Squadron in Bomber Command.
There were, of course, other targets bombed during the 1943/1944 Winter. Leipzig, Magdeburg and Stettin are examples but even these targets were interwoven with campaign against Berlin, employed as they were to confuse the enemy defences. With the virtual elimination of Berlin, achieved in February, other targets were chosen – Schweinfurt, Augsburg and Stuttgart to name only three.
4.
[page break]
In March 1944, a most important development in Pathfinder technique was evolved and the Squadron assisted in the experiments which finally led to the ‘Spot-fire’ target marking. The Commanding Officer of the famous No. 617 sqdn was employing a technique of marking an objective from the very low-level and then instructing the bombing force to bomb the target in relation to its position to the spot fire. The objective chosen for the experiments were small but important factories in France – Claremount, Ferrand Rubber Factories, the explosives factory at Angouleme, the munitions factories at Bergerac. Six experienced Squadron crews would precede the 617 Sqdn. aircraft, locate the target and illuminate it with flares, in the light of which W/Cdr. Cheshire, in a Mosquito would drop the markers. There invariably followed a highly accurate bombardment (with 12,00 lb bombs), our own aircraft adding to the general destruction with loads of incendiaries. Very soon this technique was universally employed and without doubt was largely responsible for the countless successful attacks on targets, large and small, in the following months.
At this time the Squadron was once more on the crest of a wave of success. For the first quarter of 1944, we were leading every other 5 Group Squadron by a handsome margin. Our accident rate was the lowest, our operational losses were proportionately less than those of any other Squadron. Our training hours were the highest by far, and for three consecutive months we won the 5 Group Bombing competition.
In March, 1944, W/Cdr. R.E. Baxter, recently awarded the D.F.C., was posted and W/Cdr. E.K. Piercey assumed command.
With the advent of Spring, the sole topic of war conversation was ‘Invasion’. Although it did not take place until June, the Squadron was busily employed in paving the way with attacks on lines of communications, military camps and munition factories in France – although German cities were not entirely neglected, two outstanding attacks in those on Munich and Schweinfurt in April.
Considerable success was achieved and we assisted in the destruction of many vitally important targets. Anti-aircraft opposition was generally less intense than that experience in Germany and the majority of targets were accordingly bombed from a comparatively low level – between 4,000 and 10,000ft. Usually careful routeing enabled us to avoid the fighter packs – but not always. On two or three occasions the Squadron suffered heavy and bitter losses – five aircraft were lost on 26th. April, 1944, a few nights later another four failed to return. A total of 12 was lost in less than a fortnight.
Sea mining was not neglected and the Squadron effected a remarkable performance on 9/10th. April, 1944, when three aircraft, in face of intense flack, laid mines from 150 ft. in the Konigberger See-Kanel. It may be remarked that my Lords of the Admiralty, as on previous occasions, were so delighted by the success of the operation and so impressed by the gallantry of the crews, that they were constrained to send their congratulations in terms so effusive as to bear no relation to their traditional unemotional silence.
Towards the end of May our targets included Coastal Gun Batteries in France – targets obviously so important and urgent that the weather incredibly adverse was repeatedly defied. On the last night of May, for example, 12 aircraft took off to bomb the Maisy Gun Battery in a thunderstorm of unusual violence.
Returning at dawn on 6th June, 1944, having bombed the Coastal Gun Battery at St. Pierre Du Mont our crews saw some of the vast armada of ships heading for the Normandy Coast. “D.Day” had arrived and it heralded a period of intensive work by the Squadron – that same night 16 aircraft were making a low level attack on the bridges at Caen. Broadly, the Squadron was employed during the ensuing weeks on two missions – firstly, tactically and strategic bombing in accordance with military requirements, secondly in the assaults upon the Flying Bomb Dumps.
5.
[page break]
By day and night, the Squadron operated consistently. It is impossible to record the many targets which we bombed with repeated success – they were targets of priority which mostly had a bearing of military operations. At first, they were confined to Railway Yards – Orleans, Poitiers, Nantes, Nevers and Vitry le Francois, are a few which come readily to mind. Occasionally we were called into assist the Ground Forces, notable occasions being the obliteration of Aunay-sur-Odon and whatever enemy Panzer divisions which were sheltering there, and the tremendous bombing on Caen on 18th. July. Special mention must be made of the daylight bombing of St. Syr Air Park when all 20 crews taking part obtained aiming point pictures.
Soon after the invasion, the enemy launched against London and the Southern Counties, his much heralded ‘Secret Weapon’ campaign – his missile becoming known, officially as the Flying Bomb. A.D.G.B. and the A.A. defences shot down enormous numbers whilst Bomber Command sought out the launching sites, and deluged them with incredible quantity of bombs. No. 106 Squadron was seen in action against these sites and dumps and took part in four night and nine daylight attacks upon them. Sometimes, especially at night, large fighter forces were deployed to protect the objectives and against the St. Leu De’Esseraunt dump, the Squadron lost two aircraft on 4th. July and two nights later lost another five. In all other cases, however, the attacks were completed without loss.
August 1944 was a month of high endeavour and was a splendid climax to our great efforts of the past few months. In the first half of the month we operated on no fewer than eight days and five nights, our targets ranging from Flying Bomb Dumps to German industrial centres, from enemy troop concentrations to submarine pens, from airfields to marshalling yards. The month ended with notable mining sorties and two devastating attacks on Konigsburg. The last of which saw the loss of the Station Commander, G/Capt. W.N. McKechnie, G.C. who was taking a new crew on their first operational flight. During this month of consistent achievement, the Squadron despatched 291 aircraft and dropped 1199 tons of bombs – no other Squadron in 5 Group has despatched so many aircraft or dropped such a tonnage of bombs in any single month of the War.
On this triumphant note, the Squadron entered its fifth year of Operational flying.
At the end of August, 1944, W/Cdr. M.M.J. Stevens assumed Command of the Squadron, he was the Squadron’s tenth wartime Commanding Officer.
The return of the longer nights saw the Squadron turning away from the Military targets to the Strategical targets of pre-invasion days. The month saw more incendiary raids on major German cities such as Stuttgart, Karlsruhe, Muchen Gladbach to name a few.
On 13th September, 1944, the Squadron received a great compliment, it was allotted the task of training all the new crews of No. 5 Group’s Pathfinder Squadrons. This meant that only a nucleus of six permanent crews were kept, the rest, after a period of intensive training and operating were passed on to 83 and 97 Squadrons, and it was expected that this would cause a drop in the Squadron’s operational effort.
The month of October, 1944 saw the Squadron back in its old stride, despite its commitments as a nursery for P.F.F. Its targets were again getting deep into Germany, and again all strategical targets. Only two military targets were attacked, one was the breaching of the Sea Wall at Westkappelle on the island of Walcheren.
6.
[page break]
Mining was not neglected this month, the Squadron dropping a total of 100 mines in three nights.
November, 1944, saw the attacks against the Dortmund Ems Canal and Millteland Canal increasing. The Squadron taking part in raids on them at various points, on the first of these one aircraft, JB.663 completed its 100th sortie.
On November, 23. 1944, the Squadron created a New Record; on the raid against Munich it had 23 aircraft airborne, all of which successfully completed their missions and returned to Base, the aircraft being landed on F.I.D.O. due to bad visibility.
In the next month, December, 1944, the Squadron was busy attacking the German Navy, both with mines and bombs. On December, 13th 1944, 106 Squadron with the rest of 54 Base (617, 83 and 97) took part in a strike against the Emden at Horten. On December, 16th. 1944, 15 aircraft of the Squadron were the only aircraft in command of operations, they dropped 70 mines in the entrances to the Ports of Danzig and Gydnia.
A heavy but successful year ended with the bombing of enemy troop concentrations at Houffalaize when the German Ardennesoffensive was at its height
The Squadron could look back with pride over its achievements of 1944. In addition to its fine operational record and its new job of P.F.F. training, it had also held the 5 Group Trophy for the least number of avoidable accidents for nine months out of the year. The first day of 1945 saw two attacks on the German inland water system the Dortmund Ems Canal and the Mittland Canal, one by day and one by night , both of which were highly successful. The canals being completely breached at both places. The end of the month saw the start of the final battle for German oil, with two attacks, one to Leuna nr Leipzig and the other to Brux in Czechoslovakia.
Again in Feb. 1945, the Dortmund Ems Canal was heavily attacked and the Germans having been given just enough time to get the damage cleared away and the breeches mended. The month included more mining, and attacks against oil targets, and the Squadron also participated in the historic attack on Dresden.
On Feb. 8th. 1945, it was allotted another new role, being given the task of making a ‘spoof’ attack at New Brandenburg, while the rest of five Group was making an attack at Politz, about 70 miles away. The Squadron provided its own controller, marker leader, marking force, flare force and main force. The ‘spoof’ was a great success – helping to divert the enemy night fighters from the main attack – and was considered a good nights outing by everyone taking part.
The immediate award of the D.F.C. was announced this month to Sqdn. Commander, W/Cdr. M.M.J. Stevens.
March 1945, produced another new innovation for Bomber Command, the thousand bomber daylight attacks on Essen and Dortmund. In both of these 106 Squadron played its part. These were essential military attacks, and greatly assisted the coming allied offensive, for the crossing of the Rhine.
The rest of the month was taken up with increasingly heavy attacks against the German Oil supplies – mostly in the Leipzig area.
On 15th. March 1945, W/Cdr. L.G. Levis assumed Command of the Squadron W/Cd. M.M. Stevens, D.F.C. being posted to the Command of R.A.F. Station, Coningsby.
7.
[page break]
The month of April, 1945, commenced with a daylight attack on enemy concentrations at Nordhausen. This was quickly followed by more attacks on enemy oil installations, on one of which the Squadron Commander W/Cdr. Levis had to do a forced landing at Wing, after being well and truly ‘shot up’
The Squadron’s last sortie of the War was against small oil refinery at Tonsburg near Oslo, on 25th April, 1945.
With the coming of May, 1945, the Squadron was standing by to help with operation ‘Exodus’ – and on May, 9th. 1945, when peace was at last a reality, 15 aircraft of the Squadron were at Rheine airfield, near the Dortmund Ems Canal, helping to evacuate released P.O.W.
No. of Nights operated . . 496. Number of days operated . . . . . . 46
Total . . . . 542.
Total number of sorties . . 5834 Total bombs & mines dropped . . . 17,781 tons
Losses. . . 187 Aircraft.
Enemy aircraft destroyed. 20. Probably destroyed . . . . . 3
Damaged . . . . . 29
Decorations awarded to members of the Squadron . . V.C. 1,
DSO. 4,
Bar to D.S.O 1,
DFC. 144,
Bar to DFC. 9,
AFC. 1,
DFM. 95,
Bar to DFM. 5.
Conspicuous Gall M.1.
B.E.M. (Mil. Div.) 1.
Total . . . . . . . . . . . 262.
No attempt has been made in this short history to analyze the work the Squadron has been called upon to perform or to place such work in the vast frame work of Bomber Command’s activities. The foregoing pages strive merely to chronicle, simply, briefly and objectively the operational activities of No. 106. Squadron from its inception to May 9th. 1945 – the end of hostilities in Europe.
8.
[page break]
[underlined] SQUADRON COMMANDERS [/underlined]
February, 1918 – Major E.A.B. Rice
November, 1918 – Captain R. Duncan
September, 1938 – S/Ldr. W.C. Sheen
October, 1939 – W/Cdr G.R. Montgomerie
June, 1940 – S/Ldr. R.D. Stubbs, DFC
November, 1940 – W/Cdr. W.J.H. Lindlay
April, 1941 – W/Cdr. J.P. Polglaise
May, 1941 – W/Cdr. R.S. Allen, DFC
March, 1942 – G.P. Gibson, VC. DSO. DFC.
March, 1943 – W/Cdr. J.H. Searby, DFC
May, 1943 – W/Cdr. R.E. Baxter, DFC
March, 1944 – W/Cdr. E.K. Pearcy, DFC
August, 1944 – W/Cdr. M.M.J. Stevens, DFC
April, 1945 – W/Cdr. L.G. Levis.
[underlined] AIRCRAFT FLOWN BY NO. 106 SQUADRON [/underlined]
May, 1918 to January 1919 – R.E.8.
Jan. 1919 to Oct. 1919 – Bristol Fighters
June 1938 to July 1938 – Fairey Hind.
July 1938 to May 1939 – Fairey Battle.
May 1939 to May 1942 – Hampden
May 1942 to July 1942 – Manchester
July 1942 – Lancaster.
[underlined] LOCATIONS [/underlined]
30.9.17 – Andover
21.5.18 – Ayr
30.5.18 – Fermoy
1.6.38 – Abingdon
1.9.38 – Thornaby
26.9.38 – Grantham
14.10.38 – Thornaby
2.9.39 – Cottesmore
6.10.39 – Finningley
8.2.41 – Coningsby
10.9.42 – Syerston
12.11.43 – Metheringham.
9.
[page break]
[book cover]
[inserted][circled] 26 [/circled][/inserted]
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
History of 106 Squadron
Description
An account of the resource
A short history of 106 Squadron. Covers formation in world war one. Reformed in 1938 with Hinds and Battles. Equipped with Hampden at beginning of the war. Initially a advanced training unit. Became operational in September 1940. Describes early bombing operations and mentions commanding officers. Re-equipped with Manchester in March 1942 and the Lancaster in May. Continues with descriptions of operations through 1942 and 1943. Gibson handed over as commanding officer in March 1943. Mentions new pathfinder techniques being developed. Continues with description of operations 1943 move to Metheringham, operation in 1944, invasion, covers commanding officers throughout, operating as pathfinders. Concludes with description of events and operations in 1945. Gives data on operations, lists squadron commanders, aircraft, and locations.
Temporal Coverage
Temporal characteristics of the resource.
1917
1918
1938
1939
1940
1941
1942
1943
1944
1945
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Nottinghamshire
England--Lincolnshire
England--Yorkshire
Germany
Germany--Cologne
France
France--Brest
France--Gosnay
Norway
Norway--Oslo
Germany--Berlin
Germany--Lübeck
Germany--Rostock
Poland
Poland--Gdynia
Germany--Bremen
Poland--Gdańsk
Germany--Düsseldorf
Germany--Essen
Germany--Duisburg
Germany--Hamburg
Germany--Friedrichshafen
Germany--Peenemünde
Germany--Nuremberg
Germany--Munich
Germany--Kassel
Germany--Leipzig
Germany--Berlin
Germany--Magdeburg
Poland--Szczecin
Germany--Schweinfurt
Germany--Augsburg
Germany--Stuttgart
France--Clermont-Ferrand
France--Normandy
France--Orléans
France--Poitiers
France--Nantes
France--Nevers
France--Vitry-le-François
France--Caen
Germany--Karlsruhe
Germany--Mönchengladbach
Netherlands
Netherlands--Walcheren
Germany--Dortmund-Ems Canal
Germany--Mittelland Canal
Czech Republic
Germany--Neubrandenburg
Germany--Nordhausen (Thuringia)
England--Oxfordshire
England--Rutland
England--Yorkshire
Germany--Ruhr (Region)
Czech Republic--Most
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
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eng
Type
The nature or genre of the resource
Text
Format
The file format, physical medium, or dimensions of the resource
Nine page typewritten document
Identifier
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SPerryWRP1317696v60011, SPerryWRP1317696v60001
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
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IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Steve Baldwin
106 Squadron
5 Group
617 Squadron
Battle
bombing of Cologne (30/31 May 1942)
Distinguished Flying Cross
Distinguished Service Order
FIDO
Gibson, Guy Penrose (1918-1944)
Hampden
Lancaster
Manchester
mine laying
Mosquito
Normandy campaign (6 June – 21 August 1944)
Operation Exodus (1945)
Operational Training Unit
Pathfinders
RAF Abingdon
RAF Coningsby
RAF Cottesmore
RAF Finningley
RAF Metheringham
RAF Syerston
Tallboy
target indicator
training
V-weapon
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1389/35980/LBarberT1047323v2.2.pdf
45149aecb9614bc718c3adfbc7621fe3
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
Connock, Mike
Michael Connock
M Connock
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
2015-02-24
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Connock, M
Description
An account of the resource
Eight items. The collection concerns (Royal Air Force) and contains people who served with 50 and 61 Squadrons at RAF Skellingthorpe.
They include:
W Dixon
GR Williamson
BV Robinson
GA Walker
L Barber
HJ Whitwell
The collection has been donated to the IBCC Digital Archive by Mike Connock and catalogued by Barry Hunter.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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T Barber’s Royal Canadian Air Force Flying Log Book. Two
Description
An account of the resource
T. Barber’s Royal Canadian Air Force Flying Log Book for Aircrew other than Pilot from 27th June 1943 to 6th May 1945 detailing his training, operations and instructional duties as an Air Bomber. He was stationed at RCAF Station Paulson (No. 7 Bombing and Gunnery School), RCAF Station Portage la Prairie (No.7 Air Observer School), RAF Penrhos (No. 9 (Observers) Advanced Flying Unit, RAF North Luffenham (29 OTU), RAF Winthorpe (1661 HCU), RAF Syerston (No. 5 Lancaster Finishing School), RAF Skellingthorpe (50 Squadron) and RAF Desborough (84 OTU). Aircraft in which flown: Anson I, Anson IV, Bolingbroke, Wellington III, Stirling and Lancaster. He flew a total of 35 operations (8 day, 27 night). Targets in Belgium, Czech Republic, France, Germany, Norway and Poland were: Bergen, Bohlen, Boulogne, Bremen, Bremerhaven, Brüx, Dortmund, Dortmund-Emms canal, Dresden, Düren, Düsseldorf, Essen, Flushing, Gdynia, Giessen, Harburg, Heilbronn, Homberg, Houffalize, Kaiserslautern, Karlsruhe, Mittelland-Emms canal, Munich, Münster, Pölitz, Rheydt, Rositz, Sassnitz, Siegen, Urft dam and Weser-Emms canal. His pilot on operations was Flying Officer Firmin.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
1944-09-17
1944-09-18
1944-09-19
1944-09-20
1944-09-23
1944-09-24
1944-09-26
1944-09-27
1944-09-28
1944-10-06
1944-10-07
1944-10-23
1944-10-28
1944-10-29
1944-11-01
1944-11-02
1944-11-03
1944-11-04
1944-11-05
1944-11-06
1944-11-07
1944-11-11
1944-11-12
1944-11-21
1944-11-22
1944-12-04
1944-12-05
1944-12-06
1944-12-07
1944-12-08
1944-12-09
1944-12-27
1944-12-30
1944-12-31
1945-01-01
1945-01-02
1945-01-16
1945-01-17
1945-02-01
1945-02-02
1945-02-03
1945-02-08
1945-02-09
1945-02-13
1945-02-14
1945-02-15
1945-02-19
1945-02-20
1945-03-05
1945-03-06
1945-03-07
1945-03-11
1945-03-12
Spatial Coverage
Spatial characteristics of the resource.
Belgium
Canada
Czech Republic
France
Germany
Great Britain
Norway
Poland
Atlantic Ocean--English Channel
Atlantic Ocean--Baltic Sea
Atlantic Ocean--North Sea
England--Lincolnshire
England--Northamptonshire
England--Nottinghamshire
England--Rutland
Belgium--Houffalize
France--Boulogne-sur-Mer
Germany--Altenburg (Landkreis)
Germany--Bremen
Germany--Bremerhaven
Germany--Dortmund
Germany--Dortmund-Ems Canal
Germany--Dresden
Germany--Düren (Cologne)
Germany--Düsseldorf
Germany--Essen
Germany--Euskirchen (Kreis)
Germany--Giessen (Hesse)
Germany--Hamburg
Germany--Heilbronn
Germany--Homberg (Kassel)
Germany--Kaiserslautern
Germany--Karlsruhe
Germany--Leipzig
Germany--Mittelland Canal
Germany--Munich
Germany--Münster in Westfalen
Germany--Rheydt
Germany--Sassnitz
Germany--Siegen
Germany--Weser-Ems Region
Manitoba--Dauphin Area
Manitoba--Portage la Prairie
Netherlands--Vlissingen
Norway--Bergen
Poland--Gdynia
Poland--Police (Województwo Zachodniopomorskie)
Wales--Gwynedd
Netherlands
Germany--Ruhr (Region)
Manitoba
Czech Republic--Most
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Format
The file format, physical medium, or dimensions of the resource
One booklet
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
David Leitch
Identifier
An unambiguous reference to the resource within a given context
LBarberT1047323v2
1661 HCU
29 OTU
50 Squadron
84 OTU
Advanced Flying Unit
Air Observers School
aircrew
Anson
Bolingbroke
bomb aimer
bombing
Bombing and Gunnery School
bombing of Dresden (13 - 15 February 1945)
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
Lancaster Mk 1
Operational Training Unit
RAF Desborough
RAF North Luffenham
RAF Penrhos
RAF Skellingthorpe
RAF Syerston
RAF Winthorpe
Stirling
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/641/32465/BSmithJSmithJv1.1.pdf
06d252abf25757870b967f73da7e1fc8
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
Smith, Jack
John George Smith
J G Smith
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Smith, JG
Description
An account of the resource
Three items. An oral history interview with John 'Jack' Smith (1921 -2019) and his memoirs. He flew operations as a wireless operator with 189 Squadron.
The collection has been donated to the IBCC Digital Archive by John Smith and catalogued by Nigel Huckins.
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
Sparks in the air - Jack Smith's wartime story
Description
An account of the resource
Second version. Covers life before the war and volunteering for the RAF in August 1940. Continues with account of training as a wireless operator. Includes radio school crest and photograph of a Battle aircraft. Describes voyage from Liverpool via Cape Town then escorted by HMS Repulse and Prince of Wales to Bombay (Mumbai) and then onward to Basrah in Iraq. Eventually arrived at RAF Sharjah in the United Arab Emirates and describes life and work on this station. Describes medical issues and subsequent posting to RAF Habbaniya in Iraq. Goes on to describe journey back to England overland via Gaza, Cairo and Alexandria thence by ship. Continues aircrew training at RAF Madley and Llandwrog in Wales. Includes photographs of Proctor, Dominie and Anson. Describes crewing up and starting operations on Wellington aircraft. He continues with postings to heavy conversion units and Lancaster finishing school before joining 189 Squadron at RAF Fulbeck. Describes in detail operations from December 1944 to April 1945. Mentions repatriating prisoners of war and Cook's tour to see damage to German cities. Describes life after the war including his marriage. Includes photographs of Wellington. Stirling, night bombing, wedding and page from log book.
Creator
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A Gaunt
J Smith
Format
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Twenty-eight page printed document
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
BSmithJSmithJv1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
England--Spalding
England--Cheshire
England--Lancashire
England--Blackpool
England--Wiltshire
England--Liverpool
South Africa
South Africa--Cape Town
South Africa--Durban
India
India--Mumbai
Iraq
Iraq--Baṣrah
United Arab Emirates
Iraq--Ḥabbānīyah
Gaza Strip--Gaza
Egypt--Cairo
Egypt--Alexandria
England--Herefordshire
England--Northamptonshire
Wales--Gwynedd
England--Nottinghamshire
Germany
Germany--Heilbronn
Germany--Giessen (Hesse)
Poland
Poland--Gdynia
Belgium
Belgium--Houffalize
Germany--Wolfsburg (Lower Saxony)
France
France--Royan
Czech Republic
Germany--Karlsruhe
Germany--Dortmund-Ems Canal
Germany--Dresden
Germany--Leipzig
Germany--Dortmund
Atlantic Ocean--Oslofjorden
Germany--Würzburg
Germany--Wesel (North Rhine-Westphalia)
Germany--Nordhausen (Thuringia)
Belgium--Brussels
Germany--Flensburg
Poland--Police (Województwo Zachodniopomorskie)
Scotland--Moray
Egypt
Gaza Strip
Germany--Ruhr (Region)
Czech Republic--Most
United Arab Emirates--Shāriqah (Emirate)
Temporal Coverage
Temporal characteristics of the resource.
1937
1940-09
1940-11-04
1941-03
1941-08-31
1943-02
1944-04
1944-06-12
1944-08-24
1944-11-09
1944-12-04
1944-12-06
1944-12-19
1944-12
1944-12-30
1945-01-01
1945-01-04
1945-01-16
1945-01-13
1945-02-01
1945-02-02
1945-02-07
1945-02-13
1945-02-14
1945-02-20
1945-02-23
1945-03-14
1945-03-16
1945-03-20
1945-03-23
1945-04-03
1945-04-23
1945-05-06
1945-05
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
1661 HCU
17 OTU
189 Squadron
Advanced Flying Unit
aircrew
Anson
Battle
Blenheim
bombing
bombing of Dresden (13 - 15 February 1945)
Cook’s tour
crewing up
Dominie
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
love and romance
military living conditions
Morse-keyed wireless telegraphy
Operation Exodus (1945)
Operational Training Unit
Proctor
RAF Bramcote
RAF Compton Bassett
RAF Fulbeck
RAF Llandwrog
RAF Madley
RAF Milltown
RAF Padgate
RAF Silverstone
RAF Syerston
RAF Turweston
RAF Winthorpe
RAF Woodbridge
recruitment
Stirling
training
Wellington
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/641/32464/BSmithJSmithJv1-2.1.pdf
fa99ddac1408d0948f187f5b15dccf96
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
Smith, Jack
John George Smith
J G Smith
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Smith, JG
Description
An account of the resource
Three items. An oral history interview with John 'Jack' Smith (1921 -2019) and his memoirs. He flew operations as a wireless operator with 189 Squadron.
The collection has been donated to the IBCC Digital Archive by John Smith and catalogued by Nigel Huckins.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Sparks in the Air
These are the wartime recollections of Pinchbeck resident John George Smith known to his friends as Jack.
Jack was born in 1921, the son of George and Bessie Smith. George was the keeper of a smallholding, raising Poultry and assisting a local farmer.
[photograph of Jack]
As a young teenager growing up in 1930’s England, through the newspapers of the day, Jack was aware of events taking place in Germany and of Britain’s own Fascist problems directed by Oswald Mosley. Although still only a teenager, Jack approached the time he would leave school realising that another war in Europe was inevitable.
Jack left Donington Grammar School in1937 his parents and relatives asking the question “What are you going to do?” Jack had an ambition to become a Chartered Accountant however this required any potential candidate to pay an indenture however the cost was prohibitive and Jack decided to try and join the RAF instead. Ironically jack encountered the same obstacles as his Father who had been unable to join up to serve his country during the First World War because of the poor state of his teeth. At the age of 17, Jack had 22 teeth removed!
Having seen an advert in the Spalding Free Press for “Well educated youth required by Chartered Accountants, Hodgson, Harris & Co”, a national company who had a small office in Spalding over Gibbs shoe shop, Jack applied and got his first job. There was no payment to the company however it only had a low wage of ten shillings a week. There were no girls in the office and as a consequence Jack had to learn shorthand typing to a standard of 100 words/minute, this alongside learning accountancy.
[bold] This is Jacks[sic] account of his wartime memories. [/bold]
When war broke out on 3rd September 1939 recruiting for the forces had started at 20 years plus however I was only 18 at the time. Accountancy was not a reserved occupation and in the August of 1940 I and my colleague Bill Taylor who was the same age as me and worked in the same office both decided to volunteer for the RAF as we didn’t fancy the Army or the Navy.
In September 1940 we were called to the RAF station at Padgate near Warrington to be attested and undergo a medical. Bill and I undertook intelligence tests but we both knew that we wanted to be Wireless Operators.
[page break]
Although the war was now into its second year, there had been as yet no air raids in South Lincolnshire. Whilst at Padgate we suffered ten air raid warnings but fortunately no damage was inflicted on the airfield. It was my first experience of an air raid. This took place over the 13th, 14th and 15th of September and later became known as the Battle of Britain weekend when British fighters shot down 185 German planes.
After my three days at Padgate I returned home to Lincolnshire and on the 4th November 1940 I and my friend Bill Taylor were required to travel to Blackpool. We left from Donington and travelled by train via Manchester arriving at Blackpool in the late afternoon. We were directed to Offices in the centre of Blackpool where we were officially enrolled in the Royal Air Force. Bill and I were then separated and I was lodged at a boarding house at 30 Reads Avenue Blackpool where another 15 RAF personnel were also residing. I was accommodated in the attic where there was a single fanlight, two beds and a wash basin.
The next morning we assembled on the promenade near to the Hotel Metropole. Grouped into Units of approximately thirty, we were placed in the charge of an Acting Corporal. We commenced drill training and were marched around Blackpool for exercise stopping around mid morning at a Café for coffee and buns!
As we were potential Wireless Operators we were required to attend the Winter Gardens daily where we were given instruction in radio technicalities and morse training. Due to double Summertime being in operation, it was exceptionally dark when we set out for the day at 8am. I was given the role of marker to the squad and marched at the front carrying a lantern. There was no heating in the Winter Gardens where we sat throughout the day in our greatcoats breaking only for refreshments before finishing training at around 4 to 4.30 pm.
The food at the boarding house was acceptable being plain in nature but sufficient. In the evenings we were free to enjoy the night life of Blackpool but we had to be back by 10.30pm.
After I had been there for several weeks, I joined a harmonica band consisting of around ten or twelve members and we performed at concerts held in various village halls in the area. The highlight was being able to perform at the Opera House on the same bill as George Formby.
After three weeks I moved to 45 Ashburton Road along with three other RAF personnel. It was a much more homely atmosphere there, living and eating with an elderly couple who owned the property.
After another three or four weeks I moved further down Ashburton Road but only stayed for a couple of nights as it was overcrowded with five to a room. I then moved to 4 Bank Street off the promenade near to the Hotel Metropole and where I had to parade each morning. This was a private hotel and very comfortable as I shared a room with only one other member of the RAF. it was extremely convenient for excursions into town in the evenings and I was happy to remain there until it was time to move on from Blackpool.
[page break]
Radio training continued everyday and we were tested each week at the premises of Burtons the Tailors. We were required to increase morse speed by one word per minute each week until a speed of twelve words per minute had been achieved at which point the course in Blackpool was concluded.
[RAF Radio School crest]
We were then posted to radio schools on normal RAF stations. I was posted to No. 3 radio School at RAF Compton Bassett in Wiltshire which was for ground operators.
There was another radio school nearby to Compton Bassett, No. 4 at Yatesbury which was for aircrew operators.
I enjoyed life here for the first time on a proper RAF station. My day started at 6:30 am with PT on the parade ground square before starting work at 8:00 am.
I was at Compton Bassett from the end of March 1941 to the end of June which was when I qualified as a ground wireless operator and was allowed to wear ‘sparks’ on my right arm.
Having successfully completed training I was allowed home for two weeks leave. This was my first leave since travelling to Blackpool the previous November. I thoroughly enjoyed the break and whilst there I received a posting to the RAF station at Bramcote near Nuneaton. This was a regular peacetime station however at this time it was mainly occupied by members of the Polish Air Force. This was my first experience of an operational signals cabin and for the first time working for real with a radio set.
After several weeks at Bramcote, at the end of July, I was notified I was going on embarkation leave. After three weeks leave I had to make my way to the RAF station at West Kirby in the Wirral Peninsula. On arrival here, I found that several of my fellow colleagues who had been at radio school were also awaiting the same posting. We were all accommodated in tents.
[photograph]
POLISH Aircrew RAF - Fairey Battle Mk 1 sun L5427 BH*E of 300 (Polish) Bomb Squadron “Mazoviecka Province” - RAF Bramcote August 1940 -
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After several days we were moved by RAF transport into Liverpool for embarkation. The docks were very busy with movement of troops. We marched in units towards the vessel we were to leave England on. This vessel was the Orient Liner SS OTRANTO. Otranto was a 20,000grt passenger vessel that had been modified as a troop carrier. Some 500 RAF personnel embarked along with 3000 men of the Yorkshire Regiment. The decks of the ship went from A to H. RAF personnel were accommodated on E deck which was the last level with portholes.
[photograph]
There were eighteen on each mess table, we slept in hammocks and the toilets were primitive. Ten toilets without doors so there was no privacy. We knew nothing of our destination as security was so tight. On each mess table, two of the men were nominated as mess orderlies and had to bring the food from the galley. I was lumbered with one of these jobs!
After being on board for 24 hours, we departed Liverpool. For me this was quite an experience having never been on a Liner before. It was quite a bright day on 31st August 1941 and our course followed the coast of Northern Ireland. We all started to take a guess at our destination and some of us thought we may be off to Canada to start our Air Crew training.
For a day or so we headed due what until we were well clear of the Irish coast and out into the Atlantic. We were under escort of a number of Royal Navy vessels including two Battle Ships, the ill fated HMS REPULSE and HMS PRINCE OF WALES.
[photograph]
Repulse
[photograph]
Prince of Wales
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There was very little to do onboard and very little reading material available. The only book that seemed to be in circulation was ‘Lady Chatterley’s Lover’. After some time a number of personnel got sick and went off their food. It reached a point that on my table only myself and one other Mess Orderly were eating. A number of the party were literally very green and extremely poorly.
The vessel eventually altered to a southerly course from its westward heading, still under escort, many of us spent a lot of time just sleeping and looking over the side watching the waves. Some spent their time writing letters intending to drop them off at the first port of call. All letters were censored prior to posting and in fact one of my associates was identified by the OIC as having referred to the Commanding Officer as bring “nothing more than a broken down commercial traveller”. As a result he was brough before the CO and given 7 days confinement to barracks which in this case was a cell in the depths of the ship on deck ‘H’.
Several days later the vessel changed to an easterly direction giving rise to further speculation as to our destination. Eventually we made landfall on the west coast of Africa, berthing at Freetown where we stayed for a week. This was a very boring seven days as we were not allowed shore leave. We amused ourselves by watching the local boys jumping into the harbour to retrieve coins that were being thrown into the water by army personnel. The temperature was extremely hot and the humidity was high.
At the end of the week we left Freetown and the vessel headed in a southerly direction. We now assumed our destination to be South Africa. As we were now in a consistently hot climate, some of us erected our hammocks on deck where it was much cooler to sleep.
The next sighting of land was that of “Table Mountain” on the Cape however to our surprise we did not call at Capetown but carried on further along the South African coast eventually calling at Durban. We stayed here for a week and during that time were allowed shore leave daily. We were kindly entertained by South Africans who took us to restaurants and hotels for meals and tours in the neighbouring countryside.
The weather was perfect and this was a really enjoyable and welcome break. We were extremely surprised that none of us were staying on in South Africa. We Aircrew thought that we may have been going on to Southern Rhodesia to continue air training – no such luck ,,,,,!
At the end of this week we once again set sail along with our escort of Battleships heading east into the Indian Ocean. We sailed for several days before Repulse and Prince of Wales left us. No one could have imagined that only a few months later both these mighty ships had been sent to the bottom of the South China sea sunk by land based bombers and torpedo bombers of the Imperial Japanese Navy on 10th December 1941. In Japan the engagement was referred to as the Naval Battle of Malaya (Mare-oki Kaisen).
We were more fortunate with our destination as the Otranto finally docked in Bombay (Mumbai) India. Once again we were alongside for a week and were entertained on pleasure trips. I found Bombay to be a very exciting and busy place.
At the end of this week, we Aircrew were taken off the SS Otranto and transferred to a much smaller vessel, the SS KHEDIVE ISMAIL complete with its Lascar crew. Of 7513 grt, formerly the SS ACONCAGUA, built in 1922 as an Ocean Liner and converted to a troop ship in 1940.
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We eventually left Bombay heading West and once clear of India we were advised that we were going to Basrah in Iraq. This revelation was our first indication as to our final destination.
There was very little comfort onboard and hammocks were again the order of the day. The Lascar crew were very helpful and attentive and at night whilst in our hammocks they would come around with a bucket of tea or chai as they called it. This was very refreshing especially with the temperature as high as it was.
Although the food onboard was quite acceptable, the toilet arrangements were primitive, consisting of a trough the width of the vessel with wood seats where you sat side by side with your fellow airmen – Absolutely no privacy whatsoever …..!
We were off into the Arabian Sea without any sight of land until we entered the Straits of Hormuz, being the entrance to the Persian Gulf. We now had no escorts and sailed on alone through the tranquil waters of the Persian Gulf in very high temperatures and daily sunshine.
[photograph of SS Khedive Ismail]
Land eventually came into sight as we approached the Northern end of the Gulf and we eventually arrived at the Port of Basrah which was a very busy port.
After disembarking, we were directed to a very large cargo shed on the dockside where we were to stay for the next few days. We only had beds made from boards and raised off the floor on four empty biscuit tins. The luxury was completed with one blanket and a small pillow. The temperature at this point was most uncomfortable.
Whilst awaiting a posting, we were able to go into Barrah itself and sample the local life. The authorities were slightly puzzled as there were some fifty of us qualified Wireless Operators and they were not at all sure what to do with us. This took some time to sort out. Eventually a few of us were posted to Shuaiba which is now the second largest port in the State of Kuwait. At that time it was a camp about ten miles out of Basrah which had been a peacetime RAF camp.
The accommodation at Shuaiba was of brick constructed buildings having been built partly below ground to try and reduce the heat as during the height of the season temperatures exceeded 40 deg’s. I spent quite some time carrying out general duties until one morning an order for volunteers for anybody who could type was requested. By this time I was rather tired of filling sand bags and doing guard duty. As I could type and do shorthand, I decided I would risk it and volunteered. I immediately became the Squadron typist and carried out all the office work and correspondence for the C.O.
After a week or so the Squadron was posted to Sharjah a British Protectorate which is now a part of the United Arab Emirates. The squadron consisted of 18 Blenheim aircraft all of which were ex OUT and were not terribly serviceable.
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The Blenheims were required for anto[sic] submarine patrols up and down the Persian Gulf and out into the Indian Ocean. We were moved to Sharjah by boat and disembarked by dhow into the then village of Dubai. We continued by road transport to Sharjah where we were billeted in huts which had the luxury of fans.
On the edge of the airport was a stone built structure known as the ‘Fort’. This was well equipped as it was used by BOAC crew for overnight stops. Because of the very high temperatures, the Mechanics could only work on the aircraft until 10am and then cease until 6pm. It was so hot an egg could be fried on the wings of aircraft.
Water was in short supply and the only bathing was done in the sea which was about half a mile away. We only had a small supply of fresh water for shaving and tea was rationed. Food was very repetative with many combinations of risoles you have never seen the like of.
Once every fortnight we were allowed American beer which equated to about four half pint cans which were consumed in one night. We used to leave the empty cans outside our billets and by morning they would have been removed by the locals. If you then happened to go into the village of Dubai, these cans could be seen on sale as mugs, having had handles attached.
Although I was trained wireless operator, I was still being misemployed as Squadron Typist which mean that I could not be reclassified and so remained an AC2. However, I eventually took the AC1 examination and was upgraded. Like all the other Wireless Operators out there, we all wanted to get back to complete our Air Crew training. The Adjutant suggested I re muster as a Radio Observer which meant I could go to Southern Rhodesia for training or alternatively consider obtaining a commission as a Filter Officer.
Whilst at Sharjah I suffered quite badly from ‘prickly heat’ which developed into blisters requiring my admission to the base sick bay. I also had heat exhaustion around the time of my 21st birthday, running a temperature of 106 degs.
I was taken to the Fort at the edge of the camp which had air conditioned rooms. My skin problems got progressively worse and I had to have by head completely shaved. I received treatment with bread poultices on my arms and legs which became septic.
[photograph of an aeroplane]
Eventually I was taken by air to the RAF Hospital at Shuaibah and spent 2-3 weeks there recovering in the dermatology ward. At the end of my hospitalisation, I was posted to Tehran in Iran on sick leave. I travelled by road transport through the town of Ahwaz in Iran and then by train to Tehran. This journey took 24 hours. The train was completely full with people sleeping not just on the seats but also on the luggage racks and corridors.
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When the train stopped in the early morning there were many locals selling eggs and bread on the platform which was very welcome. On reaching Tehran we were taken to a rest home on the edge of the city. It had pleasant facilities. We used to go into Tehran in groups of 3 or 4 personnel.
Towards the end of the two weeks, I developed tonsillitis which resulted in my being taken to the Sick Bay at the RAF Station at Tehran where I remained for a further ten days. The MO allowed me to remain in Tehran until I felt well enough to travel to Basrah but after about a week, I became quite lonely as all my colleagues had by then left.
After arriving back in Basrah I was then posted to Habbaniya, a real peacetime RAF station about fifty five miles West of Baghdad. I was extremely pleased to receive this posting as the climate at Sharjah did not suit me at all.
Habbaniya was quite a large base, all brick buildings including two cinemas and a range of shops where you could buy clothing etc. Surprisingly even the food in the Airmans[sic] mess was exceptionally good! There were also facilities for sporting activities including tennis courts.
We had local youths acting as what we called “cheekos” who did our laundry and kept the village clean. There were 16 men in each billet and we all paid the equivalent of two shillings per week for this domestic assistance. It was always done promptly and efficiently. Each billet had fans as temperatures were around thirty to forty degrees. I was employed as a Ground operator in a Signals Cabin on a shift system, working stations in the UK and India.
I found this to be very enjoyable work.
[bold] NOTES ON RAF HABBANIYA, IRAQ [/bold]
There were numerous billets, messes and a wide range of leisure facilities including swimming pools, cinemas and theatres, sports pitches, tennis courts and riding stables. It was self-contained with its own power station, water purification plant and sewage farm. Within the base was the Civil Cantonment for the civilian workers and their families and the families of the RAF Iraq Levies. Water taken from the Euphrates for the irrigation systems enabled green lawns, flower beds and even ornamental Botanical Gardens. After World War II the families of British personnel started living at Habbaniya and a school was started.
The base at Habbaniya was used by the RAF from October 1936 to the end of May 1959, Not quite a year following the July 1958 revolution.
In recent years Habbiniya was used for the manufacture of mustard gas which was used against Iranian troops during the Iran Iraq war.
[map of the area]
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[centred] The Journey Home (Habininyah to the UK) [/centred]
On a February morning in 1943, I was sleeping in the billet after having been on a night shift when I was awoken by some excited discussion. This was caused by a sergeant from the Orderly room reading out a list of names of Operators being posted back to the UK to resume Aircrew training and my name was on the list! It was then necessary to get clearance from the OIC of Signals – so off we went! However the Officer said that as we were all experienced Ground Operators, we could not leave until replacements arrived and this took five months until July.
There were six of us with our kit bags that were put on to an open lorry to start our return journey to England. We travelled due west over the Iraqi desert. The temperature was around 40 degs C and after about four hours we stopped for refreshment and toilet relief. The stop took place at a point on the “Oil Line” known as H3.
We carried on, passing through the small town of Al Rutbah which was the only sign of any habitation that we had thus far seen. Before darkness we stopped for the night somewhere near to the Syrian/Jordanian border, having to make ourselves as comfortable as possible on our kitbags.
The next morning we resumed our journey travelling just north of the Dead Sea until we arrived in a small coastal town in Gaza just South of Tel Aviv. We were in a small transit camp with brick billets, completely unfurnished. We had to sleep on a blanket on a stone floor and in the morning we all had a large number of insect bites!
After spending a couple of days on a Mediterranean beach we embarked on a train for Cairo. It was a pleasant journey as it followed the coast and at each station there were vendors of eggs and bread. On arrival in Cairo we were taken by truck to the RAF base at Almaza, a few miles out of town. On this occasion we were accommodated in small (2 person) tents whilst we awaited the Liner which would return us to the UK.
After ten days in Almaza, we Wireless Operators were taken to Alexandria where we boarded a large Liner. Unfortunately I never knew its name however it apparently was the first ship to go through the Mediterranean since it was closed at the beginning of the war. We docked in Algiers for two days and the day after we sailed away, the Luftwaffe attacked Algiers. Our next stop was Gibralter where every night depth charges were set off at intervals as a deterrent to U-Boats. However during our five night stay there was no air raid.
The last leg of the journey was north into the Atlantic and around Ireland into the River Clyde. This was uneventful but as we sailed into Greenock it was wonderful to once again see all the green vegetation. Something that I had missed in the two years I had been away. It was now the end of August, exactly two years since I had left. There was also good news – Italy had surrendered. I was also very happy now to send a phone message to my folks via their neighbours to let them know that I was back in the UK.
I travelled by train to RAF West Kirby on the Wirral to leave my tropical kit and get a three week leave pass. The next day I had arrived home to a very happy reunion with Mother and Dad. I spent the next three weeks meeting relatives and friends recounting my travels.
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After three weeks disembarkation leave, I was posted to Number 4 Radio School at Madley near Hereford. This was where I was to resume Air Crew training as a Wireless Operator, flying Dominis and Proctors.
[photograph]
The [bold] Percival Proctor [/bold] was a British radio trainer and communications aircraft of the Second World War.
The Proctor was a single-engined, low-wing monoplane with seating for three or four, depending on the model.
[photograph]
At the start of the Second World War, many (Dragon) Rapides were impressed by the British armed forces and served under the name [bold] de Havilland Dominie [/bold]. They were used for passenger and communications duties. Over 500 further examples were built specifically for military purposes, powered by improved Gipsey[sic] Queen Engines, to bring total production to 731. The Dominies were mainly used by the Royal Air Force and Royal Navy for radio and navigation training.
This was my first experience of flying and operating as a Wireless Operator and here we were flying most days for about one and a half hours carrying out various operation exercises on the radio.
RAF Madley was also a peacetime Station and the accommodation was quite good and included bunks for two members each in huts containing about sixteen personnel. Whilst I was here, I was with a number of the men that I had served with in Iraq so I was quite happy with the friends that I already knew. We used to go into the local village in the evenings, frequenting the local hostelries where I had an enjoyable time making up the[sic] for the two years I had spent overseas!
The course finished at the end of December 1943 and this is when I passed out and was promoted to Sergeant. At the same time I was also presented with my previ, the letter ‘S’ for Signals in the centre.
Previously Wireless Operators had been Air Gunners as well but that had by then been discontinued and a Wireless Operator was purely a Wireless Operator and not required to do a Gunnery course. Having qualified, I was kept on for a few more weeks assisting with the training of other personnel.
At the end of April 1944 I was posted along with some of the other Wireless operators to No 9 Advanced Flying Unit at Llandwrog in North Wales which is close to the town of Pwihelli and also close to Caenarfon. The drome here was along the coastline and planes taking off the runway immediately across the Irish sea.
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At Llandwrog we were training in Anson aircraft doing cross country exercises, out across the Irish Sea to the Isle of Man, back to the Lancashire coast and returning to base in Wales. This was during the month of May 1944 and continued into June until the course was completed on 12th June 1944. By this time, I’d had 43 hours of lectures and about 37 hours of flying time. This had been quite good experience as we had been night flying on a number of occasions and experienced flying in terrific thunderstorms. The whole aircraft having been completely encircled in a blue light including the wings! This was quite an unnerving experience.
[photograph]
On two occasions whilst stationed at Llandwrog, two of the training aircraft taking off failed to raise into the air and ditched in the sea. Each about 200 -300 metres from the shore. Fortunately the crews survived.
During my time there I was kept pretty busy however I did get into the local pub occasionally. There was a bit of a problem in that the pubs closed at 9 o’clock in the evening so you were never late getting back to camp. I was aware that there were certain local farms where airmen could go and have a bacon and egg meal and other enjoyable food but I never managed that.
Having completed the advanced w/t course, I was then posted to No. 17 Operational Training Unit at Turweston, Northamptonshire which was also part of RAF Silverstone. Turweston was the satellite drone where I spent my first period operating.
It was here at Turweston where we were all selected into different crews which was quite a hit and miss affair. This was because the Pilots were selecting more or less randomly the members of their crew from those present in the room.
I was picked by an Australian Pilot, Flight Sergeant Rob Richter. In addition to myself we had a Navigator (Alan Capey) from Stoke on Trent, a Bomb Aimer (Taffy Cross) from Llanelli, an Flight Engineer (Ossy Williams) from New Malden, a Mid Upper Gunner (Price Proctor) from Hartlepool and a Tail Gunner (Paddy McCrum) from Belfast.
It seemed strange putting together a crew in such an informal manner but thank goodness it all worked out reasonably well and we all sort of bedded down together in pretty good form. We then started operating together and flew in Vickers Wellington Mk III’s and I was now flying as a Wireless Operator no longer under training.
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[photograph]
We were accommodated in nissan huts amongst a lot of trees and I was working together with a team for the first time. As we got on so well together we were socialising each evening, visiting the local hostelries in Silverstone and Brackley. The weather at this time was perfect and I was enjoying the experience of flying with a crew in the Wellington aircraft.
The flying exercises we were doing began with circuits and landings. We then developed this on to cross country and high level bombing exercises at Wainfleet in Lincs. and also Epperstone in Notts. This included air firing for the benefit of the gunners.
At the end of July our crew were moved into the RAF base at Silverstone with more permanent accommodation than we had previously had at Turweston. It was all most comfortable and I was quite content here. We were now mainly doing cross country flights on a regular basis with these being between three and five hours in length.
In the middle of August we were sent on a semi operational patrol known as a “Nickel Raid”’ dropping foil paper to interfere with radio in enemy territory. This was a flight to Nantes in France where we unloaded the foil. This was a five hour trip. Two days later we were sent on a “Bullseye” which was a diversionary raid for the benefit of the main force. This was a trip to the coast of Holland to the town of Imjuiden.
During the time at Turweston and Silverstone we had experience of 57 hours of daytime flying and 57 hours of night flying. As part of the training we carried out bale out drill, ditching, dinghy and oxygen drills as well as procedures when lost at night. It was the Wireless Operators job to carry the radio transmitter into the dinghy which would be used to transmit any distress signals. I’m pleased to say that this situation never arose.
On 24th August 1944 we were sent on two weeks leave after which we were then posted to the Heavy Conversion Unit no. 1661 at RAF Winthorpe near Newark. The planes we used here were Mk III and V Stirlings. We carried out more cross country exercises however we were only here for one month. Our Pilot always likened the Stirling to the equivalent of flying a Double Decker Bus because the undercarriage was so high.
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[black and white photograph of a Short Stirling]
Short Stirling
On the 18th October 1944 we were posted to No. 5 Lancaster finishing school at Syerston, between Newark and Nottingham. This was our first experience of flying Lancasters. We were only here until the 8th November when we were all posted to various squadrons.
[Crest of Royal Air Force Syerston]
I and my fellow crew were posted to the RAF staion [sic] at Fulbeck which was purely a wartime air station and here we joined No. 189 squadron which is a Base that we shared with No. 59 Squadron.
I arrived at RAF Fulbeck on the 9th November 1944. The Station was situated between RAF Cranwell and the villages of Leadenham and Brant Broughton all with good pubs which we visited regularly when off duty. My home in Quadring was only 25 miles away and as I had my bicycle I went home for the evening several times. I left camp at 4pm and by 6pm I was home. At midnight I would return to camp, arriving two hours later. It was a lonely ride but I usually had a pint bottle of beer in my saddle bag for refreshment on the journey!
The daily routine in camp commenced about 9am when all crew members reported to their Sections. We were then given the days programme after which it was necessary to check your own particular equipment. At midday we all returned to either the officers or Sergeants mess for lunch. The only flying our crew did in November was a cross country and two high level bombing exercises at Wainfleet and Epperstone.
Naturally we were waiting to be called for our first operation and during the month we had the experience of being fully briefed for three trips, all being cancelled before take off which was a bit nerve wrecking.
However on the 4th December 1944 when we reported to our Sections we were informed that we would be on ‘Ops’ that night. After lunch the procedure was for all crews to attend the full Squadron briefing between 4pm and 5pm when we were told the target location and purpose of the raid.
Depending on the nature of the target, the maximum bomb load was 16,000 lbs and 2,200 gallons of fuel. With a full load of bombs/fuel, the total weight of the plane on take off was 30 tons. The flight plan gave the level at which we would be bombing and could be 8000 to 16000 feet. The more trips you did, then lower was the level at which you bombed.
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There were usually several Squadrons - about 200 aircraft on night trips. There was a rendezvous point, either Northampton or Beachy Head, for us to group together. As the whole force would be over the target for thirty minutes, each crew was given a bombing time - H plus 10 or H plus 20 etc.
It was an amazing experience in total darkness with no lights on the planes and a complete blackout of all towns and villages below. Our average take off time was 7 to 8pm. As we were not permitted to return to the mess or accommodation after lunch, we had sandwiches and flasks of tea with us.
Upon returning to base, often in the early hours of the morning we were first debriefed on the raid. After that we had a very welcome meal of bacon and eggs etc, before going off to bed.
Our first trip was to HEILBRON near STUTTGART in the RUHR to bomb the railway marshalling yards. Taking off for your first raid was a rather eerie feeling, not knowing what it would be like or if you would be coming back. However, once airborne your thoughts fall to getting the job done. After three hours we were over the target area giving us a very bumpy ride. Thankfully we were not hit and having dropped our 4000 lb bomb and a load of incendiaries, the yards were glowing with the fires raging. We returned to base safely and satisfied with our first operation.
Our next ‘Op’ was GIESSEN near FRANKFURT on 6th December where the target was once again marshalling yards.
On the 19th December we went on a long ten hour journey to GDYNIA. All went fairly well until we arrived over the target which was the docks. We should have done a ‘dog leg’ around the target (which we somehow missed!) to enable us to bomb on a northerly heading, coming out of the run over the Baltic Sea. As a consequence we were coned by searchlights and received heavy targeted gunfire from the German Navy below. Fortunately they missed us and we eventually had a successful raid. To avoid the enemy night fighters our Pilot took us down and we flew as low as possible over the Baltic and North Sea, not seeing any other activity although there had been some 200 enemy night fighters in amongst the main stream of bombers on the way home.
Two nights later we were sent to POLITZ, not far from GDYNIA which was another ten hour trip. On this occasion we were in heavy gunfire and heavy anti aircraft fire and for the first time we witnessed ‘Scarecrow’ being used by the enemy in order to create panic. Once again we were successful and set out to return home. On the journey back we were informed by radio that Lincolnshire was completely fog bound and we were diverted to RAF Milltown near Elgin. We remained there, as from 21st to 28th December 1944, Lincolnshire continued to be fog bound.
Far Right: ‘Scarecrow’
[black and white photograph of a ‘Scarecrow’ exploding]
AUSTRALIAN WAR MEMORIAL SUK12055
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On the 30th December, we were sent to Houffalize, Belgium which was a town in the middle of the Western Front, south of Liege in the Ardennes. Here we were supposed to bomb the front line which was a rather delicate operation. Although it was a relatively short trip of five hours, we needed a lot of care as to where we were bombing. We learned later that a number of the Polish army had been caught by the bombs on that occasion.
On New years Day 1945 we were sent to bomb Gravenhorst for the numerous oil targets that were situated there. Unfortunately we could not return to base and once again returned to Milltown in Scotland where we stayed for a couple of days.
On 4th January, I flew with another crew piloted by Flying Officer Martin due to the sickness of their Wireless Operator. On this occasion we went to Royan, a town in the south West of France near to Bordeaux principally to attack the Submarines of the German Navy which were on the river there. This was a seven hour journey to the mouth of the Gironde which was quite uneventful.
On the 13th January we were sent to the town of Politz again which was a ten and a half hour trip. We were successful mainly targeting oil and marshalling yards alongside the Navy. Because of the length of the trip, on the return journey the flight engineer indicated that our fuel was not sufficient to get back to base. I made contact with base to establish where we should land given our circumstances and we were directed to make for Carnaby which was the emergency landing strip near to Flamborough Head in Yorkshire. We were fortunate to land there safely as there was virtually no fuel leaf onboard.
On the 16th January I was back with my own crew and flew with them to the town of Brux. This was an oil target with a round trip time of nine and a half hours. This was over towards the Polish area.
On the 1st and 2nd February we attacked the towns of Siegen and Karlsruhe. Both these trips were bright moonlit nights which made it much easier for the German night fighters to attack us when we were silhouetted against the moon. We did experience interference from night fighters and as always the anti aircraft fire was very intense. On the Karlsruhe trip, out of our 18 aircraft we lost 4 that night.
On the 7th February we went to Ladbergen in order to attack the Dortmund-Ems canal. On this occasion we only carried 1000lb bombs with no incendiaries in the hope that we inflicted as much damage as possible to the canal.
On the 13th February we had a very long trip to Dresden. This we were told was because the Russians had driven the German Army back and it was encamped in Dresden. This was termed as a “Russian Army co-operation raid”. The American Airforce had been operational during the day and had bombed the target so by the time we were arriving around midnight, the town was ablaze.
We were successful over the target but did encounter a lot of the usual anti aircraft and fighter aircraft. On the way back to base over the Alps we were icing up and had to go down as low as possible which was a tricky operation being amongst the mountains. However we were once again able to make it back to base.
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Of course after this raid there has been much publicity about it and as the years have passed, the extent of the damage became more apparent and the subject tended to not be mentioned. However being aware of the reasons for the raid, it seemed to me to be a very satisfactory legitimate target and one that was done with extreme efficiency.
The very next night on 14th February, we attacked an oil target at Rositz which is near Leipzig. This was another nine hour journey there and back. A few nights later on 19th February we were again in the vicinity of Leipzig over the town of Bohlen and once again it was an oil target. On all these Oil targets we carried a 1000lb’er and a load of incendiaries.
On 20th February we went all the way to Gravenhorst but unfortunately the sortie was aborted and we were unable to return to base because of adverse weather conditions and we were diverted to Colerne. On 23rd February we were given a very different target in Horten which were the docks in the Oslo fjord in Norway which had a German Naval base there. This was a comparatively short trip it being only six and half hours and we experienced a lot of intense anti-aircraft fire from the German Naval gunners.
On 12th March, we carried out our first raid in daylight and joined a one thousand bomber force. The target that day was the town of Dortmund. This was quite a new experience and rather frightening being amongst so many other bombers, all at the same time and all approaching the same area. However, the raid was successful and we returned without incident in what was a five hour trip.
The next trip was to Lutzkendorf, an oil target which was quite a long journey and well into Eastern Germany. This was on 14th March and although the raid was a success, we did lose several aircraft. Once again the weather conditions in Lincolnshire prevented us from returning to base and we were diverted to Manston in Kent where there was an emergency landing strip.
Two days later on 16th March we had another oil target to attack in the town of Wurzburg. Here we experienced a lot of fighter activity and heavy anti-aircraft. We were very lucky to get back!
On 20th March we returned to raid Bohlen near Leipzig and this was another eight hour trip. On 23rd March we were sent to the town of Wesel to attack the marshalling yards there. This was a mere five and half hour trip which we carried out without incident.
On 4th April we were sent on a daylight raid to Nordhausen and this was to attack oil targets and the marshalling yards. On 23rd April we were again raiding in daylight, this time to Flensburg on the Kiel canal. This was to attack the submarine pens there however the sortie was aborted and we returned home without encountering any problems.
Three days later we were sent to Brussels to repatriate a group of ex prisoners of war. We managed to pack in twenty four in the fuselage of the aircraft and we flew to Westcott in Buckinghamshire. This made a very pleasant change and the former POW’s were naturally in good spirits.
As the war was nearing its conclusion, we found ourselves doing more training exercises for a day or two and on 6th may[sic] we were back in Brussels collecting more former POW’s and this time we brought them home to Dunsfold in Surrey.
[page break]
We repeated this some six days later on 12th May. On each occasion there were twenty six former POW’s in our fuselage. On 15th April we flew to Lille to repatriate more POW’s.
On 16th April 1945 we were sent on a grand tour of Germany to see what damage had been done. This covered the towns and cities of Bremen, Hamburg, Harburg in Bavaria, Brunswick, Cassel, Wurzburg, Stuttgart, Frankfurt, Cologne, Osnabruck and back to base. The whole trip took some eight and a half hours. This was a very interesting and exciting flight to see just what effect the bombing had on Germany.
On 1st April 1945, the Squadron had been transferred to Bardney which is nine miles east of Lincoln. This is the RAF station from where we operated the two daylight raids and the trips to collect the former POW’s. Also on this Station was No. 9 Squadron. They specialised in carrying very large bombs which they used to bomb the hiding place of Hitler in the Mountains.
On most of the raids I was on, the anti-aircraft fire was quite intense in most places and the night fighters were usually very busy. The one frightening aspect that the defenders of certain targets used was to send up “scarecrows” this giving the impression of one of our bombers exploding and crashing in flames. How this was achieved, I am unsure but it was extremely frightening.
Our crew had the unfortunate luck of having to be changed after the third trip as our Rear Gunner had been caught sleeping twice whilst we were still over enemy territory. On the first occasion when the Skipper called to him there was no reply and I was asked to go and find out what the problem was. I found that both the turret doors were open and he was lying back on the shute into the turret with his intercom lead pulled out of the socket. I informed the Skipper that he had not replied because his intercom was out. However on the very next trip the same situation occurred again whilst we were still well over Germany. On that occasion I did report to the Skipper that he was in fact asleep. After that he was removed from the Crew and we had to have substitutes for the remainder of our trips.
After the raid on Karlsruhe we had lost four aircraft which I have already referred to but in fact on several trips one or two failed to return however I have no record of the numbers lost in my period of Operations.
In the May of 1945, the Crews were being dispersed as our tours had finished with the war coming to an end on 8th May 1945. A number of us volunteered to assist with hay making and I spent about two weeks on a farm near Gainsborough, Lincolnshire after which we were all sent on leave for a few weeks.
As we completed the tour, we were then given a rest period and at that point we expected to be going on operations in the Far East at the later stage however the war ended there on 15th August.
As I was home on leave, I received a posting to RAF Woodbridge which was an emergency landing strip in Suffolk. There I was more or less just operating in the Flight Control Tower and also assisting in the Officers and Sergeants Mess’s with their accounting systems. I had plenty of spare time and the town of Ipswich was close by. This is where [I] and my friends were going most nights.
[page break]
One of my close friends at Woodbridge was Warrant Officer Bill Patterson, a pilot who had a lady friend called Rena in Ipswich. I was told that Rena had a lady friend who said that she would like to meet me. A date was duly arranged for the 4th November 1945 for me to meet this lady on the steps of the Post Office in Ipswich at 6 o’clock. The person that turned up was a young lady called Avis Fleet.
That evening we went with Bill and Rena as a foursome for a drink in Ipswich and we had a very pleasant time. Consequently I continued to meet Avis on a regular basis and was taken to her home on Norwich Road where I met her parents and young brother Geoffrey who was only eleven at the time. We met very regularly most days as I didn’t have much to do at Woodbridge and our friendship grew until by the end of December we had agreed to get married in 1946.
Avis and I went to my parents home in Quadring on Boxing Day and spent a few days there before returning to Ipswich. At the end of December, I was promoted to Warrant Officer which made my weekly pay Six Pounds and Eleven Shillings which at the time was pretty good money.
I continued to meet Avis regularly whilst the release groups from the RAF were in number order and I was number thirty five. With the assistance of my friend Bill Patterson who was then in the Release Centre, I went for demobilisation on 3rd April 1946. I collected my civilian outfit and returned to Ipswich to meet Avis again. Of course being released at that time meant that I had a quantity of clothing coupons which helped Avis considerably in getting her wedding outfit etc.
The wedding was arranged for the 4th May 1946 and this took place at All Saints Church Ipswich. I continued to receive pay from the RAF until the end of Mat[sic] 1946 by which time I had resumed my work as an accountant with Hodgson Harris in Spalding.
[wedding photograph]
After living with my parents for 4 or 5 weeks, I managed to obtain a furnished flat in Spalding at 13 High Street which was along by the riverside.
[page break]
In 1950 when war broke out in Korea I decided to join the RAF Reserve and this meant going to No. 9 Reserve Flying School at Doncaster. I would attend there at weekends, taking part in various flying exercises. In August 1951 as part of Reserve Training, I did two weeks camp at Topcliffe in North Yorkshire and flew in Ansons on cross country exercise which also included a trip to Malta.
The last trip I did was in an Anson in a North Sea search for the Spurn Lightship. This was on 1st February 1953. After this I was retired from the Reserve as I was over the age of twenty nine.
Whilst on Operations we had nine days leave every six weeks and all received Ten Pounds per week from Lord Nuffield (The boss of Ford Motor Co). In appreciation of our services.
Returning from leave sometimes could be worrying. In our huts there would be members from 4 or 5 different Crews and returning home some would be missing from raids. On one occasion there were members of 7 Crews in our hut and on our return from one sortie, 5 were missing. This was a huge shock!
I thoroughly enjoyed all of my time with the RAF and would say that it was as good as going to a University. I realise that I am very fortunate to be still alive at the age of 92. I now have the medals of my service history including the Bomber Command Clasp for the 1939-1945 Star.
I hope my story will be of interest to whoever may read it.
[two pages from 189 Squadron Fulbeck logbook]
[page break]
[photograph of Andrew Gaunt as sub-postmaster at Pinchbeck]
Jacks[sic] WW11 story and experiences have been brought together by Andrew Gaunt former Sub Postmaster of Pinchbeck (2000 to 2014), from recordings made by Jack of his time with the RAF and his personal recollections of events and flying missions that he was sent on. Utilising Jacks[sic] log book and researching events that he has referred to.
It seemed appropriate that I brought Jacks[sic] recollections together having myself been a fellow Wireless Operator. Being a Marine Radio Officer from 1975 to 1986 and visiting many of the ports of the Middle East that Jack transited on his journey. Ironically Merchant ships no longer have a requirement to carry an R/O. This position disappeared in the 1990’s whilst the requirement to carry a W/O on aircraft was I believe removed sometime in the 1960’s. My own experiences took me frequently into areas of conflict notably the Persian/Arabian Gulf, regularly through the then dangerous Straits of Hormuz during the Iran/Iraq war and I also have my own vivid recollections of the Iranian Revolution.
Acknowledgements are made to the following sources whose photos have been used although there appear to be many copies of the same photos on different sites.
Polish Aircrew at RAF Bramcote – polishsquadronsremembered.com
Troopship SS Otranto – britisharmedforces.org
HMS Repulse – historyofwar.org
HMS Prince of Wales – dailymail.co.uk
Troopship SS Khedive Ismail – cruiselinehistory.com
Blenheim Aircraft – spitfirespares.co.uk
WW11 map of Iraq – en.wikipedia.org
Percival Proctor Aircraft – en.wikipedia.org
De Havilland Dominie Aircraft – rafyatesbury.webs.com
Avro Anson Aircraft – uboat.net
Vickers Wellington Aircraft – aviationresearch.co.uk
Short Stirling Aircraft – aoth.17.dsl.pipex.com
“Scarecrow” phenomena – awrm.gov.au
Whilst the tragic fate of Repulse and Prince of Wales is a well known WW11 event, a lesser known event but equally tragic story lies in the fate of the SS Khedive Ismail which took Jack into the Persian Gulf in late 1941.
The SS Khedive Ismail was sunk by a Japanese submarine on 12th February 1944 with the loss of 1,297 lives. The vessel Sank in just two minutes. For more information on this terrible event visit www.roll-of-honour.com/Ships/SSKhediveIsmail.htm The story is also covered in The book “Passage To Destiny” by Paul Watkins.
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
Sparks in the air - Jack Smith's wartime story
Description
An account of the resource
Covers life before the war and volunteering for the RAF in August 1940. Continues with account of training as a wireless operator. Includes radio school crest and photograph of a Battle aircraft. Describes voyage from Liverpool via Cape Town then escorted by HMS Repulse and Prince of Wales to Bombay (Mumbai) and then onward to Basrah in Iraq. Eventually arrived at RAF Sharjah in the United Arab Emirates and describes life and work on this station. Describes medical issues and subsequent posting to RAF Habbaniya in Iraq. Goes on to describe journey back to England overland via Gaza, Cairo and Alexandria thence by ship. Continues aircrew training at RAF Madley and Llandwrog in Wales. Includes photographs of Proctor, Dominie and Anson. Describes crewing up and starting operations on Wellington aircraft. He continues with postings to heavy conversion units and Lancaster finishing school before joining 189 Squadron at RAF Fulbeck. Describes in detail operations from December 1944 to April 1945. Mentions repatriating prisoners of war and Cook's tour to see damage to German cities. Describes life after the war including his marriage. Includes photographs of Wellington. Stirling, night bombing, wedding and page from log book..
Creator
An entity primarily responsible for making the resource
A Gaunt
J Smith
Format
The file format, physical medium, or dimensions of the resource
Twenty page printed book with b/w photographs
Identifier
An unambiguous reference to the resource within a given context
BSmithJSmithJv1-2
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
England--Spalding
England--Cheshire
England--Lancashire
England--Blackpool
England--Wiltshire
England--Liverpool
South Africa
South Africa--Cape Town
South Africa--Durban
India
India--Mumbai
Iraq
Iraq--Baṣrah
United Arab Emirates
Iraq--Ḥabbānīyah
Gaza Strip--Gaza
Egypt--Cairo
Egypt--Alexandria
England--Herefordshire
England--Northamptonshire
Wales--Gwynedd
England--Nottinghamshire
Germany
Germany--Heilbronn
Germany--Giessen (Hesse)
Poland
Poland--Gdynia
Belgium
Belgium--Houffalize
Germany--Wolfsburg (Lower Saxony)
France
France--Royan
Czech Republic
Germany--Karlsruhe
Germany--Dortmund-Ems Canal
Germany--Dresden
Germany--Leipzig
Germany--Dortmund
Atlantic Ocean--Oslofjorden
Germany--Würzburg
Germany--Wesel (North Rhine-Westphalia)
Germany--Nordhausen (Thuringia)
Belgium--Brussels
Germany--Flensburg
Poland--Police (Województwo Zachodniopomorskie)
Scotland--Moray
Egypt
Gaza Strip
Germany--Ruhr (Region)
Czech Republic--Most
United Arab Emirates--Shāriqah (Emirate)
Temporal Coverage
Temporal characteristics of the resource.
1937
1940-09
1940-11-04
1941-03
1941-08-31
1943-02
1943-12
1944-04
1944-06-12
1944-08-24
1944-11-09
1944-12-04
1944-12-06
1944-12-19
1944-12
1944-12-30
1945-01-01
1945-01-04
1945-01-16
1945-01-13
1945-02-01
1945-02-02
1945-02-07
1945-02-13
1945-02-14
1945-02-20
1945-02-23
1945-03-14
1945-03-16
1945-03-20
1945-03-23
1945-04-03
1945-04-23
1945-05-06
1945-05
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Contributor
An entity responsible for making contributions to the resource
David Bloomfield
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
1661 HCU
17 OTU
189 Squadron
Advanced Flying Unit
aircrew
Anson
Battle
Blenheim
bombing of Dresden (13 - 15 February 1945)
Cook’s tour
crewing up
Dominie
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
military living conditions
Morse-keyed wireless telegraphy
Operation Exodus (1945)
Operational Training Unit
Proctor
RAF Bramcote
RAF Compton Bassett
RAF Fulbeck
RAF Llandwrog
RAF Madley
RAF Milltown
RAF Padgate
RAF Silverstone
RAF Syerston
RAF Turweston
RAF Winthorpe
RAF Woodbridge
recruitment
Scarecrow
Stirling
training
Wellington
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/194/27307/MAdamsHG424504-170215-12.2.pdf
6a8404dcfb160514dad854d71051a338
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/194/27307/MAdamsHG424504-170215-13.1.pdf
f6e1ba2a9557fc9cc5e6b4e269889bd5
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
Adams, Herbert
Herbert Adams
H Adams
Herbert G Adams
Description
An account of the resource
88 items. Collection concerns Herbert George Adams DFC, Legion d'Honour (b. 1924, 424509 Royal Australian Air Force). He flew operations as a navigator with 467 Squadron. Collection contains an oral history interview, photographs of people and places, several memoirs about his training and bombing operations, letters to his family, his flying logbook and notes on navigation.
The collection has been donated to the IBCC Digital Archive by Herbert Adams and catalogued by Nigel Huckins and Trevor Hardcastle.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-02-15
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Adams, HG
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
BERT ADAMS
Rank Sergeant ROYAL AUSTRALIAN AIR FORCE
467 LANCASTER SQUADRON NAVIGATOR
OPERATIONS
Le Havre – 10/9/44.
Stuttgart – 12/9/44.
Boulogne – 17/9/44.
Bremerhaven – 17/9/44.
Munchen-Gladbach – 19/9/44.
Dortmund-Ems – 23/9/44.
Karlsuhe – 26/9/44.
Kaiserslautern – 27/9/44.
Wilhelmshaven – 5/10/44.
Bremen – 6/10/44.
Knolle Dyke – 7/10/44.
Nuremnurg [sic] – 19/10/44.
Walcheren Is. – 23/10/44.
Bergen – 28/10/44.
Flushing – 30/10/44.
Dusseldorf – 2/1144.
Ems-Weser Canal – 6/11/44.
Harbourg – 11/11/44.
Duren – 16/11/44.
Dortmund-Ems Canel [sic] – 21/11/44.
Trondheim – 22/11/44.
Urft Dam – 11/12/44.
Munich – 17/12/44.
Gdynia – 18/12/44.
Rheydt – 27/12/44.
Dortmund-Ems – 1/1/45.
Royan – 4/1/45.
Munich – 7/1/45.
Brux – 16/1/45.
[page break]
BERT ADAMS
R.A.A.F. 424504
467 LANCASTER SQUADRON WADDINGTON
NAVIGATOR
10.9.44 Le Havre (France) 3.55 hrs 11 x 1000, 4 x 500 [inserted] lb bombs [/inserted] Had a good trip, except [deleted] part [/deleted] [inserted] PORT OUTER MOTOR [/inserted] packed up over target
12.9.44 Stuttgart 6.50 hrs night 1 x 4000 + 13 “J” clusters Bombed 3 mins late, saw 4 fighters Junkers 88, and unident, lots of coksrews. [sic]
14.9.44 Wainfleet 1.10 hrs night abandoned – poor vis, had to get down to 500 ft to get home
17.9.44 Boulogne 3.25 hrs day. 11 x 1000, 4 x 500
18.9.44 Bremerhaven 4.45 hrs night 18 cans incends no fighters after us, not much flak
19.9.44 Munchen-Gladbach 5.05 hrs night 1 x 2000 + 12 “J” clusters good trip to target, had to orbit 3 times for [deleted]sn[/deleted] [inserted]m[/inserted]arking, [inserted] delay [/inserted], very nearly collided, cloud very low on return T on edge of Ruhr.
23.9.44 Dortmund-Ems Canal 5.25 night 14 x 1000 crook trip for Nav – no aids & winds wrong had to orbit T, get down 6300’ to bomb, come home off track over Rotterdam, lots of flak
26.9.44 Karlsruhe 6.50 hrs night 18 cans incends saw no fighters, not much A/A, had to bomb on glare of fires
[page break]
467 Lancaster Squadron ….. Operations
27.9.44 Kaiserlautern 6.20 hrs night 18 cans incends hit target very well, saw no fighters plenty of small flak, but no hits
5.10.44 Wilhelmshaven 5.05 hrs day 18 cans incends
10/10 cloud over T, bombed on inst, got left behind formation on on [sic] the way home.
6.10.44 Bremen 4.55 hrs night 18 cans incends fairly well defended target, attack very effective
7.10.44 Knolle Dyke 3.10 hrs day 14 x 1000, 2 sticks of 7 out in formation, two bombing runs. no flak hit us, but there was a fair bit
19.10.44 Nuremberg 8.10 hrs night 1 x 2000 + 12 “J” clusters extremely quiet trip, no shearch [sic] lights or fighters.
23.10.44 Flushing 3.20 hrs day 14 x 1000 weather frightfully bad, bombed from min ht. 4000’ just under cloud, flak pretty accurate, most kites holed, 3 lost. come home at zero feet.
28.10.44 Bergen (Norway) 7.30 hrs night 12 x 1000 hard nav trip, flak very severe, monotonous sea trip, diverted to Marston Moor
30.10.44 Walcheren Is (Holland) 3.20 hrs day 14 x 1000 good trip except around Target, cloud crook, had to do 8 cicuits [sic] negligible flak, good nav trip
[page break]
467 LANCASTER SQUADRON …… OPERATIONS
2.11.44 Dusseldorf 5.20 hrs night 11 x 1000 + 4 x 500 got off late, but made up, flak inaccurate, but fighters very active, full moon no cloud. saw 13 kites go down, but din’t [sic] see any fighters ourselves.
6.11.44 Ems-Weser Canal 5.25 hrs night 14 x 1000 set course 10 mins late, marker got [inserted] no [/inserted] joy, had to bring bombs home. fighters active, few went down, weather extremly [sic] rough on way home
11.11.44 Harburg 5.35 hrs night 1 x 4000, 6 x 1000, 6 x 500 tactics changed twice, mess up all together. Got off o.k. & had fair trip – Nearly collided on way out – nearest escape yet! Frank Eyres crew missing (same billet as us) Bods came in two hours late, kept us awake!!!
16.11.44 Duren 5.25 hrs day 12 x 1000 Very nice nav trip. Ran into predicted flak 3 or 4 miles part of the track on way out, very close collected a few holes, none serious to kite or crew. vis very crook on return
21.11.44 Dortmund-Ems Canal 6.10 hrs night 13 x 1000 Fair trip had to come down to 3800’ to bomb because of cloud + nice bombing
[page break]
467 LANCASTER SQUADRON …. OPERATIONS
22.11.44 Trondheim (Norway) 10.55 hrs night 9 x 1000 Bombs brought home – target obscured by smoke screen. Off track on way home, loked [sic] as not enough juice, but wind changed and we just made it.
11.12.44 Urft Dam 6.05 hrs day 14 x 1000 Sorry we had to fly strange kite (F), very poor climber, got to target late. Did two runs but couldn’t bomb – clouds. Feathered engine on way home. Could only do 140 jettsoned [sic] 2 to land, back over an hour late.
17.12.44 Munich 9.45 hrs night 1 x 4000, 9 cans, 1 munroe
18.12.44 Gdynia (Special target – pocket battleship (“LUTZOW”) 10 x 1000 S.A.P. 9.40 hrs night
27.12.44 Rheydt 5.00 hrs day 14 x 1000
1.1.45 Dortmund-Ems Canal 6.40 hrs day 11 x 1000, 4 x 500 diverted to Strubby
4.1.45 Royan (France) 6.30 hrs night 1 x 4000, 16 x 500
7.1.44 [sic] Munich 8.45 hrs night 1 x 4000, 6 clusters
16.1.44 [sic] Brux 10.00 hrs night 1 x 4000 12 x 5
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
List of Bert Adams operations
Description
An account of the resource
List of 29 operations as navigator on Lancaster of 467 Squadron between 10 September 1044 and 16 January 1945. Includes comments on each sortie with bomb load, flight times, fighters seen, weather, anti-aircraft fire, aircraft shot down.
Format
The file format, physical medium, or dimensions of the resource
Five page typewritten document
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Personal research
Text. Memoir
Identifier
An unambiguous reference to the resource within a given context
MAdamsHG424504-170215-12, MAdamsHG424504-170215-13
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Australian Air Force
Spatial Coverage
Spatial characteristics of the resource.
Atlantic Ocean--English Channel
Norway
Netherlands
France
Poland
Czech Republic
Germany
France--Le Havre
France--Boulogne-sur-Mer
Germany--Bremerhaven
Germany--Dortmund-Ems Canal
Germany--Mönchengladbach
Germany--Karlsruhe
Germany--Kaiserslautern
Germany--Wilhelmshaven
Germany--Bremen
Netherlands--Walcheren
Norway--Bergen
Netherlands--Vlissingen
Germany--Düsseldorf
Germany--Mittelland Canal
Germany--Hamburg Region
Germany--Düren (Cologne)
Norway--Trondheim
Germany--Euskirchen Region
Germany--Munich
Poland--Gdynia
Germany--Rheydt
France--Royan
Germany--Nuremberg
Germany--Ruhr (Region)
Czech Republic--Most
Temporal Coverage
Temporal characteristics of the resource.
1944-09-10
1944-09-12
1944-09-17
1944-09-19
1944-09-23
1944-09-26
1944-09-27
1944-10-05
1944-10-06
1944-10-07
1944-10-19
1944-10-23
1944-10-28
1944-10-30
1944-11-02
1944-11-06
1944-11-11
1944-11-16
1944-11-21
1944-11-22
1944-12-11
1944-12-17
1944-12-18
1944-12-27
1945-01-01
1945-01-04
1945-01-07
1945-01-16
Creator
An entity primarily responsible for making the resource
H G Adams
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
467 Squadron
aircrew
bombing
incendiary device
Ju 88
navigator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/194/27304/MAdamsHG424504-170215-08.1.pdf
c100d661fd6f25d4808455dc33be6d40
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/194/27304/MAdamsHG424504-170215-09.2.pdf
138d7f514ded9d21b1d493a239f40033
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
Adams, Herbert
Herbert Adams
H Adams
Herbert G Adams
Description
An account of the resource
88 items. Collection concerns Herbert George Adams DFC, Legion d'Honour (b. 1924, 424509 Royal Australian Air Force). He flew operations as a navigator with 467 Squadron. Collection contains an oral history interview, photographs of people and places, several memoirs about his training and bombing operations, letters to his family, his flying logbook and notes on navigation.
The collection has been donated to the IBCC Digital Archive by Herbert Adams and catalogued by Nigel Huckins and Trevor Hardcastle.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-02-15
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Adams, HG
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] Our First and Last ‘Trips’. [/underlined]
We’d only been at Waddington for 3 days when we did our first trip to Le Havre, as part of a big raid (992 bombers) on 8 different strongpoints near Le Havre (which had been by-passed by the army). On our run-up to the target we lost one engine, but no other damage, and bombed successfully. No planes were lost. On the way home, our flight-commander, mindful that we were on our first trip, brought his Lancaster up to our wingtip and proceeded to shut down 3 engines and keep with us … a bit of reassurance!
Of our first 21 trips we did 13 in D (Dog) … ‘our’ plane (except when we were on leave, or it was being serviced). While on our 2nd lot of leave, ‘Dog’ was crash-landed on an emergency ‘drome with lots of damage – wing, engine, tail (rear-gunner killed), and we were told it was a ‘write-off’. However, Dog reappeared, repaired, for our last trip … a long one to Brux (Czechoslovakia) … an oil refinery with POW camps next to it!
A crew on their last trip were ‘expected’ to be first home – it was OK to open the throttles a bit and cut a corner maybe. And ‘Dog’ was regarded as a ‘fast kite’. But the repaired Dog was nothing like it’s former self. It took much longer than usual to climb; when we did our usual banking searches (looking for fighters below us) it put its nose down on [missing word] bank, nose up on the other, and we could see wrinkles in it’s metal skin! Then when we pressed the button to release our bombs nothing happened! We did 2 circuits, madly changing fuses etc, but still couldn’t drop them, so headed home (with bombs) 20 mins late and 20 mph slower than the others. We had an anti-handling-fused bomb which we had to take out to a jettison area in the North Sea for manual realease [sic] (a wire hook through the floor), so by the time we got home we were over an hour late … most of the others thinking what bad luck to ‘get the [missing word]’ on the last trip.
[page break]
There was a sad sequel for Dog. The bomb-release mechanism worked on a ground test, but failed on an air test. It was eventually fixed. Then it suffered an engine fire over mountains [inserted] (low-level) [/inserted] near Karlsruhe with bombs still aboard, and when the button for feathering that prop. was pressed … all 4 feathered and it fell like a stone. Some baled out in time but only the bomb-aimer survived. [symbol] The rear gunner and [underlined] pilot [/underlined] [inserted] Bill Robinson [/inserted] of that crew both came from Mudgee, the gunner [inserted] Tommy Paine [/inserted] had been in the same class as me all the time there.
[inserted] [symbol] I met him at Armadale Uni, in the 60’s & he told me the story. [/inserted]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Our first and last trips
Description
An account of the resource
Briefly describes his crew's first operation to Le Havre after being on the squadron for 3 days. Had few problems apart from losing an engine. Did the next 21 operations with the same aircraft (D-Dog) but they were told that it was written off while they were on leave. However, it appeared for their last trip. Provides a description of their last operation to Brux in Czechoslovakia, where they were unable to release their bombs and had to bring them back to base. Continues with later history of aircraft D-Dog.
Creator
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H G Adams
Format
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One page handwritten document
Language
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eng
Type
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Text
Text. Memoir
Identifier
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MAdamsHG424504-170215-08, MAdamsHG424504-170215-09
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Australian Air Force
Spatial Coverage
Spatial characteristics of the resource.
Atlantic Ocean--English Channel
France
France--Le Havre
Czech Republic
Czech Republic--Most
Publisher
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IBCC Digital Archive
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
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Tricia Marshall
bombing
RAF Waddington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/194/27300/LAdamsHG424504v1.1.pdf
7cfa3247f6218dfe621eadcd2e692793
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
Adams, Herbert
Herbert Adams
H Adams
Herbert G Adams
Description
An account of the resource
88 items. Collection concerns Herbert George Adams DFC, Legion d'Honour (b. 1924, 424509 Royal Australian Air Force). He flew operations as a navigator with 467 Squadron. Collection contains an oral history interview, photographs of people and places, several memoirs about his training and bombing operations, letters to his family, his flying logbook and notes on navigation.
The collection has been donated to the IBCC Digital Archive by Herbert Adams and catalogued by Nigel Huckins and Trevor Hardcastle.
Publisher
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IBCC Digital Archive
Date
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2017-02-15
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Adams, HG
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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H G Adams’ Royal Australian Air Force observer’s air gunner’s and W/T operator’s flying log book
Description
An account of the resource
Royal Australian Air Force observer’s air gunner’s and W/T operator’s flying log book for H G Adams, navigator, covering the period from 11 May 1943 to 23 August 1945. Detailing his flying training, operations flown and instructor duties. He was stationed at RAAF Cootamundra, RAAF Evans Head, RAAF Parkes, RAF Llandwrog, RAF Lichfield, RAF Swinderby, RAF Syerston, RAF Waddington and RAF Wigsley. Aircraft flown in were, Anson, Battle, Wellington, Stirling and Lancaster. He flew a total of 29 operations with 467 squadron, 10 daylight and 19night operations. Targets were, Le Havre, Stuttgart, Boulogne, Bremerhaven, Monchen Gladbach, Dortmund-Ems Canal, Karlsruhe, Kaiserlautern, Wilhelmshaven, Bremen, Flushing, Bergen, Walcheren, Dusseldorf, Ems-Weser Canal, Harburg, Duren, Trondheim, Urft Dam, Munich, Gdynia, Rheydt, Royan and Brux. His pilot on operations was Flying officer G-Buchanan.
This item was sent to the IBCC Digital Archive already in digital form. No better quality copies are available.
Creator
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Great Britain. Royal Air Force
Format
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One booklet
Language
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eng
Type
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Text
Text. Log book and record book
Identifier
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LAdamsHG424504v1
Coverage
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Royal Air Force
Royal Australian Air Force
Royal Air Force. Bomber Command
Spatial Coverage
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Australia
Czech Republic
Germany
Great Britain
Netherlands
Poland
England--Lincolnshire
England--Nottinghamshire
England--Staffordshire
France
France--Boulogne-sur-Mer
France--Le Havre
France--Royan
Atlantic Ocean--English Channel
Germany--Bremen
Germany--Bremerhaven
Germany--Dortmund-Ems Canal
Germany--Düren (Cologne)
Germany--Düsseldorf
Germany--Euskirchen Region
Germany--Kaiserslautern
Germany--Mittelland Canal
Germany--Mönchengladbach
Germany--Munich
Germany--Rheydt
Germany--Stuttgart
Germany--Wilhelmshaven
Netherlands--Vlissingen
Netherlands--Walcheren
New South Wales--Cootamundra
New South Wales--Evans Head
New South Wales--Parkes
Norway--Bergen
Norway--Trondheim
Poland--Gdynia
Norway
Germany--Hamburg
Germany--Urft Dam
New South Wales
Germany--Ruhr (Region)
Czech Republic--Most
Temporal Coverage
Temporal characteristics of the resource.
1943
1944-09-10
1944-09-12
1944-09-13
1944-09-17
1944-09-18
1944-09-19
1944-09-20
1944-09-23
1944-09-24
1944-09-26
1944-09-27
1944-09-28
1944-10-08
1944-10-16
1944-10-17
1944-10-19
1944-10-20
1944-10-23
1944-10-28
1944-10-29
1944-10-30
1944-11-02
1944-11-06
1944-11-11
1944-11-16
1944-11-21
1944-11-22
1944-11-23
1944-12-11
1944-12-17
1944-12-18
1944-12-19
1944-12-27
1945-01-01
1945-01-04
1945-01-07
1945-01-08
1945-01-16
1945-01-17
1945-06-19
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.
1654 HCU
1660 HCU
27 OTU
467 Squadron
Advanced Flying Unit
air gunner
Air Observers School
aircrew
Anson
Battle
bomb aimer
Bombing and Gunnery School
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
navigator
Operational Training Unit
RAF Lichfield
RAF Llandwrog
RAF Swinderby
RAF Syerston
RAF Waddington
RAF Wigsley
Stirling
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/194/27209/MAdamsHG424504-170215-01.2.pdf
1081940cd3d5fc25972f96a05b4902d4
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
Adams, Herbert
Herbert Adams
H Adams
Herbert G Adams
Description
An account of the resource
88 items. Collection concerns Herbert George Adams DFC, Legion d'Honour (b. 1924, 424509 Royal Australian Air Force). He flew operations as a navigator with 467 Squadron. Collection contains an oral history interview, photographs of people and places, several memoirs about his training and bombing operations, letters to his family, his flying logbook and notes on navigation.
The collection has been donated to the IBCC Digital Archive by Herbert Adams and catalogued by Nigel Huckins and Trevor Hardcastle.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-02-15
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Adams, HG
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[inserted] (There is some duplication of notes for Ops [symbol] 1 to [symbol] 14 as I wrote something at different times (years apart.)) [/inserted]
[inserted] [symbol] Soon after we feathered that engine over “A” Flight commander flew up on our wing top & feathered 3 engines & kept up with us! He was giving us some assurance that a lightly loaded Lancaster could fly level (for a while) on 1 engine … reassurance for a new crew [/inserted]
My navigation Logs & Charts of our operations with 467 (RAAF) Squadron at Waddington, near Lincoln, from 10.9.44 to 16.1.45, with extracts from a publication giving some details of every operation by 467 & 463 Squadrons from 10.9.44 to 25.4.45.
[circled 1] [underlined] LE HAVRE, 10.9.44 [/underlined] 21 from 467, 20 from 463 as part of 992 bombers on 8 different German strong points outside of Le Havre. The targets were accurately marked and bombed, with no losses from Waddington. We took off at 1522, flew to Syerston (nearby), then did a radius of action on a track of 260oT so as to be back at Syerston at 1604 at 8000’. The winds were about what was forecast, 025/15; we bombed at 1723 at 12100’, bomb load was 11 x 1000 + 4 x 500 lb H.E. Two minutes after we dropped our bombs our Port Outer motor stopped (stray AA – fire?), we feathered the prop & flew home OK on 3 engines, airborne for 3h 55 min.
[symbol] On 11.9.44, 218 bombers from 5 Group attacked the German positions still holding out at Le Havre, with no losses. 2 British divisions were attacking Le Havre & the German garrison surrendered a few hours after the raid. The British wished to capture the port intact, but the German garrison had laid mines, and blown up most of the docks, and so it was several weeks before the port could be used.
DAMSTADT, 11.9.44. 226 Lancasters from 5 Group bombed at night, losing 1 crew (all K.I.A.) from 463 Sqdn. Our pilot, Peter Gray-Buchanan, did his “Second Dickie” on this raid.
[circled 2] [underlined] STUTTGART, 12.9.44. [/underlined] 20 from 467, 14 from 463, of 204 from [underlined] 5 Group [/underlined]. (On the same night 378 Lancasters bombed Frankfurt with success.) Post-war, a German expert – Heinz Bardau – wrote that the northern & western parts of Stuttgart city were erased in this concentrated attack… a [underlined] fire-storm resulted [/underlined], with 1171 people killed, the city’s highest fatality figure for the war.
[page break]
STUTTGART (Con’t)
467 Sqdn lost 2 crews (F/L D. Brown, 5 KIA, 2 POW, F/O Bright. 5 KIA, 2 POW.)
We took off at 1916 & set course at 1919, staying at 2500’ until 2137 when we began climbing, to 16000’ by 2233. Our last GEE fix was at 2232 and the next (after bombing OK at 2316) at 0022… so nearly 2 hours of Dead Reckoning with some map reading. (The Germans jammed our GEE receiver so that the screen was filled with “Grass”). The actual winds were about as forecast 160/15 at the target. Our bomb load was 1 x 4000 lb “cookie” & 13 J clusters (of incendiaries). Two minutes after bombing our gunners saw a fighter (they think a Do217) at about 400 yards, so we began to “corkscrew”. We continued corkscrewing until 2329, seeing one plane (unidentified) at about 50 yards! and another with a light on (!). We were airborne for 6h 51 min.
[circled 3] [underlined] BOULOGNE. 17.9.44. [/underlined] We took off at 0806 & flew to Syerston, then did a Radius of Action (on track of 260oT) to return to Syerston at 0837 at 6000’, where we did a circuit to port to lose height & get into formation at 3000! We had an uneventual [sic] trip to the target where we bombed at 8100’, dropping 11 x 1000 + 4 x 500 lb. We were airborne for 3h 26 min. 19 Lancs from each of 467 & 463 joined 762 bombers dropping more than 3000 tons of H.E. bombs on German positions around Bologne in preparation for an attack by Allied troops. The German garrison surrendered soon after the raid.
[circled 4] [underlined] BREMERHAVEN 18.9.44. [/underlined] 19 Lancs from each of 467 & 463 were part of a total of [underlined] 206 from 5 Group [/underlined], with no losses from Waddington. The post-war assessors found that this 5-Group attack, with less than 900 tons of bombs, started a [underlined] fire-storm [/underlined] which destroyed 2750 buildings in the main port area, & that [underlined] 30000 [/underlined] people were made homeless & had to live in the open until evacuated several days later.
[page break]
Extracts from a publication giving some details of every wartime operation by 467 & 463 Squadrons (loaned by Sam Nelson) RED = Daylight. BLACK = Night BLUE = We weren’t on it.
[circled 1] 10-9-44 LE HAVRE 21 from 467, 20 from 463 as part of 992 bomber raid on 8 different German strongpoints outside Le Havre. The targets were accurately marked and bombed. No losses.
D. 3h 55m. 11 x 1000 + 4 x 500. 12000’ (We lost P.O. engine during bomb-run).
Day 11-9-44. LE HAVRE. 218 bombers from 5 Group attacked German positions still holding out at Le Havre. Two British divisions were now attacking Le Havre and the German garrison surrendered a few hours later. The British wished to capture the port intact as a supply port for the armies, but the German garrison had proved spiteful – they had mined and blown up most of the docks, and it was a number of weeks before the port could be used.
[inserted] Night [/inserted] 11-9-44 DAMSTADT. 226 Lancasters of 5 Group.
Our pilot (Peter Gray-Buchanan) did his “second dickie”. 1 A/C from 463 lost (7 KIA).
[circled 2] 12-9-44 STUTTGART. 20 of 467, 14 of 463, of 204 from 5 Group. (Same night 378 Lancasters on Frankfurt … with success.) Post war, a German expert, Heinz Bardau, wrote that the Northern + Western parts of the city were erased in this concentrated attack, & that a fire-storm resulted … 1171 people killed. Stuttgart’s highest fatality figure for the war. 467 lost 2 crews: F/L D. Brown .. 5 KIA, 2 POW; F/O Bright … 5 KIA, 2 POW.
F 6h 50m 1 x 4000 + 13 J clusters. 15750’
[circled 3] 17-9-44. BOULOGNE. 19 from 467, 19 from 463, of 762 bombers dropping more than 3000 tons of H.E. bombs on German positions around Boulogne in preparation for an attack by Allied troops. The German garrison
[page break]
surrendered soon afterwards.
D. 3h 25 m. 11 x 1000 + 4 x 500. 8100’
[circled 4] 18-9-44 BREMERHAVEN. 19 of 467, 19 of 463, of 206 from 5-Group. No losses from Waddington. The post-war assessors found that this 5-Group attack, with less than 900 tons of bombs, started a fire-storm which destroyed 2750 buildings in the main port area, & that 30000 people were made homeless & lived in the open until evacuated several days later.
D 4h 45m. 18 cans (incendiaries – 150 per can). 15250’
[circled 5] [inserted] 19-9-44 [/inserted] RHEYDT/MUNCHEN-GLADBACH. 19 of 467, 16 of 463, of 227 Lancasters of 5-Group bombing the twin towns. German reports state that only between 267 and 271 people were killed. 467 lost one Lanc, crashing on returning (4 KIA, 1 POW, 2 evaded, including pilot, F/O Findlay) Master Bomber was W/C Guy Gibson, VC, DSO, DFC (of Dambusters fame) flying a Mosquito … which crashed in flames near the Dutch coast. He and his navigator (S/L J.N. Warwick, DFC) were killed and buried at Steenbergen-en-Kriesland. (Orbited target for 17mm – marking delay). 11000’
D 5h 5m 1 x 2000 + 12 J clusters.
[circled 6] 23-9-44 DORTMUND-EMS CANAL (Aqueduct). 19 of 467, 17 of 463, of 136 Lancs. from 5-Group mounting a special attack on the aqueduct at Ladbergen on the Dortmund-Ems Canal. The canal was breached, but losses were heavy 10% of the force were lost. 467 lost F/O G.A. Brown and crew. (5 KIA. 2 POW). (Orbited target losing height for 15 min extra there. Meant to bomb 14000’ but 6400’ due to cloud)
C 5h 25m 14 x 1000
[page break]
[inserted] On the unused back of one of the logsheets are some sketches (rough) of GEE BOX & the kind of blips, scales etc, displayed [/inserted]
(BREMERHAVEN, Con’t).
We took off at 1832, orbited base until 1844, when we set course at 2000’. At 1915 we needed to alter course southwards to regain our track as the winds were from about 085oT rather than 060oT (forecast). Our last GEE fix (before jamming) was on track near turning point A, and we’d climbed to 15000’, from which height we bombed at 2103. Our bomb load was 18 cans of incendiaries. The Lancaster bomb-bay, (quite long & wide, under the floor) had 14 ‘hooks’, so to use 18 cans, 3 of the hooks had a framework added to hold 3 cans side by side. The bomb-aimer could select all 14 hooks to release independently, usually at fairly short time intervals to produce a “stick” of bombs usefully spread. Each can of incendiaries released 150 small bombs about 5 cm diameter & about 40 cm long, each capable of starting a fire.
It was an easy trip for navigation, with GEE only jammed for about 1/2 hr before & after the target. We were airborne for 4h 46 min.
[circled 5] [underlined] RHEYDT/MUNCHEN-GLADBACH. 19.9.44 [/underlined] 19 Lancs from 467, & 16 from 463 were part of a total of 227 from 5 Group bombing the twin-towns. German reports state that only between 267 & 271 people were killed. 467 Sqdn lost one Lanc. crashing on returning (4 KIA but pilot, F/O Findlay, & one other evaded, & the 7th was imprisoned). The Master-Bomber was W/C Guy Gibson VC, DSO, DFC, of Dambuster fame, flying a Mosquito which crashed in flames near the Dutch coast. He and his navigator (S/L J.N. Warwick, DFC) were killed and buried at Steenbergen-en-Kriesland. We took off at 1856 and did a Radius-of-Action (track 260oT) to arrive back at Base at 1913, at 2000’. The winds were about as predicted, we kept close to track & time, and arrived at target at 2139 at 11000’, but were told to [underlined] orbit [/underlined] (to port) due to marking problems. At 2148 we were told to [underlined] orbit again, [/underlined] until, at 2151 we we [sic] told to “attack Green spot fires direct”, which we did at 2155, at 11000’.
[page break]
[photograph] D-Dog at Waddington, 1944
[photograph] [symbol] Peter at pilots window
[photograph] Our gunners
Left: Ken Nicholls, Rear Gunner
Right: Ray Giles, Mid-Upper Gunner
[page break]
RHEYDT/MUNCHEN-GLADBACH (Con’t).
At 2159 1/2 I logged “a/c hit ground – explosion – flame & smoke”
At 2201 1/2 I logged “a/c on ground, bears 000o, 2 min (51o23’, 05o51’E).
At 2211 we saw an unidentified fighter so went into the corkscrew routine, at about 51o30’N 05o00’E.
At 2213 1/2 , while in starbord [sic] turn saw unidentified fighter above us, at about 51o31’N 04o53’E, so continued to corkscrew.
At 2221, I logged “possible a/c hit ground 3 mi on port beam, about 51o32 1/2’N 04o19’E. Our bomb-load was 1 x 2000 lb & 12 “J” clusters. We were airborne for 5h 5 min.
[circled 6] [underlined] DORTMUND-EMS CANAL [/underlined]. 23.9.44. 19 from 467 & 17 from 463 of total 136 Lancs from 5 Group mounted a special attack on the aquaduct at Ladbergen. The canal was breached, but losses were heavy … 10% of the force. 467 Sqdn lost F/O G.A. Brown & crew (5 KIA, 2 POW).
We took off at 1906, did the usual Radius-of-Action to be back at Base at 1931 at 2000’. We crossed the Channel at 4000’ then climbed to 6000’, keeping nicely to track until 2047. GEE was being jammed, and the next 2 fixes showed us 10 & 20 mi North of track … they may have been wrong. We continued by dead-reckoning through cloud climbing to 14000’ and arriving at the target on time at 2148. (We were told by Master-Bomber at 2146 “to bomb 150 ft N.W. of Red Target Indicator (flare)” J. But we were in thick cloud, so [underlined] orbited to port [/underlined] losing height … very dangerous in cloud. At 2155 the Master-Bomber said “cloud base is 8000’, come in and bomb”, but we were still in cloud & had to do [underlined] another orbit [/underlined], losing height to 6300’, so that finally we could see the target at bombed at 2203 from 6400’.
At 2205 I logged “a/c hit ground & exploded 8 mi S.E. of [symbol], (at about 51o59’N 07o53’E.”
At 2228 1/2 I logged “crossed river; a/c hit ground, port beam, 3 mi.”
At 2229 “a/c directly under us hit ground, 52o15’N 06o11’E.”
At 2231 1/2 I logged “a/c hit ground ahead about 10 mi” [brackets]
At 2236 1/2 I logged “a/c (same one?) on port beam, 5 mi [brackets] 52o10’N 06o00’E
[page break]
DORTMUND-EMS CANAL (Con’t).
After leaving the target area, the winds must have been stronger than predicted from the South.
At 2253 I logged “Strong searchlights ahead … Bomb-Aimer thinks its Rotterdam” (about 10 mi North of desired track). So we immediately turned 40o to port, but copped some flak.
At 2303 we saw searchlights over the OVER FLAKKEE area, and at 2304 got our first GEE fix since our last good one at 2047 putting us about 11 mi north of track.
Our bomb-load was 14 x 1000 lb. We were airborne for 5h 25 min.
[underlined] CALAIS. 24.9.44. [/underlined] 8 from 467, & 7 from 463 of a total 188 from 5 Group. 8 were shot down, including 1 from 467 Sqdn, F/O R.A. Jones (3 KIA & 4 POW).
[circled 7] [underlined] KARLSRUHE 26.9.44 [/underlined]. 17 from 467, 14 from 463 of a total 227 from 5 Group. A short German report states “that there was damage throughout the city & lists several important buildings destroyed”. 467 Sqdn lost F/O K. Miller (1 KIA, 6 POW).
We took off at 0055 & did the usual radius-of-action to be back at base at 0113 at 3000’. The winds were much as predicted and we kept close to track & timing, our last reliable GEE fix was at 0337; we arrived at target at 0408 and Master-Bomber told us to “bomb direct on mixed Red & Green T.1’s” But we had 10/10 cloud below us, so we “went round again” & managed to bomb at 0414 from 11500’. Our first reliable GEE fix on the way home was at 0444, only just over 1 hour of jamming.
Our bomb-load was 18 cans of incendiaries, and we were airborne for 6h 50 mins.
[circled 8] [underlined] KAISERLAUTERN 27.9.44 [/underlined] 16 from 467, 15 from 463 of a total of 217 from 5 Group, did the only major raid of the war by Bomber Command. 909 tons of bombs were dropped causing widespread damage to this medium-sized city. A local German report complained that the town was not a military objective, but went on to list a catalogue of small factories destroyed. We took off at 2205,
[page break]
24-9-44. CALAIS. 8 of 467, 7 of 463, of 188 from 5-Group. 8 were shot down. 467 lost F/O R. A. Jones & crew (3 KIA, 4 POW)
[circled 7] 26-9-44 KARLSRUHE. 17 of 467, 14 of 463, of 227 from 5-Group. A short German report states that there was damage throughout the city & lists several important buildings destroyed. 467 lost F/O K. Miller & crew (1 KIA, 6 POW).
J 6h 50m 18 cans incendiaries 11500’
[circled 8] 27-9-44 KAISERLAUTERN. 16 of 467, 15 of 463, of 217 from 5-Group on Kaiserlautern, a medium-sized city, in the only major raid on it by Bomber Command during the war. 909 tons of bombs were dropped a widespread damage was caused. A local German report complains that the town was not a military object, but goes on to list a catalogue of small factories destroyed.
H 6h 20m 18 cans incendiaries 4000’
(Sept. Summary: 467 flew 199 sorties; lost 6 crews (23 KIA, 17 POW, 2 Ev.) 4 tours completed.)
[circled 9] 5-10-44 WILHELMSHAVEN 17 of 467, 16 of 463, of 227 from 5-Group. 10/10 cloud, marking by H2S. The Wilhelmshaven Diary states that only 12 people died and one bomber was shot down. 467 lost 1 crew (they ditched … hadn’t got to the target … at about 11 am. They were finally rescued about 5pm next day. After short leave, they returned to ‘ops, and were all Killed-in-Action on the Harburg raid.
(This was the only ‘trip’ on which we were allowed to use H2S (they thought enemy fighters could use its transmission to find us). We couldn’t see the markers, so bombed by H2S.)
C. 5h 5m. 18 cans incendiaries. 15000’ (We flew to target in formation escorted by long-range Mustangs
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did a Radius of Action to be back at base at 2228 at 3000’. We stayed at 3000’ until 0010, then climbed to 4500’ and stayed at 4500’ until close to target, when told to bomb from 4000’, which we did (1 1/2 min early), dropping 18 cans of incendiaries. We kept close to track all the way and only lost GEE for an hour. We were airborne for 6h 20 min.
[circled 9] [underlined] WILHELMHAVEN. [/underlined] 17 of 467, 16 of 463, of 227 from 5-Group, a daylight raid flying in formation to the target, escorted by long-range Mustang fighters. The met. forcast [sic] was for considerable cloud at the target, and we were given the most unusual priorities for bombing:-
(i) drop them visually if target is clear;
(ii) use H2S if target is obscured; or (!)
(iii) drop when you see another bomber drop its load.
We took off at 0755, did a Radius of Action to be back at base at 0811 to join formation at 1500’. My GEE set was not working, but being in formation I didn’t have to navigate anyway. Ted Pickard, the new assistant Nav. Officer, criticised my lack of effort to have some practice. At 1010 we began to climb to 15000’ at the target where at 1106 there was 10/10 cloud below. Our Bomb Aimer & I operated the H2S and aimed at the NW corner of the town and dropped our bombs at 1110 and noticed two other Lancasters dropped theirs immediately after. We flew home independently, but other Lancs were visible so we followed the stream. At 1212 I took over flying a plane for the first & only time, keeping straight & level without much trouble for half an hour. We did a bit of map-reading for the last 1/2 hour, and landed at 1306, being airborne for 5h 5 min. Our bomb-load was 18 cans of incendiaries. The Wilhelmshaven Diary states that only 12 people died and that 1 bomber was shot down. 467 lost 1 crew … they ditched before the target at about 11 am & were (finally) rescued about 1700 the next day. After short leave they resumed ops., but were all K.I.A. on the HARBURG raid on 11.11.44. Our bomb-load was 15 cans of incendiaries
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[circled 10] [underlined] BREMEN [/underlined] 17 of 467 Sq., 18 of 463 Sq., of 246 from 5 Group, a night raid on 6.10.44, with bomb-load 18 cans of incendiaries dropped from 17250’. Air borne at 1736 & did Return of Action arriving back at base at 1753 at 5000’. A good navigation trip keeping close to desired track, but winds were lighter than expected, so, despite reducing air-speed twice (10 mph each time) we did a 60o – 120o triangle to lose 7 min. This was the last of 32 major Bomber Command raids on Bremen of the war. This raid, based on the 5 Group marking method, was an outstanding success. 1021 tons of bombs were dropped, of which 868 tons were incendiaries. A detailed report (local) is available which was compiled by an official who stated that: “the night was clear, with 3/4 full moon. A huge fire area was started. Classed as destroyed were 4859 houses, 42 factories, 2 shipyards, the Focke-Wulf works & the Siemens-Schubert electrical works. The transport network was seriously disrupted.” This raid, by no more than 1/4 of Bomber Command (& hardly mentioned in the British War History) had finished Bremen … it was not attacked again in the war.
We landed at 2233 after a trip of 4hr 55 min.
[circled 11] [underlined] FLUSHING [/underlined] (WEST DYKE on WALCHEREN ISLAND in the Scheldt Estuary.) 12 of 467, & 11 of 463 of a total of 121 of 5 Group, a daylight raid on 7.10.44. We each did 2 runs dropping a stick of 7 each run (all 1000 lb HE bombs). The sea-wall was breached and virtually all the island was flooded except the rest of the sea-wall, the central tour (Middleburgh) & the town of Flushing. English newspapers had a photo of the flooded island the next day. We had no losses despite plenty of A.A. [inserted] [two indecipherable words] [/inserted]. On the same day 846 of Bomber Command attacked Kleve-Emerich & Kembs Dams. 617 Sqn. used Tallboys (12000 lb bomb) on Kembs to destroy the floodgates to [underlined] prevent [/underlined] the Germans flooding the valley in the face of the American & French advance.
We were airborn for 3h 10 min.
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[circled 10] 6-10-44 BREMEN. 17 of 467, 18 of 463, of 246 from 5-Group. This was the last of 32 major Bomber Command raids on Bremen during the war. The raid, based on the 5-Group marking method, was an outstanding success. 1021 tons of bombs were dropped of which 868 tons were incendiaries. A detailed local report is available which was compiled by an official who stated that the night was clear with 3/4 full moon … A huge fire area was started. Classed as destroyed were 4859 houses, 42 factories, 2 shipyards, the Focke-Wulfe works and the Siemens Schubert electrical works. The transport network was seriously disrupted. This raid, by no more than 1/4 of Bomber Command (and hardly mentioned in British (War) History, had finished Bremen and the city was not attacked again by Bomber Command.
D 4h 55m 18 cans incendiaries 17250’
[circled 11] 17-10-44 FLUSHING (WALCHEREN ISLAND – WEST DYKE)
12 of 467, 11 of 463, of 121 from 5-Group to successfully breach the sea-wall near Flushing. No losses. (The same day 846 of Bomber Command attacked Kleve Emerich & Kembs Dams … 617 Squadron used ‘Tallboy’ bombs on Kembs. (The idea was to destroy the floodgates to [underlined] prevent [/underlined] the Germans flooding the Rhine valley in the face of French & American advances … this was done OK.)
D 3h 10m 2 sticks of 7 x 1000 6100’ Extra 6 min. orbit for 2nd stick.
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DAY 11-10-44 FLUSHING. 14 of 467, 20 of 463, of 115 from 5-Group attacked gun positions on N. bank of Scheldt Estuary near Flushing. No losses from Waddington.
[deleted] NIGHT [/deleted] [inserted] DAY [/inserted] 14-10-44 DUISBURG Bomber command sent 1013 heavy bombers, and 473 fighters, Americans sent 1251 heavy bombers and 749 fighters … the raid was carried out on a directive from Allied H.Q. to show the Germans the power of Bomber Commands.
NIGHT 14-10-44 BRUNSWICK 19 of 467, 20 of 463 to join 233 of 5 Group. The most effective of numerous raids on Brunswick. Using the 5-Group low-level marking method, Brunswick was finally destroyed. A German report simply lists the number of hectares burnt out. 23000 people were rescued from air-raid shelters and only 200 perished. A special train was sent from Bavaria to help feed the 80000 homeless.
DAY 17-10-44 WESTKAPELLE 2 of 467, 9 of 463 of 47 from 5-Group attacking sea-wall at Westkapelle. Bombing appeared to be accurate but no report is available. No losses.
[circled 12] 19-10-44 NUREMBERG (& DUISBURG) 20 of 467, 20 of 463, of 263 from 5-Group with 7 Mosquitoes in a special low-level-marked attack on Nuremberg. The target was completely cloud-covered and low-level marking could not be used. The raid was effective but not the ‘knockout’ as hoped. (There were 103 bombers from another Group on Stuttgart and other targets, losing only 0.9%). 467 lost F/O E. Rodwell & crew (7 KIA)
D 8h 10m 1 x 2000 + 12 J clusters. 17400’
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On 11-10-44, 16 of 467, 20 of 463 of total 115 (all 5 Group) attacked big gun positions on the bank of [underlined] Scheldt Estuary [/underlined], near Flushing. The big guns prevented a sea attack to open the Estuary for Allied supply shipping (a minefield had to be cleared too), and they menaced the Canadian Army who were attacking south of the Estuary, but couldn’t match these big guns for range. I think the weather was bad, poor visibility maybe no great harm done to the guns.
On 14-10-44 there was a big daylight raid on [underlined] Duisberg [/underlined], carried out as a directive from Allied H.Q. to show the Germans the power of Allied Air Power. Bomber Command sent 1013 heavies & 413 fighters, the Americans sent 1251 heavies & 749 fighters.
That night, (14-10-44) 5 Group sent 19 of 467 Sq & 20 of 463 Sq of a total of 233, to [underlined] Brunswick [/underlined], using the 5 Group low-level marking method, Brunswick was finally destroyed. A German report simply lists the number of hectares burnt out. 23000 people were rescued from air-raid shelters & only 200 perished. Special train sent from Bavaria to help feed the 80000 homeless.
On 17-10-44, 2 of 467, & 9 of 463 Sq. of total of 47 of 5 Group attacked the sea-wall again near Westkapelle on Walcheren Island. Bombing appeared to be accurate but no report was available.
[circled 12] [underlined] NUREMBERG [/underlined]. 5 Group sent 20 of 467 Sq. & 20 of 463 Sq of a total of 263 with 7 Mosquitos to do low-level marking. There was total cloud cover which prevented the low-level marking. The raid was effective but not the knock-out hoped for. The rest of Bomber Command raided Stuttgart & other nearby targets, only losing 0.9%. 467 Sq. lost F/O Rodwell & crew (7 KIA). We took off at 1713, did a Radius of Action coming back to base at 1718 at 2000’. We reduced speed to 150 mph but still had to lose 6 min doing 60oL, 120oR, then got to [symbol] OK but had to orbit as directed.
Bombed 15 min late at 17400’ on Red & Green Target [deleted] [indecipherable word] flares [/deleted]
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Our bomb-load was 1 x 2000 lb HE, and 12 ‘J’ clusters (incendiary). After leaving the target we descended to 6000’, & flew on dead-reckoning, south of Stuttgart & Strasbourg for 2 hours until I got the first GEE fix, nearly 20 miles north of our track, but safely over France. Sid discovered that we had one of the ‘J’ bombs “hung-up”. We went to the jettison area in the Channel & tried to release it manually … did 2 orbits as we kept trying, but without success. So we flew on home to base at 4000’, landing after 8hr 9 min airborne, by far our longest flight so far.
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[inserted] [symbol] Don Coults (Engineer went to Ireland to visit his parents there. [/inserted]
After our 11th Op at Flushing we went on the usual 6-day leave, after only about 4 weeks after we started our tour. The crews were put on a roster for leave, usually each 6 weeks, but you could go earlier if a few crews before you on the list went missing.
A few items from a diary I kept then … 7th Oct: On our return from the Flushing op, we “shot-up” the ‘drome (low level) for W/C. Brill who was going home to Australia. Wrote up log book. Went to a dance with Jackie from our Mess.
8th:- Applied for leave passes. Got paid. Packed.
9th:- Collected subsistence money, & petrol coupons for bike, [symbol] got leave passes. Caught train to London, missed by Ken. Booked in at A.C.F. Club for the night. Ken arrived at 10 pm. We booked in for the rest of the leave. Nice room.
10th. Had breakfast at the Boomerang Club. I looked around & spotted Kirk Beddie from Mendooran. I’ll just go back in time to our first couple of operations to relate a coincidence. When our 8 new crews arrived together, our Nav. Leader, F/Lt Arnold Eastman, was still doing Ops himself, yet was responsible for in-service training of the navigators (especially us new ones). So he delegated the checking of log & charts, and giving advice to some of his senior navigators (Who’d lasted, say 10 ops or more). The first one who helped me twice was called Scotty – I didn’t find out his surname, it was strictly teacher & pupil, especially as he looked elderly … moustache & bald patch … (actually he was about 26). I didn’t see him again at Waddington – we had about 300 air-crew Flight sergeants there.
Anyway, at the Boomerang club, I said good-day to Kirk, we told each other what we’d been doing … he was well into a tour as captain of Sunderland crew – doing Atlantic patrols.
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I remarked that it was a coincidence that the only two fliers [sic] from Mendooran should be on leave at the same place & time. He said ‘-“Oh no, there’s another Mendooranite over here, Vernon Gall, who was the teller at the Bank of NSW there.” I replied that I didn’t know him. Kirk said:- “Well you might not have met him as you were at High School at Mudgee when your parents came to Mendooran, then you worked in Sydney, went into the Army, then the Air Force – you rarely were in Mendooran. Well, what do you know – there he is, I’ll bring him over & introduce you.” Kirk came back with Scotty. We laughed about that coincidence! After the war, when I bought the sports depot in Mudgee & transferred my bank a/c to the Bank of NSW there, Scotty was the teller.
[symbol] At the Club I also met Joe Barber & Eric Gentle who’d been with me at Cootamundra. Ken saw 4 chaps he knew at Lichfield, and I met Rupe Brown the Australian ground-crew corporal who looked after the 3 Lancs & ground crews at our dispersal corner. We went to a play, but didn’t enjoy it - - too serious. Back at A.C.F. played table-tennis with Ken & darts with Sid.
11th: Got some free theatre tickets with Sid & the play was quite enjoyable. Cinema after lunch .. Red Skelton in “Bathing Beauty”, very funny. Game of darts at the Club. Met Jack Freer, who played the saxophone on the ship across the Pacific.
12th. Ken & I got tickets for a play … a good comedy. Darts at the club after supper.
13th Got tickets for a show on Monday. Bought a wireless for £12/3/4.
[symbol] After the war, I found that Ray Meers (Rear Gunner) & Lindsay Francis (Wireless-Operator-Gunner, of Mendooran had both done tours with B.C. about the same time as I.
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14th. Bought more Xmas cards. Had lunch with Peter Dunn from Mudgee at the Club. Saw a newsreel, went to the Windmill theatre, a few beers with Ken, Supper, then table-tennis.
15th. Rupe left to return to Waddington (he’d shared our room
Visited Mme Tussauds waxworks Museum .. very good.
Walked through the Zoo. Saw a newsreel.
16th. At Boomerang Club met Ken Vidler’s crew (I think they were killed a bit later.) Walked the Embankment, saw Cleopatra’s Needle, down Whitehall, got a glimpse of 10 Downing St (cordoned off by Police). Saw the show we’d booked “Happy & Glorious”, easily the best show we’d been to. Had a few drinks with 2 girls who sleep in the railway station at Gloucester Road to be safe from air raids – they’d been doing that for years!
17th: Rain all day. Went cinema that featured 3 films … 4 1/4 hours. Had a steak (!) for 5/- then another film; couldn’t find the ‘steak’ cafe again.
18th. Packed, Sid came back from Exeter & Bristol. Played crib on the train with Sid, all the way to Lincoln. Lunch at 3, collected bike & rode back to camp.
19th. Flew at once for high-level-bombing practice … too much low cloud, so we got a fighter & did some affiliation practice. Then lunch & briefing at 1.30 for a “trip” to Nuremberg, the scene of one of B.C.’s worst losses sometime earlier, when about 500 heavies were caught below high cloud, searchlights lit them up & (from memory) nightfighters, mainly, & flak brought down 49 for a loss rate of 9%. This time it was cloud below us and 467 only lost 1 crew, F/O Rodwell’s … all KIA.
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[circled 13] 23-10-44 FLUSHING. 21 of 467, 20 of 463 of 121 from 5-Group attacked gun positions near Flushing. Visibility was bad and the bombing scattered.
D 3h 20m. 14 x 1000. Briefed to bomb at 6500’ but forced to descend (bad visibility). Bombed at 4000’
[circled 14] BERGEN 28-10-44. 20 of 467, 15 of 463, of 237 from 5-Group, to attack U-boat pens at Bergen. Target was cloud-covered and master-bomber called off the attack after only 47 planes had bombed … from below 5000’ (Mountains within 10 miles of track nearly 4500’!)
D 7h 30m. 12 x 1000 Briefed to bomb at 9000’. Orbited once [inserted] extra 6 min there [/inserted] and lost height using GEE to avoid mountains … bombed at 3800’ Diverted to Marston Moor on return (fog over Waddington). Returned next day.
[inserted] (On our final run there was AA fire from [underlined] above [/underlined] us (mountains) as well as below!) [/inserted]
[circled 15] 30-10-44 WALCHEREN ISLAND. 13 of 467, 13 of 463, of 102 from 5-Group attacked gun positions near Walcheren. The attack was successful and the Allied ground forces commenced their attack on 31st. No losses
Briefed to bomb at 6000’. Cloud over target. Two orbits made – 20 min over target area – bombed at 3500’.
D 3h 20m. 14 x 1000.
OCT ’44 SUMMARY: 467 flew 157 sorties, lost 2 crews (7 KIA, 7 Ev): 5 tours completed, incl. (C.O.) W/C. Brill completing his 2nd tour. 1 crew ditched, rescued & returned.
DAY 1-11-44 HOMBERG. 19 of 467, 17 of 463, of 226 from 5-Group attacked the Meerbeck oil plant at Homberg. Marking was scattered + only 159 planes attempted to bomb. No losses from Waddington.
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After nearly 2 hours on the way home we tried to jettison a J-Cluster (incendiary) which had “hung-up”. We turned back to try to realease [sic] it manually, but failed. So we brought it home & it was safely removed. We landed 1/2 hour late, time airborn was 8hr 9 min. Our bomb-load was 1 x 2000 lb HE & 12 ‘J’ clusters dropped from 17400’.
[circled 13] [underlined] FLUSHING [/underlined] 5 Group sent 121 incl. 21 of 467 Sq & 20 of 463, to attack big gun positions near Flushing on Walcheren Island on 23.10.44. Visibility was bad & the bombing was “scattered”. We took off at 1429, did a Radius of Action & got back to base at 1434 at 2000’. Had a good navigation trip but had to descent from 6500’ to 4000’ to see the target. 1 1/2 min before we bombed our gunners reported a Lanc. hit the sea behind us (I plotted it at 56o33’N, 03o27’E). Quite a few planes were lost and a lot of A.A. damage – we had many holes. Our bomb load was 14 of 1000 lb HE, and 1 of them “hung-up”. We tried to jettison it but couldn’t. We were airborn [sic] for 3h. 19 min.
[circled 14] [underlined] BERGEN (NORWAY) [/underlined] 5-Group sent 237 of which 20 from 467 Sq + 15 from 463, on 28-10-44 to attack U-boat pens at night. We took off at 2221 & did a Radius of Action & got back to base at 2250 at 1500’ which we maintained until 0120 (up till then we were over the N. Sea) when we climbed to 9000’ & increased speed to 180 mph as we were 3 min behind time. When we got to the target we were in cloud. The master bomber told us to come down to 5000’ … we had to orbit carefully as there were mountains East of Bergen over 4000’. I used GEE position lines to descend safely away from mountains to 3800’ when we bombed … about 10 min after the planned time. It was nice to have GEE all the way (no jamming like over Germany) & we kept nicely to track all the way. Our bomb load was 12 x 1000 lb HE. There was plenty of flak around Bergen … some from mountain tops nearly level with us! There was a lot of cloud (& maybe smoke-screen) at the target … master bomber cancelled the raid after only 47 of us bombed
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30.10.44. [symbol] 15 WALCHEREN ISLAND (FLUSHING). 13 from 467 Sqdn & 13 from 463 of 102 total (all 5 Group), daylight raid on big gun emplacements on the Southern edge of Walcheren Island. The Germans also held the Southern banks of the Scheldt Estuary. The Allies had always wanted to capture Antwerp (50 miles inland, the biggest port for unloading tanks & other heavy equipment). While ever these big guns covered both sides of the Estuary, the Allies couldn’t go in to clear the minefields. In fact the Canadian army trying to take the South bank was held up by bad weather (flooded terrain), lack of petrol & ammunition (Patton was partly to blame along with Eisenhower) for so long that eventually, [inserted] our [/inserted] [deleted] Armies [/deleted] [inserted] Marines [/inserted] took Antwerp from the East & finally [inserted] 8 NOV [/inserted] captured Walcheren Island by “sailing” through gaps in the sea-wall from the East! It then took [inserted] nearly [/inserted] another month to clear the mines & winter had set in … too late to use Antwerp for the big offensive they may have been able to mount had they cleared Antwerp 3 months earlier.
We took off at 1340, did a R. of A. & got back to base at 1356 at 1500’. The navigation was easy & we stayed on-track & on-time to the target. We’d been told to bomb at 6000’, but found cloud below, so had to orbit [inserted] twice [/inserted] lose height to 3500’, finally bombing 22 min later than planned. Our bomb load was 14 x 1000 lb HE. We had no losses. The attack was successful, and the Canadian army began their attack along the S. bank the next day.
We dropped 14 x 1000 lb HE; the flight took 3h 20 min. For October, 467 Sq. flew 157 sorties, lost 2 crews (7 KIA, 7 Evaded); 5 tours were completed; 1 crew ditched, were rescued & returned.
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Nov 1st. 226 Lancs of 5 Group (19 from 467 & 17 from 463), in daylight, raided the Meerbeck oil plant near Homberg. Weather was bad, the marking was scattered and only 159 attempted to bomb. No losses from Waddington.
2.11.44 [symbol] 16. DUSSELDORF. 5 Group was part of a big raid (992) by Bomber Command, 15 from 467, 15 from 463. Detailed German reports listed 5000 buildings destroyed, many of them industrial & production works. There were other raids that night too … a total of 1131 sorties. We took off at 1651, 15 min. late. We climbed to 17000’ & increased speed to 170 mph to catch up. At 1920 (at 18000’) we were “coned” by searchlights … very dangerous as ‘flak’ then could be fired visually. We shook them off & bombed at 1925, & I noted that an aircraft was hit about 10 mi ahead, our heading 220o.T. On the way home in the next 26 min, I made 12 more log entries of aircraft crashing to the ground with estimates of their bearing & distance from us.
The RAF had set up 2 more GEE “chains” based in Europe. I tried the RUHR chain, but found the readings “wouldn’t plot”.
Our bomb-load was 11 x 1000 lb & 4 x 500 lb HE.
The trip took 5h 20 min.
467 Sqdn lost F/O Langridge & crew (3 KIA, 5 evaded).
Dusseldorf taken (on Cook’s tour 19.6.45
[two photographs]
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[circled 16] 2-11-44. DUSSELDORF. 15 of 467, 15 of 463 as part of 992 of Bomber Command. Detailed German reports list 5000 buildings destroyed, many of them industrial & production works. (There were other raids that night too … a total of 1131 sorties.) 467 lost F/O L. Langridge & crew (3 KIA, 5 evaded).
C. 5h 20m. 11 x 1000 + 4 x 500. 18000’
NIGHT 4-11-44 DORTMUND-EMS CANAL. 12 of 467, 12 of 463, of 174 from 5-Group attacked the canal near Munster. The banks of the canal were breached again. A report from Albert Speer to Hitler dated 11.11.44 was captured at the end of the war. Speer stated that the raids on the Dortmund-Ems canal, with attacks on the rail system, produced more serious setbacks to the German war industry at this time than any other type of bombing.
[circled 17] 6-11-44. EMS-WESER CANAL. 19 of 467, 16 of 463, of 235 from 5-Group attacked near the junction of the Ems-Weser and Mittland canals, near Gravenhorst. Markers had considerable difficulty in finding the junction due to ground haze, until a low-flying Mosquito (pilot: F/L L.C. de Vigne, and Aust. navigator, S/L. F. Boyle of 627 Sqdn) found and marked the target with such accuracy that the marker fell into the water and was soon extinguished. Only 31 planes bombed before the Master-Bomber ordered the raid be abandoned. 10 planes lost in the raid, 3 crews from 463 (all KIA). Waddington was fog bound on return & most planes were diverted to Seething. We were perhaps the last to land (in v. poor visibility).
D 5h 25m. 14 x 1000 (but did not bomb). Orbited target once, for extra 10 min. over it.
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4.11.44. 174 Lancs of 5 Group, 12 each from 467 & 463 Sqdns, attacked the Dortmund-Ems Canal, near Munster. The banks of the canal were breached again. A report from Albert Speer to Hitler dated 11.11.44 was captured at the end of the war. Speer stated then:- “that the raids on the Dortmund-Ems Canal, with attacks on the rail system, produced more serious setbacks to the German war industry, at this time, than any other type of bombing.” (In early 1945, the raids on oil targets may have been even more damaging to their war effort.)
6.11.44 [symbol] 17. EMS-WESER CANAL. 235 of 5 Group, 19 from 467, 16 from 463 attacked the Ems-Weser junction with the Mittland Canal, near Gravenhorst. The markers had considerable difficulty finding the junction due to ground haze, until a low-flying Mosquito (pilot: F/Lt L.C. de Vigne, & Australian navigator, S/Ldr F. Boyle of 627 Sqdn) found & marked the target with such accuracy that the marker landed in the canal & was soon extinguished. Only 31 planes bombed before the Master-Bomber abandoned the raid. 10 planes were lost, 3 of them from 463 Sqdn (all KIA).
We were supposed to take off at 1633 but actually took off 28 min late, so once we climbed to 11000’ we boosted our I.A.S. to 180 mph & were on-time by 1915. I logged a Lanc. crashing at 1923 1/2; we had to orbit twice [inserted] (12 min) [/inserted], at the target (due to the marking problem) … very dangerous. Logged 4 more planes crashing [deleted] at [/deleted] in the target area, & another at 1943, after we’d left the target without bombing. I couldn’t get any “joy” on either of the 2 new GEE chains. The trip took 5h. 25 min. We brought back our 14 x 1000 lb H.E. bombs.
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The weather deteriorated on the way back … the bumps were so bad that I had to hold all my navigation gear down to stop them hitting the roof, & brace my knees under the nav. table to avoid joining them there. The visibility at Waddington was bad due to fog, and most of our planes were diverted to Strubby; however, Peter did an abbreviated circuit (so he could actually keep the runway in sight) & then came in as if in a Tiger Moth, almost clipping the caravan stationed near the “funnel” (where they might use a Verey to send-you-round-again), but he landed safely … and then they closed the airfield.
Besides getting the 2 new GEE chains (RHEIMS & RHUR) to help with navigation over Germany, we now had LORAN fitted. It was similar in some ways to GEE, but depened [sic] on the radio signals being reflected from the ionosphere (only at night). The stations were widely separated … I think England, Norway, Italy … and each single reading had to be made & timed, then another [deleted] one [/deleted] tuned-in, read & timed … probably 2 min or more later, & the running -fix method used. On 9.11.44 we did at [sic] Cross-Country, using Loran, over England, ending with some high-level bombing practice … 3 1/4 hrs trip. The trailing aerial had to be used to receive Loran signals.
11.11.44 [symbol] 18. HARBURG. A 5-Group raid of 237 planes, + 8 marker Mosquitos, 19 from 467, 14 from 463 … a night raid on the Rhenania-Ossag oil refinery, near Hamburg. This refinery had been raided several times by American daylight bombers. We took off at 1627, did a R. of A. to be back a [sic] base at 1634 at 3000’.
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(HARBURG)
We climbed to 15000’ & later to 16000’ to get out of cloud, & kept nicely to track all the way to the target, getting a bit behind time all the way (no worries we were over the sea nearly all the way). We bombed 8 min late from 16000’. Our WOP (Eric) told us the Master Bomber said to bomb the centre of the Red Target Indicators (there were 4), but to ignore outside Indicators which were dummies (set up by the Germans). Half an hour before the target I wanted to use LORAN, but Eric (our WOP) said he’d been ordered not to use the trailing aerial. I relied on Dead-Reckoning from the target and got my first GEE fix 50 min later about 15 mi. N. of track.
Our bomb-load was 1 x 4000 lb “cookie”, 6 x 1000 lb, & 6 x 500 lb H.E. We could still see the plant burning from 100 mi away on our way back. Our squadron lost F/O Fedderson’s crew (7 KIA) & F/O Eyre’s crew (6 KIA, 1 POW) … one of these killed was Geoff (“Bushie”) Goodfellow, their navigator, one of my best friends … we played a lot of cards together & we bunked opposite each other in our room. He came from Tooraweenah (father ran the “Mountain View” hotel there), & he said I was the only person he’d met that had even heard of the place, let alone been there, which I had.
F/L Kynoch’s plane was hit & badly damaged, but he crash-landed it at Manston (an emergency ‘drome on the coast) & he & the crew survived.
The flight lasted 5h. 35 min.
On 13.11.44 we did our “20 SORTIE CHECK”, on a flight of 55 min. We’d only done 18 ops plus the 2 BULLSEYES at Lichfield & Swinderby.
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[circled 18] 11-11-44 HARBURG. 19 of 467, 14 of 463, of 237 from 5-Group, plus 8 Marker Mosquitos attacked the Rhenania-Ossag oil refinery at Harburg (near Hamburg). This had been attacked several times by American (day) bombers. Brunwig’s ‘History of Hamburg & Harburg’ (air-raids), gives the raid a brief mention. (We could still see the plant burning 100 miles away on our way home.)
467 lost F/O. M. Fedderson & crew (7 POW), and F/O. T. Eyre & crew [inserted] (G Goodfellow was the Nav) [/inserted] (6 KIA, 1 POW). F/L Kynoch’s plane was hit and badly damaged – he crash-landed at Manston (an emergency ‘drome on the coast).
D 5h 35m. 1 x 4000 + 6 x 1000 + 6 x 500 16000’
[circled 19] 16-11-44 DUREN. 15 of 467, 15 of 463, as part of 1188 from Bomber Command, attacked Duren, Julich & Heinsburg in support of the American 1st & 9th armies which were about to advance on this area. Raids were made by 1239 American heavy bombers on targets in the same area. (this was the biggest raid we took part in … there were planes to the horizon all the way, heaps of fighter escorts.) 9400 tons of bombs dropped. The result was disappointing. Heavy rain and wet ground prevented much of the tank assault and slowed the supplies of artillery ammunition and the armies’ advance was slow and costly. (For our part, the centre of Duren was reduced to rubble.) G/C. Bonham-Carter, O/C of Waddington led our Group, as ‘second dickie’ to the crew who had bombed the wrong target on a daylight raid on Flushing (23-10-44?), killing some Canadians.
D 5h 25m. 12 x 1000. 10500’
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16.11.44 [symbol] 19. DUREN (daylight). 15 planes from 467, & 15 from 463, were part of a big effort by Bomber Command (1188 planes) attacking Duren, Julich & Heinsburg in support of the 1st & 9th American Armies which were about to advance in this area. Raids were made on other targets in this area by 1239 American heavy bombers. This was by far the biggest raid we took part in … there were planes to the horizon all the way with heaps of fighter escort … [deleted] B [/deleted] 9400 tons of bombs were dropped, but the result was disappointing. Heavy rain & boggy ground prevented most of the tank attack and slowed supplies of artillery ammunition with the result that the advance was slow & costly. For our part, the centre of Duren was reduced to rubble – it may have needed bulldozers to clear a path through it! The base commander at Waddington, Gp/Capt Bonham-Carter, led 5 Group as ‘second dickie’ to one of our crews who had bombed the wrong “target” (a smoke-generator) on an earlier daylight raid near Flushing on 23.10.44, killing some Canadian army men.
The navigation was easy. Our bomb-load was 12 x 1000 lb H.E. dropped from 10500’. Flight time: 5h 25 min.
[two photographs]
Snaps of Duren taken on the “Cook’s Tour” I did on 19.6.45.
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Extracts from Diary –
18.11.44 navigators briefing at 1.30 for a v. long trip. Not enough time for preparation. Our crew just got out to the “kite” when the trip was “scrubbed” …joy! After tea we went down to the local Horse & Jockey (Hotel). Saw a bloke about his car, & bought it for £3 … a little Morris 8 HP Sedan
19.11.44 To navigation section before lunch for another briefing, to the same place as yesterday, more time for preparation & less to do. No lunch … sandwiches at briefing … then it was scrubbed again. Collected car.
20.11.44. Went to briefing for another daylight raid on the Dortmund-Ems canal, but it was scrubbed. Went to town with Ken Nichols & Ken (of ground crew) … wanted to go to the theatre, but all seats were sold, so we went to the cinema & saw “White Cliffs of Dover.”
21.11.44. Briefed again for the same canal raid as yesterday, chart was already done. [symbol] It was scrubbed at the 11th hour & we missed lunch … again had sandwiches in the briefing room.
21.11.44 [symbol] 20 DORMUND-EMS CANAL
We took off at 1726, did a R. of A. & got back to base at 1754 at 2000’. The winds were light & fairly consistently Westerly at first, then N.W. It was easy to keep on track & close on-time. At 2020 I logged “Lanc, crashed & blew-up 15 mi. astern”. We’d been at 10250’ until 2058 when WOP told us to descent to 3-4000’ … we did so, fast, and bombed at 2103. At 2108 I logged: “Aircraft crashed below us 3 mi. past other target.” At 2232 we jettisoned a hang-up bomb in the sea. Landed at base at 2337, time airborne 6h 11 min. Our bomb-load was 13 x 1000 lb H.E.
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21.11.44. [symbol] 20. DORTMUND-EMS CANAL, near LADBERGEN.
15 from 467, 15 from 463 bombed Dortmund-Ems & Mittland Canals; as part of Bomber Command maximum effort of 1345 heavy bombers attacking 6 targets in this general area.
No losses for 5-Group.
We took off at 1726, did a R. of A. getting back to base at 1754 at 2000’. I had a good navigation trip, GEE from England lasted until 2020, then the RUHR chain worked to the target area. I logged a Lanc. blowing-up 15 mi astern at 2020. We were briefed to bomb at 10500’ but, 5 min before out T.O.T our W.O.P. (Eric) got word that we descend to 3 – 4000’ to get below cloud. We descended quickly & bombed 5 min later at 4500’; then began climbing again into the clouds. Tried Loran for fixing without success. We had a bomb hang-up, but jettisonned [sic] it in the sea at 2222.
Our bomb load was 13 x 1000 lb H.E.
The trip took 6h 10 min.
[photograph]
This is an enlargement of the smaller print of the area bombed repeatedly … DORTMUND EMS CANAL.
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[photograph] Open bomb-bay of a Lanc. loaded with 1000 lb H.E. bombs. Bomb-aimer could select each one to drop separately at predetermined intervals (usually close together as a “stick”.)
[photograph] Our Mid-upper gunner Ray Giles, near his turret – 2 Browning .303 machine guns
[photograph] Lanc’s in formation on a daylight raid. Nearest is PO-J
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On a low-level “Cooks Tour” from Wigsley on 19th June, 1945 (after war’s end in Europe), I took some photos with the old box Kodak.
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The Dortmund Ems canal where it was built above a stream, shown clearly in the left photo. The embankments here were bombed repeatedly, 8 times I think. We did 3 of Ops there and one at the nearby Ems-Weser canal.
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Broken bridges over the Rhine at Duisberg – we didn’t bomb there, but 5 Group did.
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The Krupps works at Essen, which was regularly bombed by the RAF during most of the war. Including some 1000 – bomber raids.
[photograph] Wrecked bridges at Cologne, another regular RAF target; somehow the Cathedral survived.
[photograph] The railway marshalling yards at Hamm received plenty of “attention”
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Dusseldorf was regularly bombed … we did our 16th Op. there
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[circled 20] 21-11-44. DORTMUND-EMS CANAL, (near LADBERGEN). 15 of 467, 15 of 463 as part of 1345 Bomber Command heavies attacked 6 targets in this general area. 5-Group targets were the Mitteland and Dortmund-Ems canals … without loss.
D 6h 10m. 13 x 1000. Briefed to bomb at 10250’, got 5 min warning by radio to descend to cloud base … bombed at 4500’.
[circled 21] 23-11-44. TRONDHEIM. 16 of 467, 4 of 463 of 171 from 5-Group, incl. 7 Mosquito Markers, to attack U-boat pens at Trondheim. The target was covered b y a smokescreen and could not be marked. The Master Bomber ordered the raid abandoned. No losses. (The weather was bad; big wind changes. Many jettisoned bombs in North Sea or diverted to North Scotland due to fuel shortage … we were the only one to return to Waddington with bombs still aboard.)
D 10h 55m. 9 x 1000 (brought home).
26-11-44 MUNICH (Our rear gunner, K. Nickols, went on this trip as ‘spare bod’.) 270 Lancs from 5-Group, 467 lost F/O Findlay & crew (crashed – out of fuel … their Nav. vomited and blocked his oxygen supply, went unconscious and they got lost in cloud. But all survived the crash and were flown home by the Americans on 1.12.44.
NOVEMBER SUMMARY 467 did 148 sorties, lost 4 crews (9 KIA, 8 POW, 11 Ev) 8 tours expired. 2 were badly wounded.
NIGHT 4-12-44 HIELBRONN. 282 from 5-Group (Main force attacked Karlsruhe). 467 lost F/O J. Plumridge & crew (6 KIA. 1 POW). F/L Bill Kynock & crew attacked by fighter, rear gunner killed (F/S R. Steele), and plane badly damaged (we think it was ‘D’.), crash landed at Manston (emergency airfield).
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23.11.44 [symbol] 21. TRONDHEIM (Norway). 5-Group sent 171 planes (including 7 Mosquito markers) to attack the U-boat facilities there. This was a very long trip mostly over the North Sea at low-level (1000’) in bad weather, rain & severe wind-changes. Tankers topped us up with petrol at the end of the runway before we took off at 1609, 12 min late. GEE ran out at 1848 … over 2 hours before we’d reach the target. We were unable to identify where we crossed the coast, so we continued on northwards and at 2050 saw the target lit up by flares to our left. A wind velocity to use for bombing was received by radio, and at 2055 we saw yellow Target Indicators about 10 mi to Port. We turned to a Westerly course. At 2102 we were told to abandon the raid as a smoke-screen obscured the target. We continued by Dead Reckoning & B.A. (Sid) identified a pin-point at 2112. We descended from 9000’ to 1000’, and at about 2130 discovered that the earlier pin-point was wrong, giving a new one near Smolen Island. At 2248 I got my first GEE fix (after 1 1/2 hr since the target) … about 50 mi NW of where we thought we’d be … big wind change. Pilot (Peter) & I decided to aim to land at LEUCHARS (Nth Scotland) as we had a head-wind. Then, at 0024 I got a good fix & found the wind had eased & changed to NE, and by 2130 was from the NW & getting faster. Pilot & Engineer consulted with me & we decided to try for Waddington, cutting our speed back from 190 to 170 mph. The wind held about NW & increased to about 45 mph, so we reached base OK & landed at 0302, with only about 80 gallons left. Most of our planes jettisonned [sic] bombs in the North Sea, or landed at Leuchars. We were the sole plane to bring our bombs home to Waddington. Trip-time 10h 53 min.
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26.11.44. 5-Group sent 270 heavies to MUNICH. Our rear-gunner, Ken Nicholls went as a “spare-bod” in place of a sick crewman. One of the 467 crews crashed, out of fuel. Their navigator had vomited and blocked his oxygen supply, he went unconscious, and they were lost in cloud. They all survived the crash-landing and were flown back by the Americans on 1.12.44.
November summary for 467 Sqdn: 148 sorties, 4 crews lost (9 KIA, 8 POW, 11 Evaded); 8 tours expired. 2 men were badly wounded.
4.12.44 (night). HEILBRONN was attacked by 282 from 5 Group, while the main force of Bomber Command attacked Karlsruhe. 467 Sqdn lost F/O Plumridge & crew (6 KIA, 1 POW). F/Lt Bill Kynoch’s plane was attacked by a fighter, his rear-gunner killed (F/Sgt R. Steele) & the plane badly damaged … we think it was our favourite “D”. They crash landed at the emergency ‘drome, Manston, & we heard that “D” was a write-off.
6.12.44. GIESSEN (night) attacked by 255 of 5-Group (19 from each of 467 & 463 sqdns) while the rest of Bomber Command bombed Osnabruck & Leuna (oil plant).
8.12.44 URFT DAM [symbol] 1. 205 of 5-Group (10 of 467, 15 of 463). 9/10 cloud over target, no result observed. No loss.
10.12.44 URFT DAM [symbol] 2. 5-Group (15 [inserted] each [/inserted] of 467 & 463). All were recalled before the target due to bad weather & visibility.
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More extracts from Diary.
23.11.44. No operations on. Went to Lincoln with Peter & Don in my car to see about getting Peter’s car fixed. Went to the pictures.
Feeling very crook … terrible cough.
24.11.44. Went on sick parade. The Dr. reckoned I was OK for flying … I didn’t. had heard there was to be a long trip that night & saw the Dr. again .. he put me into Sick Quarters & I slept!!! about 20 hours a day. Our crew wasn’t listed for the operation that night, but our rear-gunner, Ken Nichols, opted to go with Bill Kynock’s crew … but the trip was scrubbed anyway. Ken visited me.
25.11.44. Still in sick-quarters. No ops. Ken, Don & Rupe came to see me, then they went to an ENSA concert on the base.
26.11.44. Out of sick-quarters. Ken went with Kynoch’s crew to MUNICH in crook weather. It was OK at the target, quiet & a good ‘prang’. Went over to [deleted] 3 Sqdn [/deleted] SICK QUARTERS to see Ted Pickerd who’d been our Navigation analysis ‘joker’ for some months. Played pontoon, won 10/- Kynoch’s crew were diverted to Langham.
27.11.44. Went to Swinderby & got 3 gal of petrol in the car. Ken & Kynocks crew came back from Langham.
28.11.44. No ops. Made up a list of comments on ops that had to be done … big job. Flew to Thornaby [deleted] to bring [/deleted] & back in ‘D’ [deleted] back [/deleted] with a ferry crew for their plane.
Navigators party on tonight … too bad Ted Pickerd is still in sickquarters. Des Sands (o i/c A flight … Sqn Ldr, DFM on 2nd or 3rd tour) Lionel Hart & I took others in cars, the rest used bikes. Wionderful show. Bags of beer & fun.
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NIGHT 6-12-44 GIESSEN 19 of 467, 19 of 463, of 255 from 5-Group. (Main force attacked Osnabruck & Leuna).
DAY 8-12-44. URFT DAM [symbol] 1. 10 of 467, 15 of 463 of 205 from 5-Group. 9/10 cloud over target and no result observed. No loss.
DAY 10-12-44 URFT DAM [symbol] 2. 15 of 467, 15 of 463 … 5-Group. All recalled before reaching target due to bad weather and visibility.
[circled 22] 11-12-44 URFT DAM [symbol] 3. 15 of 467, 15 of 463, of 233 from 5-Group, with Mosquito Markers. Hits observed but no breach seen. (We brought our bombs home, despite doing an orbit … (hoping for gap in clouds) … against orders … extra 7 min. in target area. Very accurate radar-directed flak; we lost P.O. motor.).
F 6h 5m. 14 x 1000 (brought home) (9750’)
[circled 23] 17-12-44 MUNICH. 22 of 467, 19 of 463 of 280 from 5-Group, with 8 Mosquito Markers. (Main force attacked Duisburg, Ulm and Munster … a total of 1310 heavies, 1.1% loss.) Reconnaissance showed severe damage. 467 lost F/O T. Evans & crew (all 7 Ev) … they collided after bombing with an engine on fire.
M 9h 45m 1 x 4000 + 9 cans + 1 MONROE 11750’
[circled 24] 18-12-44 GDYNIA. 19 of 467, 15 of 463 of 236 from 5-Group. 2 crews from each flight attacked 2 pocket Battleships anchored near the port (which was the main target) … we hit “Lutzow” with 3 of our bombs (& 1 v. close in water) nicely near funnel area. Considerable damage to port area.
M 9h 45m. 10 x 1000 S.A.P.
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29.11.44. No ops. Went into Lincoln to try to register car … no joy; had to go to Sleaford, but no time. Tore around garages [inserted] for [/inserted] a battery & brake adjusters, but no joy. Finished off the navigation comments from yesterday. Decided to sell my autocycle & got a buyer. Played pontoon, won 3/-.
30.11.44. No ops. Went to Sleaford, got car registered & oil changed. Got coupons for petrol to go on leave, packed up, got leave pass, laundry & shoes. Went into Lincoln with Ken & got petrol & a new battery. Saw about trains for Ray & Eric for tomorrow.
1.12.44. Went out to our dispersal where mechanics helped get new battery in & working after a lot of trouble … bludged a couple of gallons of petrol from Ken (ground crew). Left at 10.10, had lunch at Nottingham & then went on to Birmingham, getting to where Don was staying at 3.30. had tea there, played solo until 1.30 am, went down to “Old Farm” at [inserted] ? Wesley [/inserted] Westly Castle for the night.
2.12.44. Duck eggs for breakfast! Lunch at Police Station (don had been a policeman in Birmingham before he enlisted for air crew.) Then tea at Mrs Benlays (friend of Don). Met Ken & Mrs Smith & Margaret from next door. Played solo. Went to Police Club for drinks. More solo ‘till 2 am. Slept next door at Smiths.
3.12.44. Breakfasts on both at Smiths & Benlays. Called at jewellers for Ken’s watch, but no luck. Set off for Swindon. Lunch at Swan’s Nest in Stratford. Looked over Shakespeare’s birthplace, got postcards & saw Home Guard parade. Went on to “Stow-in-the-Wold” & stayed the night in a nice little pub. Played darts, crib & drank beer.
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[photograph] Engineer Don Coutts & Mid Upper Gunner Ray Giles, Birmingham
[photograph] Rear Gunner, Ken Nichols, & Ray Giles at Benlay’s place at Birmingham where we stayed on leave 1/2 Dec ’44.
[photograph] Ray Giles, at Benlays’ place, Birmingham
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More from the Diary.
4.12.44. Rachel Swindon for dinner. Found our way out to Clyffe-Pyhard & saw Bunty Duff & got back just before dark. Had tea at fish & chip shop & went to pictures – saw Jon Hall & Maria Montez in ‘Cobra Woman’.
5.12.44 After breakfast towed an Engineers car to get it started. Bought side-lamp for car. Reached Slough via Reading for lunch & called [deleted] on [/deleted] at Margaret Vyner’s place … she was in London meeting Hugh Marlowe, home from France on 72-hours leave. Saw Mrs Vyner & Hugo, had afternoon tea & went to Slough, booked in at Salthill Hotel & had tea. At pub, picked up 2 girls & took them home but got lost on the way back. Turned in at 12.30.
6.12.44. Looked around a lot of shops in Slough & finally got some bulbs for dash-lights. Met an old Aussie-Scot, Macintosh for yarn & drinks; he showed us his home at 26 Windsor Rd. Slough. Drove to Windsor & looked over Eton College on Founders Day, … going for 504 years. Saw Windsor Castle & had tea there. Played cards with Ken, before & after tea.
7.12.44. After breakfast caught train to London & booked in at A.C.F. Club. Met Scottie Gall & Kirk Beddie again; had steak (!) & mushrooms at Athens Cafe; went to pictures & saw “Casanova Brown”. More steak with onions then a variety show at the Empire in Finsbury Park. Went back tp pub at Gloucester Rd & saw girls we knew from last leave in London. Also ran into Syd & Peter.
8.12.44. Arranged to meet Peter on the way to Cambridge. Got car at Slough & was 1 hr late in meeting Peter. Had lunch at Cambridge Arms. Saw a good picture “Love Story”. Met a navigator I knew at Brighton … Cameron, who’d done 35 ops in Mosquitos. More steak & onions for supper.
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9.12.44. Looked at some of Cambridge University … not much to see. Had lunch at roadside pub and got to Lincoln about 4.30. collected photos, had drinks at the Saracens head & went to a show at the Royal Theatre. Peter’s car had a flat tyre. Got battle-dress from cleaners & put overcoat in. A good leave
10.12.44. Welcomed back to nav. section. No ‘war’ today. had an interview for commission with Group-Captain Bonham-Carter. W/Cdr Bill Brill had told us not to apply for a commission until we’d done about 20 “trips”. But after he left, in October, the new C.O. W/Cdr J.K. Douglas invited anyone interested in a commission to apply, regardless of the number of ops. I did, but didn’t impress him with my answers (especially when I said “probably not” to his question “would I be more use to the air force with a commission?”. He didn’t recommend me. But Bonham-Carter said something like this: “I have 2 W’ Cdrs here, at 467 & 463; one C.O. recommends virtually all applicants after they’ve done 20 trips; the other (Douglas) likes to interview them at depth & knocks a few back. I have to make the final decision. You seem to be doing well. I’ll look at you again next month.” (He saw me in Mid-January with only one Op (Brux) to go, and recommended me without any further questioning.)
11.12.44. Took laundry & boots down but didn’t have time to check them in … there’s “war” on. Went to briefing room & sorted out Gee charts. The briefing was hurried; the plane we got, (F), was slow, climbed poorly, and we were late getting to the target.
(con’t on next page)
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11.12.44 [symbol] 22. URFT DAM No 3. Daylight raid by 233 from 5-Group (15 each from 467 & 463 Sqdns), with Mosquitos doing the marking. Hits were observed but no breach seen. We brought our bombs back despite doing an orbit (against orders) hoping for a gap in the clouds … we spent 7 minutes extra over the target, and experienced very accurate radar-directed flak just after leaving. We lost our Port-Outer motor.
We took off at 1205, did a R. of A. returning to base at 1219, at 6000’. We climbed to 12000’ & “cruised” at 170 mph, but gradually got behind time (5 min late at 1350) but only 3 min. late at the target. This plane, F, would not go any faster with our bomb-load of 14 x 1000 lb. H.E. Pilot feathered our Port Outer motor at 1554 (maybe some flak damage). Jettisonned [sic] 2 bombs at 1645 which took extra time … ending up 47 min. late home. Flight time 6h 5 min.
17.12.44 [symbol] 23. Night-raid on MUNICH by 280 from 5-Group, (22 from 467, 19 from 463), with 8 Mosquito markers. The rest of Bomber Command attacked Duisberg, Ulm & Munster, a total of 1310 ‘heavies’, for a 1.1% loss rate. Reconnaissance showed severe damage. 467 lost F/O T. Evans & crew (all 7 Evaded) … they collided after bombing with an engine on fire; they baled out before the plane crashed.
We took off at 1636, 3 min late, and immediately began climbing on course, south for Reading, then into France near Le Havre, mostly at 4000’, very bumpy, tried 5000’ to get out of cloud, then down to 3000’ & back to 4000’. As we neared the SW corner of Switzerland we climbed to 15000’ & skirted its southern border, seeing lights on in some villages.
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We had a good navigation trip to the target, keeping close to track & timing OK. We used GEE until 2026, then some LORAN fixes (some inaccurate) but sighted target at 2152, descended to 12000’ to bomb at 2211.
At 2214 I logged “air-to-air firing up – qr. to beam”
At 2215 1/2 “ “ “aircraft went in 40 mi ahead”.
We began descending in steps to 5500’ & continued to use LORAN until 2350 when GEE came good.
I got very airsick about 2250 (first time since Cootamundra!), and at about 2310 saw flak coming up from Mulhouse, so we turned to Port to avoid it. At 0110, the GEE box went unserviceable (U/S), and we read PUNDITS back to base where we landed at 0220. Flight time was 9h 45 min, bomb load was 1 x 4000 lb “cookie” & 9 cans of incendiaries & 1 Monroe.
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18.11.44. [symbol] 24. GYDNIA (“A” Target: Pocket Battleship LUTZOW).
A 5-Group raid, 236 planes, 19 of 467 & 15 of 463 Sqdn, on the Naval base. Considerable damage to the port area was reported. Two crews from each flight of both squadrons were to arrive at their targets … two pocket battleships, 9 min before the rest of the Group were to start bombing; the markers & the accompanying flare-force (they dropped lots of long-burning flares to light up the area for the Markers) arrived then too. We were supposed to see the battleships in the light of the flares & do our bombing between 2151 & 2156. Our bomb-load was 10 x 1000 S.A.P (Semi-Armour Piercing) bombs … unlikely to be really damaging, although the decks of the pocket-battleships were much thinner than on “real” battleships (although they had 16” guns, the same.)
We took off at 1712, already 10 min later than planned, & flew at about 3 – 4000’ at 180 mph until 2000, when we climbed to 11500’. GEE had given out at 1850, but LORAN was OK & I got good signals at 1920, but we hadn’t been given Loran charts that covered beyond 56oN. So it was dead-reckoning & the hope of a pin-point later. Then, at 2055 1/2, I got a Loran fix, on track, just below the 56oN latitude, which could be plotted. I got another dubious fix at 2105 1/2, about 5 mi Sth of track, then another good one at 2122 1/2, on track again. I got another good Loran fix at 2133 which allowed me to estimate the wind velocity at 190/23. We turned on dead-reckoning 3 min late at point E, & arrived at point F, on dead-reckoning 2 min late, and steered visually for our target. At 2150, Syd, our Bomb-Aimer, reported a smoke screen starting over the battleships area. The flares went down at 2150 1/2, but didn’t penetrate the smokescreen. At 2153 our Pilot, Peter, decided to “go-round” again. As we turned Syd saw the Lutzow, [indecipherable word] behind us now. We flew North East
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for a while, did a timed run, using his stop-watch, to be back over our target at 2158. But again, the smoke-screen obscured our target. We turned Northwards & repeated the timed run. All this time we experienced a lot of radar-predicted flak, close enough to keep rocking our plane. While we were doing this 3rd orbit, Peter said: “If we can’t bomb this time, we’ll go round again and lose height to bomb at low-level.” Syd said: “Geez, that would be bloody dangerous.” At 2206, the target was clear & we bombed accurately. On the photograph which we saw back at base the next day, 3 of our bombs hit the deck amidships, one very close to the funnel, and a 4th bomb right alongside in the water. We’d actually bombed from 11750’ at 150 mph (I.A.S.), heading 260oT. At 2208 I logged: “Lanc. crashed Stb. Bow, 20 mi.” We crossed the coast at 2216 and got a Loran fix at 2222 1/2, only 3 mi. S. of track. The rest of the trip home was uneventful, we kept close to track and landed at 0303, flight-time 9h 51 min.
[drawing of area map]
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I did some research about the Lutzow & Admiral von Sheer. They were both damaged and the Lutzow was towed to Swinemunde, the Admiral von Sheer to Keil, where, on the night of 9/10 April ’45, a raid using 591 planes, sank the von Sheer, and so severely damaged the light cruised Emden & the heavy cruiser Hippo, that their crews then scuttled them … they were unable to put to sea. Then on the night of 16/17 April, 617 Squadron attacked Swinemunde, & effectively disposed of Germany’s last pocket battleship, Lutzow, although I read that its crew also finally scuttled it, as it was beyond repair
[symbol] [underlined] 25 [/underlined]. 27-12-44. 5-Group sent 200 planes (15 of 467 & 12 of 463) to bomb [underlined] RHEYT [/underlined] (our [symbol] 25 trip), the railway yards there, part of Munchen-Gladbach, where we’d done our 5th trip. We took off at 1204, did a R. of A. to be back at base at 1220 at 6000’. We were supposed to fly in formation but there was a lot of confusion … we finally flew individually until 1309 when we joined the formation. Near the target, the other planes began turning towards the target long before reaching the GEE lattice line we were told to follow. We did as we’d been told, and bombed at 1505 1/2 from 17200’. The trip home was uneventful, the navigation easy, as we had GEE all the way, using the RHUR chain over Germany. We had some flak going close just after the target at 1512 1/2. We landed at 1705, flight-time was 5h., bomb-load was 14 x 1000 lb. H.E.
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[deleted] [circled [indecipherable number]] [/deleted] NIGHT 21-12-44. POLITZ. 17 of 467, 17 of 463, of 207 from 5-Group attacked synthetic oil plant. 3 Lancs lost over Europe, but 5 crashed in England on return … 90% of airfields were fogbound … most were diverted to Scotland, but some were so short on fuel they had to try to land in fog. (F.L. Kynoch crashed ‘M’ at Waddington, but no injuries.)
[circled 25] 27-12-44 RHEYDT. 15 of 467, 12 of 463, of 200 from 5-Group, attacked railway yards at Rheydt. No loss
C 5h 0m. 14 x 1000. 17200’
DAY 28-12-44 MOSS SHIPPING (OSLO FIORD). 4 of 467, 6 of 463 of 67 from 5-Group attacked a large naval unit off Oslo Fiord. No direct hits claimed.
30-12-44 HOUFFALIZE. 12 of 467, 12 of 463 of 166 from 5-Group attacked the German supply bottleneck at Houffalize. Cloud obscured target. (Main force of 500 heavies attacked Kalh-Nord railway yards near Cologne … results obscured by cloud.)
DEC ’44 SUMMARY. December ended in a long spell of cold, fog & snow which restricted operations and serviceability. 467 flew 172 sorties, losing 2 crews + 1 gunner. (7 KIA, 1 POW, 7 Ev) 8 crews finished tours. 1 crew crashlanded [sic] and were rescued.
(The 2 Lanc. Squadrons (467 & 463) had learnt that the 5-Group method of marking was the most cost-effective way of striking heavy flows to the enemy. From 17.8.44 (when Bomber Command returned to attacks on Germany proper, after the many short trips for 2nd Front, a total of 72881 sorties from which 696 aircraft were lost (… about 1%). In this period of 137 days [deleted] 467 & 463 [/deleted] [inserted] Bomber Command [/inserted] made 530 sorties per day (av.) & lost 5.1 planes per day (av.) … 265708 tons of bombs were dropped.
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[circled 26] 1-1-45. DORTMUND-EMS CANAL 18 of 467, 5 of 463 of 102 from 5-Group, breached the canal near Ladbergen, (the Germans had repaired the canal again.) They were using an enormous number of slave labourers (‘Todt’ workers … 40000 we heard) to repair these vital links in their transport system. (And so when the barges began to run again they ‘knew’ the Lancs would soon come, and they were ready with AA & fighters … it was a hot spot.)
(On this trip F/O Merv Bache got an immediate DSO … their B/A. was Sam Nelson (WaggaWagga) … onfire, [sic] crashed just inside Allied lines … they’d all baled out in time. F/S Thompson of 9 Sqdn. got a posthumous VC also.)
B 6h 40m. 11 x 1000 + 4 x 500. 10900’
Landed at STRUBBY on return, due to fog.
NIGHT 1.1.45 MITTELLAND CANAL (GRAVENHORST). 4 of 467, 6 of 463, of 152 from 5-Group with 5 Mosquitos. No loss. During all this period, Waddington, and most of England, was deep in snow. Aircraft were buried in snow, and runways could not be kept open for them. Landing on icy runways was difficult. (On 1.1.45, Bomber Command flew 598 sorties day & night, and 5 planes crashed trying to land.)
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More about the DORTMUND-EMS on 1/1/45.
Many years after the war I got to know Sam Nelson, (also a golfer), who was the Bomb Aimer in Merv Bache’s crew. He told me that his navigator was in the process of writing a small book covering their ‘troubles’ that day. I mentioned that I still had my logs & charts, including for that day, so I posted them to him, with the result that parts of my log & chart were photocopied (reduced size) and included in his book … and I received a copy; later a few more pages were sent about what happened to their crew members thereafter. Several of their crew had a reunion in Canberra just at the time when they refurbished the Lancaster display in the War Museum. They told the staff of their “trouble” on 1/1/45, and were given the privilege of going inside the Lanc, even though it was not then open to the public.
I’ve made a “pocket” at the back of this folder for that book.
On pages 33/4 of that book is some details about a major German air attack on Allied aircraft & airfields on the same morning as our daylight raid on the Dortmund-Ems Canal. It may have been fortunate for us that most of their fighters were otherwise-occupied that morning.
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[circled 27] 4.1.45. ROYAN (S. France).
8 of 467, 16 of 463, of 344 Lancs & 7 Mosquitoes. F/O R. Eggins (467) had a mid-air collision with another Lanc., they baled out & were rescued.
Stubborn German garrison holding out at Royan prevented Allies from using Bordeaux as a port. (the Americans had kept a big force in that area, hoping to capture Bordeaux much earlier.) Bomber Command was ordered to bomb the town. It appears that the order was cancelled, but that order not received by the Squadrons concerned. But the French people there were told of the cancellation. As a result 700 French people were killed & soured relations with Britain.
We took off at [deleted] 0122 [/deleted] 0104, did the usual Radius of Action to be back at base at 0140 at 2000’. We flew southwards crossing the coast near Portsmouth. We had GEE all the way 7 so kept nicely on-track; the winds mainly from NNE varied between 35 & 60 mph.
When just short of the target we got a message at 0359 1/2 “do not bomb for 2 min.” We were due there in about 1 min. I wrote “Have to orbit I think.” Then at 0400 1/2 we were told “Come in & bomb”, which we did at 0401 without having to orbit, at 6250’.
We had an easy trip home, airborne for 6h. 30m. Our bomb load was 1 x 4000 (“Cookie”), & 16 x 500 lb HE.
On the back of my chart are several diagrams showing what the displays looked like on the GEE-BOX, and an indication of the curves on our GEE Charts.
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NIGHT. 5-1-45 HOUFFALIZE. 10 of 467, 8 of 463, of 131 from 5 Group, with 9 Mosquitos attacked supply bottleneck at Houffalize in the Ardennes. Target was hit with great accuracy. No loss. (Main force of 664 attacked Hannover, losing [underlined] 4.7%. [/underlined])
[circled 28] 7-1-45 MUNICH. 11 of 467, 16 of 463, of 645 Lancs. and 9 Mosquitos. This was the last major raid on Munich by Bomber Command; the industrial area was severely damaged. 467 lost F/O W. McNamee & crew (all KIA) … Severe icing caused high fuel consumption … they ran out of fuel and baled out over the sea 5 mi. from Eye, but were not found.
V 8h 45m. 1 x 4000 + 6 J clusters.
(The winds on this trip were forecast at about 80 mph from NW, so the route to the target was direct across Germany, then home south of Switzerland. (Usually, on Munich trips, we’d go out south of Switzerland, hiding from radar behind the mountains – maybe – then come home, faster across Germany.) The winds, in places, exceeded 100 mph. We were forced to ‘waste time’ on the way to the target (dangerous over Germany!). We took 3 hours to reach Munich loaded, then 6 hours to come home empty!)
[inserted] I haven’t got my log & chart for this trip – mislaid when I was teaching ATC cadets at Forest Hills [/inserted]
NIGHT 13-1-45 POLITZ. 17 of 467, 14 of 463, of 218 Lancs & 7 Mosquitos from 5-Group, attacked the oil plant near Stettin. Intended to be [inserted] a [/inserted] blind H2S attack, but the target was clear and the 5-Group low-level-marking was used in an accurate attack. Photo-reconnaissance stated that the oil plant was reduced to rubble. No loss from Waddington.
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NIGHT 14-1-45 MERSBERG-LEUNA. 14 of 467, 14 of 463 of 573 Lancs & 14 Mosquitos attacked the synthetic oil plant at Leuna. Albert Speer wrote … “this was the most damaging raid on the synthetic oil industry”. (The remainder of Bomber Command raided Grevenbroich & Dulmen … a total of 1214 sorties.)
[circled 29] 16-1-45 BRUX. 16 of 467, 12 of 463 of 231 Lancs & 6 Mosquitos of 5-Group, attacked the synthetic oil plant in western Czecho-slovakia [sic] (the plant had P.O.W. camps quite close by). The raid was a complete success. Speer also mentions this raid “as a particularly severe setback to oil production”. (Bomber Command attacked 4 other targets this night with a total of 1238 bombers. All were successful … the loss rate was 2.4% (about 30). No loss from Waddington.
D 10h. 0m. 1 x 4000 + 12 x 500 (Not dropped – bomb circuit U.S.) 14250’
(The bombing circuit was faulty – we made 3 orbits of the target, taking 20 mins, but could not remedy the trouble. We set out for home with bombs aboard and flew home at fairly low altitude – varying between 4500’ & 8500’, our airspeed 15 – 20 mph slower than the rest of the force. Then we had to make a diversion into the North Sea jettison area to manually release one bomb fitted with anti-handling fuse. The result was that we were last home, nearly an hour late. As this was our last trip we were ‘expected’ to come home faster than usual & be ‘first home’ … many thought we were unlucky enough to ‘get the chop’ on our last trip. The aircraft had severe problems (besides the bomb circuit and resulted in a tragic crash on 2.2.45, killing all but one of the crew … included were T. Paine & W. Robinson from Mudgee.)
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I met Chris Jarret at a University conference in the 60’s and heard from him what happened to them in ‘D’ on the night of 2-2-45.
He was lucky to survive, although it was easy for the Bomb-Aimer to be first out when told to “Bale-Out”. The next man out would have been Tom Paine, the Rear Gunner, & he told me that he was the only other one to get out & open his ‘chute in time to avoid death, but that Tom landed over the crest of a hill & was killed by the plane crashing & bombs exploding near him, while Chris had landed on the other side of the hill.
Tom Paine was in my classes at Mudgee High right from 1st year in 1936.
Bill Robinson must have started in 1935 as he was a year ahead of us; but I can remember him as the school was rather small (about 400) compared to the 1000+ when I taught there in the ‘60s.
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NIGHT 22-1-45. GELSENKIRCHEN. 0 from 467, 1 from 463. (photographic)
JANUARY SUMMARY. The month ended with heavy snow and bad visibility. 467 did 90 sorties losing 3 crews (7 KIA, 14 Ev.) 4 crews ‘tour-expired’.
NIGHT 1-2-45 SIEGEN (Railway Yards) 21 of 467, 19 of 463 of 271 from 5-Group. 467 lost one crew – the navigator was our A-flight commander, Des Sands DFM, an Australian in the RAF on his second tour … he survived, parachuted, captured.
NIGHT 2-2-45 KARLSRUHE. 19 of 467, 16 of 463, of 250 from 5-Group. 467 lost 2 crews (14 KIA (incl. a ‘second dickie’ pilot) 1 POW. ‘D’ was one of the two. F/O A. Robinson [inserted] (pilot) [/inserted] and Rear Gunner – Tom Paine – went to school with me at Mudgee High – Tom was in the same class. (See extract from ‘The Bulletin’ for story by Bomb-Aimer survivor, whom I met accindentally [sic] at an external studies school at UNE (Armidale) in the ‘60’s.)
NIGHT 7-2-45 DORTMUND-EMS CANAL (near LADBERGEN)
13 from 467. 467 lost c.o. W/C J. K. Douglas & crew (+ second dickie Bomb-aimer) … 3 KIA, 4 POW, 1 Ev.
NIGHT. 8-2-45 POLITZ. 15 of 467, 16 of 463 of 163 total (5-Group was 1st ‘Wave’, other groups followed and put this important oil plant out of action for the remainder of the war. 1020 bombers attacked other targets including Krefeld.
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13-2-45 DRESDEN. 17 of 467, 19 of 463 of 144 Lancs and 9 Mosquitos from 5-Group attacked Dresden as the 1st wave of a 2-part attack, dropping 800 tons. The second wave, 3 hours later, dropped 1800 tons, mostly incendiaries, causing a devastating fire-storm. German report says that more than 50000 people died.
14-2-45 ROSITZ. 16 of 467, 16 of 463 of 224 Lancs + 8 Mosquitos from 5-Group, attacked the oil refinery near Leipzig. The rest of Bomber Command attacked 4 other targets – a total of 1316 ‘heavies’, loss rate 1.7%.
19-2-45 BOHLEN. 19 of 467, 16 of 463 of 254 Lancs and 6 Mosquitos from 5-Group. Raid was unsuccessful. The Master Bomber, W/C E.A. Benjamin DFF + Bar, was shot down by flak & killed. Only superficial damage was caused.
20-2-45 MITTLELAND CANAL near GRAVENHORST. 10 of 467, 10 of 463, of 154 Lancs & 11 Mosquitos of 5-Group … raids on the canal by now were called “the milk run”. A comment (in the Waddington report) … “5-Group had bombed the canal so often that the Germans could leave their guns aimed ready for the next raid”. The Master Bomber abandoned this raid when it could not be marked properly due to heavy low cloud. (The Main Force – of B.C. – did 4 raids using H2S. Total of 1283 sorties, loss rate 1.7%)
21-2-45 MITTLELAND CANAL (again). 10 of 467, 10 of 463 of 165 Lancs & 12 Mosquitos from 5-Group. Weather was clear, and the canal was breached.
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The Main Force raided 4 other targets, 1110 sorties; losses 3.1%. 463 Sq. lost their C.O. W/C Forbes on his last trip of 2nd Tour … shot down by German nightfighter ace, Major H.W. Schnaufer.
NIGHT 23-2-45. PFORZHEIM. 1 of 463 (Photo) 367 Lancs of 1, 6 & 8 groups. 1825 tons of bombs dropped … “The 3rd most effective raid of the war … killed 17000, and 83% of the town destroyed by a fire-storm.
DAY 24-2-45 DORTMUND-EMS CANAL. 18 of 467, 11 of 463, of 166 Lancs & 4 Mosquitos from 5-Group … The target was obscured by cloud and the raid abandoned. No Loss.
FEBRUARY SUMMARY. The weather was often bad. 467 did 158 sorties, lost 5 crews + 3 who baled out + 3 “2nd dickies”. (25 KIA, 15 POW, 1 Ev.) 3 tours expired. 1 Crew crashed in training.
NIGHT 3-3-45. DORTMUND-EMS CANAL. 15 of 467, 15 of 463, of 212 Lancs + 10 Mosquitos of 5-Group breached the aqueduct near Ladbergen in 2 places, putting it out of action until after the war’s end. 467 lost F/O R.T. Ward and crew (7 KIA); F/O R.B. Eggins & crew (6 KIA, 1 POW), and the C.O. W/C E. Langlois & crew (5 KIA, 2 POW) … he had only become C.O. on 9th Feb. 8 Lancs lost over Ger. 20 over U.K.[inserted] loss [/inserted] 3.6%
(This night the Luftwaffe mounted “Operation Gisela” sending 200 night fighters to follow various bomber forces into England (& so not being detected). They took the British defences by surprise and they shot down 20 bombers over England (some were Lancaster training planes … a couple at Wigsley, where I was Duty Navigator in the control tower!) The bomb dump at Waddington was attacked but wasn’t blown up. 3 German fighters crashed flying too low.
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NIGHT 5-3-45 BOHLEN 15 of 467, 15 of 463 of 248 from 5-Group, attacked synthetic oil refinery. Target was cloudy but some damage. Bomber Command made 1223 sorties for 31 lost over Germany and 10 crashed in England … “visibility had detiorated [sic] for returning aircraft”. (Percy Jobson, of Wagga Wagga, a friend of hockey years, was shot down, parachuted, on this trip … a big write up given.)
NIGHT 6-3-45. SASSNITZ - - a port on the Baltic Sea.
NIGHT 7-3-45 HARBURG. oil refinery (5-Group). Bomber Command total (on various targets): 1276, loss 41 (3.2%)
DAY 11-3-45 ESSEN by 1079 bombers … the largest day raid by B.C. … “paralysed Essen until the Americans entered. 467 lost 1 crew (all KIA) on collision with a Hurricane near base in F.A. training.
DAY 12-3-45 Dortmund. 1108 planes, record tonnage 4851 tons … with fighter escorts, over 2000 planes … “put the city out of the war”.
NIGHT 14-3-45 LUTZKENDORF. 5-Group attack on oil refinery, losing 18 (7.4%). Main Force of 568 attacked Zweibrucken & Homburg & other minor targets … 2.8% loss
NIGHT 16-3-45 WURZBURG. 5-Group, 225 Lancs & 11 Mosquitos, dropped 1207 tons with great accuracy in 17 minutes … 89% of industrial part of city destroyed. 467 lost F/O Thomas & crew (6 KIA, 1 POW). Main force attacked NUREMBERG with 480 planes, losing 28 (4.2%), due to night-fighters joining the bomber stream before the target
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DAY 19-3-45 ARNSBERG RAILWAY VIADUCT. 37 Lancs of 617 and 9 Sqdns (and 1 photo Lanc. from 463) dropped 6 ‘Grand Slam’ 10-ton bombs … the ‘earthquake-effect’ collapsed the viaduct … the film was spectacular.
NIGHT. 20-3-45 BOHLEN. 5-Group. The main force was on Hemingstedt with 675 planes, loss rate 1.9%.
DAY 22-3-45 BREMEN. 5-Group. Rail bridge.
NIGHT. 23-3-45 WESEL. 5-Group. 1000 tons in 9 minutes from 9000’ … as close army support … “British Army crossed the river before the bombers had left the area”, and Wesel was in British hands before midnight (the bombing ended at 2239). Wesel claims it was the most heavily bombed town in Germany … 97% of buildings destroyed in main town area; population reduced from 250000 at outbreak of war, to 1900 in May ’45.
DAY 27-3-45 FARGE Oil Storage, 5-Group plus 2 of 617 attacking U-Boat shelters with 23’-thick concrete roof. 2 of the Grand-Slam bombs penetrated the roof and brought down thousands of tons of concrete and rubble, rendering the shelter ineffective.
MARCH SUMMARY 467 flew 185 sorties, lost 4 crews (24 KIA, 4 POW), 4 crews completed tours.
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DAY 4-4-45 NORDHAUSEN. 5-Group … Military barracks Many ‘forced labourers killed’.
DAY 6-4-45 IJMUIDEN … on ships … raid abandoned due to bad weather.
NIGHT 7-4-45 MOLBIS. Benzol plant … “all production ceased”.
NIGHT 8-4-45 LUTZKENDORF. 5-Group. Oil refinery. ‘Put out of action until end of war’. Main force was on Hamburg 440 planes, & other targets, total of 918 planes … 1.3% loss.
DAY 9-4-45 HAMBURG .. oil storage (5-Group) and 617 Sq attacked U-Boat shelters with Grand Slam bombs, and Tallboy bombs. Both raids successful. On this raid German ME 152 & 153 jet fighters attacked the Lancs for the first time.
NIGHT 16-4-45 PILSEN 5-Group. Rail Yards.
NIGHT 18-4-45 KOMOTAU 5-Group.
DAY 23-4-45 FLENSBURG Railway yards. (Abandoned – cloud)
NIGHT 25-4-45 TONSBERG Oil Refinery & U Boat pens (Norway)
463 Sq. lost the last Lancaster of the war (crew survived)
3300 Lancasters lost in the whole war.
467 Sq from Nov ’42 to 26 Apr ’45 – flew 4188 sorties, used 214 Lancs. lost 110 by enemy action, 4 damaged – crashlandings but recovered. 590 KIA. 117 POW. 8E Ev. 5 DSO, 146 DFC. 2 CGM. 36 DFM
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[underlined] 467 SQUADRON – R.A.A.F. [/underlined]
467 Squadron was formed at SCAMPTON, LINCOLNSHIRE 7-11-42.
Moved to BOTTESFORD by 30-11-1942. Moved to WADDINGTON 11-11-1943.
Bottesford Station Commanding Officers: G/C. SWAIN, F.R.O: OBE: DFC.
From 3.3.43. – G/C. McKECKNIE, W.N: DFC.
[underlined] 467 SQAUDRON moved to WADDINGTON 12.11.43 [/underlined]
Waddington Station Commanding Officers:
16.4.43. G/C. S.C. ELWORTHY, CCB, CBE, DSO, MVO, DFC, AFC, MA.
31.3.44. G/C. D.W. BONHAM-CARTER, CB, DFC.
14.4.45. G/C. E.D. McK. NELSON, CB.
1.8.45 G/C. D.D. CHRISTIE, AFC.
24.8.45. G/C. A.E. TAYLOR.
467 SQUADRON COMMANDERS:
7.11.42. W/C. C.L. COMM, DSO, DFC. _ _ _ KIA 16.8.43.
19.8.43. W/C. J.R. BALMER, DFC, OBE. _ _ _ KIA 11.5.44.
12.5.44. W/C. W.L. BRILL, DSO, DFC & Bar _ _ _ Died 1964.
12.10.44. W/C. J.K. DOUGLAS, DFC, AFC. _ _ KIA 8.2.45.
9.2.45. W/C. E. le P. LANGLOIS _ _ KIA 3.4.45.
4.3.45. W/C. I.H. HAY, DFC. _ _ To disbandment.
467 STATION ADJUTANTS: F/L. BURFIELD_CARPENTER.
F/L. A.D. McDONALD (A18121): F/L. J.M.W. LOVE.
467 SQUADRON moved to RAF METHERINGHAM 16.6.45 and were disbanded there October, 1945.
[underlined] 467 STATISTICS COMPILED FROM OPERATIONAL RECORD BOOKS [/underlined].
First Operational Sortie – 2/3.1.1943 – To FURZE _ Minelaying.
Last Operational Sortie – 26/26.4.45 – to TONSBURG.
[underlined] OPERATIONAL SORTIES ATTEMPTED [/underlined]:
No. of a/c actually took off on operations: 3977
No. of Operational sorties completed: 3795
No. of Operational sorties failed: 182
[underlined] REASON FOR FAILURE OF SORTIE [/underlined]:
a/c failed to return – listed missing 105
a/c early return due to Engine Failure: 28
a/c early return due to Electrical Failure: 10
a/c “ “ “ to Armament Failure: 9
a/c “ “ “ to Oxygen Failure: 9
a/c “ “ “ to Instruments, radio, intercom failure: 12
a/c “ “ “ to Ice in flight & ice damage: 6
a/c “ “ “ to Navigational Error: [underlined] 3 [/underlined]
[underlined] 182 [/underlined]
No. of Sorties completed in a/c damaged by Enemy Action: 230
No. of Aircrew listed in Operational Record Books as flown on ops from 467 Sqdn, RAAF: (inc. RAF, RNZAF, RCAF): 1814
No. of Aircrew listed in ORB’s as War Casualty from 467 Sq: (includes) RAAF, RAF, RNZAF, RCAF): 760
No. of whole crews posted to 467 Sq. for Ops: 258
No. of whole crews finished tour of ops – 30 or more: 74
No. of whole crews lost on Ops: 115
No. of whole crews still operating when hostilities ceased 8.5.45. and not tour expired: 31
No. of whole crews posted to other Squadrons during tour: 34
No. of whole crews with no Ops. before hostilities ceased: 4
No. of crews from 53 Base who flew on ops from 467 Sqdn and not listed as posted to 467 Sqdn. 6
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[inserted] Extract of “WAR” List for an Operation … late 1944. [/inserted]
F/S J.W. Singer (Can) – Sgt A. Carson – [missing name]
PB. 193 ‘W’ – F/O R.J. Harris – P/O J.T. Adair – Sgt T. Andrews – Sgt R. Walker
P/O H.F.C. Parsons – F/L R.W. Cook – Sgt S. Saunders
EE.136 – F/O A.L. Keely – F/S W. Chorny (Can) – Sgt A.E. Wotherspoon – Sgt C.H. Connwell
F/S L.W. Tanner – Sgt S.D. Chambers – Sgt J.E. Johnson
LM.713 – F/O C. Newton (Can) – Sgt P. Grant – Sgt W. Gregory – Sgt E.H. Cooper (Can)
Sgt R. Flynn (Can) – Sgt L.G. Kelly – Sgt R.S. Stevens (Can)
LM.715 ‘O’ – F/O R.W. Ayrton (Aus) – Sgt M.J. Herkes – Sgt H.K. Huddlestone – Sgt D.K. Chalcraft
F/S N. Bardsley – Sgt W. Scott – Sgt J.A.W. Davies
ME.809 – F/O R.C. Lake – P.O J.A. Peterson (Can) – Sgt R.W. Baird – Sgt R.A. Morton
W/O G.B. Watts (Can) – F/S G.E. Parkinson – P/O R.D. Kerr (Can)
No. 467 Squadron, Second Wave
NF.908 ‘C’ – F/L J.K. Livingstone – F/L D.O. Sands – F/O E.G. Parsons – F/O R.N. Browne
P/O W.D. McMahon (Aus) – F/O J. Pendergast – F/O T.C. Taylor
PB306 – F/O R.J. Mayes (Aus) – F/O L.J. Hart (Aus) – Sgt D.H. Hamilton – F/S J. Manning
F/S A.R. Edgar (Aus) – F/S J.G. Muir (Aus) – F/S K.W. Cary (Aus)
LM.100 ‘D’ – F/O P.R. Gray-Buchanan (Aus) – F.S. H.G. Adams (Aus) – Sgt D.M. Coutts – F/S J.R. Giles (Aus)
F/S B.J. Payne (Aus) – F/S E.J. Taylor (Aus) – F/S K. Nichols (Aus)
PD.215 ‘F’ – F/O L. Landridge (Aus) – F/S D.G. Beverley (Aus) – Sgt J. Halstead – Sgt D.J. Allen
F/S K.C. Woollam (Aus) – F/S W.C. Denny (Aus) – Sgt B.A. Davies
LM.542 ‘K’ – F/O T.A. Gummersall (Aus) – F/S L.C.C. Chalcraft (Aus) – Sgt J. Clemons – F/S E.R. Baldwin (Aus)
F/O F.A. York (Aus) – F/S S.J. Anders (Aus) – F/S W.H. Bradbury (Aus)
LM.233 ‘M’ – F/O J.J. Sheridan (Aus) – F.S G.W. Gould (Aus) – Sgt B.J. Ambrose – Sgt J. Hodgson
F/S A. Raymond (Aus) – F/S W. Branagh (Aus) – Sgt R. Ward
LM.677 – F/O J.J.J. Cross (Aus) – F/S D.F. Edwards (Aus) – Sgt K.M. Pope – F.S W.K. Perry (Aus)
F/O V.L. Drouyn (Aus) – F/S W.V. Maurer (Aus) – F/S M.D. Wilkie (Aus)
NF.910 – F/O G.H. Stewart (Aus) – F/O R. Faulks (Aus) – Sgt G. Hopwood – F/S D.J. Morland (Aus)
F/S R. Galov (Aus) – F/S M.J.H. West (Aus) – F/S F.H. Skuthorpe (Aus)
NF.917 ‘Q’ – F/O R.S. Forge (Aus) – F/O H.M. Bissell (Aus) – Sgt W.C. Bradley – Sgt H. R. Harvey
F/O R.H. Darwin (Aus) – F/S E.J. O’Kearney (Aus) – Sgt R. Haire
ND.473 – F/O R.H. Mellville (Aus) – F/S J.L. Klye (Aus) – Sgt R.J. Brady – F/S D.D. Suter (Aus)
F/S J.F. Tongue (Aus) – F/S B.T. Hoskin (Aus) – F/S R.C.M. Newling (Aus)
NF.908 – F/O L.R. Pedersen (Aus) – F/S J.S. Hodgson (Aus) – Sgt D.R. Ba.dry [sic] – Sgt E.W. Durrant
F/S P.K. Garvey (AUS) – F/S V.J.M. McCarthy (AUS) – Sgt A.E. Dearns
NN.714 – F/O E.B. Rowell (Aus – F/S R.L. Morris (Aus) – Sgt A.J. Halls – Sgt. A Thomson
F/S D.J. Taylor (Aus) – F/S A.S. Smith (Aus) – Sgt A. Thomson
F/S D.J. Taylor (Aus) – F/S A.S. Smith (Aus) – Sgt J. Hodge
No. 463 Squadron, Third Wave
ND.133 ‘X’ – W/C W.A. Forbes (Aus) – F/O J.A. Costello – P/O W.A. Martin – F/S A.J. Norman
F/O W.J. Grime – P/O W. McLeod – P/O K.L. Worden
PD.311 ‘O’ – F/O P.J. Bowell (Aus) – F/S E.A. Petersen (Aus) – Sgt W. Forster – F/S W.H.J. Butcher (Aus)
F/S W. Plumb (Aus) – W/O J.R. Williams (Aus) – F/S I.D. Dutfiield [sic] (Aus)
LM.130 ‘N’ – F/O A.G. Stutter (Aus) – F/S P.L. Wilkinson (Aus) – Sgt H. Walsh – F/S M.F. Woodgate (Aus)
F/S P. O’Loughlin (Aus) – F/S D.J. Browning (Aus) – F/S H.R. Holmes (Aus)
PD.337 ‘L’ – F/O F.H. Smith (Aus) – Sgt E. Moss – ?
F/S B.A. Donaghue (Aus) – F/S R.T. Simonson (Aus) – F/S E.R. Cameron (Aus)
ND.977 – F/O G.T. White (Aus) – F/S G.D. Smith (Aus) – Sgt C. Jackson – Sgt V.G. Dunn
F/S H. Robinson (Aus) – F/S J.J.B. Middleton (Aus) – Sgt W. S. Bayne
PD.330 ‘F’ – F/O K.P. Brady (Aus) – F/S E.D. Rees – Sgt C.R. Levy – F/S G. Berglund (Aus)
F/S G.W. Boyes – F/S J.D. Stevens (Aus) – F/S J.E. Cox (Aus)
MD.332 – F/O B. Ward-Smith (Aus) – F/O R.W. Markham (Aus) – Sgt E. Taylor – F/S A.J. Tyson (Aus)
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[underlined] 5 Group, [/underlined] the biggest of 6 in Bomber Command.
Our 467 squadron was one of 18 Lancaster squadrons the Group. They were:-
9 at Bardney
227 at Balderton
[missing number] 4 (Rhod.) “ Spilsby
[underlined] 463 & 467 “ Waddington [/underlined]
49 “ Fulbeck
619 at Strubby
50 & 61 “ Skellingthorpe
630 “ East Kirkby
57 “ East Kirkby
617, 627 “ Woodhall Spa [symbol] Mosquitos
83 & 97 (Pathfinders) Coningsby
106 Metheringham
189 Fulbeck
207 Spilsby
[underlined] Some notable raids [/underlined]:
1944 Sept. 12/13. First operational use of [underlined] Loran [/underlined].
“ 23/4. Dortmund-Ems canal breached by [underlined] Tallboy [/underlined] (12000 lb bomb, designed by Barnes Wallis).
Oct. 3 Sea wall at Westkapelle (Walcheren Is) breached.
“ 14/5 Biggest night ops by Bomber Command of the war.
“ 23/4. Part of 1055 plane raid on Essen.
“ 25 “ “ 771 “ “ “ “, finishes it.
Nov. 2/3 “ “ 992 “ “ “ Dusseldorf.
“ 4/5. 174 Lancs breach Dortmund-Ems canal again.
“ 12 Tirpitz sank at Tromso by 9 & 617 Sqdns.
1945 Jan 1/2. 157 Lancs breach Mittleand canal.
“ 4/5. raid on Royan kills many French civilians.
“ 7/8. Part of 654 a/c; last raid on Munich.
Mar 14. Bielefeld aquaduct [sic] broken using Barnes Wallis’s new 22000 lb Grand Slam bomb. by 617 Sqdn.
“ 27. U-boat shelter at Farge blown up using the Grand Slam bomb, by 617 Sqdn.
Feb. 20/21 First of 36 consecutive night raids on Berlin by Mosquitos of 627 Sqdn.
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[circled 8]
[underlined] 5 Group [/underlined] Sqdns. As at 22.3.45.
Lanc I, III
9 Bardney
44 (Rhod.) Spilsby
49 Fulbeck.
50 Skellingthorpe
57 East Kirkby
61 Skellingthorpe
106 Metheringham
189 Fulbeck.
207 Spilsby
227 Balderton
463 [brackets] RAAF Waddington
407 RAAF Waddington [/brackets]
619 Strubby
630 East Kirkby
[symbol] 617 Woodhall Spa.
[brackets] 83 PFF Coningsby
97 PFF Coningsby [/brackets]
627 Woodhall Spa. Mosquito IV, XX, 25.
(83, 97 & 627 on loan from 8 Group.)
[inserted] [underlined] 1944. [/underlined] [/inserted]
Sept 12/13 First operational use of LORAN.
“ 23/4. Dortmund Ems canal breached by Tallboy (12000 lb).
Oct 3. Sea wall at Westkapelle (Walcheren Is) breached.
14/15 BC. biggest night ops of war.
23/24. 1055 raid on Essen. 25th 771 on Essen finishes it.
Nov 2/3. 992 on Dusseldorf.
4/5. 174 breach Dortmund Ems canal again.
12. Tirpitz sank at Tromas by 9 & 617 Sq.
Jan 1/2. 157 breach Mittleand Canal.
[inserted] 1945
Jan 4/5 Royan – many French casualties.
7/8 Last raid on Munich 654 a/c
Mar 14. Bielefeld aqueduct broken … Grand Slam 22000 lb.
27 U boat shelter at Farge successful using “ “ “
Feb. 20/21 first of 36 consecutive night raids on Berlin by mosquitos. [/inserted]
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Extracts from “The Hardest Victory – RAF Bomber Command in WW II by Dennis Richards. (Hodder & Stoughton, 1944.)
1944. March to June. The Transportation Plan, preparatory to OVERLORD … the invasion in Normandy. As part of the plan to convince the Germans that the landing would be in the Pas de Calais, far more bridges and railway workshops and marshalling yards were attacked North of the Seine than South of it. In this phase Bomber Command dealt with 37 of the railway centres, 8th American Air Force heavies 26, & AEAF (fighters, fighter-bombers, light & medium bombers, & recon. aircraft, a mixture of RAF & USAAF squadrons) 20. Bomber command dropped nearly 45000 tons on these centres, twice the tonnage of the other 2 put together. Harris in “Bomber Command” wrote:- “Bomber Command’s night bombing proved to be rather more accurate, much heavier in weight & more concentrated than the American daylight attacks, a fact which was afterwards clearly recognised by SHAEF when the time came (later) for the bombing of German troop concentrations within a mile or so of our own troops.”
In this phase, Bomber Command made 69 attacks, 9000 sorties & lost 198 planes (1.8%). They did enormous damage. In the end about 2/3 of the 37 centres were classed as completely out of action for a month or more, and the remainder as needing only some further “attention” from fighter-bombers.
Unhappily, the toll of friendly civilian lives was sometimes more than the “prescribed” limit of 100 – 150 per raid … (Coutrai 252, Lille 456, Ghent 482), but overall the total was much less than the 10000 “limit”.
The attacks on rail centres by all 3 air forces proved catastrophic for the Germans. Only about 12% of rolling stock was fit for use. A division from Poland took 3 days to get to West Germany, then 4 weeks to the Normandy battlefront!
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A particularly important raid, both in technique & results, was that on 5/6 Apr. (’43) on the Gnome et Rhône aero-works at Toulouse. 144 Lancs from 5 Group, with Leonard Cheshire of 617 SQN doing the initial marking at low level from a Mosquito. 2 Lancs of 617 reinforced the marking with great accuracy & this led to a raid which completely destroyed the factory. Thenceforth, Harris normally entrusted 5 Group (the largest in the Command) with its own marking, independent of the Pathfinder Force.
Bomber Command’s biggest task just before the invasion was to help silence the enemy’s coastal batteries … most nights since 24/25 May, & for deception purposes many of them outside the intended invasion area. But as D-Day neared, so the assault stepped up. On 2/3 June, 271 bombers attacked 4 batteries in the Pas de Calais (where the Germans most expected the invasion). On 3/4 June, 135 bombers attacked batteries at Calais & Winereux. On 4/5 June, 257 a/c attacked … this time in the invasion area. On 5/6 June (when invasion fleet was under way) Bomber Command put on max. effort … 1136 a/c (1047 attacked) [inserted] 5000 + tons of bombs. [/inserted] against [deleted] the [/deleted] 10 of the main batteries on the invasion coast. Other air formations & naval bombardment also attacked there & between them 9 of the 10 batteries were made incapable of sustained fire against the invasion forces.
In the week after D-Day, B.C. flew 3500 sorties to prevent reinforcements getting to the front. In the most skilful attack, 8/9 June. Lancs of 83 Sqn lit up railway tunnel at Saumur, then marked by Mosquitos, then 25 Lancs of 617 Sqn. dropped new 12000 lb “Tallboys” [inserted] [symbol] designed by Barnes Wallis. [/inserted] blocked the tunnel & delayed the Panzers.
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[circled 3]
During the struggle in Normandy, B.C. operated in strength close to battlefield. 14/15 Jun, 337 vs troops & vehicles at Aunay & Evrecy (near Caen). 30 Jun first B.C. daylight there … 266 Lancs & Halis & a few Mosquitos & Spitfire escort bombed a road junction at Villers-Bocage from 4000’ & frustrated a panzer attack. Of B.C.’s 5 other attacks in close support the biggest was 18 Jul .. GOODWOOD (max effort) … 1056 from B.C., 863 of AEAF & 8th A.F. to help the push SE of Caen towards Falaise …. but had bad weather & unsubdued anti-tank guns stopped the offensive (only 6 miles max.). But it impressed the Germans … Von Kluge who’d just replaced Rommel, wrote to Hitler on 21 Jul:- “There is no way by which, in the face of the enemy air forces’ complete command of the air, we can discover a form of strategy which will counterbalance the annihilating effects [underlined] unless we withdraw [/underlined] from the battlefield. Whole armoured formations allotted to counter-attack were caught beneath bomb carpets of the greatest intensity so that they could be got out of the torn-up ground only by prolonged effort … The psychological effect of such a mass of bombs coming down with all the power of elemental nature on the fighting forces, especially the infantry, is a factor which has to be taken into very serious consideration. It is immaterial whether such a carpet catches good troops or bad. They are more or less annihilated, and above all their equipment is shattered ...”
(He suicided a month later when Hitler wouldn’t allow a withdrawal)
On 7/8 Aug. 1019 a/c of B.C. raided 5 points in advance of Allied troops … helping Canadian 1st Army to open the way to Falaise.
Allies had 14000 a/c against German 1000 in those weeks.
25 Aug. Paris was free. 3 Sept. Brit 2nd Army in Brussels.
Resumption of oil targets delayed by V-1 threat.
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[circled 4] Jan (1944)
Hitler had hoped to begin V-1s vs London as ‘New Year present’ but damage to ‘ski” sites, & Fiesler works at Kassel & their own trouble with getting the bomb to operate reasonably – caused set-backs. Allied bombing of railways held up delivery of launchers & bomb components.
12/13 Jun first V-1 attacks. 7 of 55 sites managed to fire total of 10 … of which 3 reached England. But they improved. Bet. 15/16 & 16/17 Jun. 144 crossed Kentish coast & 73 reached London.
Operation CROSSBOW … B.C. + AEAF + 8th A.F. attacked V-1 sites from mid June to mid-August … using 40% of B.C. strength Targets were the modified launch sites, supply depots, & ‘large sites’ (V-2 rockets [deleted] maybe [indecipherable word] [/deleted]. B.C. attacked these day & night. B.C. flew 16000 sorties, 59000 tons vs the V-1 targets only losing 131 a/c ([symbol] 1%).
By mid-Aug, less need [symbol] defences (AA & fighters redeployed & more effect … + proximity fuses [symbol] [symbol] 20% reaching target; + balloons + finally our armies overrunning the launching sites.
Every day but one from 5 to 11 Sept Harris sent out 300 or more a/c to bomb [deleted] h [/deleted] [underlined] Le Havre [/underlined] area. (We did our [underlined] first trip [/underlined] on 10 [deleted] 8 [/deleted] Sept. 11 x 1000 + 4 x 500 lb.) that day 992 sorties. Total for the week 2500 sorties, 9750 tons … the ground attack after the last air raid on 11 Sept. succeeded & only c. 50 fatalaties [sic]. [inserted] (our 3rd) [/inserted] [underlined] Boulogne [/underlined] [inserted] we dropped 11 x 1000 + 4 x 500 lb. [/inserted] had become the next objective. We were in big raid on 17 Sept. by 762 a/c, opening the way for attack by Canadian army, … garrison gave in on 22 Sept, in diary of captured German officer: “Sometimes one could despair of everything if one is at the mery [sic] of the RAF without any protection. It seems as if all fighting is useless & all sacrifices in vain.”
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Germans still held Dunkirk & Ostend … it became clear that key to faster supply to our armies was Antwerp, 40 miles up R. Scheldt. Allies captured Antwerp on 4 Sept. but Germans still held river banks, South Beveland & [underlined] Walcheren Is. [/underlined] dominating its approach from the sea. Allies tried, MARKET GARDEN, airborne troops to capture bridges over Maas, Wasl & lower Rhine … a disaster, losing 1st Airborne Div’n. [symbol] Try to open the Sheldt Estuary. B.C. began attacks on Walcheren Is. in 3rd week of Sept. Hitting batteries proved difficult. Canadian army told to capture Is. … their C.O. suggested bombing might breach its sea-walls & flood some low-lying batteries. Oct 2nd .. leaflets & broadcast to locals. Oct 3. .. Pathfinder Mosquitos in waves of 30 created a big gap in wall 60’ thick at top & 204’ at base. (617 Sqn with Tallboys not needed … took ‘em home!)
Many parts of Is. now flooded, but no surrender. Further attacks on walls on Oct 7, 11 & 17. We did our [underlined] 11th op [/underlined] [inserted] on 7 OCT. [/inserted] on [underlined] Flushing dyke [/underlined] walls, 2 sticks of 7 x 1000 lb, 2 runs at fairly low alt. & achieved a good breach.
We also bombed gun batteries on [underlined] Walcheren [/underlined] Is again on Oct. 23 (14 x 1000 lb) and Oct 30 (14 x 1000 lb) … [underlined] our 13th op [/underlined].
The plan was to take Wal. Is by amphibious assault & to ‘soften it up’, B.C. raided c 277 on Oct 28; then on Oct 29 with 358 a/c, then on [underlined] Oct 30 with 110 a/c [/underlined]. [inserted] [underlined] our 15th [/underlined] [/inserted] (us). On 1 Nov. Canadian & Scottish troops began a week of hard fighting … Royal marines sailed landing craft through the gaps in the sea-walls. B.C. flew 2000+ sorties in 14 raids there, 9000 tons of bombs … only lost 11 a/c ([symbol] 0.4%).
Antwerp not used for another 19 days … time taken to clear the estuary of mines.
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B.C. continued to attack towns in Germany & coastal targets in the autumn & winter of 1944.
On [inserted] 12th [/inserted] Sept. we did our [underlined] 2nd trip [/underlined] on [underlined] Stuttgart [/underlined] (1 x 4000 lb + 13 J clusters). (Our skipper had been [deleted] there [/deleted] [inserted] to [underlined] Danstadt [/underlined] [/inserted] the previous night as “2nd-dickie”). Then our [underlined] 4th [/underlined] on Bremerhaven on 18 Sept. (18 cans). & 5th on Munchen-Gladbach the next night 19 Sept (1 x 2000 lb + 12 J clusters) on which Guy Gibson as master bomber went missing (KIA). Our [underlined] 6th on [/underlined] 23 Sept. was our first of 4 raids on [underlined] Dortmund [/underlined] Ems canal “the vital link between the Ruhr & North Sea”. (14 x 1000 lb). B.C. did about 10 raids on the canal, “each time draining the canal for several miles & leaving scores of barges stranded. And this was not simply a one-off piece of temporary damage. As soon as, by the effort of 4000 (Todt) labourers, the canal was once more fully working, B.C. breached it again - & went on doing so as required until the end of the war.” (It was a fairly “dicey” target – they [underlined] knew [/underlined] we’d be coming & [underlined] where [/underlined] (where the aqueduct was above ground level.)
Sept 26. Op [symbol] 7 on Karlsruhe (18 cans)
“ 27 [symbol] 8 “ Kauserlauten (18 cans).
Oct 6 [symbol] 10. Bremen (18 cans)
Oct 5. Daylight formation (!) on Wilhelmshaven (18 cans). - - cloud obscured target & we (& others) bombed by H2S … the only time we used it on ops … mostly we were denied its use because they reckoned German fighter &/or flak could pick us up from its transmission.
Oct. 19. Op [symbol] 12. Nuremburg (1 x 2000 lb + 12 J clusters).
Oct 28 op 14 Bergen (Norway) U-boat pens … but brought bombs back due to smokescreen over target. Had to descend to near mountain tops to clear cloud – did so safely using GEE.
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“In the last quarter of 1944, nearly half the tonnage dropped by B.C. was aimed at Urban areas in general rather than on more specific targets. … eg. Stuttgart, Nuremburg; [underlined] Dusseldorf (our 16th [/underlined] on Nov 2nd, 11 x 1000 + 4 x 500) Munich our [underlined] 23rd [/underlined] on Dec. 17 (1 x 4000 + 9 cans + 1 monroe). & [underlined] Munich [/underlined] again our 28th on Jan 7th (1 x 4000 + 6 J clusters).
Our [underlined] 18th [/underlined] on 11 Nov. on Harburg oil refinery (near Hamburg) caused huge fire visible 100 miles on way home (1 x 4000+ 6 x 1000 + 6 x 500 lb).
16 Nov, Our 19th a daylight on [underlined] Duren [/underlined], part of a huge effort to react to battle of bulge destroyed the town to rubble. (12 x 1000 lb).
Our 24th Gdynic .. Dec 18, on Pocket Battleship ‘Lutzow’ (also there the P.B. Admiral Von Sheer) … may have caused enough damage to have Latzow towed (?) to Swinemunde where 617 Sqn finished it off on 16/17 April ’45 (10 x 1000 SA.P.).
5 Group. HQ Grantham, then Moreton Hall, near Swinderby.
[underlined] AOC’s [/underlined] Harris 11.9.39. Bottomley 22.11.40.
Slessor 12-5-41. Coryton 25.5.42. Cochrane 28.2.43
Constantine 16.1.45.
A/C. Hampdens, Manchesters, Lancasters, Mosquitos.
[underlined] B.C. casualties, Aircrew [/underlined] Operational K. 47120
Died as POW 138
Missing now safe. 2868
POW “ “ 9784
Wounded. 4200
[underlined] Non-operational [/underlined]
K. 8090
Wounded 4200
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A brief summary of the Bache crew’s experiences after the Operation to the Dortmund-Ems Canal on 1st January 1945.
A number of entries in the 160 pages that I wrote during 1945 in the second of my three war diaries refer to events connected with, or as a result of, the Bache crew’s experiences on 1st January of that year. (The three diaries contain a total of some 420 pages which cover only some sections of my overseas service in the RAAF, mainly while travelling to and while in Canada doing my navigator training, the Operation on 1st January 1945, that period which is summarised below and my trip back home from England. Unfortunately they do not cover any of the crew’s other Operational Sorties in detail but an amount of information on these is available from other sources in my possession)
The following very short summary makes use of extracts from some of the entries in my second diary, (other than from the 17 pages which contributed to my chronicle of events directly associated with our 16th Operation on 1st January 1945). It then goes on to refer to information that I have received since from various members of our crew covering their individual moves after the crew broke up in May 1945, plus each one’s post war status.
However, for the sake of brevity, this summary does not include any detailed references to those of our Operational Sorties which we flew between 19th February and 18th April 1945 – and some other of the events in which the crew were involved between January and May of that year – but which were not as a direct consequence of the Operation on 1-1-45 These matters may (possibly?) be covered at some future date.
So, picking up this account from a point part way through January 1945 –
My additional navigational duties during 1945.
During the period early in 1945 when our crew was non-operational, while we waited for Ernie and Cec to recover from their injuries received on 1st January, I was employed in the squadron’s navigation section in various ways. Some of these duties continued after we returned to Ops – particularly on the occasions where our crew was not flying on that Op.
Amongst other things, I had been requested by the squadron navigation leader to assist him by looking after the navigation Order Book, which covered matters such as changes in navigational procedures as these came through from No 5 Group Headquarters, as well as setting up an improved system for bringing this information to the notice of the navigators on the squadron. I was also asked to devise ways of drawing attention to cases or areas in which we should take steps to improve navigational performance.
I “dreamed up” a cartoon type character of a navigator who I named “Ayling-Rouse” (who was something like a mixture of the infamous idiotic pilot character, P/O Prune and the well known ancient Chinese philosopher, Confucius) to assist with this and it seemed to be quite successful in getting the guys’ attention! – the style being recommended for use elsewhere in the Group.
I was also shown by the section’s navigation assessment officer how to assess the squadron navigator’s Operational flying log sheets and plotting charts – and learned how to get the navigators away on “cross-country” training flights etc.
I was then introduced by the squadron navigation leader to Operational navigation briefing procedures and other of his duties – and taken to some of the pre-Operation navigational planning conferences, which were held via a Group telephone hook up between
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the various squadrons just prior to our squadron Navigators Briefing for the Op. concerned.
As an upshot of all this, I was made deputy navigation leader and eventually stood in for the squadron navigation leader on occasions – including the conducting of the Navigators Briefing and the navigation specialist officer’s briefing contribution at the Main Briefing which followed, for those of No. 467 Squadron’s crews who were to participate in the daylight Bomber Command attack on “Hitler’s Hideout” at Berchtesgaden, in April 1945.
As it turned out – like so many other planned attacks – this Operation had to be “scrubbed” (ie cancelled) at the last minute because of bad weather in the target area – but was carried out a day or so later by 359 Lancasters – of which some were from other squadrons in No 5 Group and some from Nos. 1 and 8 Groups. However it so happened that Nos. 463 and 467 Squadrons were not available to go there with them on that day due to our station’s involvement in an attack on Tonsberg in Norway which required take-off later in the same afternoon.
(As a result of the additional navigation section work which I had carried out while our crew was “off Ops” waiting for the return of Cec and Ernie and also after we returned to Ops, the squadron navigation leader, when he was informed by the squadron commander early in May that the Bache crew had been selected as one of several crews for a voluntary posting from No. 467 Squadron to Transport Command, tried to convince me not to go with them. He indicated that I was being recommended for a navigation leader’s training course – and would then probably go with the squadron on its intended transfer to the Far East theatre of War.
However, because of the close crew bonds developed during our earlier Operations – and particularly as a result of the events on 1st January 1945, I decided to stick with Merv, Sam and Cec in their transfer to Transport Command.)
Ernie returns to the crew and we return to Operations.
As events turned out, Ernie was declared fit for flying after several weeks and we resumed Ops with him back with us on 19th February, as by this time we were starting to “champ upon the bit” again. However we had to make use of the substitute wireless operators – Cec still being out of action.
Merv’s promotion and his new role on the squadron.
By then Merv had been promoted to the rank of Flight Lieutenant and on occasions had acted as O/C of our “A” Flight, then as O/C “B” Flight, to which our crew was transferred some time in March.
Cec returns to the crew for our trip in “S Sugar”
According to my diary, Cec – who had been recovering from his ankle injury in the RAF hospital at Wroughton, near Crewe, (as was Ernie after they were both transferred from the hospital in Holland) – was flown back to the squadron by Merv and I when he has discharged from there on 22nd February.
However he did not stay, but went to a convalescence place near Liverpool and remained unfit for flying for the remainder of our Operational Sorties – rejoining the crew just in time for our flight to Jouvincourt in France in PO-S on 6th May to bring a planeload of ex-prisoners of war back to England.
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End of the war in Europe and its effects on No. 467 Squadron.
Hostilities in Europe ceased on 7th May 1945 and No. 467 Squadron was one of the Bomber Command squadrons selected for transfer to the Far East theatre of War.
Part of the Bache crew transfer to Transport Command.
Cec then joined Merv, Sam (who had been commissioned in February) and I, in our transfer on 11th May from No 467 Squadron of Bomber Command to Transport Command – to which we were posted as one of five “part-crews” from Waddington.
(These crews were taken from those who were apparently classified as “nominally tour expired” – ie those who had carried out 28, but in our case 25, Operations).
We went to the recently transferred RAAF No. 466, ex No. 4 Group Bomber Command Halifax squadron at Driffield for Transport Command flying training.
Sam’s Departure from Driffield.
We thought that the bomb-aimers who were transferred with us to No. 466 Squadron would have been trained as load masters for Transport Command flying crew “cargo supervision etc”, but were informed shortly after arrival on No. 466 Squadron that it had been decided they were now not required.
So Sam was to leave us! However the blow was softened considerably when he received notification that, because of his long period of service in the RAAF (including time served as a medical orderly in ground staff in the New Guinea theatre of war), he was to be repatriated back to Australia where he would be eligible for discharge from the Service.
He was first of all transferred to the Australian Aircrew Holding Centre at Brighton, on the south coast of England – to await a draft back home aboard a troopship.
Merv, Cec and I continue Transport Command training on No. 466 Squadron.
Merv, Cec and I continued on with No. 466 Squadron at Driffield – where we picked up an Australian Second Pilot (Merv becoming Senior Pilot) – and then converted to and flew in their Halifax bombers.
We then went with the squadron when it relocated to RAF Bassingbourn in September.
From Halifaxes to Liberators.
At Bassingbourne the squadron converted from Halifaxes to 4 engine Liberator bomber type aircraft – American designed and built – and a somewhat different aircraft from the 4 engine British designed and built heavy bombers in which we had previously flown. (It was not long before I christened the Liberator “the Flying Brick” after comparing its flying characteristics with those of our beloved Lancasters).
After we had completed a number of familiarisation exercises in the UK we were scheduled to undertake training flights and later, service transport operations, between UK and India.
The end of World War II in the Far East and the disbanding of 466 Squadron.
We were about to carry out our first training flight to India when the war in the Pacific area suddenly ended – resulting in the squadron being disbanded on 26th October 1945.
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So the four of us, including the Australian Second Pilot, were transferred to Brighton for repatriation back home and discharge from the RAAF.
Our return to Australia.
As things turned out, all the Australian members of our crew, except for Sam, who had left England much earlier – finished up finally going back to Australia together on the same ship – the Athlone Castle.
Our return by sea to Australia is another story – including us becoming involved in a Mutiny aboard the first ship, the Orion, on which we were embarked – and from which we were later disembarked again, back in England, after it broke down in the Bay of Biscay!
Return Home and Post War
Sam
Sam, who received his promotion to Flying Officer in August, returned to Sydney in NSW for discharge from the RAAF. He and his wife, Valda, now live in Wagga, N.S.W.
Merv
Merv returned to Adelaide in South Australia for discharge as a Flight Lieutenant. He and his wife, Ethel, continued to live there until he died in 1974.
Cec
Cec returned to Brisbane in Queensland, for discharge, by which time he had been promoted to the rank of Flying Officer. He married Dawn there and they continued to live in Brisbane, but later moved northwards to Caloundra, on the Sunshine Coast in Queensland – where he died from a war related complaint in 1997.
Les
Les, Jim and Ernie remained at Waddington – Les transferring to No 463 Squadron to join Jack Blair’s crew (also ex 467 Squadron, on which they had done 24 Ops prior to the end of the war in Europe). They subsequently moved with the squadron to RAF Skellingthorpe in July. Here he remained until the war in the Pacific concluded, after which No. 463 Squadron was disbanded on 25th September 1945 and all of its RAAF personnel were repatriated back to Australia. He had the rank of Pilot Officer when he was discharged.
Les married and he and his wife, Norma, now live at Seymour, Victoria.
Jim
Jim remained on No. 467 Squadron at Waddington after Merv, Sam, Cec and I left for Transport Command – and while there joined F/O C F Stewart’s crew (which had done 6 Ops on 467 Squadron prior to the end of hostilities in Europe) – as mid upper gunner.
They were posted to No. 463 Squadron, which was also located at Waddington, on 4th June – and went with this squadron when it was relocated to RAF Skellingthorpe on 3rd July.
They remained with No. 463 Squadron until it was disbanded on 25th September 1945 – after which Jim was transferred to Brighton along with all its other Australian members and then returned to Australia for discharge from the RAAF. He was promoted to the rank of Warrant Officer sometime during this period.
Jim married and he and his wife, June, live in Sydney, N.S.W.
Page 4
[page break]
Australian War Memorial
Page 1 of [missing number]
No. 467 Squadron
No. 467 Squadron, Royal Australian Air Force was formed at Scampton in the United Kingdom on 7 November 1942. Although intended as an Australian squadron under Article XV of the Empire Air Training Scheme, the majority of its personnel were originally British. The replacement of these men with Australians was a gradual process and it was only towards the end of the war that the squadron gained a dominant Australian character.
The squadron relocated to Bottesford on 23 November 1942 and commenced operations on 2 January 1943. A year later it moved to Waddington, which remained the squadron’s home until the end of the war. Equipped with Avro Lancaster heavy bombers, and forming part of 5 Group, RAF Bomber Command, the squadron’s operational focus for much of the war was the strategic bombing offensive against Germany. Bombing almost entirely by night, it participated in all of the major campaigns of the offensive including the battles of the Ruhr, Berlin and Hamburg. In addition to Germany, the squadron also attacked targets in France, Italy, Norway and Czechoslovakia. On 20 June 1943, 467 was the first Bomber Command squadron to participate in the “shuttle service” where aircraft would leave the United Kingdom, bomb a European target, and then fly on to an airfield in North Africa. There they would refuel and rearm and then bomb another target on their return flight to Britain. The German port of Friederichshafen was the outbound target, and the Italian port of Spezia the inbound one.
In addition to the strategic bombing offensive, 467 Squadron was also employed in support of ground operations prior to, and during the D-Day landing, during the drive out of the Normandy beachhead in mid-1944, and during the crossing of the Rhine in March 1945. The squadron also participated in the offensive to remove the threat posed by Germany’s terror weapons and participated in raids on the weapons research facility at Peenemende, and on V1 flying bomb and V2 rocket assembly and launch sites in France.
467 Squadron’s last bombing raid of the war was an attack on the oil refinery and tankerage at Vallo in Norway. Even before the cessation of hostilities, the squadron was employed to ferry liberated Allied prisoners of war from Europe to Britain and it continued in this role after VE Day. The squadron was one of several identified to form “Tiger Force”, Bomber Command’s contribution to the strategic bombing campaign against Japan. It relocated to Metheringham to prepare for this role, but the war against Japan ended before “Tiger Force” was deployed. 467 Squadron disbanded on 30 September 1945.
Between January 1942 and April 1945, 467 Squadron flew 3,833 sorties and dropped 17,578 tons of bombs. It suffered heavily in the course of its operations – 760 personnel were killed, of whom 284 were Australian, and 11 [missing number] aircraft were lost.
References AWM 64, RAAF formation and unit rolls [2 symbols] ORMF 0118, Roll 95 [2 symbols] 1/426 December 1942 – December 1943 [2 symbols] 1/427 January – December 1944 [2 symbols] 1/428 January – October 1945 [2 symbols] 1/435A December 1942 – March 1945; Units of the Royal Australian Air Force; a concise history. Volume 3, bomber units, (Canberra: Australian Government Publishing Service, 1995).; H.M. Blundell, They flew from Waddington! 463 – 467 Lancaster Squadrons, Royal Australian Air Force, (Sydney: W. Homer, 1975).
Category Unit
http://www.awm.gov.au/unit/U59451/
4/10
Dublin Core
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Title
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463 & 467 Squadron Notes on Ops
Description
An account of the resource
Extracts from publications giving details of all operations by 467 and 463 Squadrons from 10 September 1944 to 25 April 1945. Details include number of aircraft, target, bombloads and losses. Interspersed are details of operations carried out by Herbert Adam's crew on 467 Squadron between 10 September 1944 and 16 January 1945 which include many extracts from his diary describing operations and daily activities. Included are photographs of aircraft, crew members, air to ground views, targets, cook's tour and a map diagram. Details of 5 Group Squadrons, Extracts from books and a summary of Bache crew's experiences after operation to Dortmund Ems canal.
Creator
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H G Adams
Format
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Seventy eight page handwritten book
Language
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eng
Type
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Text
Text. Memoir
Text. Personal research
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MAdamsHG424504-170215-01
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Royal Australian Air Force
Conforms To
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Pending review
Spatial Coverage
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Great Britain
England--Lincolnshire
France
France--Le Havre
France--Boulogne-sur-Mer
France--Pas-de-Calais
Atlantic Ocean--English Channel
Germany
Germany--Darmstadt
Germany--Stuttgart
Germany--Bremerhaven
Germany--Rheydt
Germany--Mönchengladbach
Germany--Dortmund-Ems Canal
Germany--Karlsruhe
Germany--Kaiserslautern
Germany--Wilhelmshaven
Germany--Bremen
Germany--Duisburg
Germany--Braunschweig
Netherlands
Netherlands--Walcheren
Netherlands--Vlissingen
Germany--Nuremberg
Norway
Norway--Bergen
Atlantic Ocean--North Sea
Germany--Hamburg
Norway--Trondheim
Germany--Munich
Germany--Heilbronn
Germany--Düsseldorf
Germany--Harburg (Landkreis)
Germany--Giessen (Hesse)
Germany--Euskirchen (Kreis)
Poland
Poland--Gdynia
Belgium
Belgium--Houffalize
France--Royan
Germany--Merseburg
Czech Republic
Czech Republic--Most
Germany--Gelsenkirchen
Germany--Siegen
Germany--Dresden
Germany--Leipzig
Germany--Pforzheim
Germany--Sassnitz
Germany--Essen
Germany--Dortmund
Germany--Halle an der Saale
Germany--Würzburg
Germany--Wesel (North Rhine-Westphalia)
Germany--Nordhausen (Thuringia)
Netherlands--IJmuiden
Germany--Flensburg
Norway--Tønsberg
Germany--Düren (Cologne)
Poland--Police (Województwo Zachodniopomorskie)
Czech Republic--Plzeň
Germany--Herne (Arnsberg)
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1944-09
1944-10
1944-11
1944-12
1945-01
1945-02
1945-03
1945-04
1944-04-05
1944-04-06
1944-06-14
1944-06-15
1944-06-30
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IBCC Digital Archive
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
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Tricia Marshall
463 Squadron
467 Squadron
5 Group
air gunner
aircrew
bombing
bombing of Toulouse (5/6 April 1944)
Cook’s tour
Gibson, Guy Penrose (1918-1944)
Grand Slam
H2S
killed in action
Lancaster
Mosquito
Normandy campaign (6 June – 21 August 1944)
nose art
RAF Waddington
searchlight
tactical support for Normandy troops
Tallboy
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/308/24681/LMottersheadF422232v1.1.pdf
f76801c86e1314e5d06be70cf352a3ad
Dublin Core
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Title
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Mottershead, Frank
F Mottershead
Description
An account of the resource
Eleven items. An oral history interview with Frank Mottershead (422232 Royal Australian Air Force), photographs and his log book. He flew operations as a wireless operator with 463 Squadron.
The collection has been loaned to the IBCC Digital Archive for digitisation by Frank Mottershead and catalogued by Barry Hunter.
Publisher
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IBCC Digital Archive
Date
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2016-04-30
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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Mottershead, F
Dublin Core
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Title
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Frank Mottershead’s observer’s and air gunner’s flying log book
Description
An account of the resource
Observer’s and air gunner’s flying log book for F Mottershead, wireless operator, covering the period from 29 April 1943 to 9 April 1945. Detailing his flying training and operations flown. He was stationed at RCAF Calgary, RCAF Mossbank, RCAF Pat Bay, RAF Lichfield, RAF West Freugh, RAF Syerston and RAF Waddington. Aircraft flown in were Norseman, Fort II, Bolingbroke, Anson, Hampden, Wellington, Stirling and Lancaster. He flew a total of 30 operations with 463 squadron, 6 daylight and 24 night. Targets were Rheydt, Dortmund, Calais, Karlsruhe, Kaiserslauten, Wilhelmshaven, Bremen, Flushing, Brunswick, Bergen, Harburg, Duren, Ladbergen, Munich, Heilbronn, Geissen, Gdynia, Houffalize, Mitteland Canal, Politz, Brux, Dresden, Rositz, Bohlen, Wesel, Ijmuiden and Hamburg. His pilots on operations were Flying Officer Smith and Flight Lieutenant Huxtable.
Creator
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Great Britain. Royal Air Force
Publisher
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IBCC Digital Archive
Contributor
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Mike Connock
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
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One booklet
Language
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eng
Type
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Text
Text. Log book and record book
Identifier
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LMottersheadF422232v1
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Royal Australian Air Force
Spatial Coverage
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Belgium
Canada
Czech Republic
France
Germany
Great Britain
Netherlands
Norway
Poland
Alberta--Calgary
Atlantic Ocean--Baltic Sea
Atlantic Ocean--English Channel
Atlantic Ocean--North Sea
Belgium--Houffalize
British Columbia--Vancouver Island
England--Lincolnshire
England--Nottinghamshire
England--Staffordshire
France--Calais
Germany--Braunschweig
Germany--Bremen
Germany--Dortmund
Germany--Dortmund-Ems Canal
Germany--Dresden
Germany--Düren (Cologne)
Germany--Giessen (Hesse)
Germany--Hamburg
Germany--Heilbronn
Germany--Kaiserslautern
Germany--Karlsruhe
Germany--Leipzig Region
Germany--Mittelland Canal
Germany--Munich
Germany--Rheydt
Germany--Wesel (North Rhine-Westphalia)
Germany--Wilhelmshaven
Netherlands--IJmuiden
Netherlands--Vlissingen
Norway--Bergen
Poland--Gdynia
Poland--Police (Województwo Zachodniopomorskie)
Scotland--Wigtownshire
Germany--Hamburg
Saskatchewan
Alberta
Germany--Ruhr (Region)
Czech Republic--Most
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
1944-09-19
1944-09-20
1944-09-23
1944-09-24
1944-09-26
1944-09-27
1944-09-28
1944-10-05
1944-10-06
1944-10-11
1944-10-14
1944-10-15
1944-10-23
1944-10-28
1944-10-29
1944-11-11
1944-11-16
1944-11-21
1944-11-26
1944-11-27
1944-12-04
1944-12-06
1944-12-18
1944-12-19
1944-12-30
1945-01-01
1945-01-02
1945-01-13
1945-01-14
1945-01-16
1945-01-17
1945-02-08
1945-02-09
1945-02-13
1945-02-14
1945-02-15
1945-02-19
1945-02-20
1945-02-21
1945-03-20
1945-03-21
1945-03-23
1945-03-24
1945-04-06
1945-04-09
1654 HCU
27 OTU
463 Squadron
Advanced Flying Unit
aircrew
Anson
Bolingbroke
bombing
Bombing and Gunnery School
bombing of Dresden (13 - 15 February 1945)
Hampden
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
Operational Training Unit
RAF Lichfield
RAF Syerston
RAF Waddington
RAF West Freugh
Stirling
training
Wellington
wireless operator
-
Dublin Core
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Title
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Stephenson, Stuart
Stuart Stephenson MBE
S Stephenson
Publisher
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IBCC Digital Archive
Identifier
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Stephenson, S
Description
An account of the resource
20 items. An oral history interview with Stuart Stephenson MBE, Chairman of the Lincs-Lancaster Association, and issues of 5 Group News.
The collection was catalogued by Barry Hunter.
In accordance with the conditions stipulated by the donor, some items are available only at the International Bomber Command Centre / University of Lincoln.
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Transcribed document
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Transcription
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[Drawing]
1
9
4
5 GROUP NEWS
No 30 JANUARY
[Boxed] NO EXTRACTS OR QUOTATIONS MAY BE MADE FROM THIS PUBLICATION WITHOUT THE AUTHORITY OF THE GROUP INTELLIGENCE OFFICER, 5 GROUP. COMMUNICATION TO UNAUTHORISED PERSONS IS A BREACH OF THE OFFICIAL SECRETS ACT. COPIES NOT REQUIRED FOR RECORD PURPOSES AFTER CIRCULATION ARE TO BE DESTROYED AS SECRET WASTE IN ACCORDANCE WITH A.M.O. A.411/41. [/boxed]
[Page Break]
[Blank Page]
[Page break]
[Boxed] In our last issue Air Marshal Sir R.A. Cochrane, K.B.E., C.B., A.F.C., bade farewell to the Group after two years of command. As many know, Air Marshal Cochrane left us to take up the appointment of Air Officer Commanding-in-Chief, Transport Command. We wish him every success in his new sphere.
It is unfortunate that his successor, Air Vice Marshal Constantine, C.B.E., D.S.O., is unable to write a Foreword this month. At the time of going to press he is suffering from a bad bout of influenza, and we wish him a speedy recovery. Air Vice Marshal Constantine has come to us from Headquarters, Bomber Command, so we are by no means strangers. In welcoming his to the Group we assure him of our close co-operation and support for the future. [/boxed]
[Page break]
Famous Last Words
[Drawing] Navigator: “Pilot, you are below the safety height for this area”
Pilot: “To hell with that, I’m not going to fly in cloud” [Drawing]
These actually were the last words that this pilot ever spoke. Immediately afterwards, the aircraft struck a hillside, six of the crew being killed. The seventh member, although badly injured, survived to tell the tale. Here is his account.
“It was on the attack on Heilbronn on the night 4/5th December, 1944. The attack was successful and after bombing we set course for position ‘D’ descending in steps as briefed. Just South of Strasbourg the Navigator told the Captain that we were below safety height and the Captain replied that he wanted to get out of cloud. This was the last speech over the intercom., and I have no idea of the height of the aircraft. Immediately after this remark the aircraft hit a hillside. I was thrown out of my turret and landed under the mid-upper turret. I eventually regained consciousness, not knowing how long I had been there or where I was. After calling out the names of the other members of the crew for 15 minutes I decided to sit in the aircraft until daylight owing to inclement weather. Daylight arrived with a heavy fall of snow, but it did allow me to find my boot which I had lost, and with great difficulty, owing to my right arm and left hand being broken, put my boot on and jump out of the aircraft. The aircraft was broken in half, the break being behind the wings. The mid-upper gunner was dead in his turret and the others were 15 – 20 yards from the aircraft. After convincing myself that all were dead I set course SW by the aid of my compass.”
Here is a perfect example of the gross disobedience and stupidity of the Captain being responsible for the death of himself and five other members of the crew. It has happened hundreds of times before and will happen as many times in future, unless YOU guard against it.
The flight plan is issued for your safety. It is the best efforts of the planning staffs to safeguard you from your twon [sic] main hazards – the enemy and the weather.
KNOW. YOUR. FLIGHT. PLAN, AND. STICK. TO. IT.
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Drawing] operations
[Underlined] DORTMUND EMS CANAL – 1st JANUARY. [/underlined]
The stretch of canal at LADBERGEN, newly repaired, was once again attacked, this time in daylight. Force employed – 102 Lancasters and 2 Mosquitos.
[Underlined] PLAN [/underlined] Two Mosquitos of No.54 Base were to mark the aiming point with Red T.I. cascading at 5,000 feet, burning for 12 minutes at H – 4. The leading Lancasters of No.54 Base were also to drop Red T.I. on the aiming point.
[Underlined] AIMING [/underlined] (a) Using the T.I’s as a guide to identification, crews were to aim the centre bomb of the stick at the Western branch of the canal. Care was to be exercised not to overshoot, as the Western branch was the primary objective.
(b) Normal gaggle formation was to be maintained until the Bomb Aimer could see the target. During the bombing run, aircraft on the flanks would automatically converge towards the centre. Immediately after bomb release, flank aircraft were to resume normal gaggle formation. Bombing heights 9,000 – 12,000 feet. Bomb load 14 x 1000lb MC/G.P.
[Underlined] RESULTS [/underlined] The weather at the target was clear, with good visibility, and crews identified the target visually. Once again the bombing was very concentrated, but results could not be assessed on the spot, as a large proportion of delay-action bombs was used. Owing to the frequency with which this target has been attacked, and the vast number of bomb craters, it is impossible accurately to estimate the degree of concentration, but it is apparent that as good a concentration was achieved on this daylight attack as on any of the night attacks.
The Western arm of the canal was breached once more, over a considerable distance, and there is much flooding both to the East and West of the canal.
[Underlined] MITTELAND CANAL – 1/2nd JANUARY [/underlined]
Master Bomber – Wing Commander Smith
Aerial reconnaissance showed that the Germans were making frantic efforts to put this canal back into commission. When repairs were about complete, it was decided to make a further attack on the stretch of the canal at GRAVENHORST, to deny the enemy this important artery of communications. The attack was carried out at night. Force employed – 152 Lancasters and 5 Mosquitos.
[Underlined] PLAN [/underlined] Target to be marked blind by Lancasters with T.I. Green. Flares to be dropped in target area, in the light of which the aiming point was to be marked by Mosquitos with Red T.I. Crews to aim centre bomb of stick at the M.P.I. of the Red T.I. or as directed by the Master Bomber. Bombing heights 9,000 – 12,000 feet.
“V” GROUP NEWS. NO.30. JANUARY, 1945.
[Page break]
[Underlined] OPERATIONS [/underlined]
[Underlined] RESULTS [/underlined] Weather clear, with good visibility. The blind marking and illumination went according to plan, and a very good concentration of Red T.I. was dropped 150 yards from the aiming point. Once again a very large proportion of delay-action 1,000lb MC/G.P. bombs was used. The attack was an outstanding success, and a tremendous concentration was achieved on and around the aiming point. The canal and its embankments have almost been obliterated, in fact to such an extent that their course in places can hardly be distinguished. Many barges have been destroyed or left stranded. Both this canal and the stretch of the Dortmund Ems canal at LADBERGEN, attacked during the afternoon, are still 100% unserviceable four weeks after the attack.
[Underlined] ROYAN – 4/5th JANUARY [/underlined]
Master Bomber – Wing Commander Smith
A surprise attack was made against the German garrison at Royan, on the French West coast at the mouth of the Gironde. The 5 Group raid was later followed by an attack by No.1 Group.
[Underlined] PLAN [/underlined] A suitable marking point was selected, and the target was divided into seven sectors. One or two Squadrons were allotted to each sector. Bases were to spread their aircraft evenly over the allotted sectors and height bands. Bombing was to be carried out by means of a timed overshoot of the markers. Bombing heights 6,000 – 10,000 feet. Marking and illumination sequence as normal. Bomb load 1 x 4,000lb + max. 500lb MC/G.P.
[Underlined] RESULTS [/underlined] Weather: no cloud, but some ground haze. After some preliminary delay and difficulty with the marking, the Mosquitos succeeded in dropping 2 Red T.I’s 100 yards 220 degrees, and a third Red T.I. 180 yards 190 degrees from the marking point. The main force was then called in to bomb with overshoots as planned, and a good sector attack developed, in spite of some aircraft having to make more than one bombing run.
It is not possible to distinguish on the P.R.U. cover, the 5 Group from the 1 Group attack which followed soon after, but damage is well spread throughout the town, and is severe.
[Underlined] REMARKS [/underlined] The planned T.O.T. was 10 minutes, but investigation reveals that about 80% of all aircraft bombed over a T.O.T. of 5 minutes. This caused a high concentration of aircraft and was chiefly due to the unforeseen and unavoidable hitch in the preliminary marking. The result was that many of the earlier aircraft had to go round again, and some were seen flying on reciprocal courses to the planned bombing headings. The consequent risk of collision may largely have accounted for our loss of six aircraft, as the defences were practically negligible.
[Underlined] HOUFFALIZE – 5/6th JANUARY [/underlined]
Houffalize was an enemy strong point in the Ardennes salient. The aim of this attack was to destroy enemy troops, armour and supplies concentrated in and around the village. Force employed – 131 Lancasters.
[Underlined] PLAN [/underlined] Oboe Mosquitos of No.8 Group were to mark the target with Red T.I. These T.I’s were to be backed up by four Lancasters of No.54 Base dropping Green T.I’s. The main force were to aim the centre bomb of the stick at the Red T.I’s. or failing this, at the M.P.I. of all the Green T.I’s. Bombing heights 9,000 – 12,000 feet. Bomb load 1 x 4,000lb H.C. + max. 500 lb MC/G.P. Crews were warned of the proximity of allied forces, and strict instructions were given that bombs were not to be dropped unless the T.I. Red and/or Green were positively identified.
“V” GROUP NEWS. NO.30. JANUARY, 1945.
[Page break]
[Underlined] OPERATIONS [/underlined]
[Underlined] RESULTS [/underlined] Weather 8/10ths thin cloud inlayers 4,000/10,000 feet, with good visibility. A good concentration of Red and Green T.I’s was put down on the target, and the Master Bomber ordered the main force to bomb direct as planned. The majority were able to do so, but some 30 aircraft were unable to obtain satisfactory bombing runs on account of the cloud conditions and quite rightly brought their bombs back. Reconnaissance, and later the capture of the village, proved that it was virtually destroyed.
[Underlined] MUNICH – 7/8th JANUARY [/underlined]
Master Bomber – Squadron Leader Stubbs.
Two attacks were made on Munich this night, the first one by 216 aircraft of No.5 Group, and the second by some 370 aircraft of Nos. 1, 6 and 8 Groups.
[Underlined] PLAN [/underlined] Blind markers were to drop T.I. Red on the marking point; these were to be followed by a small number of flares. The accuracy of the Greens was to be assessed by Mosquitos of No.54 Base. This assessment was then to be passed to the Master Bomber, who was to order the backers up to drop Red T.I. in relation to this assessment. The Master Bomber was then to select the most accurate markers, on which to issue his bombing orders. Blind marking with high bursting T.I’s was to be used as an emergency.
Main force crews were to aim the centre bomb of the stick at the most accurate T.I. with delay as ordered. Bombing heights 17,250 – 20,000 feet. Bomb load 1 x 4,000lb + max. 4lb incendiary clusters.
[Underlined] RESULTS [/underlined] Weather: broken medium cloud in early stages of attack. Later clear, with moderate visibility. The Lancasters dropped several Red T.I’s accurately in the target area; Mosquitos then went in dropping Green T.I’s. The most accurate one, some 200 yards North of the marking point, was then backed up on the Master Bomber’s instructions, and the main force ordered to bomb the centre of the Green T.I’s with overshoot as ordered. Crew reports indicate a heavy and successful sector attack, but no photographic cover has yet been obtained to confirm this.
[Underlined] POLITZ – 13/14th JANUARY [/underlined]
Master Bomber: Squadron Leader Benjamin
This was No.5 Group’s second attack on this first priority oil target, and it was confidently expected that, given favourable conditions, amends would be made for the attack which went astray on December 21/22nd, 1944.
[Underlined] PLAN [/underlined] Blind marking, flare illumination and Mosquito visual marking in normal sequence. Skymarking was provided for, should cloud conditions preclude visual marking. A suitable marking point was selected, and crews were to aim the centre bomb of the stick at the markers as directed by the Master Bomber, using a false wind vector to bring the bombs on to the aiming point. Bombing heights 15,500 feet to 17,750 feet. Bomb load 1 x 4,000lb H.C. + max. 500lb G.P.
The Master Bomber was to transmit a false wind vector to the main force at H – 5. The vector was to be calculated on a forecast bombing wind, which would be either confirmed or corrected at H-15 on W/T from 5 Group Headquarters. A vector wind, to be set on the bombsight, was issued to crews before take-off. This was based on forecast winds, and was to be used if the vector bombing wind transmitted by the Master Bomber was not received.
“V” GROUP NEWS. NO.30. JANUARY, 1945.
[Page break]
[Underlined] OPERATIONS [/underlined]
[Underlined] RESULTS [/underlined] Weather: there was no cloud in the target area, but a smoke screen was in operation. In addition, the snow covered ground made visual identification of the marking point difficult. Proximity T.I. Green were dropped punctually near the target, and flares followed. Several Red T.I. were dropped wide by the Mosquitos, but subsequent ones were more accurate, one 50 yards and 155 degrees and a second 300 yards 290 degrees from the marking points (plotted from night photographs). The accurate markers were backed up, and the main force was ordered to bomb as planned.
Crews reported a good concentration, but an investigation of the winds used for bombing indicated that the attack once again miscarried. A serious mistake was made in the calculation of the false vector, and the wind thus used resulted in the displacement of the M.P.I. of the bombs some 1,000 yards S.E. of the aiming point. This is borne out by plots of strike photographs. The vector wind issued by the Master Bomber was transmitted several minutes late. A fair proportion of crew, those who bombed in the first waves, used the vector wind set on the bombsight before take-off. There is therefore a prospect that a proportion of the weight of the attack fell on the target, but while no P.R.U. cover has yet been obtained, there is sufficient evidence from night photographs and analysis of the winds used, to indicate that this attack may prove to be a disappointing failure.
[Underlined] REMARKS [/underlined] Success against this type of target, now amongst the most heavily defended in Germany, depends to a large extent on initial surprise. The losses incurred on this attack were 2 Lancasters, or 0.9% of the total force, but this low loss rate cannot be expected to continue, if the target has to be revisited several times before success is achieved.
[Underlined] LEUNA – 14/15th JANUARY [/underlined]
Master Bomber: Squadron Leader Stubbs
A force of 219 aircraft was despatched to attack the priority one synthetic oil plant at LEUNA, near Merseburg.
[Underlined] PLAN [/underlined] It was anticipated that the target would be covered by a thin layer of cloud, and therefore, in addition to the normal illumination and blind marking procedure, arrangements were made for high-bursting Red T.I’s to be dropped blind over the selected marking point, during the T.O.T. If cloud conditions permitted, Mosquitos were to mark the marking point with T.I. Green. The Master Bomber was to instruct the main force at which markers they were to aim.
The main force were to aim the centre bomb of the stick at the markers selected by the Master Bomber, delaying release for 12 seconds, attacking on a common heading of 120°.
Bombing Heights 15,500 – 17,750 feet. Bomb load 1 x 4000lb H.C. + maximum 500lb MC/G.P. (10% long delay).
[Underlined] RESULTS [/underlined] Weather at target: 10/10ths thin stratus at about 1,000 feet. Hazy; poor visibility. Blind markers and flares went down on time, and in the light of the latter the Mosquito markers were able to identify the target area through the thin cloud. The first Green T.I., assessed as 250 yards N.W. of the marking points (and plotted 300 yards 282°) was backed up, and the Master Bomber instructed the main force to aim at the resulting concentration, delaying release for 14 seconds.
Crew reports of the attack were enthusiastic. P.R.U. photographs so far obtained only cover the Northern portion of the plant, but they reveal that this section has been heavily hit, and almost all important installations damaged. On the date of photography (21.1.45) there were no signs of productive activity, and economic experts estimate
“V” GROUP NEWS. NO.30. JANUARY, 1945.
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[Underlined] OPERATIONS [/underlined]
that production will be restricted to about 25% for one to two months.
[Underlined] REMARKS [/underlined] It must be borne in mind that this target was attacked later in the night by other Groups in the Command. They, however, encountered worse weather in the target area, and obtained no night photographs with ground detail.
[Underlined] BRUX – 16/17th JANUARY [/underlined]
Master Bomber: Squadron Leader Benjamin
The synthetic oil plant at BRUX was the third oil target to be attacked by the Group within a week. Force employed – 230 aircraft.
[Underlined] PLAN [/underlined] The target was to be marked by blind markers with T.I. Green, followed by flare illumination. If cloud conditions permitted, a selected marking point was then to be marked visually by Mosquitos with Red T.I. The Master Bomber was then, if possible, to assess the markers, and instruct the main force at which group of T.I’s they should aim. T.I. Green bursting above the cloud, were to be dropped over the target as a last resort by the Blind Markers. The main force were to aim their bombs as ordered by the Master Bomber, on a heading of 118°, delaying release by 13 seconds. Bombing heights 14,000 – 16,750 feet. Bomb load 1 x 4,000lb H.C. + maximum MC/G.P. (10% long delay).
[Underlined] RESULTS [/underlined] Weather 10/10ths strato cu; tops 3,000 feet. Two Mosquito visual markers flew below cloud and were able to identify the oil plant; they dropped their Red T.I’s but these were almost invisible from above the cloud. The Master Bomber therefore decided on sky marking, and told the Flare Forces to retain their flares. A good concentration of green skymarkers was dropped, and the Master Bomber ordered the main force to bomb direct either the Red T.I’s if visible or the glow of fires.
No bombing results were seen, and no indication of the accuracy of the attack could be obtained from night photographs owing to cloud. Photographic cover since obtained is partly cloud obscured, but shows very heavy fresh damage, especially to the Power Station, Cooling Tower, organic sulphur remover plant and pump houses. It is also possible that the most important Winkler Generator (Priority I) has been considerably damaged.
Despite the difficult marking conditions the results of this attack may be considered highly satisfactory.
[Underlined] ATTACKS BY NOS. 617 AND 9 SQUADRONS [/underlined]
[Underlined] BERGEN – 12th JANUARY [/underlined]
Sixteen Lancasters from each of 617 and 9 Squadrons took off to attack the U-boat pens, a floating dock and shipping at Bergen.
[Underlined] PLAN [/underlined] Three aircraft of No.617 Squadron were each to select a ship (in known positions) with Tallboy fused .5 seconds. Three more No.617 Squadron aircraft were to attack a floating dock, in which was a submarine. The remaining 617 aircraft and all No.9 Squadron aircraft were to attack the pens with Tallboy fused 11 seconds delay. No.617 Squadron (using the S.A.B.S.) were to aim direct, and No.9 Squadron (using the Mark XIV) were to select a suitable aiming point off the target and calculate a false wind vector to shift the bombs onto the target. The Squadrons were to be escorted by Mustangs.
[Underlined] RESULTS [/underlined] Weather clear: good visibility.
[Underlined] No.617 Squadron. [/underlined] Two of the three aircraft detailed to
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[Underlined] OPERATIONS [/underlined]
bomb shipping attacked. The aircraft detailed to attack the floating dock found it visible only from directly overhead; it could not be seen from sufficient distance away for a satisfactory bombing run to be made, so these aircraft also attacked shipping. Of the ten aircraft whose target was the Pens, only three attacked: four did not bomb because smoke from previous bombs obscured the target, the remainder experienced other troubles.
[Underlined] No.9 Squadron. [/underlined] Fourteen aircraft attacked the primary target. One aircraft was unable to identify the selected aiming point owing to smoke, and one aircraft is missing.
No.617 Squadron claim one ship sunk; three ships received near misses. A good concentration of Tallboys was put down on the Pens, and the attack is reported as the best yet made on them. Pens No.2 and 3 were both hit, and photos show two (possibly three) direct hits.
[Underlined] REMARKS [/underlined] Several snags arose during this operation. No.617 Squadron, using the S.A.B.S. must be able to see the aiming point clearly. On this occasion, several aircraft could not bomb, in spite of making several orbits, as the target was obscured by smoke from earlier bombs. No.9 Squadron were more lucky, and their offset aiming point remained visible during nearly the whole of the attack.
“V” GROUP NEWS. NO.30. JANUARY, 1945.
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[Drawing] navigation
[Underlined] STANDARD OF NAVIGATION FOR JANUARY. [/underlined]
Navigation during January (when the majority of targets were long range) was the highest standard for any month. This shows that Navigation, which has stood still for so long, is now moving again, and in the right direction. This is good – let us keep it moving, and in the same direction.
An analysis has been made of the width and length of the Bomber stream during January. To deal first with track-keeping. The average width of the streams going to the target was 25 miles; on the return journey, it was 25 1/2 miles. (The former figure does not include supporters, who normally take a different route). The maximum permissible width of the stream is 10 miles, therefore we still have a long way to go. However, considering that the majority of operations were against long range targets and that on a number of occasions the true wind velocity differed vastly from that forecast, these results are satisfactory.
Now to deal with timing. The average length of the stream going to the target was 50 miles, permissible length being 36 miles. On the return journey it was 64 miles, permissible length being 37 miles. It will be noted that the standard of timing going to the target is very good, particularly considering the deep penetrations and the varying winds encountered. On the return journey, however, the standard of timing is NOT good. Crews are STILL racing back to liberated territory. It is easier to maintain accurate timing on the return journey because Navigators know the true wind velocities and can therefore make allowances. But in a number of instances they do not make the necessary allowance, and consequently concentration suffers. It is a well known fact that aircraft who lag behind the main stream are easy prey for enemy fighters, also those who stick their necks out ahead of the mainstream give the enemy that little bit of extra warning which is so vital to him. Captains and Navigators have been told this time and again, but a few tend to completely ignore all warnings.
In the last three years Navigation has progressed beyond expectation; immense strides have been made in windfinding, track keeping, the air plot, navigational aids and navigation technique. All these improvements should have resulted in perfect timing, but they haven’t – yet! Navigators, you must do everything in your power to remove this deficiency, because only when our timing is as good as all other items of Navigation can we say that we are doing a 100% job.
At this stage it is well to recall the aim we set ourselves 3 months ago. That is, a concentration of no greater dimensions than 50 miles X 20 miles. Well, we have almost achieved that. When we do in fact achieve it, then we shall set ourselves a new goal, until finally we reach perfection. DON’T say this cannot be done, we set ourselves what was thought to be an impossible goal in practice bombing wind finding – and we achieved it. On this same reasoning there is no reason why we should not obtain perfect track keeping and timing – but remember, this depends entirely on YOU.
Read this entire paragraph through again, then set yourselves a goal – and, finally make sure you achieve it.
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
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[Underlined] NAVIGATION. [/underlined]
Station and Squadron Navigation officers must ensure that all new crews are made aware of the great importance of accurate track keeping and timing. These officers must see that all new crews know the goal we have set ourselves and that they must help us to achieve it.
[Underlined] PRACTICE BOMBING VECTOR ERRORS. [/underlined]
The average vector error obtained by Squadrons this month is 4 m.p.h. exactly, the same as last month. We are STILL not getting any nearer our goal of 3 m.p.h. This goal can and must be obtained if we are to play our full part in the bombing team. Let us then get on with the job and achieve our goal immediately.
[Table of Ranked Average Vector Error by Squadron]
It is good to see that No.56 Base have made a big improvement in their Vector Errors and are now in the top half of the list. No. 55 Base, with the exception of one Squadron, have slipped very badly, and are now in the bottom half of the table. This is not their usual place of residence; it is to be hoped that they do not intend staying there.
An excellent example of consistently accurate windfinding was given by F/O Chorney, Navigator, No.9 Squadron. He recently arrived on the Squadron from Conversion Unit and completed, with his crew, three high level bombing exercises in the first few days on the Squadron. The Vector Errors, converted to 20,000 feet were as follows:-
First Exercise – 14 yards or 2/3 m.p.h.
Second Exercise – 16 yards or 4/5 m.p.h.
Third Exercise – 6 yards or 3/10 m.p.h.
This is really first class windfinding, and it enabled the Bomb Aimer to obtain some perfect bombing results. No. 9 Squadron are always leading the Group in bombing vector errors. What about some other Squadron making a really determined effort to oust them from their position of honour?
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
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[Underlined]
[Drawing] THIS MONTH’S Bouquets [Drawing]
The names of the eight Navigators, two from each Base, who submitted the best work this month are set out below. They have been chosen for their consistently accurate and methodical work, which includes good track keeping and timing, constant wind velocity and E.T.A. checks and log and chart work of a very high order.
1. W/O Murray – No.50 Squadron
2. F/O Harris – No.463 Squadron
3. F/O Pilkington – No.227 Squadron
4. F/O Hassall – No. 49 Squadron
5. F/L Williamson – No.619 Squadron
6. F/S Baker – No.630 Squadron
7. F/L Hatch – No. 97 Squadron
8. F/L Westphal – No. 83 Squadron
[Underlined] MET. INFORMATION. [/underlined]
It has been the practice in this Group for nearly 3 years to get the Station Met. Officer on each Station to give a brief review of the Met. situation to Navigators every morning. Everyone has agreed that this has been most useful to Navigators, particularly the wind distribution information. Two Squadrons in the Group have improved on this system, and it is now the responsibility of each Navigator in turn to obtain from the Met. Officer the “story” for the night, and then give the information, more fully, to the Navigators. This system has a double benefit. It necessitates each individual Navigator taking a keen interest in Met., thereby considerably improving his knowledge; also it provides Navigators with valuable practice in lecturing, practice which almost everyone needs. In each Squadron the Navigation Officer is present, and he is the judge on the effectiveness of the lecture and the ability of the lecturer.
This new system has provoked great competition throughout the two Squadrons and its adoption by other Squadrons is strongly recommended. All Navigation Officers are urged to give this system a trial.
All Navigators are provided with a Form 2330 before take-off, and are asked to make observations of the weather and fill in the back of the form. This is a big task for anyone because it necessitates spending a considerable amount of time away from Navigation – time which can be ill afforded. However, it is vital that the Met. Staff obtain an accurate picture of the weather encountered on route and at the target. If they do not receive this information, then it is obvious that their future forecasting will suffer.
Here is a difficult problem which has to be solved. No. 55 Base appear to have the answer. Each Navigator is given a specific
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[Underlined] NAVIGATION. [/underlined]
area in which to make accurate observations of the weather and it is necessary for him to give information only for this area. Consequently each Navigator need only concentrate on this item for a few moments of the operation, and naturally he is therefore more determined to do that amount of work thoroughly. The result is that Navigators need only spend two minutes at the most observing the weather, while on the other hand the Met. Officer is assured much valuable and accurate information. The Met. Officers of No.55 Base are very pleased with the reports they have received under this new scheme; they consider they are more complete and accurate than those received under the old scheme.
All Bases are urged to give this method a trial.
[Underlined] SELF ANALYSIS CHART. [/underlined]
Here is the third and final Self Analysis Chart for you to complete. If you missed the first two for any reason look them up immediately and answer those questions too.
(i) Do you know how Gee coding is indicated on the main time base and how to apply the corrections?
(ii) On entering the aircraft do you always note the ‘A’ error of the D.R. compass?
(iii) Do you check through your Navigation Order Book regularly to ensure that you are conversant with all orders?
(iv) Do you know how to adjust the presets on the Loran receiver, and do you know what faults are attributable to wrongly adjusted presets.
(v) Do you always remember to switch on your ‘Z’ equipment before take off?
(vi) Do you always carry out your preflight test in accordance with Appendix ‘B’ of Aircraft Drill No.9.
(vii) Do you know the three standard methods for windfinding and issue of bombing winds, which were issued recently?
(viii) Do you always remember to alter your V.S.C. when you pass the central position of two isogonals; and do you check regularly that the variation has been set in the right direction? (Don’t laugh at the second half of this question, to date some 20 instances have occurred of Navigators straying badly from concentration, and one actually returning early, as a result of setting the variation the wrong way).
(ix) Do you always make sure that you fully understand the procedure for bombing windfinding and issue of bombing winds, for each operation? (This question is most important, lack of knowledge of the procedure by a large number of crews on a recent operation, had a disastrous effect on the bombing accuracy).
If you have answered all the questions truthfully you will now be able to categorise yourself. The system of marking is in the November Summary.
Did you make note of all the points on which you lost marks, and did you rectify those mistakes immediately?
[Underlined] NOTE: [/underlined] Question (v) of last month’s Summary was incorrectly worded, it should read as follows:- “Do you know the position on the return journey of an operation from which you are allowed to relax the Group timing. Do you know why you are allowed to relax Group timing from this position and why this position was chosen”.
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
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[Underlined] NAVIGATION. [/underlined]
[Underlined] NAVIGATION ORDER BOOKS. [/underlined]
All navigation order books have been standardised during the month, and by the time this Summary reaches Squadrons all new order books should be completed.
This is the first time we have had standardisation in order books. Now that we have brought them up to date we must keep them so. Squadron Navigation Officers must see that all documents marked for inclusion in the Order Book are inserted immediately.
You will find a great deal of valuable information in this book. The rigid adherence to all these orders is a necessity and is vital to the safety of the aircraft. Don’t rush through the enclosures, read them carefully and make a note of all items of major importance. Let you [sic] motto be to “read, mark, learn and digest”.
Make a habit of going through the order book once a week, thus keeping yourself up to date.
[Underlined] UNION NEWS. [/underlined]
F/Lt. Beattie, D.F.C. Nav. Leader No.5 L.F.S. posted to Transport Command.
F/Lt. Bowes, D.F.C. No.5 L.F.S. to be Nav. Leader.
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
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[Drawing] radar nav:
[Underlined] H 2 S [/underlined]
In view of the nature of the targets attacked by this Group during the month, and to prevent early warning of the approach of a bomber stream, H2S Mark II was not used on any of the bombing operations.
It has also been necessary to cut down the use of H2S Mark III to the absolute minimum that will allow accurate approach and target marking.
Many operators have expressed strong opinions regarding these restrictions, and the view is held that H2S is redundant, or that the efficiency of crews is decreasing. Don’t be misled by these opinions but judge by results. One can bring up many arguments for and against the current policy, but few set operators will fail to agree that the whole success of many of Five Group’s attacks has been solely sue to the element of surprise. Radar silence has helped considerably to bring this about. Another factor partly due to Radar silence has been the very low loss rate suffered by the Group.
[Underlined] H2S Mark II [/underlined]
A number of Gardening operations have been carried out by Squadrons equipped with H2S Mark II during the month, and the standard attained by the crews indicated that individual operators are still maintaining their efficiency on the set, despite the difficulties in obtaining sufficient training.
P.P.I. photographs indicate that good approaches have been made and excellent lays obtained. In this connection Station Radar Navigation Officers are to be congratulated on the conscientious manner in which they are plotting the photographs of the release points. All the plots are checked at this Headquarters, and so far, only one has been found to be incorrect.
H2S mining is, and will continue, to play a great part in the strangling of the enemy’s shipping lanes and to ensure that not one single mine is laid outside these channels it is intended to develop mining teams in each of the five Squadrons of No.55 Base in the very near future. Crews will, therefore, be tested on their ability with H2S on arrival on these Squadrons, and the best will be selected to receive highly concentrated training in all aspects of mining with H2S.
These teams will be given the best possible equipment available to the main force, and every effort will be made to keep it in a high state of serviceability.
Preceeding [sic] crews have set a high standard in H2S mining in the Group, but it is hoped with the development of these mining teams an even higher standard will be reached. It is therefore up to each and everyone concerned wo make this scheme a practical success.
“V” GROUP NEWS. NO.30. JANUARY, 1945.
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[Underlined] RADAR NAVIGATION. [/underlined]
[Underlined] H 2 S Mark III [/underlined]
Despite the restrictions on the use of H2S Mark III which have been necessary, and the low serviceability, there has been some excellent blind marking during the month. The majority of the targets were small, but fortunately gave compact responses useful for blind bombing. One target in particular – BRUX - was a completely new H2S target for No.54 Base, with little or no landmarks in the vicinity to check. This in no way deterred the marker and flare force, and they were able to find and mark it with their usual precision.
The new Mark IIIE equipment has been tried successfully on operations during the month. The mark, which gives a far better definition than previous marks, and has the added advantage of sector scan, is expected to be used increasingly during the next few months, and we are confidently expecting even more accurate target marking with it in the near future.
[Underlined] H2S Photography [/underlined]
A new Air Staff Instruction relating to H2S photography has been issued recently, and all set operators should be now aware of its contents. If you are not, ask your Station Radar/Nav. for a copy and study it carefully.
It can hardly be said that the P.P.I. photographs taken during the month were of a high standard, and it is evident that set operators are not carrying out the correct photographic procedure. It is appreciated that the Bantam Camera is only makeshift equipment until the Automatic Camera arrives, but excellent results have been obtained by those operators sufficiently keen to find out where they released their T.I’s, flares, bombs or mines. P.P.I. photographs are the only means of ascertaining where the attack developed if 10/10 cloud prevailed and therefore they are as much an operational photograph as the ordinary F24 bomb release photograph. Unfortunately many crews fail to realise this, and the photographs now being received look as if they have just been taken haphazardly in the target area.
One photograph taken anywhere in the target area is insufficient for plotting purposes, and operators must see that they carry out the provisions of A.S.I. Nav.17 to the letter – i.e. one photograph on the run-up 10-15 miles away from the target, and another within 30 seconds of the T.I., flare, bomb or mine release. Unless you take these two photographs and they are plottable, the whole film will be classed as a MANIPULATION failure and questions will be asked.
The majority of P.P.I. photographic failures during the month have been due to:-
(i) Insufficient gain.
(ii) Insufficient exposure.
(iii) Failure to wind the film over (two exposures on one negative).
(iv) Failure to set shutter.
(v) Too large 10 mile zero.
In taking P.P.I. photographs remember maximum contrast is necessary so that towns may be distinguished among the ground returns, and the illumination must be sufficient to register on the film. A complete revolution of the scan must also be given for the exposure as the afterglow is too faint to produce an image, and the
“V” GROUP NEWS. NO.30. JANUARY, 1945.
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[Underlined] RADAR NAVIGATION [/underlined]
photograph is formed gradually as the scan revolves.
H2S Training
To enable crews to obtain more training in the use of H2S Mark II it has been decided to allow the equipment to be used on the return route from all operations from a position of longitude determined by this Headquarters. Station Radar/Navigation Officers are to ensure that every advantage is taken of this facility.
[Underlined] GEE [/underlined]
The Continental Gee Chains continued to give good service during January, with the majority of operators obtaining coverage on both chains to 1000E.
There were, nevertheless, many conflicting reports on jamming experienced on these chains, but many navigators expressed the opinion that the enemy was transmitting a complete set of locked spurious pulses. To ascertain if this was so it has been decided that on the Squadrons holding H2S cameras one navigator is to take photographs of the Gee tube on future operations. R.A.F. Station, Fulbeck, have carried out ground tests to decide the best exposure, and it has been found that with the green filter removed, gain normal and brilliance high, 1/25 second is sufficient. Until this evidence is forthcoming no move can be made to counteract the menace.
There is one point, however, that navigators should remember. By reference to your D.R. position, you have a sound idea of the lattice values to give a fix, and is these values are set up on the Gee Indicator there should be no difficulty in defeating locked spurious pulses jamming.
With the successful elimination of the salient in the West the “C” slave of the Cologne Chain has been returned to its original position, and the Ruhr Chain is once again transmitting. Cologne Chain Fixing Charts are therefore being withdrawn, and the Ruhr Chain Charts re-issued. In addition the maintenance periods have been re-adjusted, and the Ruhr and Rheims Chain now give 24 hours service.
The Northern Chain was again used most successfully and gave excellent coverage to 1300E, but unfortunately there is evidence of errors in the fixes given by this Chain. The Radar Navigational Aids Control were approached with information on the approximate inaccuracies and their conclusions indicate that the errors experienced are more likely to be due to natural causes than in the Transmitting Stations.
For instance at 5600N 0600E an error of ± .02 in reading on the North Eastern Chains gives a maximum error in fix of approximately 6 nautical miles. The same reading tolerance on the Northern Chain in the same area gives a maximum error in fix of approximately 17 nautical miles.
It might be argued on mathematical grounds that such errors should be evenly distributed about the true track, but the evidence of test flights etc., seems to indicate that under any given conditions most navigators will have a definite bias on one side or the other, and that this bias is influenced far more by local conditions than by the individual.
On this case the average error of all fixes was approximately 126°/10 nautical miles and it would appear the local conditions influencing the bias were:-
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[Underlined] RADAR NAVIGATION [/underlined]
(i) Weak “A” pulse on the Northern Chain and navigators would thus set a low reading when lining up the leading edges of the pulses. The amount of this error depends on the difference in amplitude of the signals.
(ii) A wind change to Westerly giving a starboard drift.
In view of the above it is therefore considered unlikely that errors exist in the Northern Chain.
Navigators may do well to ponder over the above facts, which indicate the necessity for reading off co-ordinates accurately to ensure that no discrepancies arise when changing over from one Gee chain to another.
Work is still progressing on the damaged Eastern Chain Tower, and corrections to be made to the B, C and D readings on this chain will continue to be issued when the route taken by aircraft is in an area where considerable fixing errors are likely to be encountered.
[Underlined] LORAN [/underlined]
Loran has proved by far the most useful Radar navigational aid during the month, excellent coverage having been obtained on all operations.
It is gratifying to note that since the introduction of this aid, increasing use if being made of the navigational facilities it affords, and navigators are quite confident as to its accuracy. With more and more reliance being placed on Loran it is anticipated that in future routeing will be more carefully considered so as to simplify fixing and if possible to run along lattice lines.
It is noted from operational reports that it is not always possible to check Loran fixes against Gee or H2S. Should any Navigation Analysis Officer note any discrepancies in Loran fixes which it is thought may be due to errors in ground stations, information will be welcome at this Headquarters. It may be possible to correct the ground stations for such an error, provided information is forthcoming.
The following are comments on the major operations carried out during the month:-
[Underlined] MUNICH – 7/8th January, 1945. [/underlined]
Both R4 and R5 signal strength was good and maximum coverage obtained was approximately from 03.00E to the target. It is however, noted that operators are still not making maximum use of the equipment as the spread between first fixes is in the region of 8 degrees. This may be due to some navigators placing more reliance on Gee fixes. It is emphasised that operators must use Loran to its maximum coverage, particularly as training flights are not possible over this country, and Gee must only be used as a check. Sky waves can be tricky, and the more experience one has in fixing with them, the simpler the identification becomes. Jamming in this area was practically negligible and splitting of signals did not present any serious difficulties to the operators. The only jamming reported appeared to be due to static or W/T transmissions and only resulted in an increase of grass or waving of the traces.
[Underlined] PILITZ – 13/14th January, 1945. [/underlined]
The Rate 5 signal strength again restricted coverage on
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[Underlined] RADAR NAVIGATION [/underlined]
this operation, although most operators managed to obtain fixes outside the theoretical limits of the S.S. Chain. A plot of first fixes on this operation is much more concentrated than before. This indicates that where Gee coverage is likely to be erratic, operators are resorting to Loran and trying to obtain full use of the facilities it affords. Rate 5 signals presented difficulties throughout the route due to fluctuations in strength, but spitting and jamming was practically non-existent. Routeing along R4 lattice lines where possible in this area would no doubt be helpful.
[Underlined] LEUNA – 14/15th January, 1945, and
BRUX 16/17th January, 1945. [/underlined]
Both R4 and R5 signal strength was good, and coverage was obtained to the target. Once again navigators expressed their preference for Gee, the first fixes plotted in the majority of cases being at the limits of Gee coverage. Set operators can do a lot to remove this prejudice by obtaining accurate Loran position lines and urging the navigator to use them in preference to Gee. It is appreciated that Gee position lines are obtained simultaneously and are simpler to plot, but with the increased attention the enemy is paying to the Continental Gee Chains, more interest shown in Loran may result in dividends.
Intermittent splitting was reported by the majority of crews, but in no way did this interfere with the fixing. A number of operators reported jamming at approximately 10E. This appeared to consist of spurious pulses or sine waves, but did not last long enough to cause any serious difficulties.
The policy adopted by this Group of instructing Loran operators to correct dividers in the air is having excellent results, and practically 75% of all alignment troubles are being cleared up during flight. Much of the success of this is due to the Loran Instructors and Radar Officers on the Squadrons and it is hoped that before long operators will be 100% efficient. To assist in this a simple fault finding table is being issued to all operators shortly.
All Loran operators will be interested to hear that steps are being taken to extend S.S. Loran coverage North for 250 miles. This will considerably simplify training over this country, and will mean that S.S. Loran can be used on night operations from Bases. It will only then be necessary to use Gee for homing and other duties requiring accurate and easy fixing.
The [sic] provide this S.S. coverage one of the Homing Chain stations has had to be closed down, and position lines only can now be obtained from this chain.
The question of serviceability checks on Loran has been discussed recently, and it has been decided that the navigator shall carry out the pre-flight tests. This in no way relieves the Air Bomber of his responsibilities in regard to Loran, and a good Air Bomber will always be present when the navigator carries out the tests. Squadron Loran Instructors must therefore ensure that both navigators and Ait Bombers are capable of carrying out the pre-flight tests.
Tests have been carried out with a fixed aerial and loading unit on the last five operations. These tests have proved quite successful and the signal strength has been equally as good as with a trailing aerial. Air Ministry have been approached for permission to manufacture the Loading Units and it is anticipated the whole of the Group will be equipped shortly. The provision of such a fixed aerial will considerably simplify the use of Loran and enable operators to fix
“V” GROUP NEWS. NO.30. JANUARY, 1945.
[Page break]
[Underlined] RADAR NAVIGATION [/underlined]
in the target area.
One further word in regard to Loran Training – Air Bombers, in view of the fact that they are the set operators, must be given equal if not more instruction than the navigators, and the Squadron Navigation and Bombing Leaders must co-operate fully in this connection.
[Underlined] Loran in Mosquitos [/underlined]
Better results are now being obtained by the Mosquito navigators. Difficulties due to an inefficient aerial system have been overcome, and Loran has been used successfully for tracking into the target.
“V” GROUP NEWS. NO.30. JANUARY, 1945.
[Page break]
[Drawing] tactics
The main interest this month from the tactical point of view was the attack on Bergen by Nos.9 and 617 Squadrons, when several aircraft were intercepted by enemy fighters when withdrawing from the target area. An escort of Mustangs accompanied the force, but was unable to come to their assistance; this was due mainly to the aircraft being dispersed over a considerable area after orbitting [sic] the target. The enemy fighters, however, did not have everything their own way. One Lancaster was attacked continuously for 16 minutes by no less than five fighters, but got away with only moderate damage, while another survived three attacks without sustaining any damage whatsoever. All crews would do well to note the points brought out by this attack.
(i) A fighter escort cannot protect stragglers or widely dispersed aircraft.
(ii) A resolute crew, well trained in gunnery and combat manoeuvres, can give a very good account of itself, even when singled out for concerted attack.
(iii) The corkscrew is a very effective combat manoeuvre in daylight as well as night.
The golden rule, however, is still DO NOT STRAGGLE. Combat manoeuvres are unnecessary and dangerous if aircraft are in gaggle.
Our night tactics of evasion and rapid loss of height from the target are still keeping our losses to fighters very low, but the last attack on Karlsruhe showed once again that if the fighters do contact the bomber stream either en route or over the target they are just as deadly as ever. Crews should, if possible, increase their vigilance near the target as the enemy, particularly since the successful jamming of his A.I. by Window and other means, is making every effort at target interception, where a concentration of aircraft is assured.
A small number of combats is still being reported with jet-propelled aircraft. Reports generally are inconclusive, but although it seems unlikely that the enemy is using jet-propelled fighters at night in any numbers, it is possible that some form of rocket or liquid jet projectile is being used. Crews should pay close attention to such phenomena and report in particular if a suspected jet fighter makes any attempt to follow the aircraft, or carry out a definite attack.
[Underlined] WISHFUL THINKING [/underlined]
A captain of aircraft was heard to remark that he had heard upward firing cannon in German night fighters were no longer being used as they interfered with the master unit for the compass. He has since been reported missing.
“V” GROUP NEWS. NO.30. JANUARY, 1945.
[Page break]
[Drawing] air bombing
The past month has not provided many opportunities for crews to display their bombing skill either on the Ranges or on Germany, but it is hoped that the slack periods have been used to full advantage and that new and inexperienced crews now have a full understanding of what is expected of them in the target area.
There are still too many examples of bomb loads being scattered over considerable distances from the target for no apparent reason, and the manipulation failures that still happen from time to time are difficult to understand in view of the fact that the Air Bomber has plenty of time to check and double check every switch on his panel on the way to the target. Be prepared for any swift change in the tactics to be employed over the target, and if the change involves any alterations to bombsight settings, make sure that they are done accurately.
The importance of accurate “flying for bombing” has often been stressed, and if any doubts still exist among Pilots the following example should help to dispel them.
F/O McDonnell and crew, No.9 Squadron, have completed three bombing exercises since their arrival from No.5 L.F.S. and obtained the following results:-
[Table of Errors on Exercises]
Errors in yards converted to 20,000 ft.
These results show a fine understanding between the members of the bombing team, F/O McDonnell (P), F/O Fricker (A/B), and F/O Chorney (Nav.) which is all the more remarkable as F/O Fricker did not join the crew until the end of L.F.S. training. The errors speak for themselves and require no comment, but the fact that F/O McDonnell was a Staff Pilot at a Bombing and Gunnery School before coming to No.5 Group should provide food for thought.
Good results, operational or training, are obtainable only if every member of the bombing team realises the importance of his own contribution to the combined effort, and it is the Captain’s duty to ensure that his crew make every effort to obtain results similar to those mentioned above.
[Underlined] BOMBING LEADERS. [/underlined]
F/O Jones has been appointed Bombing Leader of No.44 Squadron in place of F/Lt. Lowry, now tour-expired.
F/Lt. Foulkes has moved to No.617 Squadron and F/Lt. Arkieson has taken over the Bombing Leader’s duties at No.630 Squadron.
F/Lt. Wake, ex No.106 Squadron and No.1660 H.C.U. has been appointed Bombing Leader of No.61 Squadron in place of F/Lt. Nugent.
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Underlined] AIR BOMBING. [/underlined]
[Underlined] BOMBING ANALYSIS. [/underlined]
No.9 Squadron, Bardney, have carried their Bombing Analysis a step further than the majority of Squadrons in the Group, and there is no doubt that their methods are producing results.
Each crew has its own file which contains all the practice bombing results, including the Forms 3073 and signals giving the quadrant readings. In addition, a sheet of tracing paper with the graticule cross in the centre, is kept in the file and all bombs dropped by the crew are re-aligned on a common heading and transferred to the tracing paper. Therefore, when a crew has completed five exercises, there are approximately 30 bombs shown on their sheet and as they are all re-aligned on to a common heading it is easy to detect any tendency of the Air Bomber to sight slightly off the target.
These sheets do indicate that some Air Bombers consistently sight to one side of the target and steps can then be taken to eradicate this tendency.
Bombs dropped with a proven instrument error are marked in a different colour and can then be ignored when assessing the Air Bomber’s accuracy of sighting.
[Underlined] LEADER COMPETITION. [/underlined]
The following results have been received, all from No.56 Base.
S/Ldr. Walmsley, DFC – 119 yards
120 yards
150 yards (A.S.I. error)
F/Lt. Lewis (189 Sqdn.) – 123 yards
F/Lt. Gibson, DFC (49 Sqdn.) – 125 yards
No.56 Base would welcome a little competition from Bombing Leaders in other Bases.
[Underlined] BIG CHIEF COMETITION. [/underlined]
W/Cdr. Milward (No.619 Sqdn.) 61 yards.
An excellent exercise, which has seldom been beaten by any entrant in this competition.
[Underlined] QUIZ. [/underlined]
1. Which is the sighting angle flexible drive, the top or the bottom one?
2. In what respects does the normal 30 lb. I.B. differ from that used in the ‘J’ type cluster?
3. How is the heating device in No.13 bomb station controlled?
4. What are the Air Bomber’s duties in an aircraft joining the circuit after an operational flight?
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Underlined] AIR BOMBING. [/underlined]
[Underlined] THE MONTH’S BEST EXERCISES. [/underlined]
SQDN. PILOT AIR BOMBER NAVIGATOR CREW ERROR
9 F/O McDonnell F/O Fricker F/O Chorney 75, 63, 34
44 F/O Coventry F/S Gibson Sgt Ayre 39
57 F/O Pauline Sgt Cartwright Sgt Hole 47
61 F/O Cain F/S Lewis F/O Williams 75
F/O Crocombe F/S Devine F/O Reeves 78
227 F/O Osborne F/S Rochman F/S Kydd 74
617 F/O Flatman F/O Kelly F/O Mackie 72
F/L Lancey F/S Perry W/O Robin 80
619 F/O De Marco F/S Johnston F/S Sharman 65
F/O Davis F/S Page F/S Cook 66
[Underlined] SQUADRON BOMBING COMPETITION [/underlined]
[Table of Squadron Bombing Competition Results]
No.83 Squadron head the January competition with a clear lead over the remainder of the Squadrons, six of whom failed to qualify.
No.61 Squadron have shown a great improvement over last month, when they failed to qualify. It would not be unexpected if they finish at the head of the table next month.
[Underlined] CATEGORISATION OF CREWS [/underlined]
[Table of Crew Categories by Base]
For the month of January No.55 Base were credited with 52 ‘C’ categories, the correct number was 23.
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Underlined] AIR BOMBING. [/underlined]
[Underlined] HIGH LEVEL BOMBING PRACTICE. [/underlined]
[Table of High Level Bombing Practice by Squadron]
No.627 Squadron:- 134 bombs with an average error of 77 yards, and 70 T.I’s with an average error of 139 yards.
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Drawing] signals
[Underlined] WIRELESS OPERATORS (AIR) [/underlined]
The W/T control of operations during January maintained the high standard which is now characteristic of our W/T Controllers’ Operators. A pleasing feature of this operating is the accuracy of tuning and timing now being obtained by all Link aircraft. These are very important points, and this accuracy is now even more important than ever, as the time of opening W/T watch has been curtailed, thus allowing a much shorter time for the Main Force aircraft to be properly tuned to the Link aircraft. This should present no great problem to Wireless Operators, but it will require constant practice and training to maintain the standard now expected.
[Underlined] W/T CONTROLLERS’ TESTS. [/underlined]
During January, 48 Wireless Operators (Air) took part in the W/T Controllers’ Test, as laid down in 5G. S.S.I. No.13, and out of this number 32 passed as fit for control duties. The percentage of failures (33 1/3) is a measure of the severity of the test. The failures can be classified under two headings, viz. inaccuracy in tuning, and incorrect procedure. The first of these faults can be eliminated by practice tuning in the Squadron W/T Training Room, and the second by more thorough scrutiny of Air Staff Instructions, Part VI, Sigs/1, Page 7, para.10. Signals Leaders please note!
[Underlined] CATEGORISATION. [/underlined]
Categorisation of all Wireless Operators (Air) in the Group is being carried out enthusiastically by all Squadrons. The results at the end of January are as follows:-
[Table of Wireless Operator (Air) Categorisations by Squadron]
To ensure that this categorisation is being carried out in accordance with the instructions laid down in 5 Group letter 5G/S.14466/Sigs. dated
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Underlined] SIGNALS. [/underlined]
5th December, 1944, the Group Signals Leader, when visiting Squadrons, will check some of the Wireless Operators as to their eligibility for their category.
[Underlined] GROUP W/T EXERCISE. [/underlined]
The Group W/T Exercise during January was, like the curate’s egg, good and bad in parts. The frequency (5220 kc/s) is not very suitable, being rather overcrowded, and efforts are being made to obtain another one for this exercise. The geographical position of some squadron installations, in relation to this Headquarters, makes reception of each other’s signals very difficult, but this is, perhaps, within limits, quite useful in training operators to work under difficult conditions. After each exercise a signal is now being despatched to each Base and Squadron concerned, giving a summary of the exercise.
[Underlined] APOLOGY. [/underlined]
In last month’s summary, in our appreciation of the work done by Radio Schools, O.T.U’s and Conversion Units in producing the type of Wireless Operator we require, we inadvertently left out the (O) A.F.U’s and 5 L.F.S. As continuity is essential throughout all training, the work done by these units is obviously on a par with the others. We regret this omission and assure these units that their work is just as much appreciated.
[Underlined] SIGNALS FAILURES. [/underlined]
The signals failures percentage, against the 1,572 sorties flown during January, was 3.684. This shows an increase of 0.501 against the figure for December. Approximately 75% of the defects are attributed to faulty equipment and are, presumably, unavoidable. There was one servicing failure and one due to manipulation. Despite this increase in failures, not one sortie was cancelled as the result of a signals defect. There were three early returns, all of which were caused by faulty equipment. One revelation worthy of note is that there was only one T.R.1196 failure throughout the month – never has T.R.1196 serviceability been so high.
[Underlined] V.H.F. R/T. [/underlined]
The V.H.F. R/T serviceability shows a decrease against the figures for December. Of the 33 T.R.5043 defects, eight were due to broken whip aerials. Six of these aerials had been repositioned in accordance with B.C.S.P. No.10 (R.T.I.M. No.833), but owing to our inability to obtain the correct rubber grummets and paxolin plates, unsatisfactory substitutes had to be used. A very careful watch must be kept on existing non-standard V.H.F. aerial fittings. Meanwhile, further efforts are being made to obtain the correct items.
[Underlined] RADAR. [/underlined]
[Underlined] AMALGAMATION. [/underlined]
A considerable amount of attention was focussed this month on the problem of amalgamation of the Communications and Radar Maintenance Branches. Following a conference with No.56 Base representatives, a visit was paid to Linton-on-Ouse in No.6 Group, where a scheme is working with great success, and much useful information was gained. With this as a basis, an experiment was commenced in No.56 Base, from which some measure of success is expected.
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Underlined] SIGNALS. [/underlined]
[Underlined] EMPLOYMENT OF WIRELESS OPERATORS
(W.A.A.F.) IN RADAR. [/underlined]
Following up a suggestion by Mr. Wardley-Smith, of T.R.E., a scheme was put into effect in No.49 Squadron, Fulbeck, whereby ten Wireless Operators (W.A.A.F.) were attached to A.G.L.T. Daily Servicing Parties, and the R. & I. Section, No.49 Squadron, were warned that after one month’s training, six Radar Mechanics would be withdrawn from the squadron. A T.R.E. P.D.S. member has been attached to Fulbeck to observe the experiment, which is progressing favourably.
In view of the increasing employment of Wireless Operators in Radar duties, a series of courses was commenced at Bardney for their benefit. The duration of the course is a fortnight, and will cover Radar principles, Loran and Gee. Relevant films will be shown and practical work given. Although no startling results are expected, it is hoped to stimulate interest, and provide for any further knowledge.
[Underlined] LORAN [/underlined]
A most welcome chapter in the Loran story occurred last month, when Air Ministry decontrolled the supply of the equipment. This permitted immediate action to renew the rapidly dwindling stocks of spares and to silence the cynics who were saying that no sooner is an installation proved than the equipment goes off the market.
[Underlined] H.2.S. MARK III. [/underlined]
As a result of the shortage of Radar personnel, the decision was made last October to curtail the fitting of H.2S. in No.53 Base, and concentrate personnel thrown up, into No.54 Base, with the object of obtaining the best from the H.2.S. available. Since that date, efforts have been made to legalise the position of these Radar mechanics. On January 19th official approval was given with the birth of the No.5 Group Special Radar Development Party, vacancies for which were given up by No.53 Base. Much good work has been done already by the party in their unofficial capacity, and continued and increasing success will be expected in the future, now that it is legalised.
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Drawing] gardening
The Group Gardeners operated on two nights this month, visiting the Eastern Gardens, and planted the small but effective total of 143 vegetables.
Bad weather limited the Command output to 668 vegetables, which is well below the present monthly lift, and clearly demonstrated the importance of taking every available opportunity to plant in good weather, so that the enemy’s minesweeping force may be employed to its maximum capacity and never allowed to relax for one moment.
[Underlined] COMMAND SUMMARY OF VEGETABLES PLANTED. [/underlined]
No. 1 Group – 235
No. 5 Group – 143
No. 4 Group – 137
No. 6 Group – 119
No. 3 Group – 34
[Underlined] GREAT STRENGTH RETURNS THE PENNY. [/underlined]
After months of hard work, and heavy Gardening operations, combined with the menacing effects of our Group’s bombing visits to the Oslo Fjord areas, interesting news is now coming to hand of some of the disturbing results achieved.
The main trooping ports in Oslo Fjord were closed on various occasions and the enemy has had to bring less suitable ports into use, and employ extra shipping in the effort to carry out his programme of transporting troops from Norway to Denmark. The Harbour Master of this district has been working overtime to compete with his difficulties in keeping an ‘Open Port’, and has bitterly complained that 12 mines exploded without warning between the 8th and 25th October, 1944.
A new transport the “DARES”, estimated at 7,000 tons, has joined the Oslo – Aarhus run, but she is reported to have returned to Aarhus on 2nd January with damage to her engines caused by mine. The “DONAU”, 9035 tons, also employed on this run, was sunk by sabotage in Oslo Fjord on 16th January, and the 6,360 tons “ULANGA” was last reported in floating dock as a result of bomb damage received during the bombing attack on shipping on New Year’s Eve.
Two more large transports, the “WINRICH VON KNIPRODE” (10,123 tons) and the “MAR DEL PLATA” (7,340 tons) have also been damaged by collision and marine risk, and so the enemy’s valuable fleet of twelve large transports has, for the time being, been reduced to seven.
The attack with bombs on 28/29th December also reduced the available shipping by sinking the “NORDVARD”, when 70 Germans were lost, damaging the “ANGAMOS”, an ex-Danish fruitship, and breaking the back of
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Underlined] GARDENING. [/underlined]
an oil lighter, the “SAONE”, now reported aground off the port of HORTEN. Three more ships were also sunk off MOSS.
THE FOLLOWING CASUALTIES HAVE ALSO BEEN REPORTED:-
“ROALNDSECK”, 1,845 tons, was damaged by an explosion on 17th January, after loading horses and material for Oslo; her cargo was unloaded subsequently and she was expected to dock for repairs.
The German vessel “GOTENHAFEN” was damaged by a mine prior to 27th November, 1944, and returned to Hamburg to discharge.
A minesweeper was sunk by a magnetic mine near Arundal, Norway, on 3rd January, 1945.
A German Auxiliary, believed minelayer, was mined and sunk 4 miles North of Rosnaes Light, at the Northern entrance to the Great Belt, on 5th January, 1945.
The Danish “FREDERICKSHAVN” 1,480 tons, damaged by a mine off Halls on 19th November, 1945.
The Norwegian S.S. “KONG TRYGVE”, 1,141 tons, mined at Moen and towed to Copenhagen.
The German “MARTHA HALM”, 984 tons, mined near Aarhus (probably November, 1944).
Norwegian “MARVEL”, 1,566 tons, slightly damaged by a mine off Kullen on 17th October, 1944.
“DORIANA” Danish Schooner, mined and sunk in Femersund late November, 1944.
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Drawing] training
[Underlined] TRAINING ACTIVITIES DURING JANUARY [/underlined]
It was a month of snow, hail, fog and ice, but despite this the amount of training by Squadrons showed an increase on the December figures.
Squadrons did 3245 hours training – 2868 hours by day and 377 hours by night – giving an average od 180 hours per Squadron compared with 122 hours in December.
Some of the Squadrons occupying the lowest place in the training lists in December improved their position very much – in particular No.44 Squadron which recorded a total above the Squadron average.
The lowest Lancaster Squadrons were No.227 Squadron (99 hours), No.9 Squadron (124 hours), No.189 Squadron (140 hours) and No.57 Squadron (141 hours). Thus for the second consecutive month Nos. 227 and 189 Squadrons were behind in their training. No.9 Squadron is also showing low figures and for the last two months has done scarcely any air gunnery training. Fighter affiliation can always be included on bombing exercises.
No.627 Mosquito Squadron is lowest of all with 56 hours, but when its aircraft situation improves the training hours are expected to jump.
[Underlined] CATEGORISATION OF PILOTS [/underlined]
There are now 273 pilots in the Group holding categories, leaving 142 yet to be categorised. The remaining pilots on Group strength are those not liable for categorisation because they have done more than 20 sorties in the main force and over 30 in No.54 Base Squadrons.
During the month 171 categories were given to pilots on New Crew and 10/20 Sortie Checks. No.54 Base showed good progress and are making up leeway rapidly now the Base has facilities for categorisation. This Base has also introduced Categorisation into No.627 Mosquito Squadron. The following table shows the state of Categorisation in the Group:-
[Underlined] RECORD OF CATEGORISATION [/underlined]
[Table of Pilot Categorisation by Base]
Total Categorised in January = [underlined] 171 [/underlined]
Total Categorised in Group = [underlined] 273 [/underlined]
“V” GROUP NEWS. NO.30. JANUARY, 1945.
[Page break]
[Underlined] TRAINING [/underlined]
[Underlined] NOTE: [/underlined] The “percentage categorised” is based on recorded pilot strength on 31st January. This includes pilots not liable for categorisation.
[Underlined] ERRATA: [/underlined] Apologies to No.55 Base for an error which incorrectly put the Base “well behind in categorisation” in last month’s summary.
[Underlined] NO.5 L. F. S. REPORT [/underlined]
No.5 L.F.S. produced 49 crews for Squadrons at an average of 15 hours per crew, and its aircraft flew 840 hours. The crew total was the lowest in the Unit’s history because of the weather, and accommodation at Syerston is now at its maximum.
There are still approximately 160 crews to be trained by the L.F.S. before it disappears, and its last days are going to be strenuous. It is estimated by 1st April, 1945, the Staff will be able to say “D.C.O.” and pack their bags.
[Underlined] NO. 1690 B.D.T. FLIGHT [/underlined]
There were 13 days during the month unfit for fighter affiliation – about the same as December – but fighter affiliation results were mush better. The Flight did 398 details, of which 332 were by day and 66 by night. The night details included 21 for No.75 Base.
The total hours for the Flight were 354 and the average hours per aircraft was 25. Pilots averaged 24 hours for the month.
The fine affiliation record which has been established by No.1690 B.D.T. Flight is still being marred by accidents. There were three again last month in the Flight, two the month before, and three the month before that.
[Underlined] INSTRUMENT FLYING AND LINK [/underlined]
There was a further improvement in Link times. The average Squadron time has gone up from 78 hours in December to 101 hours in January but Nos. 9, 463, 97 and 617 Squadrons are still lagging behind.
[Table of Link Times by Base and Unit]
GRAND TOTAL (Including 5 LFS and 1690) = 2173:
ACTUAL AVERAGE/SQUADRON = 101 hours. REQUIRED AVERAGE/SQUADRON = 132 hours.
+ Marks the Squadrons where times are TOO LOW.
˨ 1690 B.D.T.F. and No.5 L.F.S. excluded from Base average.
“V” GROUP NEWS. NO.30. JANUARY, 1945.
[Page break]
second thoughts for pilots
[Underlined] “GEORGE” MARK VIII [/underlined]
The Auto Pilot Mark VIII is the latest and best type of “George”. One of our S.D. Squadrons has used it for 90% of all its operational flying time in recent months. Points to note:-
(i) Trim your aircraft BEFORE putting “George” in.
(ii) If “George flies one wing low, trim out with rudder bias.
(iii) Keep the trim indicator on the air pressure gauge central by adjusting the elevator trim.
(iv) When reporting unserviceability, give full information including behaviour of aircraft, air pressure and outside air temperature. Whenever possible take the mechanic up on an air test.
(v) Exercise “George” at every opportunity. The more it is used the better it is.
(vi) Read Pilots Noted General A.P.2095, Part IIIG – Auto Pilot, Mark VIII.
[Underlined] FIRST AID [/underlined]
Investigations into emergency landings at Woodbridge show that first aid in the air can do a lot to help the recovery of injured aircrew. Remember:-
(i) Keep the patient comfortable, warm and on oxygen.
(ii) Always use the First Aid dressing. Know when and how to apply a tourniquet.
(iii) One Ampoule of morphia is sufficient for a person in pain.
(iv) Do not remove flying clothing unless it is absolutely necessary to allow the wound to be dressed. Flying clothing provides warmth and a certain amount of splinting.
(v) The M.O. has a lot of useful tips. Talk to him.
FLY YOUR CORKSCREW – DON’T SKID ALL OVER THE SKY!
UP PORT
[Drawings]
IS LIKE THIS – [underlined] NOT [/underlined] LIKE THIS!
N.C.M.
“V” GROUP NEWS. NO.30. JANUARY, 1945.
[Page break]
[Drawing] accidents
The first month of the year produced a “score” of 28 aircraft damaged in the Group. 11 were totally destroyed, 1 was Cat. ‘B’, 8 were Cat. ‘AC’ and 7 were Cat. ‘A’. Of the total, 14 were the result of technical failures, collisions on operations, or high winds, while one was unavoidably damaged when it hit birds in flight. 5 accidents are still “obscure”, leaving 8 accidents classed as definitely avoidable.
This shows a welcome drop in the “avoidable” rate, and even allowing for some of the “obscure” accidents eventually being classified accurately, the total is still well below the previous monthly average. This is a big step in the right direction at the beginning of the year. Here are the details:-
[Underlined] Squadrons. [/underlined]
[List of Avoidable Accident Type Numbers]
[Underlined] TAXYING ETC. [/underlined]
These accidents maintain their notorious position. Never a month but brings its depressing tale of careless taxying and M.T. collisions, and although, as a rule, severe damage is not sustained, these incidents are never excusable. Log Books are endorsed in “red” for careless taxying every month, and we can only repeat once again that it is folly and gross disobedience of orders to taxy at night without searching thoroughly ahead with taxying light or Aldis lamp.
[Underlined] HIGH GROUND ACCIDENTS. [/underlined]
A Lancaster proceeded on a short navigation cross country recently. The pilot was briefed to set course over base at 4,000 feet. The aircraft left a base in this Group to fly due West for some 60 miles and back again. It must have been apparent to the pilot and navigator that the safety height near the end of the outward leg was much higher than at base, yet this crew descended through cloud and hit a hill in level flight, with all the engines under power. The hill was some 1,700 feet high. There were no survivors.
In spite of all that has been done to stamp out this “suicidal” descent through cloud, these incidents still occur, and by no means as seldom as is generally realised. All pilots and navigators take heed.
Another accident this month points almost the same moral. The results of the investigation are not yet forward, but it would appear that a Lancaster returning from an operation flew low in bad visibility, and hit a wireless mast. The pilot may have simply been trying to break cloud without checking his safety height, or he may have misread his altimeter, but in any case there is every indication that this was another completely avoidable fatal accident. Although the truth will
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Underlined] ACCIDENTS. [/underlined]
never be completely known, the circumstances of this crash provide a warning to all. [Underlined] Do not [/underlined] come down to low heights in bad visibility to see the ground. Height spells safety every time, and good instrument flying clinches it.
[Underlined] STAR AWARDS. [/underlined]
The table below shows the avoidable accident position this month. This is, as usual, subject to revision when all accidents have been thoroughly investigated.
[Table of Avoidable Accidents by Unit with Star Award]
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Drawing] gunnery
Enemy fighter activity was comparatively slight during the month of January, 1945, and a total of only 38 combats took place over this period. Of these, 3 enemy aircraft are claimed destroyed, one of these being reported as a jet aircraft, and 5 are claimed as damaged.
Of the 38 combats, 9 were reported following the daylight operation on Bergen when Lancasters of Nos.617 and 9 Squadrons were repeatedly attacked by F.W.190’s. Crews from these Squadrons claimed 4 F.W.190’s damaged, and these have been confirmed by Headquarters, Bomber Command. During these encounters the Hun made full use of the sun, and it is wondered how many Gunners went prepared, armed with spectacles, anti-glare. Each gunner is entitled to draw one pair of these spectacles on his clothing card, and it is hoped that Squadron Gunnery Leaders will check that Gunners are fully equipped.
[Underlined] DESTROYED [/underlined]
14/15.1.45 “W” 189 Sqdn – ME.109
14/15.1.45 “M” 467 Sqdn – 1 Jet aircraft.
16/17.1.45 “D” 630 Sqdn – JU. 88
[Underlined] DAMAGED [/underlined]
12.1.45 “U” 617 Sqdn – FW.190
12.1.45 “W” 617 Sqdn – FW.190
12.1.45 “S” 9 Sqdn – FW.190
12.1.45 “J” 9 Sqdn - FW.190
13/14.1.45 “M” 61 Sqdn – JU. 88
[Underlined] GUNNERY AIR TRAINING [/underlined]
The Order of Merit is based on the following system of marking:-
Night Affiliation (Camera and Infra-Red Film) 10 points.
Night Affiliation (Without Camera) 8 points.
Day Affiliation (Camera and Gyro) 5 points
Day Affiliation (Camera only) 3 points
Day Affiliation (Without Camera) 1 point.
[Table of Air Training Scores Ranked by Squadron]
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Underlined] GUNNERY [/underlined]
No.467 Squadron are to be congratulated on going to the top of the ladder, and also for completing 32 Night Affiliation exercises. Certain squadrons are still making scant use of their Gyro Assemblies, and it is hoped that next month’s returns will show an improvement in this respect.
[Underlined] SUMMARY OF AIR TRAINING EXERCISES [/underlined]
[Table of Affiliation Exercises by Squadron]
[Underlined] Total number of Affiliation exercises for January = 878 [/underlined]
In spite of 14 days of inclement weather which prohibited all flying, the total of Affiliation exercises shows a very creditable increase on the December total. Night Affiliation exercises are increasing steadily, and Infra-Red films are being taken more frequently. Self-towed drogue exercises have been completed by certain Squadrons, and it is hoped that next month Squadrons will use every endeavour to get the maximum number of crews carrying out this exercise. This is the one exercise where the gunner has the opportunity of firing his guns at a target whilst carrying out combat manoeuvres.
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Drawing] armament
[Underlined] INCENDIARY STOREHOUSES. [/underlined]
Covered storage for cluster projectiles containing 4 lb incendiary bombs has now been provided at all stations and the layouts should be in full working order.
Present stocks of clusters are low, but stations must be prepared to receive larger quantities which will test the efficiency of the organisation and layout of these stores. Full information is contained in the following letters and signal:-
5G/402/17/Org. dated 3.11.44.
5G/621/14/Armt. dated 3.1.45.
5G/621/14/Armt. dated 21.1.45.
Signal R.911 dated 27.1.45.
5G/621/14/Armt. dated 4. 2.45.
Particular attention is drawn to the need for careful handling of uncased cluster projectiles in order to avoid damage to either the cluster tail or the tails of the 4 lb. bombs.
[Underlined] DEFECT REPORTS. [/underlined]
We are well aware that preparing six copies of a defect report in accordance with A.P. 2608A and B.C.A.S.I’s causes a certain amount of inconvenience but unless these reports are submitted on every occasion, complete information on any one subject is not available. Instances have occurred where the ingenuity of Armament personnel has produced excellent modifications, but when forwarded to higher authority the reason for the modification is not understood because no defect reports have been rendered. Although “pen pushing” is not popular amongst Armament Technical personnel, it is, as you will see, necessary.
[Underlined] S.B.C’s. [/underlined]
Our old friend the S.B.C. is still called upon to perform its duty in delivering showers of 4 lb incendiary bombs upon our enemies. If reliable functioning of this equipment is to be ensured, the various tests and inspections laid down must be carried out conscientiously, more particularly so if S.B.C’s have not been used recently.
[Underlined] MAN-POWER. [/underlined]
The foregoing remarks will undoubtedly raise the question of lack of man-power. This deficiency is well known and aircrew cadets have been posted to units to assist armament personnel. These cadets are strong, healthy and intelligent and after elementary training, if armament personnel issue clear and concise instructions, they are quite capable of dealing with many of the jobs requiring unskilled and semi-skilled labour, thus relieving trained armament personnel to perform the more intricate technical duties.
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
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[Underlined] ARMAMENT FAILURES TABLE [/underlined]
[Table of Armament Failures by Squadron]
A – MANIPULATION B – MAINTENANCE C – ICING D – TECHNICAL E – ELECTRICAL F – OBSCURE
[Page break]
[Drawing] flying control
[Underlined] LANDING TIMES FOR JANUARY, 1945. [/underlined]
[Table of Landing Times by Base and Station]
During the recent heavy snowstorms and frost, the fall on occasions reached five inches. Snow plans have been revised and were put into operation early, with a consequent higher degree of serviceability. Methods employed varied considerably because of local conditions and the amount of manpower available. The three methods generally used were “sand and salt”, ploughing and rolling. Sand and salt proved excellent under conditions of small falls, rolling where the fall was medium but a heavy fall required ploughing. Salting brought with it difficulties of drainage clearance and ordinary mechanical brushing was not always equal to the task. Similarly, the “Snowgo” was not of great assistance in conditions where the fall of snow was fine and a strong wind prevailed, but was of use following ploughing.
Except in the morning following the heaviest fall, stations maintained a high degree of serviceability. All stations were able to keep their runways serviceable and in only a few cases was there not a subsidiary runway available by the afternoon following overnight fall. In one or two cases lighting difficulties followed on the thaw, but were tackled promptly and except in one case were remedied at an early stage. The position was complicated by the high wind causing damage to outer circuit and funnel lighting.
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Underlined] FLYING CONTROL. [/underlined]
The P.W.D. has developed a new form of lighting, evolved from the F.I.D.O. installation. The apparatus is portable and is intended to assist aircraft in lining-up on the approach under conditions of poor visibility. Petrol from a 40-gallon drum is pumped manually through a 50-yards feed pipe into a pre-heater at the end of a 20-feet burner line which is pegged into the ground. The intense flame far exceeds the sodium burners in brilliancy and penetration. Following successful trials by 2nd T.A.F., various lay-outs are being tested at Balderton. When the most successful form has been found, a demonstration will be arranged.
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Drawing] aircrew safety
[Underlined] DITCHINGS. [/underlined]
One known ditching occurred this month and another possible one was reported at the same time and in the same area. An aircraft, believed of 617 Squadron was seen to ditch on the 12th approximately 15 miles off the Norwegian coast. The ditching was seen by a number of crews and was well covered by prompt sighting reports. A Warwick standing by for just such an eventuality was quickly in position, and in making a dummy run saw the crew on the wing of the aircraft with no dinghy visible. As the airborne lifeboat was dropped, the aircraft sank. One man was seen to board the lifeboat and all but two of the others were seen to be making their way towards it. A Lindholme dinghy was then dropped to the two stationary members after which the Warwick, owing to the presence of enemy fighters had to withdraw.
In a position just North of the above ditching, an aircraft which was seen to be on fire over the target was believed to have ditched. A further lifeboat was dropped in darkness over the believed position.
In spite of intensive searches for these lifeboats and survivors from other incidents, nothing was found and it is believed that the survivors were found and picked up by the enemy.
[Underlined] HEAD INJURIES. [/underlined]
A medical report from the Emergency Landing Runways states:- “The majority of eye and face injuries are caused by perspex fragments, the eyes and upper head being involved more than the head below the eyes”. Most injuries have been caused by enemy action and the carrying of goggles (to be used whenever possible) by all crew members cannot be too strongly emphasised.
[Underlined] FIRST AID. [/underlined]
The above report also states “First Aid has, on the whole improved, but is still not up to the standard of the Americans. It was felt that poor First Aid was chiefly due to night condition, but that this is not the case has been proved by recent R.A.F. daylight raids. There is still the occasional casualty who has bled to death from a limb arterial wound and which could have been prevented by a properly placed tourniquet”.
Aircrew Safety Officers should institute a drive to improve the standard of First Aid.
[Underlined] THREE GOLDEN RULES. [/underlined]
When in doubt of your ability to:-
(i) Reach an airfield – initiate Emergency and Distress messages.
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
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[Underlined] AIRCREW SAFETY. [/underlined]
(ii) Fly the aircraft – order your crew to “Put on parachutes”.
(iii) Land safely – order your crew to “Crash Landing Stations”.
A little time spent in studying for your own safety will afford you more time to study for your enjoyment.
[Underlined] THE DIVIDENDS. [/underlined]
Air Ministry report that 2161 aircrew (923 R.A.F. and 1238 Americans) were rescued in Home Waters during 1944 making a total, since the War began, of 5,467.
During last December 41 aircrew were rescued – this represents 19.3% of the aircrew involved in known ditchings.
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Drawing] engineering
[Underlined] SERVICEABILITY. [/underlined]
January produced only 1572 sorties; weather conditions were the retarding factor. The peack [sic] serviceability reached during January was 95.8% of Lancasters on charge: the balance of unserviceable aircraft was made up of aircraft undergoing Major Inspection and aircraft undergoing modification for special commitments. It was singularly fortunate that during this bad weather spell quite a number of aircraft became due, or almost due, for Major Inspection.
[Underlined] ENGINE FAILURES [/underlined]
[Underlined] FLAME TRAPS. [/underlined]
Much progress has been made with the methods of cleaning flame traps, and it is hoped that now local instructions have been given to C.T.O’s to remove flame traps at 150 or 225 hours according to the time available, and also to change the flame traps at any time they are suspected of being choked, that another source of engine failure has been eliminated. Under a scheme evolved by Messrs. Rolls Royce, these flame traps can be cleaned quite successfully in under half an hour. 53 Base are experimenting with their own washing bath and if successful this scheme will be introduced into each Base Major Servicing Section to cater for flame traps throughout the Base.
[Underlined] COOLING DUCTS. [/underlined]
Unfortunately, much unserviceability is being caused by the failure of the one-piece cooling duct and many hours are consumed in changing them after few flying hours. Command are controlling the supply of replacements but the situation is becoming serious owing to the extremely short life of this type of duct.
[Underlined] FAILURE OF NO.2 FUEL TANK. [/underlined]
The work entailed in changing No.2 tank is fully realised. The frequency with which these tanks spring a leak does not decrease, and many high speed tank changes have taken place to get the aircraft off on Ops to time. Although Mod.1179 was introduced with a view to reducing the number of No.2 tank failures, insufficient of these modified tanks have been received in the Service to make themselves felt.; as a result of enquiries, it seems pretty certain that many modified tanks are now coming through. No instance is known of a tank failing subsequent to the incorporation of Mod.1179.
[Underlined] CONTROL OF M.T. [/underlined]
In view of A.M.O. A.30/45, the complete responsibility of the maintenance organisation of Mechanical Transport now rests with the Engineer Branch. Due to a number of reasons which are well known to many, immediate improvements cannot be expected, nor will the position be eased without hard work and perfect co-operation. The broad policy has already been defined by Bomber Command Engineer Staff, and early in February it is anticipated that this Group will be in a position to request the attendance of the Command Engineer Officer to discuss the proposals for placing the M.T. maintenance on a sound footing. Man power is the obvious problem, and even with an increase in maintenance establishment the actual bodies will not be available for some time, if at all.
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Underlined] ENGINEERING. [/underlined]
This control of transport maintenance is an added responsibility to the already hard pressed C.T.O., but it was the natural course of events that this transfer of responsibility should take place as the first major consideration of the C.T.O. is the serviceability of aircraft, and with an inefficient mechanical transport section, the serviceability suffers considerably. C.T.O’s, in their own interests, must endeavour to give as much thought as possible to this transport problem without detracting from their personal interest in the operational efficiency of the aircraft.
[Underlined] FLIGHT ENGINEERS [/underlined]
[Underlined] FUEL GAUGES [/underlined]
A demonstration to prove the accuracy of petrol gauges was laid on at Coningsby on the 25th January, but unfortunately the weather intervened and it was agreed that it would be unsafe to carry out these trials; it was most disappointing as it was hoped that the accuracy or otherwise of these gauges would be proved once and for all. The demonstration will be laid on again at some future date, but in the meantime Flight Engineers can do much to help to prove the statement that these petrol gauges are sufficiently accurate to be relied upon. In the new Flight Engineer’s log (B.C. Form 10) on page 3 under the heading “Flowmeter Reading” four columns will be found; all Flight Engineers, in future, must record in these columns petrol gauge readings throughout the trip, paying particular attention to the reading just before landing and then checking the reading again when the aircraft is parked in dispersal. Care must be taken to read the gauge in the tail down position for this check. With the information gained from Flight Engineer’s Logs, and the results of the demonstration, it will be decided if gauge reading should replace dips to ascertain the fuel remaining in an aircraft after a trip.
[Underlined] PETROL CONSUMPTION. [/underlined]
Petrol consumption throughout the Group has shown a marked improvement over the past twelve months, but occasions still arise in squadrons where two or three aircraft use 210 gallons per hour when all other aircraft use an average of 180 gallons per hour. The Flight Engineer Leader must investigate these cases thoroughly. Points to note are air speeds, revs and boost used and A.S.I. in climb and descent. He must check the last six trips of these aircraft; if he finds high consumption in all cases he must report it to the C.T.O. If, however, he comes to the conclusion that it is the pilot and flight engineer to blame, he must report this to the Commanding Officer of the squadron who will undoubtedly see that the erring pilot and flight engineer receive instructions on engine handling.
[Underlined] FRESH RECRUITS. [/underlined]
When a new Flight Engineer reports to a squadron be must be thoroughly examined by the Flight Engineer Leader to ascertain if he is quite capable of carrying out his duties. Questions should be selected from the 5 Group Lancaster Quiz. If it is found that he is weak in any subject, instruction must be given him without delay. If convenient, the Flight Engineer Leader or his deputy should fly with him on his first N.F.T. or cross-country, to check him on aircraft drills and the way in which he handles throttles, rev levers and his fuel tank manipulation in the air. Any faults must be remedied before he becomes operational.
[Underlined] TRAINING UNIT SERVICEABILITY. [/underlined]
[Table of 5 L.F.S. Aircraft Serviceability]
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Drawing] photography
During the month of January, 54.6% of the night attempts produced successful ground detail photographs, a good figure for this time of the year, and an increase of 8% upon the previous month.
Examination of the table shown on the following page will reveal an improvement in the failures recorded, 5.62% as compared with December, 1944, 9.2% and November, 1944, 12.4%. It should, however, be clearly remembered that discarding the “bomb-door operation” of the F.24 camera is probably one of the causes for this reduction.
The descriptive list still contains many failures which should never occur, and it is hoped that the efforts of all concerned will result in a steady monthly decrease of all technical failures.
Photographers are again reminded that inability to trace the real cause generally results in a failure being classed as “obscure – photographic”. Therefore every effort must be made to root out the causes and to effect cures for future operations.
Now that all units except Nos. 83, 97 and 627 Squadrons are using 100% composite film, it will demand all the skill of the photographers and full supervision of the N.C.O’s to ensure that the attention to detail in making up the composite films, and their final processing is carried out in accordance with B.C. Composite Film Instructions. There is no room for slap dash work when working with colour film. Extreme care in making up the film, correct preparation of solutions, and exact time and temperature during processing are essential. Photographers are reminded that this branch of R.A.F. Photography was introduced by photographers of this Group, and the standards set must be maintained by all Bases.
H. 2. S. photography and the equipment, is not yet receiving the attention that is necessary. This branch of photography is as important as the normal F.24 photography, and Senior N.C.O’s are to see to it that all their staff are skilled in producing the best results in the shortest possible time. The local manufacture of perspex trays and fixed vertical enlargers should do much to solve dark-room problems.
It is not enough to produce good photographs, unless they are available for the Air Staff in the shortest possible time, and in this respect the S.I.O’s and Photographic N.C.O’s should remember that A.C.I.U. waits for all films to arrive before commencing their analysis. This is being delayed unnecessarily because some films are not reaching this Headquarters until five and six days after the raid, and in some cases failure films are as much as 14 days overdue. All films, whether ground detail, target conditions, or technical failures, must reach this Headquarters within the time limits prescribed in B.C.Ph.I’s.
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Underlined] PHOTOGRAPHY [/underlined]
[Underlined] ANALYSIS – NIGHT PHOTOGRAPHY – JANUARY, 1945. [/underlined]
[Table of Night Photography Results Ranked by Squadron]
This photographic inter-squadron ladder is produced on the number of failures (excluding those due to Target Conditions –“T.C.”) incurred during the past month, as a percentage of the number of attempts.
NOTE + (Armt. I = Armt. [underlined] Technical [/underlined] Failures.
(Armt.II = No flash illumination – presumed flash failures.
Owing to the limited number of Day operational sorties during the month of January, 1945, a ladder will not be compiled.
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Drawing] decorations
Supplement No.36866 to London Gazette dated 29th December, 1944.
The KING has been graciously pleased to give orders for the following promotion in, and appointments to, the Most Excellent Order of the British Empire:-
To be Additional Knight Commander of the Military Division of the said Most Excellent Order:-
Air Vice Marshal The Honourable Ralph Alexander Cochrane, C.B., C.B.E., A.F.C., Royal Air Force.
To be Additional Officer of the Military Division of the Military Division [sic] of the said Most Excellent Order:-
Wing Commander Walter Edward Dunn (35210), Royal Air Force.
To be Additional Members of the Military Division of the said Most Excellent Order:-
Acting Squadron Leader Edwin Maurice Undery (79198) R.A.F.V.R.
Acting Flight Lieutenant Henry Rutter Locke (101687) R.A.F.V.R.
The KING has been graciously please to approve the award of the British Empire Medal (Military Division) to the undermentioned:-
560272 Flight Sergeant Frank Haines, Royal Air Force.
The following IMMEDIATE award were approved during the month:-
[Underlined] 54 BASE [/underlined]
W/C J. WOODROFFE, DFC & BAR DSO
W/C M.A. SMITH DFC
[Underlined] 61 SQUADRON [/underlined]
F/O I.H. BYERS DFC
F/SGT G.F. CARTWRIGHT DFM
[Underlined] 83 SQUADRON [/underlined]
W/C J.A. INGHAM, DFC, AFC DSO
[Underlined] 467 SQUADRON [/underlined]
F/O S.V. GEORGE DFC
SGT W.T. STOKES DFM
F/L W.M. KYNOCH DFC
SGT D.J. ALLEN CGM
[Underlined] 227 SQUADRON [/underlined]
SGT R.H. PAYNE DFM
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Underlined] DECORATIONS [/underlined]
The following NON-IMMEDIATE awards were approved during the month:-
[Underlined] 9 SQUADRON [/underlined]
F/O R.F. LEWIS DFC
F/O R.G.W. GROSS DFC
F/O B. GRIFFITHS DFC
P/O E.C. REDFERN DFC
P/O G.F. MAULE DFC
P/O W.J. SHEPPARD DFC
F/O J.D. MELROSE DFC
P/O B. TAYLOR DFC
P/O W.R. HORNE, DFC BAR TO DFC
P/O J.A. PETERSON DFC
F/O C.H. SHEPHERD DFC
F/O J.W. MOORE DFC
W/O C.B. WATTS DFC
F/O A.R. DEARDEN, DFM DFC
F/SGT R.D. KERR DFM
SGT S.G.D.L. MAJOR DFM
F/O S.A. MORRIS DFC
P/O A.M. HOLMES DFC
SGT A.L. CUNNINGHAM DFM
[Underlined] 44 SQUADRON [/underlined]
F/SGT F.A. WELLS DFM
[Underlined] 49 SQUADRON [/underlined]
F/L A.E.W. WYNARD, DFC BAR TO DFC
P/O P.M. ABBOTT DFC
[Underlined] 50 SQUADRON [/underlined]
F/L H.G. McLEOD DFC
F/L H.W.T. ENOCH DFC
F/O E.R. OLIVER DFC
F/O E.H.E. HEARN, DFC BAR TO DFC
F/O A. GEORGE DFC
[Underlined] 57 SQUADRON [/underlined]
W/O C. SHILLAW DFC
P/O C.V. ALLEN DFC
F/O E. GLOVER DFC
F/O N.J. MacDONALD DFC
F/O J.S. BEARD DFC
F/O M.T. CLARKE DFC
[Underlined] 61 SQUADRON [/underlined]
F/O R.J. LING DFC
F/O S. PARKER DFC
F/O H.L. INNISS DFC
[Underlined] 83 SQUADRON [/underlined]
F/O A.J. BOOKER DFC
P/O C. SUMMERSCALES DFC
W/O M.F. INGMIRE DFC
F/L W.E. SIDDLE, DFC BAR TO DFC
F/L A.C. MacDONALD DFC
[Underlined] 97 SQUADRON [/underlined]
F/O G.J. WOOLNOUGH DFC
P/O W. HARVEY DFC
W/O G.O. EDMUNDS DFC
F/L W.G. COOPER, DFC BAR TO DFC
F/O R.B. CANEVER DFC
P/O A. McCRACKEN DFC
F/SGT R. SMITH DFM
F/L C.C. SHERRING DFC
F/O H.W. HAGGERSTON DFC
F/L W.G. ROGERS DFC
F/O W.E. CLAYFIELD DFC
W/O G.A. CARVELL DFC
F/L W.M. REID, DFC BAR TO DFC
S/L W.G. WISHART, DFC & BAR DSO
[Underlined] 106 SQUADRON [/underlined]
W/O E.W. MacDONALD DFC
[Underlined] 207 SQUADRON [/underlined]
F/O R.K. BRADY DFC
F/O J.A. GIDDENS DFC
F/O F. PARKER DFC
P/O N.A. FERGUSON DFC
[Underlined] 463 SQUADRON [/underlined]
F/O R.E. HATTAM DFC
F/O B.K. PURDY DFC
F/L G. GARDEN DFC
F/L A.R.H. MORRIS DFC
F/O G.M. DENHOLM DFC
F/O K. SCHULTZ, DFC BAR TO DFC
F/O R.W. BOARD DFC
F/L D.J. JOHNSTONE DFC
[Underlined] 467 SQUADRON [/underlined]
F/L W.L. BRILL, DSO, DFC BAR TO DFC
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Underlined] 467 SQUADRON [/underlined]
W/O N.J. ERB DFC
F/O A.W. ALLISON DFC
SGT J. PALIN DFM
P/O V.A. BAGGOTT DFC
F/L D.F. McLAUGHLAN DFC
P/O S.J. HAYTON DFC
P/O H.R. PURSER DFC
P/O L.W. WEAVER DFC
P/O C. DEAN DFC
P/O B.F. KENT DFC
F/O S.A. SEMPLE DFC
[Underlined] 617 SQUADRON [/underlined]
F/O D.H. CHENEY DFC
[Underlined] 619 SQUADRON [/underlined]
F/O W.G. STEVENS DFC
P/O A.B. NEILSON DFC
P/O J.R. HILL DFC
P/O K.H. YOUDALE DFC
[Underlined] 627 SQUADRON [/underlined]
F/SGT W.W.M. DEBOOS, DFC BAR TO DFC
F/L J.B. MITCHELL DFC
[Underlined] 630 SQUADRON [/underlined]
F/O A.R. KERR DFC
P/O W.K. GOODHEW DFC
F/O H. LONG DFC
P/O D.R. MALLISON DFC
P/O M.A. SWAIN DFC
P/O R.P. MITCHELL DFC
F/O R.L. McCANN DFC
F/SGT E.J. BROWNE DFM
W/C BLOME-JONES DFC
“V” GROUP NEWS. NO.30. JANUARY, 1945.
[Page break]
war effort
[Table of Aircraft, Sorties and Results Ranked by Squadron]
[Underlined] NOTES: [/underlined] Squadrons are placed in the above table in order of “Successful Sorties per average aircraft on charge”. In view of their special duties, Nos. 9, 49, 83, 97, 617 and 627 Squadrons are shown separately. In cases where a crew has flown in an aircraft of another Squadron, the sortie is divided between the two Squadrons. Squadrons above establishment are calculated on an establishment of 20.
[Page break]
[Drawing] equipment
[Underlined] COLD WEATHER. [/underlined]
The whole country has recently had one of the coldest spells in human memory; in fact in Lincolnshire we thought it much colder. At any rate Equipment Officers managed to keep their stations fairly warm. In view of the strictness of the regulations on rationing of coal and coke they are to be congratulated.
Equipment Officers should look to their fuel stocks; there may be another cold spell.
[Underlined] THEFT. [/underlined]
Equipment Officers should check every now and again the registered mail book. A case has come to light where an N.C.O. Equipment Assistant made it his job to collect the registered mail and also by some means managed to get the blue I.V’s given to him. Thus by destroying certain of the blues he was able to get away with quite a number of watches.
So carry out surprise checks on the registered mail.
[Underlined] CONFERENCE. [/underlined]
The Group Equipment Officers’ Conference was held this month at Bomber Command. Many points of interest were discussed and the minutes which have been received at this Headquarters will be passed to Base Equipment Officers in due course.
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Drawing] A LETTER FROM “A DEAD CITY”
We publish below a letter written from Brunswick to a German Soldier on 17th November, 1944. The names and address shown are entirely fictitious, but the letter itself is authentic.
Beckenwerker Strasse 157
Braunschweig
Nov 17
My Dear Karl,
I would have replied to your last letter earlier but in consequence of the great raid on Braunschweig we were without light or water for a long time and we are still without gas. Braunschweig was completely reduced to dust and ashes by a heavy night raid on the 15th. October. We were very lucky – the Forchaus is still standing quite undamaged. The Kraft Durch Freude Hall and factory bay and a hostel were destroyed. It is said that Braunschweig is the most severely damaged town, apart from Darmstadt. Gauleiter Lauterbacher called Braunschweig “the dead city”. Its innumerable citizens were charred or burned in their cellars, there are even yet any number of missing. The numbers of dead runs to about a thousand. All the same the victims are few when considering the destruction. We are at present completely cut off from the world; as our station is destroyed, as well as the signal box and the installations, no trains are arriving here.
We are weary of the war and hope it will end soon. God keep you.
Emma.
Reference is made to the attack by aircraft of this Group on the night of 14/15th October, 1944, which was dealt with in detail and photographs published in the November issue of the NEWS.
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Drawing] war savings
[Table of War Savings by Station]
GRAND TOTAL NATIONAL SAVINGS FOR JANUARY, 1945 - £8,711 13. 6d.
A – Approximate number of pence per head.
B – Approximate percentage of personnel saving.
C – Total savings.
[Page break]
[Underlined] DISTRIBUTION LIST. [/underlined]
[Underlined] EXTERNAL. [/underlined]
No. 53 Base … 28
No. 54 Base … 28
No. 55 Base … 24
No. 56 Base … 20
No. 75 Base (“For Attention Base Intelligence Officer”) … 4
Headquarters, Bomber Command … 6
Headquarters, Bombe Command – Eng. Staff … 1
Dr. B.G. Dickens, O.R.S., H.Q. B.C. … 1
Headquarters, Flying Training Command … 1
H.Q., P.F.F., Wyton … 1
P.N.Z.A.F. Headquarters, Strand, W.C. (vis H.Q. B.C.) … 1
R.A.A.F. Overseas Headquarters, Kodak House, 63 Kingsway, W.C.2 …2
Air Ministry, T.O.I. … 1
Air Ministry (D.D.T. Nav.) … 2
W/Cdr. Nairn M.A.P., Map Room, 6123, Thames House, Millbank, S.W. 1
A/Cdr. H.L. Patch, C.B.E., Air Ministry (D.Arm.R.), King Charles Street, Whitehall … 1
G/Capt. C. Dann, O.B.E., M.A.P., Millbank … 1
Air Chief Marshal Sir E.R. Ludlow-Hewitt, K.C.B., C.B.E., C.M.G., D.S.O., M.C., A.D.C., 136, Richmond Hill, Richmond, Surrey. … 1
Air Marshal The Hon. Sir R.A. Cochrane, K.B.E., C.B., A.F.C., A.O.C.-in-C., Transport Command … 1
Air Vice Marshal Coryton, C.B., M.V.O., D.F.C., A.O.C. 3rd Tactical Air Force, South East Asia … 1
Air Commodore H.V. Satterly, C.B.E., D.F.C., Headquarters, No.54 Base 1
S/Ldr. D.A. Green, D.S.O., D.F.C., Bomber Command Tactical School, Finningley … 1
Headquarters, No.92 Group … 6
Headquarters, Nos. 1, 2, 3, 4, 6, 7, 21, 23, 25, 54, 91, Groups 1
Headquarters, No.29 Group … 12
Nos. 11, 14, 16, 18 O.T.U’s … 1
No. 16 O.T.U. (Intelligence Section) … 2
S.I.O., No.27 O.T.U., Lichfield … 1
S.I.O., No.29 O.T.U., Bruntingthorpe … 1
T.A.D.U., Cardington … 1
Director of Studies, Advanced Armament Course, Fort Halstead, Nr. Sevenoaks, Kent … 1
R.A.F. Station, Jurby … 1
R.A.F. Station, Manby … 1
R.A.F. Station, Silverstone … 2
N.C.O. i/c Bombing Range, Wainfleet … 1
No. 93 M.U. … 1
R.A.F. Staff College … 1
Polish Air Force Staff College, Beach Hotel, Weston-Super-Mare 1
Empire Air Navigation School, Shawbury … 2
No.25 Group, School of Air Sea Rescue … 1
92 Group Navigation & Signals Instructors’ School, Little Horwood, Nr. Bletchley, Bucks … 1
Aircrew School, Balderton … 2
Bomber Command Instructors’ School, Finningley … 2
[Underlined] INTERNAL. [/underlined]
A.O.C. … 1
S.O.A. …1
OPS. 1 … 1
S.MET.O. … 1
C.S.O. … 2
O.R.S. … 1
G.T.I. … 1
G.F.C.O. … 1
P.R.O. … 1
OPS. RECORD BOOK … 2
CIRCULATION … 4
FILE … 1
“V” GROUP NEWS. NO. 30. JANUARY, 1945.
[Page break]
[Blank Page]
[Page break]
[Stamp]
9 Wadd.
10 Skell.
6 Bdy.
2 Minuted.
Dublin Core
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
V Group News, January 1945
5 Group News, January 1945
Description
An account of the resource
Five Group Newsletter, number 30, January 1945. Includes a foreword by the Air Officer Commanding, and articles on famous last words, operations, navigation, this month's bouquets, radar navigation, tactics, air bombing, signals, gardening, training, second thoughts for pilots, accidents, gunnery, armament, flying control, aircrew safety, engineering, photography, decorations, war effort, equipment, a letter from a dead city, war savings,
In accordance with the conditions stipulated by the donor, this item is available only at the University of Lincoln.
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
1945-01
Contributor
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Anne-Marie Watson
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
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59 printed sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
MStephensonS1833673-160205
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Belgium
Czech Republic
France
Germany
Great Britain
Norway
Poland
Germany--Braunschweig
England--Lincolnshire
Germany--Heilbronn
Germany--Dortmund-Ems Canal
Germany--Ladbergen
Germany--Mittelland Canal
France--Royan
Belgium--Houffalize
Poland--Police (Województwo Zachodniopomorskie)
Germany--Leuna
Czech Republic--Most
Norway--Bergen
Temporal Coverage
Temporal characteristics of the resource.
1945-01
5 Group
air gunner
aircrew
bomb aimer
bombing
Distinguished Flying Cross
Distinguished Flying Medal
Distinguished Service Order
flight engineer
Gee
H2S
Lancaster
Master Bomber
mine laying
Mosquito
navigator
pilot
radar
rivalry
Tallboy
training
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1243/16325/PAllenBW1807.1.jpg
c59352a139e0565131cc604a6f76faa3
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
Allen, Bert
B W Allen
Description
An account of the resource
22 items. the collection concerns Bert Allen (1923 - 1993, 1898094 Royal Air Force) and contains his log book and photographs, including some taken in Mauripur and Mumbai. He flew operations as an air gunner with 207 Squadron from RAF Spilsby. He was subsequently posted to India and was demobbed in 1946.
The collection has been loaned to the IBCC Digital Archive for digitisation by Mathew Allen and catalogued by Peter Adams.
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-05-03
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Allen, BW
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
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
Reconnaissance photograph, post bombing, of Brux industrial plant, Czechoslavakia
Description
An account of the resource
Reconnaissance photograph of heavily industrialised area. Approximately one third of the area is obscured by cloud. There is considerable cratering across the area, and extensive damage to the industrial buildings and railway is visible. Caption in margin reads '3048', '106C 4596 2 MAR 45 F/36"' Caption on photograph reads 'BRUX K3891 Dist. 91c' '1490'
Date
A point or period of time associated with an event in the lifecycle of the resource
1945-03-02
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PAllenBW1807
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
United States Army Air Force
Conforms To
An established standard to which the described resource conforms.
Geolocated
Spatial Coverage
Spatial characteristics of the resource.
Czech Republic
Czech Republic--Most
Temporal Coverage
Temporal characteristics of the resource.
1945-03-02
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
aerial photograph
reconnaissance photograph
-
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/.
Spatial Coverage
Spatial characteristics of the resource.
Czech Republic--Most
Title
A name given to the resource
Most [place]
Brüx, Brux
Description
An account of the resource
This page is an entry point for a place. Please use the links below to see all relevant documents available in the Archive.
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/608/10477/LMcDonaldEA1076160v1.2.pdf
b74469a4f6435287ae62e0158e993705
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
McDonald, Edward Allan
E A McDonald
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
McDonald, EA
Description
An account of the resource
Ten items. Two oral history interviews with Edward Allan McDonald (1922 - 2020, 1076170, Royal Air Force), a memoir, his log book, documents and photographs. He flew 28 operations as a rear gunner with 50 Squadron from RAF Skellingthorpe.
The collection has been loaned to the IBCC Digital Archive for digitisation by Edward Allan McDonald and catalogued by Barry Hunter.
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-13
2015-09-18
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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
Edward Allan McDonald's flying log book for navigators, air bombers, air gunner, flight engineers
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.
Description
An account of the resource
Flying log book for navigators, air bombers, air gunner, flight engineers for Edward Allan McDonald, air gunner, covering the period from 10 march 1944 to 1 June 1945. He was stationed at RAF Evanton, RAF Market Harborough, RAF Winthorpe, RAF Syerston and RAF Skellingthorpe. Aircraft flown in were. Anson, Wellington, Stirling and Lancaster. He flew a total of 28 operations with 50 squadron, 6 Daylight and 22 night operations. Targets were, Homberg, Dusseldorf, Ladbergen, Trondheim, Munich, Gdynia, Mitteland, Politz, Merseburg, Brux, Siegen, Karlsruhe, Bohlen, Mitteland Canal, Dortmund Ems Canal, Harburg, Essen, Dortmund, Lutzkendorf, Wurzburg, Nordhausen, Molbis, Flensburg and Vallo. His pilot on operations was Flight Lieutenant Skilling.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Format
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One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LMcDonaldEA1076160v1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Czech Republic
Germany
Great Britain
Norway
Poland
England--Lincolnshire
England--Nottinghamshire
Germany--Dortmund
Germany--Dortmund-Ems Canal
Germany--Düsseldorf
Germany--Essen
Germany--Flensburg
Germany--Harburg (Landkreis)
Germany--Homberg (Kassel)
Germany--Karlsruhe
Germany--Leipzig
Germany--Merseburg
Germany--Mittelland Canal
Germany--Munich
Germany--Nordhausen (Thuringia)
Germany--Siegen
Germany--Steinfurt (North Rhine-Westphalia)
Germany--Würzburg
Norway--Oslo
Norway--Trondheim
Poland--Gdynia
Poland--Police (Województwo Zachodniopomorskie)
Scotland--Ross and Cromarty
Czech Republic--Most
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1944
1945
1944-11-01
1944-11-02
1944-11-03
1944-11-04
1944-11-05
1944-11-22
1944-11-23
1944-11-26
1944-11-27
1944-12-17
1944-12-18
1944-12-19
1945-01-01
1945-01-02
1945-01-13
1945-01-14
1945-01-16
1945-01-17
1945-02-01
1945-02-02
1945-02-03
1945-02-19
1945-02-20
1945-02-21
1945-02-24
1945-03-03
1945-03-04
1945-03-05
1945-03-06
1945-03-07
1945-03-08
1945-03-11
1945-03-12
1945-03-14
1945-03-15
1945-03-16
1945-03-17
1945-04-04
1945-04-07
1945-04-08
1945-04-09
1945-04-23
1945-04-25
1945-04-26
14 OTU
1661 HCU
50 Squadron
air gunner
Air Gunnery School
aircrew
Anson
bombing
forced landing
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
Operational Training Unit
RAF Evanton
RAF Market Harborough
RAF Skellingthorpe
RAF Syerston
RAF Winthorpe
Stirling
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/959/9416/PPopeKMJ18010063.1.jpg
ef01052a2484b90de078fe5df2232079
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
Pope, Kenneth. Album
Description
An account of the resource
79 items. The album concerns Sergeant Kenneth Malcom John Pope, (b. 1924, 1876733 Royal Air Force). He completed 32 operations as a flight engineer with 467 Squadron from RAF Waddington. The album contains his log book, photographs, letters, and newspaper cuttings about the operations he took part in.
The collection has been loaned to the IBCC Digital Archive for digitisation by Susan Elizabeth Kelly and catalogued by Trevor Hardcastle.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
K M J Pope
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-02-15
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined]
Twentieth Operation
BRUX or MOST
Tuesday Night. January 16th 1945
Airborne 9hrs 25mins
[/underlined]
R.A.F. SEND OUT 1200 BOMBERS
1600 Mile Raid by 200 Lancasters
United States Eigth Air Force heavy bombers, with fighter escort, were over Germany again to-day.
R.A.F. Bomber Command sent out more than 1200 aircraft last night. They hit three synthetic oil plants in Germany and Czecho-Slovakia.
About 200 Lancasters made a round trip of over 1600 miles to drop a great weight of bombs in a concentrated attack on the synthetic oil plant [inserted] X [/inserted] [underlined] Brux [/underlined] [inserted] X [/inserted] in the Sudetenland of Czecho-Slovakia.
This is the first time this target has been hit from England, but it has previously been attacked by United States heavies from the Mediterranean – the most recent blow being on Christmas day.
A second large force of Lancasters attacked the smaller synthetic oil plant at Zeitz, near Leipzig, 530 miles from London. All crews agree that the attack went according to plan.
Others attacked the oil plant at Wanne Eickel, the fifth largest oil plant in the Ruhr.
And nearly 400 Halifaxes bombed the industrial town of Magdeburg, 500 miles from London, the largest town in Saxony.
Objectives in Mannheim and Hamburg were also bombed, and mines were laid in enemy waters.
From these operations 28 of our aircraft are missing.
1,000 RAF BOMBERS HELP THE RUSSIANS
More than a thousand RAF bombers went out from England to help the Russians on the Eastern Front.
Announcing this, the Air Ministry said the raid was to “prevent the Germans sending large bodies of troops and equipment to the Eastern Front.”
Three main railway centres were heavily attacked – Mainz, Ludwigshaven and Siegen. Berlin was also bombed.
[underlined]
Twenty First Operation.
SIEGEN
Thursday Night. February 1st 1945.
Airborne 7hrs 30mins
[/underlined]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Twentieth and twenty first operations, Brux and Siegen
Description
An account of the resource
Handwritten notes giving brief description of the operations, two relevant newspaper clippings titled 'R.A.F send out 1200 bombers. 1600 mile raid by 200 Lancasters' and '1,000 RAF bombers help the Russians'.
Identifier
An unambiguous reference to the resource within a given context
PPopeKMJ18010063
Spatial Coverage
Spatial characteristics of the resource.
Czech Republic
Germany
Czech Republic--Most
Germany--Siegen
Temporal Coverage
Temporal characteristics of the resource.
1945-02-01
1945-02-02
1945-01-16
1945-01-17
Format
The file format, physical medium, or dimensions of the resource
Two handwritten notes and three newspaper cuttings on an album page
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Map
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Andy Hamilton
bombing
propaganda