2
25
440
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/640/8910/ASmithBM170118.1.mp3
80a4542cbc4605b7e4b258e8665a4cee
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, Barry
Barry Michael Smith
B M 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, BM
Description
An account of the resource
Four items. An oral history interview with Sergeant Barry Smith (b.1929, 582398 Royal Air Force). He was an aprentice at RAF Halton and served as a fitter. Also includes service memoir and a photograph.
The collection has been donated to the IBCC Digital Archive by Barry Smith and catalogued by Nigel Huckins.
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 audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
CB: My name is Chris Brockbank and today is the 18th of January 2017 and I’m in Bierton with Barry Smith who went to Halton and then served a long time in the RAF. So what are your first recollections of life Barry?
BM: Um, Stotfold in Oxford — in Bedfordshire, um, which was where my father and mother moved to when my father was posted to RAF Henlow, um, which I think was about twelve months — um, sorry.
CB: That’s OK.
BM: That was silly.
CB: I’ll just stop for a mo [interview stopped at 0:00:57 and restarted 0:01:00]. OK Barry, so what are your earliest recollections then of life really?
BM: In Coppice Mead in Stotfold, which was a row of houses that were built by a Mr Turby Gentle [?], twenty four houses and we occupied those in round about 1935. My father was at — posted, stationed Henlow, at RAF Henlow, and was an airframe fitter and, er, we stayed there until 1940 when he’d moved to RAF Brize Norton, um, on 30— 6MU and we moved subsequently to Witney in Oxfordshire, er, into a set of new houses that had been built especially for the Ministry of Defence called Springfield Oval. My record — my recollections of that include my mother calling me out of bed one night into — to look out of the window of the bathroom across Witney to see some — a big fire in the middle of Witney. A stray German bomber had dropped a stick of three bombs in Witney and, er, they’d set alight a row of army trucks that were on the church green and, er, my mother was really quite worried that the Germans were there. It didn’t bother me at all of course because I was unaware of the risks involved in bombs dropping. Pause. [interview stopped at 02.55.9 and restarted at 03:02:1]
CB: Before you went to Brize you were in Stotfold. So what are your experiences there?
BM: Um, well I recall starting school and walking to school with a little girl who lived down the road and she used to come and call for me, a lady, young lady named Pat Trafford, and we used to walk to St Mary’s Infants School and they moved to Cardington, um, near Bedford, and I continued going to school on my own and then we moved, age of seven, I moved up to the boys school in Stotfold, Stotfold County Boys School, it was called I think. And I used to walk there called Glen Wogan, who was my — our next door neighbour and we were usually late, late back from lunch because, er, we used to pick conkers and chestnuts and walnuts and things on the way back to school after lunch. So we invariably got the cane for being late back to school, um, and Mr Thomas who was the — was our teacher at that time used to wield an inch thick mixing stick that he used to mix the Horlicks with and that hurt, um, and we used to get three of those on each hand if we were late and thought noth— thought nothing seriously of it. And then we moved to — as I say we moved to —from Stotfold subsequently we moved to Witney. Hold it. [interview stopped at 0:04:51:0 and restarted at 0:55:7:00]
CB: So you lived in Witney. What, what were the houses?
BS: There were fifty houses that were built, semi-detached houses, built in Springfield Oval for the Ministry of Defence. We lived in number three so my dad got off the mark fairly early apparently but most of the people round there actually worked — the men worked at Brize Norton.
CB: For the RAF.
BS: For the RAF and — but they were all civilians and, er, I remember Mr Glaister walking to the bus in the middle of winter in his Home, um, Home Guard uniform, he was a lieutenant I think in the Home Guard. And he subsequently died as a result of his chilblains, um, going up —
CB: Because of being on duty in the cold weather.
BS: Insisting on wearing his boots and, and gaiters and so on and so forth and he had, as I say, chilblains and they got the better of his legs and he subsequently died as a result. My dad never joined the Home Guard a. He was too short and b. I think he felt that they were toy soldiers which was naughty really but he was [emphasis] the air raid warden so we housed all the spare stirrup pumps and buckets and, um, all that memorabilia for fighting fires. So we learned how to handle incendiary bombs if they fell. I don’t know where they were going to fall but we didn’t get any. As I say, the only three bombs we got were dropped in the centre of Witney which was a mile and a half a mile away across the valley. [background noise]
CB: Your father was originally in the RAF but he was on a —
BS: A seven and five year engagement.
CB: Which meant what?
BS: Seven years and five years, seven years in the colours and five years on the reserve.
CB: OK.
BS: And his seven years would have ended in 1935, um, and he and Mr Trafford that I spoke of earlier were employed as civilians at RAF Cardington by then and subsequently was — he was posted from Cardington to RAF Brize Norton, um, but as far as I know Mr Trafford carried on working at Cardington, as far — you know.
CB: And what did your father do at Brize Norton?
BS: He was a civilian air raid — airframe fitter.
CB: Oh, he was. Right. So, how long did he work there?
BS: Oh, until he, he retired in — at sixty I think and got — or was made redundant around about aged sixty and got a job as a postman and delivered the, the mail around Witney for a few years.
CB: When the war, when the war came was he not recalled to the RAF?
BS: Because he’d got a reserved occupation at Brize Norton.
CB: He was in the reserves but he had a reserved occupation?
BS: Had reserved occupation so he wasn’t called up.
CB: How extraordinary.
BS: So he was really rather fortunate.
CB: Yes. OK.
BS: And during that time he used to bring home for me bullets and bits and pieces that he’d picked up on the airfield and I used to strip them down and used the contents to make fireworks which was a little bit naughty but, er, we did, and I learned while I was at school in Witney, um, how to make gunpowder. And that was rather convenient because the chemist would always sell us, um, potassium perm— potassium nitrate because you could use potassium nitrate for curing rabbit pelts, um, which was why we bought the potassium nitrate but, of course, we made our own charcoal by burning willow twigs in a chocolate, a cocoa tin, and we got our sulphur from Early’s Mills because Earlys used to use — they’d got big wooden sheds that they used to hang the blankets in to bleach them and they bleached them by burning raw sulphur and, of course, there was always a lot of odd bits of sulphur sticks hanging around and we used to get our sulphur from that. So the combinations we had to work out of sulphur and charcoal and potassium nitrate, we had to work out what the thing was to make a sensible bang, which we succeeded in doing.
CB: To what extent did your teacher know about these activities?
BS: He didn’t. He didn’t. He didn’t even tell us the combination of the — um, making the gunpowder. We had to work that out ourselves but I did take an interest in chemistry while I was at, um, that central school in Witney. And my gardening master, Mr Goldsmith, er, was a German Jew refugee, who taught us gardening and he was superb. He roused my interest in chemistry and biological, um, chemistry and that sort of thing and roused, as I say, roused my whole concept of chemistry, especially biological chemistry, which I never followed up. But um —
CB: So how long were you at this school for?
BS: Until I was fourteen, until I was — and then my — I had an extension. I was the only one — there were two of us, um, had homework for a number of years and two of us managed to stay on or were invited to stay on for an extra year, so I was fifteen by the time I actually left, but there was only two of us in school who stayed on ‘till fifteen. [cough] And my mum then got me a job with Mr Mallard who was an optical manufacturer or a — and I was employed as an optical lens maker.
BT: Grinding up.
BS. Grinding lenses, um, for prescriptions for glasses and I worked there. I’d taken the exams to join the Royal Air Force which was my father’s oranis— organisation, um, he had guided my studies at school and guided the fact that I had homework and nobody else did, um, and made arrangements for me to sit the Halton apprentice entrance examination which I think had he not been in the service I wouldn’t have got through to the, um, invitation stage because I’m sure I didn’t pass the exam and, er, I got to Halton, as I said, in February 1945.
CB: OK. [background noise]
BS: The day war broke out —
CB: Yes?
BT: [laugh]
BS: It was a lovely summer’s day and I came — it was a Sunday and I came in from the garden, having been digging an air raid shelter, to find my mother in tears.
BT: In tears.
BS: And I wondered why she was crying and she said told me, she said, ‘Because we’re at war.’
CB: And then what? What happened then?
BS: Well she stopped crying eventually and, er, we carried on building or digging this air raid shelter and putting some, um, corrugated iron over the top to put a lid on it, um, but it wasn’t a very good air raid shelter and we didn’t follow it up to —.
CB: Did you ever use it?
BS: No. No.
CB: Right.
BS: There was no evidence of the war in Stotfold while we were there and we went to — as I say we moved to Witney in Oxfordshire in 1940 anyway, late 1940, and I think that when those three bombs dropped in Witney it was an aircraft returning from Coventry, um, and didn’t want to go home with his bombs so he just ditched them so he could get home quicker, which you can’t blame him for I suppose.
CB: Right, so you were close to Brize Norton airfield which still operational —
BS: Five miles away.
CB: Yep. And so were — how were you aware of what was going on? Did it become busy and did it get bombed? Or what happened?
BS: No. I — we became aware of it getting busy at Brize Norton when they starting practising towing gliders, um, Hamilcars and —
CB: Horsas.
BS: Horsas, yeah, and Hectors, but the little small ones that they, they practiced with, and, er, they were towing those with Albemarle aircraft and, and we were aware of them training with those gliders. No concept of what they were for, of course, um, but that was the only evidence really we saw. I do remember going to boy scouts. We used to go to boy scouts on a Monday night and I remember that during one of the winters but I can’t remember which it would have been, ‘42 perhaps, ’4—, can’t remember but I remember standing outside autumn-ish, so it was a cold dark night and standing outside the scout hut and my patrol leader saying, ‘Ah, they’re Jerries you know.’ We heard the drone of these aircraft flying overhead but we didn’t see anything but I’m fairly confident they were on their way. We would have been on the route to Coventry and it might well have been one of the raids in that direction that we were aware of but no idea of what it was all about. But that was the only connection really. During the war we got, er, evidence of, um, Americans in the town, stationed, and they were stationed on the church green I remember and we used to scrounge chewing gum off of them and, um, that sort of thing but they, they didn’t stay there all that long but I remember there was an air raid shelter in Witney, um, hard by the church green I remember and we were rather concerned that if a bomb dropped near that it might well not be man enough to hold up and, er, I remember hearing around about that time of a, an air raid shelter that I imagined to be very similar actually being hit by a bomb and I don’t quite — that would have come in the news but I can remember picturing the event and what would have happened if the bomb had hit that particular air raid shelter, um, which was — yeah, eye opening, but that was the only concern.
CB: At, um, school to what extent did the pupils discuss the war?
BS: Not very much. No, very, very little. We were very only slightly concerned. We used to dig for victory of course. We had one half day a week at the allotment that the school ran, um, and my father I know was keen on cultivating food in our garden and he also took a, an allotment on, fairly close to where we lived and, of course, rationing was of some consequence. I don’t remember ever being hungry, um, and I do remember later on going down on my dad’s bike to do the shopping on a Saturday morning and going from shop to shop to find out what they’d got under the counter, um, like chocolate and sweets and so on and so forth and I used to go down on a Saturday morning to buy exotic, as far as I was concerned, exotic cakes, cream cakes and jam sponges and things and I used to buy a quantity of these for the neighbours and cycle home with this half a dozen or so cakes but they were only available in this one particular bakers which was rather fascinating. [background noise] [laugh]
CB: So being a commercial minded sort of chap did you have a little business running on this sort of thing?
BS: No. What I, I did do, I used to go down to the River Windrush and catch crayfish and my mum used to cook them, drop them into a big boil— boiling vat, a saucepan of boiling water, and cook these crayfish and I’d go round these fifty houses and I used to sell them at a penny each. So yes I did, yeah.
CB: And what was rationing like?
BS: I was never really aware. I, you know, I wouldn’t know what an ounce of butter looked like anyway, you know. I don’t ever remember going short. If I wanted a slice of bread I had one. If I wanted — you know. Alright we used to get a bit of dripping here and there and — to go on the bread but you lived as it came, didn’t you? You know, you lived as — I, as I say I don’t ever remember going hungry. And we had rabbit of course and, and we used to — we bred our own rabbits, or at least my dad did, so we used to have a rabbit fairly frequently.
CB: Did you go out catching them as well?
BS: No. I think we may have — my mum may have bought a rabbit from time to time but I, I’m not really very — much aware of that.
CB: So you were due to leave school at fourteen.
BS: Stayed on.
CB: But you had an extension until you were fifteen but you had an extension to fifteen —
BS: Yes.
CB: What was the purpose of that?
BS: Um, the essence was that I was qualifying or training, if you like, to be able to pass this exam, this entrance exam for the RAF and, um, I could take the entrance exam when I was fifteen and a half, um, and my dad wanted to be sure that I was capable of passing it. So yes, I stayed on to train for the examination I suppose for the entrance exam for the RAF.
CB: And what happened when you took the exam?
BS: [slight laugh] I wish I could remember. As I say, I was called forward in the February of ’45 to come to Halton for interview and attestation, if that was to be, selection if you like and attestation, um, and we were all marched into the — what is now the Trenchard Museum which was the Henderson Grove Gymnasium at the time, for sorting out and, um, allocation of trades, and I had applied to be a radio technician and by the time they got down to me they’d got all the radio technicians they wanted and they said, ‘No. There isn’t a vacancy for you. Would you like to be an electrician?’ So I said, ‘Yes please.’ But it wasn’t my first choice but I think I was rather lucky to get that.
CB: So then when you’d got that how did that work? They had, er, an initial interviewing and kitting out and then what?
BS: Well, well initially of course we had to get kitted, kitted out. We were put, we were into groups which they’d labelled A, B, C, D, E, F, G, H, I ,J, K, parties of about sixteen, a roomful of about sixteen chaps who had been given their trades, and then we were moved into — we got our kits and so on and had to stamp them all up with our service numbers and, er, and then we were allocated rooms according to trade and, er, most of my electrician mates went into two rooms but there wasn’t room for myself and my mate John Rouchier [?]. We were in another block and then subsequently [emphasis] moved, fairly quickly actually, but moved down to another room full of engine [emphasis] fitters so we were the only two electricians in a room of elec— of engine fitters, er, which was in some ways disappointing but it didn’t really matter. We still got matey with the people who were in the room and you know —
CB: How many people in the room?
BS: Sixteen.
CB: And this is in a block?
BS: Of six rooms.
CB: Of six rooms, OK.
BS: And with an inside bunk and an outside bunk which was occupied by a senior apprentice NCO apprentice. Normally you had a sergeant apprentice in the inside bunk and then, um, a leading apprentice was in charge of the room outside, in one of the — in the first bed by the bunk, if you like, but then the sergeant apprentice who was in charge of the block would be in one of the outside bunks.
CB: And, and this was part of the process with a senior person to keep control?
BS: Oh yes. A, a senior entry of course, um, which made sense. They were almost like schoolboy monitors I suppose.
CB: So there were several barrack blocks, um, with this?
BS: We occupied two barrack blocks.
CB: OK. So how many people in total? This is your entry, number —
BS: Fifty at entry.
CB: Number fifty entry, yeah.
BS: Well about two hundred and — I can’t recall now. About two hundred and fifty of us stayed at Halton. About fifty more actually went to Cranwell as the RAF — as the radio and radar fitters. The precise numbers of course I’ve got recorded there.
CB: In your book. Yeah. So here you are —
BS: Go on. OK.
CB: Yes, so here you are allocated accommodation. What did, what did you do? You, you were conducted into the RAF in a sequence so how did that work?
BS: Oh the attestation sequence you’re referring to. We were taken up in groups, essentially room groups, into the upstairs of the NAAFI, um, and sat at a desk on which there was our attestation papers which we had to read and sign and we were obliged to, to do the oath of, um, allegiance to the Crown and we were allocated at that point our service numbers of course. [background noise]
CB: Uniform?
BS: Oh, we were in uniform by that time, er, that was before we were issued with our uniforms, yes of course, yeah.
CB: So then you had to get your uniforms and how distinctive were those? OK.
BS: I need time. [background noise]
CB: The reason I asked you about the clothing because it’s distinctive within the trades in some ways and within the speciality of being an apprentice. So how did that go?
BS: The significant thing about uniforms initially was that the only distinction we had that we were apprentices, other than any other kind of member of the Royal Air Force, was that we were issued with the four-bladed propeller wheel badge which we was to sew onto our left arm, um, of our tunics. We were issued with two tunics and when we got our kit wheel badges to go on the great coat and our two tunics and cap badges, of course, to go on our forage cap and our service dress cap, the peaked service dress cap. We were also issued with a coloured band to go round our service dress cap and one to go round our forage cap which determined which squadron we belonged to and we became D Squadron of 1 Wing with a brown, um, a chocolate brown band, which was fairly soon changed because of objections to, um, a chocolate brown and orange checked band and that was then changed to a pale blue one when we became A Squadron of 2 Wing. Then we moved to 3 Wing and got an orange band and a red disk behind the cap badge to indicate that we were A Squadron of now 3 Wing. So from being a squadron identification the band became a wing identification at that particular time. [pause] [background noise]
CB: So we’ve talked about your uniform, er, and the variations of it but in practical terms here you are in a. In a training establishment and b. In a technical training establishment which tends to be dirty. So how did they deal with that?
BS: Well we were issued with a pair of overalls we called them. I believe you called them —
CB: Overalls is fine. Yeah.
BS: And they were changed if they got dirty but essentially once a week, collectively, and when they came back from the laundry, um, you tried to pick out a pair that a. Fitted you and b. Weren’t too torn but, yeah, it was, um, pot luck what you got so, you know, so occasionally you finished up with a rough old pair of overalls that had got no buttons or method of fixing but those we wore at workshops, when we went to where we did the practical. When we went to schools, of course, where we did the academic side of the training we just wore ordinary uniform, er, even when we went into the laboratories in schools but of course we weren’t doing anything particularly grubby in schools and —
CB: When you say in schools it’s because there are departments of technical training that you call the school?
BS: The school was where the academic subjects were handled which were maths and science, um, mechanics. Science tended to deal with, um, your trade topics and the — we had a general studies which did the history of the RAF and the history of flying and general topics, um, including little bits of Shakespeare and, as I say, they were called general studies and one of our major tasks during the two years that we did of schools — ‘cause although the apprenticeship was three years only two years was spent doing academic subjects, and we qualified, those of us who were good enough, qualified for the First Ordinary National Certificate. But the task, as far as I was concerned, the main task we had to do in the academic line was to assemble an essay of, I don’t know, I don’t remember, five thousand words or something, fairly extensive essay we had to dream up and to those of us who hadn’t then or even now hadn’t a good command of the English language that was a bit of a challenge but there you go, I did one, and managed to pass. But as I say the school’s activity, academic activity went on for two years when we sat the First National Certificate which included at that [emphasis] time, um, maths and science essentially and, er, general studies wasn’t included, I don’t think but, er, as I say that, that was just two years, um, what was it? I can’t — [background noise]
CB: And we’ve talked about academic stuff and we’ve talked about practical but, to put it into context, there were lots of other things you had to do, like PT and marching and so on, so just take us through would you? A typical day. You wake up and what did you do?
BS: Well I think some of it can be put into context by a little rhyme that was actually printed in a 1939 issue of the “Haltonian” magazine, which starts off with, “In the dwellings of the birdmen and the barrack blocks behind them grew up the handsome air apprentice 5620 Hiawatha. Every morning at the sunrise baring, blaring bugles broke his slumbers, roused him from his iron bedstead, bestead hard and bedstead cruel, air apprentice for the use of. Next would find him, um, eating flesh, round the fleshpots.” No, no. “Bitterly —” I’ve ruined it. [laugh] [unclear]
CB: So you’d wake up in the morning and what would happen?
BS: With the, the reveille.
CB: Yep. Which is on the tannoy and the tannoy is a loudspeaker?
BS: No, it was a proper, proper —
CB: Bugle?
BS: Trumpet, proper trumpet, and you’d go and get washed and dressed and shaved, if you had to, and you’d go with your mug and irons (your knife, fork and spoon and cup), walk up to the mess (we had our own mess hall) for breakfast, and you’d queue up for your porridge and cornflakes or whatever and egg and bacon. We were very well fed actually, um, and normally [emphasis] they were issued — they were handed out by a mess cook, who was someone from the room who was given the duty of picking up a tray of eggs and bacon or whatever from the servery, and bringing it to the table to distribute to, to his own room at that table. After breakfast, um, we’d almost certainly be called out for parade, to form up to march down to schools or to workshops, most frequently behind either the pipe band or the brass band. We’d be carrying our books if we were going to school in our satchel, in our side pack, or if we were going to workshops we’d carry our overalls in our side pack, um, sometimes we would wear a cape as a — in bandolier fashion round in case it was going to rain. If the forecast was good then we’d just parade with nothing but we’d carry a cape if it was suggested it was going to rain, um, in bandolier fashion as I said, round our shoulder and, of course, if it was actually raining the cape would be open and we would be wearing it as you see it on the war memorial in Green Park. And we marched down to either schools or to workshop, schools which are now in a building called, now called Kermode Hall. Group Captain, Air Commodore Kermode was very responsible, very much responsible, for the development of the education of apprentices at Halton and very highly regarded too and, as I said, we were split into smaller classes because the classes were smaller anyway. We were split into classes of about thirteen. In my entry there were thirty, thirty-two, thirty-three electricians and we were split into three classes a, b and c, and we would all go, we would all go to school together and the days we were going to workshops we would all do the training but in, as I say, in the separate classes in workshops. [background noise]
CB: So after you return from breakfast and you’ve got everything you need for the day then what did you do?
BS: We would either dress to by paraded to go for — down to workshops or schools, in which case we paraded outside at trumpet call, um, we would be inspected to check that our buttons and boots had been cleaned and that we hadn’t — didn’t need a haircut or if we did we were informed that we would need to get one. And then, as I say, we would march down behind to — onto the square to march down to workshops or — behind the pipe or brass band. On the days that we were going to do PT, which would be probably two or three times a week, we would parade outside in PT kit and separately [emphasis] and then just be marched off to a venue, maybe on the square, maybe in the gymnasium, to do a series of, um, conventional exercises. On other occasions we would stay behind to do marching drill on the square with rifles and bayonets. We had eighteen inch bayonets at that time we were issued with, which again was a piece of equipment we had to keep clean, and we had the SMLE rifles which were kept in a room in a rifle rack with a Horsa [?] select — secured with a padlock by the leading apprentice and as I say we would go onto the square and do marching drill and practice and, of course, and initially there were several members of the entry who found it difficult to coordinate their left and right arms with their left and right legs but most of them overcame that difficulty. I suspect those that didn’t departed because occasionally there’d be an empty bed space which would be a bit of a puzzle and I remember that we occupied, John Rouchier [?] and I, occupied two bed spaces in the engine apprentices room 4:2, Block 4 Room 2 that is, and we occupied two bed spaces that had suddenly become vacant and it was many years afterwards I discovered that the two people who had occupied those spaces had actually had an early discharge from the Royal Air force and I know not the reason for that and neither did anyone else in the room. There were just two empty bed spaces and we, John Rouchier [?] and I, were moved out of one block into this block, into these two empty bed spaces, just to make up the numbers but nobody spoke about where the two lads had gone. Now that occurred to, I think, half a dozen or so people in the entry.
CB: Out of thirty-two?
BS: No, out of two hundred and fifty or whatever that I know of.
CB: Of the entry, OK.
BS: That I’m aware of, yeah, and when I was doing the research for the entry I identified those people who’d been, um, discharged very early on and realised that the empty bed spaces I became aware of had been occupied by these people because they were in the trade groups where the empty bed spaces appeared which was rather strange and I still l haven’t got to the bottom of that mystery.
CB: Just one question on that. We talked about after breakfast [clears throat] —
BS: Yes.
CB: You go back to the room. At what point did you make the bed and how?
BS: Oh we made that before we went to breakfast.
CB: Right, and how did you do it?
BS: Well the beds that we had were McDonalds which were cast iron frames with strip, wrought iron slats, across and three so-called biscuits which were, er, coir filled paillasse type things which, um, covered —
CB: As a mattress.
BS: As a mattress. A, a three-part mattress if you like.
BT: Come on everybody, I’ll have those. [sound of crockery]
CB: Yep, yep.
BS: And we used to match, marry one of them, wrap it up in a blanket as a seat and two of them married, the other two married up in a blanket as a backdrop and behind the backdrop would be the, the two folded sheets and a pillow and a pilaster which we had so the bed was made up armchair fashion, um, because the McDonald bed actually had four wheels on the front part and the half at the front pushed under the rear part and that made, with the two, with the three mattress biscuits, an armchair and, of course, your locker overhead, locker, your steel locker was occupied by your — one pair of your PT pants and a PT vest or singlet and a cap comforter and — I can’t recall what the other item was but there were four items that had to be laid out in pristine form, biscuit form almost, in your locker and your mug and irons delicately displayed beside it and nothing else on the shelves. You had a box, we had a box at the end of our bed, that stayed under the bed during the day of course, but the box at the end of our bed that contained the rest of our kit, um, which comprised of what? A couple of shirts and six collars and bits and pieces but that was kept in a trunk, if you like, a wooden trunk, at the end of the bed. Not, um, a particularly comfortable situation.
CB: No. So the, the idea of the bed folding the way it did was so that you really had a chair to sit on.
BS: I’m not sure if that was the idea but that’s what it became and of course what it did do was to reveal the rest of the lino, linoleum, which was highly polished.
CB: Right. So that’s the next question I was going to put. What was the means by which the barrack room was cleaned?
BS: Well, there was a list at the end of the room where each occupant was allocated a task, um, two or three people were allocated deck centre, which meant that the people who lived in the room were responsible for their own piece of bed space but the centre deck which was the part beyond the end of your half of the bed when it was folded was the centre deck and they were, two or three people were responsible for polishing that, putting down the polish and buffing it up, so you could almost see your face in it. But of course with dark brown lino, linoleum you couldn’t actually see your face in it. And the toilets were allocated to individuals. The wash hand basins was a separate job. Brasses was a separate job, that was door knobs and taps and that sort of thing, were a separate task and, as far as I know, the people who did brasses actually provided — or did they? Some of them provided their own metal polish. There was metal polish occasionally available. The same as there was always floor polish available in adequate quantities. And then of course we normally walked on the centre deck with floor pads, pieces of torn up blanket, so that you skidded over the floor on pieces of blanket to keep the polish on the floor. So yeah, one chap was allocated, for instance, to clean a bath and another chap — because there were two baths in the toilet block in the centre of the building, or centre of the floor. Two rooms shared a toilet facility, three toilets, two stand-up, er, urinals, I think two baths, um, with six wash basins I think, and a drying room, which was always heated of course, or usually heated, um, where you could hang your smalls if you happened to have enough soap to wash them.
CB: And then how was the polishes shininess maintained? What was the process?
BS: With the floor — essentially with the floor pads. I mean we did have a big bumper that was initially used, which was a big piece of cast iron on a stick, bristle stick, a short stiff bristle brush, which was dragged or pushed over the floor to rub the polish in initially but once the initial polish was there we tended to maintain it with using floor pads which we walked about or skated about on.
CB: And how was the level of cleanliness maintained and checked?
BS: Well it was inspected by the sergeant apprentice on that floor, um, and initially of course by the, by the leading apprentice of your room, who checked your individual tasks but, as I say, the sergeant apprentice for the block would inspect the three lots within the block on three floors and he would inspect the cleanliness of the whole of the block, essentially. I mean once in a while, I don’t know whether it would have been once a month, I don’t remember the frequency, but of course we’d get a squadron commander’s inspection but he didn’t inspect every day but the sergeant apprentice was responsible for the block and he would make sure that it was clean.
CB: So were these tasks to do and the ablutions were the less popular but was there a rota for people so everybody did it in the end? Or how did it work?
BS: Generally speaking they were voluntarily selected, yeah, generally speaking they — there were people who volunteered to do the urinals and there were people who volunteered to do the hand basins so generally it wasn’t difficult. Yes there were several that seemed more attractive than the others. There were several I avoided, um, without difficulty.
CB: So you were in an avoidance mode —
BS: Absolutely.
CB: So were there some people who pulled their weight better than others and how did the system work?
BS: You didn’t — yes of course there were but you didn’t really notice it because there were usually enough volunteers to do those jobs that seemed more distasteful to you, you know.
CB: So if you — were there occasions when you failed inspections or were they always successful?
BS: Oh there were rare occasions when something which would to the inspectors seem serious and you were invited to do it again so you would have a second “bull night” as they were referred to but, er, they didn’t occur very often.
CB: So just to clarify would you? What age are you or —
BS: Well we were allowed to join between fifteen and a half and seventeen and a half to become apprentices so when I joined at fifteen and three quarters I was one of the younger ones in the entry. Many of the other people in my entry were seventeen plus, up to seventeen and a half, and of course had been to grammar school and they’d got their school certificates and so on and were, educationally, streets ahead of me but I didn’t think I noticed at the time. Only subsequently it become obvious that I was less well educated than they were.
CB: Right we’ll pause there. [interview stopped at 0:50:57:1 and restarted 0:50:59.1 ] What about a bit of marching. You had to do a bit of marching in parades. How did that work?
BS: Well, initially it was tricky because at first for a hundred, or a hundred and fifty blokes, or whatever to coordinate and do everything on time without shouting out one pause, two pause, three, whatever, took a time to develop and I think most of us entered into it with a reasonable willingness, er, to try and coordinate it and I remember how proud I [emphasis] felt when we were actually at the Albert Hall and we performed the wheel of remembrance, or something, and we actually marched, the apprentices, for Lady Propeller[?] and we actually marched around in the centre of the Albert Hall, and I remember how proud I was to be part of that. And yeah, it was — I’d like to think, and nobody I think has actually said it, but I’m fairly confident that the origin of the Queen’s Colour Squadron was developed from the order-less, um, drill that we [emphasis] did at Halton, um, rifle drill and so on. We did practice for one of the events at the Albert Hall, command-less drill, rifle drill, and that was before the Queen’s Colour Squadron was formed. Now of course they do it expertly ‘cause they practice it every day.
CB: Yeah. Just to clarify, that the Queens Colour Squadron is the, um, parading —
BS: Royal Air Force Regiment’s —
CB: Go on.
BS: Representatives for celebrations —
CB: Special occasions.
BS: Ceremonial occasions.
CB: Yeah, and tend to be the people who receive dignitaries on airfields?
BS: Yes. Well that’s what they have done. And yeah, of course when they were stationed at Uxbridge with the Royal Central — with the RAF Central Band, um, and the RAF Central Band greeted all the dignitaries who visited this county anyway.
CB: Yeah, yeah.
BS: And, er, I think the Queens Colour Squadron, um, was probably more associated with the RAF Central Band than it was with the RAF Regiment which of course they were part of.
CB: So we’ve talked about your time at Halton. How long were you there?
BS: Three years.
CB: So that’s from February 1945 —
BS: Until March ’48.
CB: Right, and when you got to the end of the three years what was the culmination of that training?
BS: We thought that was the end of our training but we were actually posted, most of us, posted to RAF St Athan, 32 MU, where we were, supposedly, doing further training, continuation training, under supervision or guidance but we were actually doing our trade tasks. Initially I was servicing a flight simulator called a Link Trainer and initially I was responsible for the, er, vacuum motors that drove those machines and they were completely overhauled and serviced at St Athan. I subsequently moved to the Aircraft Electrical Servicing Squadron and I was then servicing the UKX generators, we were completely overhauling UKX generators, which were fitted to the Lancasters. They were the DC and AC, alternating current and direct current generators, that supplied the power for the Lancasters and we were completely overhauling those. And I was at the stripping down and scraping end and my mate was at the far end actually packing them up in greaseproof paper, um, ready to be taken back to stores to be reissued as new generators. But we also started to service E5A generators which were fitted to the North American Harvard which was used for air crew training, pilot training, at places like Cranwell and my boss required me to support that when we started to do them by producing a, a breakdown display of the E5A generators. So the first one we got I had to strip down and make the tools to strip it down with because, of course, it was an American machine so we hadn’t got the necessary spanners and tools to do it. And I mounted that on a display board to show everybody what all the parts were and then we started to service those generators and, er, we also serviced the control panels for the Lancaster, um, electrical control panels that is. That was a very pleasant time, yeah. My boss was a warrant officer, Lockheart, Tubby Lockheart. He was football crazy and I didn’t play football and the only thing that he and I had in common was that when he walked passed by my desk he’d say —, my bench, he’d say, ‘Have you got your — get your hair cut Smith.’ Which was something that plagued me for all my service career and has followed me through life, um, everyone I see tends to suggest, if they don’t actually verbalise it, they tend to suggest I need a haircut, which I think usually do.
BT: You do.
CB: So how long were you at St Athan?
BS: Just the twelve months before I was posted to RAF Cranwell, where again we were servicing KX generators, which were fitted to the Prentice aircraft, which were twin seats flying training aircraft, Percival Prentice, um, but that’s odd because we were servicing those generators but we weren’t servicing the E5As which were fitted to the Harvards, which they were also flying as trainers, advanced trainers. But in our workshop at Cranwell, as I say, we were servicing the KX generator which was the one fitted to the Prentice. And I was promoted to corporal. Took my LAC exam and passed that while I was at Cranwell. And then when they introduced the new trades’ structure I’d been promoted to corporal and my immediate boss was a flight sergeant, who had been a balloon operator, and had just come off course to be an electrician. So when I applied to become a corporal technician he was responsible for taking the trade test and he said, ‘I’ll take your trade test but will you bring your books along? And you can — I’ll ask you the questions and if you can’t answer them we’ll look them up in your book.’ Which we did but that was a very interesting interview we had and, yeah, I passed. He couldn’t really fail me, could he? He’d only just got you LAC himself.
CB: So when did you get the next promotion?
BS: Oh [slight laugh] not until I came back from Malta in ’54. I came back from Malta in ’54, um, I’d been turned down for my third in Malta. My immediate boss said, ‘First of all you’re never here and second you always want a haircut.’ My immediate boss, my proper boss, said, ‘I’m sorry about your promotion corporal.’ He said, ‘Had I realised you were in that zone for promotion you would have had a better assessment than I gave you.’ So my promotion didn’t come through while I was in Malta. It came through while I was at Honington, in Bomber Command and, er, and my boss turned that down but he didn’t give me a reason.
BT: Because your hair was too long.
BS: [laugh] In the meantime — probably because my hair was too long, um, but subsequently it came through again and, in the meantime I’d got my senior tech, which gave me more pay than I got as a sergeant anyway. And he said to me, ‘Your promotion to sergeant has come through. Would you like to take it?’ So I said, ‘Oh, I need time to think about it Sir.’ I went back later on and said, ‘Yes please.’ Because I thought well if at last you think I’m worthy of it I’ll have it so I reconverted from senior tech back to sergeant which was —
CB: In practical terms —
BS: An admin rank.
CB: Right.
BS: Essentially an admin rank.
CB: Yeah, so they’re both the same status.
BS: Yeah but one had more admin responsibilities than the other.
CB: This is still at Honington?
BS: At Honington.
CB: OK. So what were you actually doing at Honington?
BS: Well I was by then essentially a ground electrician, um, although I had been trained as an electrician to do aircraft electrics, when the new trade structure came in and I applied for my corporal technician board, they said to me, ‘What do you want to be, air or ground?’ And I said, ‘Well was trained as both so I’d like to stay both.’ ‘You can’t do that.’ Well the corporal tech pay was bigger than, higher than the corporals, so I said, ‘Well, what’s my choice?’ ‘Well you can be either, air or ground, but one or the other.’ So I said, ‘Alright, I’ll be ground. I don’t need the responsibility of signing Form 700 for aircraft and put my life on the line.’ So I backed out [background noise] and became a ground electrician, which essentially was looking after aircraft dead batteries anyway. So yeah but I didn’t have the responsibility of signing the serviceability rolls for aircraft which I wasn’t too sad about.
CB: What were the aircraft at Honington?
BS: Initially Canberras, er, being in Bomber Command, they had the front line bomber at that time which was the Canberra. Before I moved away from there in ‘56, ‘57, ‘57 I think, they were starting to have the, um, Vickers Valiant, the first of the V, V bomber force, yeah? I didn’t see the Vulcans or the Valiants come into service —
CB: You mean Vulcans or Victors. You saw the Valiant come into service.
BS: The Valiant come into service —
CB: But you didn’t see the Victors or —
BS: The Victors or the Vu— or the Vulcan.
CB: Vulcan.
BS: Yeah.
CB: Right. So when you finished, when did you move from Honington?
BS: Um, well I realised my service, my service was coming to an end and I thought I ought to sign on. I applied to sign on and they wouldn’t have me, presumably because my hair needed cutting [slight laugh], so I thought, ‘Oh dear what am I going to do at the end of my twelve years’ service. What am I going to do?’ So I saw an advert in our routine orders asking for people to volunteer for service with flight simulators, which I did, I applied for, and they said, ‘Well you haven’t got long enough to do.’ So I said, ‘How long do I need?’ ‘Well you need at least three years Chief.’ Sergeant, senior tech as I was then. ‘Oh well alright.’ So I applied sign on for three years and they took me. So I went down then to Redifon in Crawley and I was on detachment down in civvy digs for three, for twelve months. It was a three month course. It lasted six months. And then I stayed there almost on my own because the other people got simulators and moved on. My simulator got cancelled so I stayed in civvy digs in Crawley for twelve months, um, which was great, going to work at Redifon, virtually my own boss, and then one day I got a — somebody called, ‘Phone call from Fighter Command, somebody wants to speak to you.’ So I went to the telephone, ‘Good heavens.’ Said Brian Caplan, ‘Are you still there?’ So I said, ‘Yes Sir’. He said, ‘Well you can’t stay there. You’ll have to go back to your parent unit.’ Which was Coltishall at that time so I’d been posted when I moved onto simulators to Coltishall. I said, ‘Well, I don’t need to go to Coltishall. There’s nothing for me there, Sir.’ I said, ‘My family, I’ve moved my family down to Aylesbury, and I know nothing of Fighter Command or whatever.’ He said, ‘Well, where do you want to go?’ So I said, ‘Halton would be nice.’ And he said, ‘I can’t post you to Halton.’ He said, ‘It’s not in the Command.’ I’m now on the back foot. I said, ‘Well, surely Sir you can find me a little corner at Fighter Command?’ ‘Oh, that’s an idea.’ He said, ‘I’ll ring you back.’ He rang me back ten minutes later and said, ‘Pack your bags. You’re posted to Fighter Command with effect from Monday.’ So I went to Fighter Command at Bentley Priory and spent twelve — spent two years there on detachment in Fighter Command’s, um, aeronautical, er, aircraft engineering set up, Command Head Quarters, with some quite serious responsibilities which I thoroughly enjoyed.
CB: We’ll have a break there for a mo?
BS: Yeah, please. Wait a minute don’t, don’t switch the thing off. [background noise]
CB: You’ve done really well. Now when you went to Bentley Priory of course you had a different role altogether, so what was that.
BS: Absolutely. Well I was essentially the coffee boy for two warrant officers, a flight lieutenant and a squadron leader, who were responsible for the instrument and electrical activities within Fighter Command or all Fighter Command RAF stations. Warrant Officer Lendy [?] was the electrician expert and had come up from, er, previously come up from a Hawker Hunter squadron and had a lot of expertise with Hawker Hunters and in the map drawer in the office he had diagrams, electrical diagrams, for all the Hunters in Fighter Command with all the modifications that they’d had on the relevant diagrams drawn, up to date, with all the terminations marked so that he could actually see the, the modification state of all our Hunters in the Fighter — in the Command. He was pretty good. I know at one time we’d had problems from one station, um, about double power failure warning lights that generate a failure warning light, both of them coming on, and the squadron responsible had been checking for that, um, repeated failure and we kept getting defect reports in the Fighter Command and Doug Lendy [?], this latest one we had, he said, ‘This is ridiculous.’ He took home the diagram relevant to that aircraft. He came back to the office the following morning and he said to me, ‘Do you know about this?’ So I said, ‘Yes Sir.’ He said, ‘Well, read that report again.’ So I read the report. He said, ‘Right now point to the problem.’ I thought, ‘Good Heavens.’ So I looked at the diagram. ‘Well there’. ‘Of course it bloody is.’ He says. It was the earth bolt that took the two power failure warning lights’ negative leads to earth. That was the only point that they’d got in common so they could only both fail —
CB: Because of that.
BS: At that point. Checked up, rang, rang the flight sergeant on the squadron and he said, ‘Yes, of course we’ve checked the earth bolt.’ He said, ‘Well go and check it yourself.’ So he did and came back and reported, ‘Yes, it’s the problem.’ They’d stripped the earth bolt down which contained lots of other earth wires as well in a stack and progressively, as this fault had occurred, the electrician had gone out and tightened down the nut, cured the problem, tightened down the nut, cured the problem but of course each time he tightened it down on the corrosion, the burning and corrosion, and each time it was burning through. So he’d solved it at Bentley Priory several miles away. He’d solved the problem that they’d been struggling with for months.
CB: Because they didn’t do the job right.
BS: Because they didn’t do the job right. But they replaced all the — all the terminations on the cables and cleaned up the earth bolt properly and put it all back and tightened it down properly. Problem gone. So that was Doug Lendy [?]. A man I kind of admired, um, and then as I say —
CB: So your role was quite broad though.
BS: Absolutely broad, yeah, and one could argue it was outside my pay scale.
CB: OK.
BS: I had responsibilities way above my station [slight laugh] which —
CB: So you had to go on sorties to stations sometimes. What were they?
BS: Well, we started to develop electronic, um, combined electronic centres on the Fighter Command stations. Bomber Command had already done it for their, their stations. They had, Bomber Command, um, electronic servicing centres which did all the electrics and radio and radar and they started to develop one for Fighter — especially for Fighter Command and my boss was responsible, of course, for the layout of the power supplies and air supplies, electrical supplies, all of that sort of thing within the electronic servicing centre and where things were serviced and how power was taken to each bench, control panels and so on and so forth. And I remember making him little paper lozenges so he could lay them out on this map to decide how these pieces of equipment were going to be laid out in the electronic centre. And then he started sending me out to where these centres were being built, in particular one at Leconfield, and I remember at one stage I went up to inspect this situation at Leconfield and, looking at the electrical layout, I said to the foreman who was there, ‘Oh,’ I said, ‘There’s supposed to be a hole in this wall. There’s supposed to be window in this wall.’ ‘Not on my diagram.’ He said. So I said, ‘Well there’s supposed to be a window. It’s supposed to be this size and whatever, and it’s supposed to be double glazed for heat — for sound control and so on.’ Because the hydraulic generators were being tested in that room and this was where the test bench was observed, was observing it, but the hydraulic generators were noisy. They were to be powering the blue steel, um, equipment.
CB: The stand-off bomb.
BS: Yeah and — but why was that in Fighter Command? Anyway, never mind, um, that was, that was what was, it was the noise abatement thing — and, ‘Well,’ He said, ‘If there’s got to be a window if you draw it and sign it it’ll go in.’ So I drew it in. This was a Ministry of Defence document, plan, for this multimillion pound building and I’m drawing this, drawing this window in and signing it. ‘OK’. He said and it was done and it was incorporated in the other Fighter Command Control Centres. It was cheap tech. I didn’t have that authority but I gave the instruction and he was quite happy to take my signature.
CB: It was needed and you did it.
BS: It was needed and it was done. Nobody ever said anything.
CB: Then another thing you said you did was to do AOC pre- inspections?
BS: Yes, er, I did two or three of those and I’d be greeted at the guard room by a very, um, dutiful policeman. He’d say, ‘Oh good afternoon Chief and I’ll take across to the tech adj.’ Who would be a flight lieutenant and I’d go across to the tech adj with him and knock on the door and we’d, I’d walk into the tech adj’s office. ‘Come in chief. Sit down.’ We’d have a cup of tea, we’d have a cup of coffee. I thought this is not the kind of treatment I’d expect as a chief tech. Oh yes, I’d just come down from Fighter Command but it was just another posting to me but, yeah, I was treated like a man from out of space I suppose. It was really rather rewarding in a way.
CB: Sure. Job satisfaction is important.
BS: Absolutely.
CB: How long did that posting last?
BS: Well it wasn’t really a posting, it was only a detachment.
BS: Right.
BS: But I was there for two years so I stretched that out a bit but when that was coming towards the end I thought, ‘Well I don’t know what, I don’t know what I’m going to do.’ And an Air Commodore Avery or Avis, was the chief technical officer in Fighter Command and he came to visit our office one day and he sat down on the only available chair, in the middle of the office, with the two warrant officers, and squadron leader, and flight lieutenant and he sat with is front to the back of the chair and just talked to me and said well you know, ‘Tell me about your career chief or whatever.’ I said, ‘Well it’s coming to an end Sir.’ I said. ‘Well why don’t you sign on?’ So I said, ‘I applied to sign on but they wouldn’t have me.’ He said, ‘Well, why don’t you apply again?’ So the upshot of that was that I applied to sign on and of course as he was the supporting officer it got signed so I was accepted to sign on until I was fifty-five years old, um, so I didn’t really look back but then of course, um, I knew that detachment was going to come to an end and I thought I ought to be trying to guide my career somehow and the opportunity to — they were looking for volunteers to join the Education Branch. They were short of education officers but they needed the Higher National Certificate. I hadn’t got that but I thought, ‘Never mind, I’ll apply anyway.’ And rather to my surprise they accepted me and I went on a three month education course at Uxbridge, to the School of Education at Uxbridge. Wonderful course, um, three months, taught me the psychology of learning and, um, educational techniques and so on and so forth, um, and spent two years in the Education Branch, initially at RAF Melksham, which was another fascinating experience because my boss came to me at one point. He said, ‘Oh, I’ve got something different for you to do Chief.’ So I says, ‘What’s that?’ He said, ‘Well, we’ve got, we’ve got a class of people coming in to study inertial navigation systems.’ So I says, ‘What’s that?’ He said, ‘Well there’s a film on in the cinema.’ He said, ‘Go and watch it.’ He said, ‘That will show you what, what it’s all about.’ OK, so I went and watched this which was run by a by Mr L C Agger who wrote a book on electrics which was used for training at Halton for many years and Mr Agger put this film on for me and it was an American major describing this whole process of inertial navigation. I came out of there ‘cause he was talking with a broad American accent. Don’t ask me which State he came from but a broad American accent that I had great difficulty with. I thought, ‘Well, I don’t know. I don’t understand anything of that.’ So I actually mentioned it to Agger and he said, ‘Come and watch it again.’ And a lot more made sense this time and inertial navigation, in case don’t know it’s all about, it all depends on three gyroscopes, rate gyroscopes, which detect where you are and if there’s any movement at all in any direction the rate gyroscope detect it and tells you where to and how much by so you programme into this complex where you are and if you move it knows where you’ve gone and that was the principal, basic principle, of inertial navigation. It didn’t last for long because we use satellite navigation, yeah? GPS. So that’s what that was all about and I took two classes of Vulcan aircrew because they carried the blue steel bomb, not the blue streak, the blue steel bomb, stand-off bomb, and that was fitted with inertial navigation, um, so yeah, I took two classes of those and when my — when towards the end of that tour they were moving the education system from Melksham, training system at Melksham, up to, um, somewhere in Norfolk, I can’t think, the name won’t come to me at the moment, but they were moving the training out and the education officer said to me, ‘Well, we‘re not taking the substitute education officers (which is what I was) you’re reverting back to your trade.’ So I said, ‘Well I’d rather not Sir. I’d rather finish my tour with the Education Branch ‘cause I’m enjoying it.’ And he said, ‘Well, what can you suggest?’ And I said, ‘Well do you think they need anybody at Halton?’ ‘Oh that’s an idea.’ He said. ‘Come and see me in ten minutes.’ I went back to see him. He said, ‘Pack your bags you’re posted to Halton with effect from Monday.’ Same resp— so I came back to Halton as a lecturer, teaching electrics and electrical mechanics, to apprentices and, um, when that was coming to an end I went to see Squadron Leader Abraham who was my boss. And he said, ‘They’ll be looking for somebody over the road because they’re going to train ground electrician apprentices. They’ll want somebody.’ He said, ‘Go and see Squadron Leader Blot.’ Who was in charge of the Electrical Squadron, so I went to see Squadron Leader Blot and sat down and he started going through my career. ‘Oh.’ He said, ‘Where were you during this period?’ I said, ‘Oh, I was at Fighter Command.’ ‘Oh.’ He said, ‘What were you doing at Fighter Command?’ So I told him what I’ve already related. I said, ‘But I was also seconded as the Deputy to Squadron Leader Goldsmith, same name, who was in charge of the new Lightning squadron we just started when we were taking up Lightnings and I became his second dickie, or his telephone operator, if you like.’ And, er, he said, ‘Oh, you know John Goldsmith do you?’ So I said ‘Well, yeah.’ ‘How did you get on with him?’ ‘Well, alright.’ He said, ‘Oh, that’s alright.’ He said. He picked up the sheaf of notes he’d been writing about my career, tore it up and threw it in the waste paper basket. He said, ‘Right.’ He said, ‘You start, start next week.’ [laugh] So I started setting up the original basic training for the first ground electrician apprentices at Halton. End, end of episode.
CB: How long were you at Halton?
BS: [sound of shuffling papers] I need to look at my notes. Until the end of my career. No, not ‘till end of my career ‘cause I went up to, went up to Brampton after that. [background noise]
CB: You did actually do an unaccompanied tour.
BS: In Muharraq in, er, Bahrain.
CB: Where was that? When was that?
BS: In 1969 to ’70.
CB: And what were you doing there?
BS: That was basically just on ground equipment. I was in charge essentially of the battery charging rooms. I had two, I had two, um, Bahraini technicians working in that room and two RAF airman working in the battery charging room.
CB: It was a RAF station was it?
BS: The RAF, the RAF station yeah.
CB: Right.
BS: One of the RAF Hunter fighter squadrons was on that station at the time.
CB: Oh was it?
BS: But it was the airfield for Muharraq, um, so it was a fairly significant, um, middle-eastern destination.
CB: Right.
BS: And yes, as I say, I spent twelve months there.
CB: So fast forward to Halton. So you finished at Halton?
BS: Yeah and I came —
CB: After you did the ground electrical servicing course?
BS: Yes, at Halton, did the Muharraq trip and then, when I came back from, from Muharraq, I was posted to RAF Benson.
CB: Oh yes.
BS: On 90 group, um, Tactical Communications Wing, and spent about twelve months there I think and, er, didn’t quite know where my career as going from there, um, and decided to do something about it and there was, er, a request for people to join the Trade Testing, Trade Standards and Testing Board, which I applied for and was accepted and, and was posted back to Halton where the Trade Standards testing organisation had been established.
CB: Right.
BS: So I worked there for Trade Standard and Testing for a while, um, setting up well trade tests for electricians, essentially ground electricians.
CB: Right.
BS: And then they moved the Trade Standard and Testing thing to Bram— RAF Brampton, near Huntingdon and, of course, I moved up with them and, er, carried on the same kind of work with, um, various ranks of ground electrician training and then they wanted me to join, or asked me to join, the team, a team of technicians writing skill and knowledge specifications which were, um, oh, qualifications couched in behavioural terms, um, for all the trades in the Air Force and although I wrote some for ground electricians I also wrote some for musicians and for marine engineers, or helped to write them for those people, but yeah, all of them started off with a trained man can [?] and then went on to describe how you tested the activities that these people had to do, which was an interesting exercise, and that took me up to 1975 when I left the Royal Air Force.
CB: So you didn’t go to fifty five?
BS: I did not and the reason I didn’t go, of course, was because, um, I felt sure at the age of fifty-five I wouldn’t be able to get a job outside anyway and I wasn’t going to get promoted beyond Chief Technician anyway, probably because I needed a haircut.
BT: No doubt at all.
CB: You never learned the lesson then.
BT: No, no. He doesn’t know what the inside of a hair dressers looks like.
CB: Right, so what happened then?
BS: Well —
CB: So 1975 comes —
BS: Well, 1974-ish they had been looking for people to volunteer for early retirement, for redundancies in certain groups and trade groups and age categories and ranks and I was looking for one of these so I could get out before I was fifty-five so I could get employment outside and in 1974, my birthday, my trade and rank came up as being eligible so I applied to leave and they let me go, um, so I got a reasonable redundancy return and left, as I say, in 1975.
CB: OK.
BS: Right.
CB: Then what did you do?
BS: Went — I was on the dole for six months on, er, previous age related unemployment benefit, um, doing odd jobs, odd little bits for people, bit of decorating here and bit of electrics there and applying for jobs around Aylesbury, in particular. I went, um, for one job was a training consultant with the Ministry — which branch of the Ministry I can’t tell you at this stage, um, but I didn’t get that job. I went for a job at — over at Haddenham, on the airfield there, and I was too well qualified for one job that they’d got and under qualified for another job they’d got so they hadn’t got anything to offer me. So I’m scratching around a bit ‘cos I was coming to the end of my six months and I had applied to go back to Halton as an instructor and I got eventually an interview and I went back to Halton for the interview and I got the job as a civilian instructor at Halton, and I went back actually teaching apprentices, whose a course I’d previously helped to organise, and, er, went back as I say training ground electricians as a civilian, yeah, and then they were going to move that training, the ground electricians, to RAF St Athan. I thought I don’t need to go there and they said, ‘Well, alright you can stay here but you’ll have to train, train aircraft electricians.’ I thought I don’t really want to go down that learning curve because there was some very complicated equipment on aeroplanes by that time and I thought, ‘Well, no I don’t want to go to St Athan.’ So I was struggling a bit and I spoke to my friend Mr Ken Hewer [?] and he said, ‘Well, why don’t you apply for a job at Southall Technical College.’ Where he worked. So I did and after an interview, which I spent a fair time talking about myself, I was invited to accept the job at Southall, and I worked there until I was made redundant from their aircraft department at Southall Tech and then retired and lived in the lap of luxury ever since.
CB: How old were you when you retired, aged sixty-five?
BS: No, I was only fifty— only fifty-five, fifty-six? Let me think. When did I actually retire? I don’t know whether I’ve got that down here. [sound of shuffling papers] [pause]
CB: You reckon you finished early, did you?
BS: ’85, ‘85 so I’d have been fifty-six? Yeah?
CB: You were at Southall you were teaching?
BS: Aircraft technicians from British Airways.
CB: Oh right.
BS: And some of Colonel Gadhafi’s Air Force and civilian airline personnel too.
CB: Right. So retired in ‘85.
BS: A little bit more meat on the bones in there.
CB: Just one final thing. What was the most memorable thing about your experience in the RAF would you think?
BS: ‘Struth. In some respects I think my tour of Malta from ‘52 to ‘54 but then that two years at Fighter Command Headquarters was an eye opener and a wonderful experience, you know, so looking back for favourites is really rather difficult because I had a thoroughly enjoyable thirty years really. Very few grey or black spots.
CB: Ok. Good. Well I really think we ought to stop it there.
BS: Well, I think we ought to.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Interview with Barry Smith
Creator
An entity primarily responsible for making the resource
Chris Brockbank
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
2017-01-18
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
ASmithBM170118
Conforms To
An established standard to which the described resource conforms.
Pending revision of OH transcription
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
The file format, physical medium, or dimensions of the resource
01:32:59 audio recording
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. Fighter Command
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Bahrain--Muḥarraq
England--Buckinghamshire
England--Cambridgeshire
England--Oxfordshire
England--Suffolk
England--London
Bahrain
Bahrain--Muḥarraq
Temporal Coverage
Temporal characteristics of the resource.
1945-02
1948
1975
Description
An account of the resource
Barry passed the RAF’s apprentice entrance examination in February 1945, aged 15, and went to RAF Halton to become an electrician. He discusses the three training which resulted in the First Ordinary National Certificate.
In 1948, Barry was posted to RAF St Athan No. 32 Maintenance Unit. He initially serviced a flight simulator, then moved to the Aircraft Electrical Servicing Squadron. After a year, he was posted to RAF Cranwell, servicing generators and was promoted to corporal. He passed his leading aircraftman examination. He spent two years in Malta before being posted to RAF Honington, where he became a sergeant.
Barry wanted to service flight simulators, did a course and was posted for two years to Fighter Command at Bentley Priory. He had a broad role in aircraft engineering at Command Headquarters.
Barry moved to become an education officer and did a course at the School of Education at RAF Uxbridge. He spent two years in the education branch, initially at RAF Melksham. He was then posted to RAF Halton to teach electrics and electrical mechanics before setting up the basic training for the first ground electrician apprenticeships.
Barry undertook an unaccompanied 12-month tour to RAF Muharraq (Bahrain) and was in charge of the battery charging room. A further twelve months were spent at RAF Benson on 90 Group Tactical Communication Wing before returning to RAF Halton to join the Trade Standards and Testing Board. This moved to RAF Brompton where he wrote skills and knowledge specifications for RAF trades. Barry left the RAF in 1975 and continued in teaching and training roles.
Language
A language of the resource
eng
Contributor
An entity responsible for making contributions to the resource
Sally Coulter
childhood in wartime
displaced person
ground personnel
military living conditions
military service conditions
RAF Bentley Priory
RAF Cranwell
RAF Halton
RAF Honington
RAF St Athan
shelter
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/641/8911/ASmithJG160408.1.mp3
6d16663cc2df8504569f79a4c660d19f
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/641/8911/PSmithJG1601.1.jpg
539605fd7b5011ef5d9f78fb4e506c21
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/641/8911/PSmithJG1602.1.jpg
5f42fdfc71fb9f4a4d8b502b766e4e60
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 audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
DK: Right. So it’s David Kavanagh for the International Bomber Command Centre interviewing Jack — would you mind if I call you Jack?
JS: Yes.
DK: Jack, Jack Smith, um, on the 8th of April 2016. [slight cough] OK, I’ll just put that there.
JS: Right.
DK: If I keep looking down at it, don’t worry. I’m just checking that it’s still working.
JS. Yes, alright. OK.
DK: OK. So if, if I could just take you back a little bit before, before you actually joined the Air Force —
JS: Before, yes.
DK: What were you actually doing then before you joined up?
JS: I was a trainee chartered accountant.
DK: Right.
JS: And of course I was only — I was eighteen the year the war started. So, er, knowing when the war started they were calling up men at twenty I didn’t want to join the Army, I wanted to be in the RAF. So when — as soon as I was nineteen I, along with one of my colleagues, we volunteered for the RAF and we went to Padgate in September 1940 and in fact we were sort of sworn in at the Battle of Britain weekend on the 14th of September 1940.
DK: Oh right.
JS: And then after six weeks we were sent home and, and called for, for active service on the 4th of November 1940.
DK: Was there anything in particular that made you choose the RAF? Was it simply because you didn’t want the Army? [slight laugh]
JS: Well, why I wanted is rather interesting. When I was still at school I considered joining the RAF and I went for a medical and, er, I had quite a lot of bad teeth. My father was kept out of the First World War because he had bad teeth. Anyway, I said, ‘That’s not a problem. I’ll have them out.’ And they said, ‘Well no. If you’ve had more than twelve out you don’t pass the medical.’ I said, ‘Well OK.’ So, I couldn’t get any further at that stage so, to cut a long story short there, I had twenty-two teeth out when I was seventeen and I’ve had dentures ever since, you see? Well, of course, when the war came, 1940, and then I wanted to join the RAF, I went in and of course passed medical A1, no problem at all really, with me dentures. So, er, that’s how I came to be in the RAF. I wanted to be in the RAF anyway.
DK: Right.
JS: And I thoroughly enjoyed it, you know, thoroughly enjoyed it. And so, of course, when we joined the — we went to — as I say, we were sworn in at Padgate and then started service on the 4th of November by going to Blackpool to commence training as a wireless operator and, of course, there we did all our drill on the promenade and marching and all that sort of thing. Then you did your Morse, one word a — increase one word a minute per week and then, when you got up to twelve words a minute, you were posted to a radio school. So then I left Blackpool and then I went down to, er, Compton Bassett, which was strictly speaking the, er, wireless operators for ground [emphasis] staff, which several of us couldn’t understand we were sent there ‘cause air crew used to go to Yatesbury —
DK: Right.
JS: For the training, you see. And then, of course, qualified as operators and I was posted, er, to a unit, RAF Bramcote, and I was only there a month as a wireless operator when I was posted abroad and, er, of course, found that there were fifty of us, wireless operators, had all been treated the same and we were not very happy about it.
DK: And this is when you went to Iraq, was it?
JS: That’s right. We went to Iraq, you see, and then when we got to Iraq the officer there didn’t know what to do with us but eventually we all settled down on different units and, er, got on to the ground operating, which was OK, and then, of course, we kept on moaning about the fact we wanted to fly and then, after much moaning and groaning and, sort of confined to quarters and everything, er, February 1943 I’d been on night duty on wireless operating duties and, er, the officer from the orderly room was there reading out names, including mine, of wireless operators to be returned to United Kingdom for air [emphasis] crew training.
DK: Ah, so were you pleased about this when you heard this?
JS: We were quite happy about it, see? So, of course, we all belted down to the air officer in charge of signals and, ‘Oh hold on a minute. Hold on a minute. There’s fifty of you.’ He said, ‘You’re all experienced ground operators. I want replacements.’ So, of course, we had to wait for replacements and they didn’t arrived ‘till July 1943. So eventually we travelled overland, through Iraq, and through to Gaza, and then by train into Egypt, and then we waited for a couple of weeks, and then we were put on board a troop ship to return to the UK. And we were the first convoy to return through the Mediterranean after it had been reopened. This was August 1943. This time Italy were packing up and so we eventually came through the Med and we stopped at Algiers and two days after we left Algiers the Germans bombed it. And then we pulled into, um, Gibraltar and, er, whilst we were there every night they let off depth charges in the docks to prevent submarines from entering and, anyway, we eventually got home. We arrived at Greenock in end of August 1943 and, of course, we were given disembarkation leave for three weeks and then I was then posted to the radio school at RAF Manley to resume my air crew training. And, of course, then I went through the course there and qualified at the end of December ‘43 and then I was kept on as sort of help the trainers with the, with the new intakes and eventually started then going to advanced flying unit in North Wales, and then on to Operational Training Unit at Silverstone, and then on to, er, on to heavy aircraft at RAF Winthorpe, on to Stirling aircraft, and then we went to Scampton then for a couple of weeks to convert to Lancasters.
DK: What did you think of the — flying on the Stirlings?
JS: Well, we, we enjoyed it in a way but our skipper, he was an Australian skipper, he said it was like driving a double-decker bus. And I mean he didn’t like it an awful lot, you know.
DK: So at what point did you meet your crew then? [unclear]
JS: Oh, when you were at Silverstone, at the Operational Training Unit. You’re all sort of assembled in one big hall and the pilots there are left then to, more or less, go round discussing the various members of the crew, you know, and sort of saying — you’re in different groups, you know, wireless operators and whatever, you see, and you, you just wait for a pilot to sort of come and say, ‘Well, would you like to join my crew?’
DK: Did you think that worked? Because it’s a bit of unusual for the Forces ‘cause normally you’re usually told where to go. This was all a bit hit and miss.
JS: Yes. It worked. In, in my case it worked fairly well really, er, but I suppose if you wanted to be sort of really hundred per cent sure about it then no because, I mean, you didn’t — the pilot didn’t get an awful lot of chance to ask questions of you, you know.
DK: No, no.
JS: You qualified as whatever and because you qualified as a wireless op, ‘OK, well you can come in my crew.’ You see, I mean we were fortunate, we got a pretty very good skipper. But our crew worked out very well except for our tail gunner, who was an Irishman, and we had to ditch him after the third trip because twice he went to sleep on the way back from Germany, you know. I had the job to go down to see what had happened to him and there he was with the turret doors open, fast asleep.
DK: Oh dear.
JS: So we had to ditch him. So apart from that —
DK: So from the, er, Operational Training Unit then did you then go to —
JS: Operational Training Unit. Let’s see, we went straight from Silverstone, then to Winthorpe on to Stirlings.
DK: Yeah.
JS: And then —
DK: This is the Heavy Conversion Unit?
JS: That was the Heavy Conversion Unit at Winthorpe and then, having done that, you then went to Scampton just to get on to Lancasters.
DK: Right.
JS: Oh, and then we went — let’s see, we went to one more station, just near Newark, the Lancaster Finishing School near Newark, yeah.
DK: Right, and what did you think of the Lancasters after the Stirlings?
JS: Well, we liked it and some of us liked better, much more comfortable in many ways, you know. Certainly, I mean, it didn’t affect me too much but it was a bit more of a, a barn of an aircraft. The, the Lancaster was also nice and cosy and compact, as cosy as it could be, you know. We were all pretty well close together but you didn’t feel quite the same in a Stirling.
DK: No.
JS: But, er —
DK: So from the Lancaster Finishing School then was that on to your operational squadron?
JS: Operational squadron then.
DK: Yeah, and which squadron was —
JS: I went to 189 Squadron.
DK: 189, yeah.
JS: And they were based at Fulbeck, which is no longer operating, because it was near Cranwell, very near to Cranwell. And so we got there, I think it was in October ’40, ’44, October ’44, and then I actually started my first operation. We were b—, we were briefed, I think for three trips, which were aborted before — so we had all that operation for your first trip, you know, getting geared up for it, and then at the last minute it was cancelled, you see.
DK: How did that make you feel then? Was it very frustrating?
JS: Well not very happy about that, you know. You’re all geared up for your first trip, you know, and you think, ‘Oh well this is it. Tonight we’re — OK, fine.’ Then sort of five minutes before you’re going it’s cancelled.
DK: And that happened three times.
JS: It happened three times, yeah, it did.
DK: So, can you remember where your first operation was to then?
JS: Yeah I can. Er, without looking in me book, er, it was a mar—, a marshalling yard, um, railway marshalling yard.
DK: In France?
JS: In Germany.
DK: In Germany.
JS: Yeah.
DK: OK.
JS: But, um, we did quite a lot of marshalling yards and oil targets obviously. One of my raids — I did the Dresden raid.
DK: Right.
JS: And we did two targets on —
DK: So how, how many operations did you do altogether?
JS: I did twenty-four and two semi-operational trips because before you go on to a squadron, when you’re still on OTU, we did a leaflet raid in, in Wellington bombers.
DK: Right.
JS: A, a leaflet raid over France and then we did — what they called the Bullseye — a diversion off the Dutch coast to try and put the German radar off, thinking it was the main force were going there, you see. So you did two semi-, semi-operational raids and then, of course, by the time I did my twenty-four VE Day arrived and that was it and, of course, even then there were crews then waiting then obviously to go out to the Far East but, of course, I was considered tour-expired anyway then. That was alright, you see.
DK: So as, as a wireless operator then what were your main duties once you were on board the aircraft and you —
JS: Well your main duties really were to keep a listening watch all the time as to whether you got anything coming through from your base, and weather reports and things like that, anything of importance like that, and then, of course, it was also you were needed in case, as it happened, we had to sort of, er, get diverted because, er, we were running short of fuel on a couple of times and then, on one occasion, Lincolnshire was fog-bound for the whole of December 1944 and we were diverted to the north of Scotland and we had to spend a whole week in the north of Scotland before we could get back down to Lincolnshire because of the fog. So, then my other duty then would have been if we had to ditch. I had the job in the dinghy, if you got the dinghy, I had the emergency radio and I got to operate that.
DK: Right.
JS: And that was the worst thing I’d have to do really.
DK: But that never happened then?
JS: That never happened, thank God, no. But listening out and of course — well, I had to call up to request where we could be diverted to because we were short of fuel and we wanted to know the best place we could put down so it was Carnaby in, in Yorkshire or Manston in Kent.
DK: Because they had the wider runways there?
JS: Yes and they had what they called FIDO.
DK: FIDO.
JS: The fog dispersal unit, yeah. So I did two or three, probably three, diversions I think, yeah.
DK: And was, was your aircraft ever attacked at all? Or —
JS: Well, we were attacked but we was — we never had more than glancing blows, should I say. The worst we had, we did the — one raid to Gdynia in Poland. The German Navy were there and to, er, to get on the correct heading for the bombing run, we had to sort of go south of the target to come out over the port so that when we released the bombs we were over the Baltic. And somehow or other the navigator miscalculated and we got to the target five minutes early and then we got coned with searchlights. So we had a, a few hectic minutes with the searchlights on us so — but even that wasn’t too bad because they didn’t hit us anyway but it was a bit of a hair raising moment shall we say, you know. You’re sort of pretty vulnerable when you’re sort of coned.
DK: Yeah. So were, were all your operations at night?
JS: Not all of them, no.
DK: Some were in daylight?
JS: I did a thousand bomber raid on Dortmund and this — you’ll see in my log book they’re in green and all the night time ones are all in red.
DK: Right. OK.
JS: So I think we did three daylight raids, probably. Yeah.
DK: But what was it like at night though? Was it — is it something you got used to? Because its —
JS: Well you did. It sounds, now you think — you wonder how you did it, ‘cause there were no lights on anywhere, you see. I mean, your aircraft, you had no lights on, and most of our bomber strength, it was usually two hundred, that was the average strength of a bomber force, and sometimes more than that, but the average, average two hundred. Well, when you consider that you had a rendezvous point, quite often in our case it would be over Northampton or Beachy Head. Well, you consider you come in from different squadrons to the rendezvous point and there’s two hundred of you getting together to go to the same place and you’ve got no lights on. When you think about it that’s a bit hairy.
DK: Yeah.
JS: And of course, obviously, there’s no, no lights below you at all. The only time we got lights when we were sort of coming back, like, when we’d been to Gdynia and we came back over the Baltic. We then followed the Swedish coast and the Swedes were very kind. They put sort of small lights up along their coast so they were quite decent about it. But those were the only lights we ever saw, you know.
DK: So when — what was it like when it got back then as you saw the airfield and you came into land?
JS: Well, a mighty relief, obviously, that was and, of course, it was a relief and it sounds silly in a way but with so many aerodromes, particularly in Lincolnshire, as you know, it was a bit hairy coming in over your own circuit because a lot of circuits nearly overlapped.
DK: Yeah.
JS: And, of course, towards the end the Germans were getting so desperate that, er, they were sending their, some of their fighters back amongst the bomber force, and two or three of our planes got shot down over Norfolk because they’d been followed all the way back, you know. So there were those situations arising.
DK: So you never got attacked by another aircraft then?
JS: No, no, we didn’t. We sort of — obviously, when you’re in the target area you feel, obviously, all the explosions coming underneath, all the bumps and everything like that and then, of course, on one or two raids the Germans put up — what they called Scarecrows — that was sort of the imitation of an aircraft crashing, which can be a bit unnerving, you know, because you’re not too sure whether it is a Scarecrow or not and it gives all the appearance of being an aircraft going down in flames so it doesn’t do your morale any good, you know.
DK: Did you see many of those then?
JS: Oh we saw, I think over the years, over the operations, I probably saw half a dozen of those, I suppose, you know.
DK: So when, when you weren’t flying and you were off duty did — what did you do then? Did you and your crew socialise together? Or —
JS: Well, yes, yes. I mean, we often socialised, probably not all of you together. I mean, er, you bond in different ways really. I mean there’s seven of you. Well, er, in our crew our navigator was a bit of a quiet type and he, he never or hardly ever came out with us. I mean the rest of us were going down into Newark or the towns and having a night out but the navigator, he was an architect by profession, and he was a bit more quiet and he didn’t join us. But the skipper was a good, good Aussie, and he was the oldest member of the crew. He was early thirties. Well, I mean, we called him ‘dad’ because I was the second oldest member. I was twenty-three.
DK: Right.
JS: And — but he was a real Aussie and when you were out with him you had a good time, you know. We —
DK: Can you remember the pilot’s name?
JS: Yeah, Richter. Rod Richter, yeah.
DK: And how did you feel, feel about, um, those from the Commonwealth, Australia and wherever?
JS: Well, they were a terrific asset. I mean, we had a lot of Aussies, a lot New Zealanders as well, and Canadians, and they all mixed in with the rest of us very well, you know.
DK: And did you, did you stay in touch with your crew after the war?
JS: No and that was the big, big mistake I think perhaps a lot of us made. It was awfully sad. You say ‘Why didn’t you?’ Well, it didn’t happen. I don’t know why.
DK: Because presumably he went back to Australia?
JS: He went back to Australia, yeah, but I mean we were all good friends and there’s no reason why we shouldn’t have done but, for whatever reason, we didn’t, you know.
DK: And the rest of your crew were they all — well the Irish gunner — but were the rest of them all English then?
JS: Yeah. The navigator was from Stoke on Trent, the bomb aimer was from Llanelli in South Wales, the flight engineer was from New Malden in Surrey, the mid-upper gunner was from Hartlepool and the tail gunner was the Irishman from Belfast. So we were all around the British Isle.
DK: And, and some of the major raids then. You mention you few to Dresden?
JS: Dresden.
DK: And what, what was that like?
JS: Well, that was, of course — it was just one hell of a raid. I mean, we were bombing at midnight. We’d sort of — the Americans had been during the day and then the British were going at night. And I remember we were flying and we were flying over the Alps and we were getting iced up and we were getting a bit bothered, the skipper was a bit bothered, because we had to sort of reduce our height a bit from what the flight plan said but we were getting iced up rather badly. And then, of course, you could see the target miles away before you got there because, I mean, it was as you know, it was just one big blaze. And, er, actually over the target, I mean, there was a terrific amount of anti-aircraft fire and a lot of activity from night bomb— night fighters, you know, so you were getting quite a bit of hassle from one way or another but it was such a big raid that — but, there again, we were pretty fortunate. We missed anything of any serious consequence, you know.
DK: Did Dresden at the time stand out as anything? Or was it just another raid?
JS: Well, the reason we did the raid and I noted it in my log book. The reason — when we were being briefed we said the reason we were going, the Russians had pushed the German Army back and Dresden was absolutely full of the German Army, and that’s why we went to Dresden, as simple as that. And so you were sort of quite encouraged to think that there you were doing a target which you got the Germany Army there and wonderful, you know, just the job. You couldn’t have a better target with that sort of description, you know, but it was — it covered, it seemed to cover one hell of a big area, you know, because you’d see it, I don’t know, must have been at least a hundred miles away, must have been.
DK: Yeah.
JS: Because we were one hell of a height up, as you know. We were given the height we had to fly and all that sort of thing and we were sort of — well we were usually about anything between fourteen and sixteen thousand feet, I suppose, on average, and sometimes we’d been down as low as ten, you know.
DK: Yeah.
JS: And, er, but — I mean, all the raids you have you got sort of, obviously, a lot of apprehension because whilst you’re in the target area — when you consider that there’s two hundred of you going over one place in about twelve min— twelve, twenty minutes I should say, you’ve all got your bombing times, you know, H plus whatever, and when you think you’ve got — there’s two hundred of you going over that small area all in the same time and you’re stacked. And of course that was another job the wireless operator’d do. I had to stand, if the radio was OK, I had to stand on it and look through the astrodome and if we got our own aircraft with bomb doors open above us I gotta tell the skipper to dive port or starboard, you know.
DK: Did that ever happen at all? Did you actually see aircraft blown up?
JS: Yes. Well, I mean, we did that three or four times. Well, it happened quite often because, as you know, when you’ve got so many up more or less together, I mean, in fairly good layers, you know. And, particularly, it seemed to be the more trips you did the further down the stack you came, you see.
DK: Yeah.
JS: And so there was a big risk. I mean, we did lose — not our squadron but there were quite a lot of our aircraft lost through bombs from the ones above, you know. Because there isn’t much room. If you’ve got a bomber upstairs there and he’s getting set to load and let his load go, you know, and you’re just beneath, you’ve got to get out, you know, because otherwise you’ll soon get involved in it.
DK: Yeah, yeah. So the war’s come to an end then. What, what happened to you in the RAF then? Did you leave soon after?
JS: Well, I had a bit of a relaxing time because I was a flight sergeant and then I became a warrant officer because of the time and so I was on good money and very little to do. And the station near Ipswich and that’s where I met my wife.
DK: Ah.
JS: I met my wife in November 1945.
DK: Right.
JS: And so Ipswich was the nearest town. I was stationed at Woodbridge and Woodbridge actually was one of the stations with an emergency landing strip.
DK: Yeah, yeah.
JS: So I spent the rest of my time — I was actually working on the flying control tower signals, you know, and I didn’t have a lot to do really. I mean, as I say, it was — the end of the war, you see, fortunately VE Day came just as I’d done my 24th trip and that was the end of the war, you see, and there was nothing much for us to do except we’d obviously have a rest period anyway.
DK: When did you leave the RAF then?
JS: Oh, April 1946, yes.
DK: And did you go back to your previous career? Or —
JS: Yes, yes. I had my job kept open for me, you see.
DK: Oh, right. OK.
JS: In fact, I was released on the 3rd of April 1946 and on the 4th May I got married and so the next 4th of May it’s seventy years since we got married.
DK: Oh, congratulations. [slight laugh]
JS: So, our seventy years dear, isn’t it? [slight laugh] Unfortunately, my wife had a stroke four years ago and it affected her speech and so we, we haven’t been able to socialise these last four years like we usually do. It’s awful difficult. We have carers come in four times a day so — we’re social people and we miss that so much, you know. We haven’t had a holiday for six years. We sort of — it’s not as easy as it sounds, you know.
DK: How do you look back on that period of your life in the RAF then? Do you, do you think about it still? [unclear]
JS: I — it sounds silly in a way but I enjoyed it, er, not because it was a war but the spirit of the RAF. I enjoyed being in the RAF. And, er, no I thoroughly enjoyed it from that point of view, yeah. I mean, I did consider whether I should stay in but, of course, if you wanted to stay in you had to reduce two ranks and I was a warrant officer I didn’t want to go back down to being a sergeant. So anyway, as it happens, I’m still working as an account. I’m ninety-five in August.
DK: And you’re still working?
JS: I’m still working.
DK: Oh excellent. [slight laugh]
JS: So, you know —
DK: [laugh] That’s good.
JS: Oh no. The brain keeps ticking over.
DK: That’s amazing.
JS: And people still pay me so —
DK: Well, we’ll stop there.
JS: Yeah.
DK: I think that’s probably enough.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Interview with Jack Smith
Creator
An entity primarily responsible for making the resource
David Kavanagh
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-04-08
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
ASmithJG160408, PSmithJG1601, PSmithJG1602
Conforms To
An established standard to which the described resource conforms.
Pending revision of OH transcription
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
The file format, physical medium, or dimensions of the resource
00:29:00 audio recording
Language
A language of the resource
eng
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Iraq
England--Blackpool
England--Buckinghamshire
England--Herefordshire
England--Lancashire
England--Northamptonshire
England--Warwickshire
England--Wiltshire
England--Nottinghamshire
England--Suffolk
Germany
Poland
Poland--Gdynia
Temporal Coverage
Temporal characteristics of the resource.
1944-10
1945-02
1940-09
1943-12
1946-03
Description
An account of the resource
Jack volunteered for the Royal Air Force (RAF) in September 1940. He went to Padgate and then on to Blackpool where he trained as a wireless operator. Jack proceeded to a radio school at RAF Compton Bassett and then RAF Bramcote. He was posted to Iraq, doing ground operating rather than flying. He eventually returned to the UK for aircrew training. Jack was posted to radio school at RAF Manley and qualified in December 1943. He went to the advanced flying unit in North Wales and then the Operational Training Unit at RAF Silverstone where he met his crew. This was followed by the heavy conversion unit at RAF Winthorpe on Stirling aircraft. Jack went to RAF Scampton to convert onto Lancasters and a Lancaster Finishing School near Newark.
In October 1944 Jack was posted to 189 Squadron at RAF Fulbeck. His first three trips were aborted. He carried out 24 operations and two semi-operational trips (leaflets dropping and a diversion to confuse German radar). Several operations were to railway marshalling yards in Germany. He also describes an operation to Gdynia in Poland and the Dresden operation and its rationale.
Jack discusses the main duties of the wireless operator, his experience of ‘scarecrows’ and the difficulty of flying at night in close proximity to other aircraft.
When the war ended, Jack became warrant officer and was stationed at RAF Woodbridge, working on flying control tower signals. He left the RAF in April 1946 and returned to his job as trainee chartered accountant.
Contributor
An entity responsible for making contributions to the resource
Sally Coulter
189 Squadron
aircrew
bombing
bombing of Dresden (13 - 15 February 1945)
crewing up
Heavy Conversion Unit
Lancaster
Operational Training Unit
perception of bombing war
RAF Bramcote
RAF Compton Bassett
RAF Fulbeck
RAF Scampton
RAF Silverstone
RAF Winthorpe
RAF Woodbridge
RAF Yatesbury
Scarecrow
Stirling
training
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/660/9204/EGortonHGortonLCM440221.2.pdf
016adc329814c49ba787f8179f1786f4
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
Gorton, Harold
Description
An account of the resource
136 items. The collection concerns Squadron Leader Harold Gorton (1914 - 1944, 120984, Royal Air Force) and contains eight photographs and 126 letters to his wife and family. Harold Gorton studied at Oxford, and throughout his time in the RAF he continued studying law. He completed a tour of operations as a pilot in 1941 and was then posted as an instructor to RAF Cark. He returned to operations with 49 Squadron stationed at RAF Fulbeck in 1944. He was killed 11/12 November 1944 during an operation to Harburg.<br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Mair Gorton and Ian Gorton, and catalogued by Barry Hunter. <br /><br />Additional information on Harold Gorton is available via the <a href="https://internationalbcc.co.uk/losses/108964/">IBCC Losses Database</a>.
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
2017-05-30
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Gorton, H
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
TEL. SILVERSTONE 252
OFFICERS’ MESS,
ROYAL AIR FORCE STATION,
SILVERSTONE,
NR. TOWCESTER,
NORTHANTS.
[Royal Air Force crest]
21/2/44
Dearest,
It was good to get your letter today – did me more good than a five pound note.
I quite agree with your opinion of the Labour Exchange. To me they seem crazy. Anyway, if I were you I should refuse to accept a job unless it were a suitable one. Certainly the idea of being billeted out in Abergavenny is ridiculous.
I’m afraid we’ve “had” living out until I’ve finished my tour. They won’t wear it here, and I’m told it’s the same on an operational squadron.
I’m glad your Mother is willing to lend the money. All we’ve got to do now is to find a house. I say “all”, but I know that that’s the most difficult part of it. By all means take the flat in Porthcawl if you fancy it. I only hope it’s not like the furnished house advertised on the Mess notice board here at £16 a month. Pretty steep, isn’t it?
[page break]
2
Still I don’t mind in the least how much we pay provided you can get fixed up. You must be absolutely sick & tired of your position & it’s uncertainty by now, & I’d give anything to see you comfortably settled.
I think it’s a great idea of yours coming up here. Instead of Towcester, though, why not go to Brackley. On Thursday we are due to go to the satellite, Turweston, which is no more than four miles from Brackley. With any luck I should be able to borrow a bike and live out unofficially. That’s what one of the blokes on this course has been doing for a fortnight now. When I get to Brackley I’ll prospect the hotels there and see what are the chances of getting a room on the date you suggest. That will be a fortnight today. I wish it was now!
3.
Nothing more has been said about our 48, so I rather fancy we’ve had it, worse luck.
I have now already attended Church Parade, & find myself no different. The service was O.K. as I sat close to a big hot stove, & was as warm as toast. (You see how spiritual I’ve become nowadays?) Actually, I’ve had only one idea in mind for the past fortnight – how to get warm, so I wasn’t in the mood for spiritual food.
F/L. Cooper (now D.F.C.) has finished his second tour and is now an instructor at Turweston. I haven’t tried my flying underwear yet, but must do so some time.
As far as I can make out, I’m due for leave when I’ve finished this course, & if all goes well that should be somewhere about the beginning of April.
[page break]
4
Saturday night’s bomber score wasn’t so good, was it? Last night’s was much better. We’re all very interested in it here. It reminds me of the days when we used to listen for the close of play Test match scores.
All my love, darling,
Harold.
P.S. I thought your letter finished earlier than it did, so I’ve missed some things.
I thought that if I posted a letter at breakfast time e.g. tomorrow, Tuesday, you ought to get it the day after, e.g. Wednesday, but apparently not. The one you posted in Abergavenny after seing [sic] the ministry of Labour reached [underlined] here [/underlined] the next day. Very quick wasn’t it.
A dining in night is really a peace time function, when every member of the Mess sits down to dinner with the others. You have to be in
[page break]
5
the ante room half an hour before dinner, & are not allowed to smoke. When dinner is announced, the President leads the way and we all troop in after him. The “king” is drunk after dinner, & then there is the usual orgy of drinking in the ante room, because officers are not allowed to leave the Mess before 10.30. Silly isn’t it?
I feel a bit appalled by the food we get here. We seem to have lashings of margarine and sugar, and get double the ration of chocolate we had at Cark. We also get lots of oranges and apples, and today, at lunch, even some dates. It seems so unfair to me that we should get so much, while civilians are so short. Don’t you agree.
All my love,
Harold
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Description
An account of the resource
He writes of activities on base, rationing and bomber scores.
Creator
An entity primarily responsible for making the resource
Harold Gorton
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-02-21
Format
The file format, physical medium, or dimensions of the resource
Five handwritten sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
EGortonHGortonLCM440221
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Civilian
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Buckinghamshire
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
Tricia Marshall
Title
A name given to the resource
Letter from Harold Gorton to his wife
Temporal Coverage
Temporal characteristics of the resource.
1944-02
aircrew
bombing
mess
military living conditions
military service conditions
RAF Silverstone
RAF Turweston
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/660/9205/EGortonHGortonLCM440223.1.pdf
51fba87bf22bcb20b816a3cc3bc559d1
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
Gorton, Harold
Description
An account of the resource
136 items. The collection concerns Squadron Leader Harold Gorton (1914 - 1944, 120984, Royal Air Force) and contains eight photographs and 126 letters to his wife and family. Harold Gorton studied at Oxford, and throughout his time in the RAF he continued studying law. He completed a tour of operations as a pilot in 1941 and was then posted as an instructor to RAF Cark. He returned to operations with 49 Squadron stationed at RAF Fulbeck in 1944. He was killed 11/12 November 1944 during an operation to Harburg.<br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Mair Gorton and Ian Gorton, and catalogued by Barry Hunter. <br /><br />Additional information on Harold Gorton is available via the <a href="https://internationalbcc.co.uk/losses/108964/">IBCC Losses Database</a>.
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
2017-05-30
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Gorton, H
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
TEL. SILVERSTONE 252
OFFICERS’ MESS
ROYAL AIR FORCE STATION,
SILVERSTONE,
NR. TOWCESTER,
NORTHANTS.
[Royal Air Force crest]
Wednesday
Dearest,
Tomorrow afternoon we move over to [deleted] Silverstone [/deleted] Turweston. I’ll write and send you the address as soon as I can.
I spent the time between tea and dinner repairing my suitcase. I must have looked quite funny at times, as I had to hold it up on the back of a chair with my head and shoulders inside it, while I hammered away at the handle. It isn’t done very securely, but it’s the best I can do, and I’m hoping it will last at least until I get to Turweston.
We are supposed to be there for a month, but I don’t know how I shall get on, as I’m headless and [deleted] and [/deleted] shan’t do all the syllabus. You don’t need to worry about my getting on to Ops quickly, however. After this course I shall probably go to a “pool” at Scampton, where I may have to wait for weeks before going to a Con unit. I should
[page break]
2
like to get trained as quickly as possible, as I want to get on with a job once I’ve started, but I’m afraid it will be some time before I see Germany.
I got a letter from Alice today. One part of it I thought very amusing. She says “We have looked up Wellingtons in that book of aircraft but Lancasters aren’t in. I suppose they are a newer machine.” Such ignorance in the fifth year of the war seems quite ridiculous to me.
Thank you, darling, for your long letter.
I suppose £210 isn’t bad nowadays for that cottage, but it’s a bit ridiculous compared with the one Dad sold, isn’t it?
As for replies to adverts, my idea is that unless you get them within a day or two of the insertion, you’ll not get any at all. If anyone wants to reply he’ll do so at once. There’s no need to keep an address for a few days, as there’ll no doubt
[page break]
3
be someone else’s address in any time he cares to look.
The only snag about Towcester or Northampton – or Brackley, for that matter – is that I expect to be posted in about five weeks from now, perhaps less. Apart from the fact that I badly want to see you, I think it would be a good plan if you came here to see what you thought of it. If only my life weren’t so beastly uncertain (I mean because of postings!), it would be easy to fix on a town. Even this O.T.U. course, which ought to have simplified the matter temporarily, is complicated because (a) I spend my time at two aerodromes instead of one, and (b) I’m not absolutely sure when I shall go. There’s also the further complication, of course, that I shall have to do a good deal of night flying. (Air raid siren just sounding!)
[page break]
4
There are six beds in this hut, but only five are occupied.
I’ve made up a parcel of laundry & will send it off tomorrow. The other arrived in perfect condition. There isn’t any hurry for you to send it back. Would the end of next week suit you?
I think Turweston is about 6 – 8 miles from here.
It would be nice if we could have the cottage again, but I don’t know how you would manage. The snag about it, apart from your own difficulties, is that it’s on the wrong side of the Trent, so that it would mean going through Newark each time, unless I could go over by air.
Grace’s letter certainly looks hopeful, doesn’t it? So, I thought did Churchill’s speech yesterday, in that he scarcely mentioned the second front at all. I wish they’d get it over & done with. I’m sick & tired of this b- war.
I thought when you said you could speak your mind to me it
[page break]
5
was one of the nicest compliments you’ve ever paid me. I hope you’ll always do it (both nice things & the reverse) because there’s nothing that does me more good. It’s impossible to describe what a difference it makes to me to know that there’s somebody with whom I am completely at one.
Actually, I don’t know if it’s the policy of the lecturers here or not, but I feel far more confident about Ops than I did before I arrived here. At Cark I felt that night bombing was purely a matter of luck whether one survived or not. Now I’m forming the opinion that provided one’s crew is on top line, the odds are very high in favour of a safe return. Since each time I take off, I shall be wanting to get back to you, I shall ensure that everything humanly possible is done to make sure that I do come back.
I’ll see what I can find out about the law on this job business is, although at the moment I don’t
[page break]
6
quite know where to start. How do you want me to set about getting a permit for you? I shall be only too pleased to do anything you suggest.
There seems to be no hope of a 48 or leave, although it’s unlikely that there will be anything for us to do the first week we are at Turweston. In that case, I shall certainly see what can be done about it. Some of the courses have had 36 hours off at the beginning, but I don’t see what use that would be as I don’t think I could get to Aber in the time, and shouldn’t know early enough to ask you to go anywhere.
It’s a devil, isn’t it? This being a pupil again, & not knowing what’s going to happen is very awkward, isn’t it? I think I may have been rather negative and gloomy in the first part of my letter. If so, please forgive me – I’m only trying to explain the
[page break]
7
position as I see it, & have to go into some detail because it’s such a change from me being an instructor. God knows I’d give anything to be with you, and if I can arrange it I certainly will.
I’d like to read that Genius of Friendship if I may. As you know, I am very keen on Lawrence.
All my love, darling,
Harold.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Description
An account of the resource
He writes of his move to RAF Turweston, his training schedule and Winston Churchill’s speech.
Creator
An entity primarily responsible for making the resource
Harold Gorton
Format
The file format, physical medium, or dimensions of the resource
Seven handwritten sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
EGortonHGortonLCM440223
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Civilian
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Buckinghamshire
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
Tricia Marshall
Title
A name given to the resource
Letter from Harold Gorton to his wife
Date
A point or period of time associated with an event in the lifecycle of the resource
1944
Temporal Coverage
Temporal characteristics of the resource.
1944
aircrew
Lancaster
military living conditions
military service conditions
Operational Training Unit
RAF Silverstone
RAF Turweston
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/660/9206/EGortonHGortonLCM440224.2.pdf
00f0bc511d9a9abf9cff491ebc294710
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
Gorton, Harold
Description
An account of the resource
136 items. The collection concerns Squadron Leader Harold Gorton (1914 - 1944, 120984, Royal Air Force) and contains eight photographs and 126 letters to his wife and family. Harold Gorton studied at Oxford, and throughout his time in the RAF he continued studying law. He completed a tour of operations as a pilot in 1941 and was then posted as an instructor to RAF Cark. He returned to operations with 49 Squadron stationed at RAF Fulbeck in 1944. He was killed 11/12 November 1944 during an operation to Harburg.<br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Mair Gorton and Ian Gorton, and catalogued by Barry Hunter. <br /><br />Additional information on Harold Gorton is available via the <a href="https://internationalbcc.co.uk/losses/108964/">IBCC Losses Database</a>.
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
2017-05-30
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Gorton, H
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
TEL. SILVERSTONE 252
OFFICERS’ MESS,
ROYAL AIR FORCE STATION,
[deleted] SILVERSTONE [/deleted] [inserted] Turweston [/inserted]
[deleted] NR TOWCESTER, [/deleted] [inserted] Brackley, [/inserted]
NORTHANTS.
[Royal Air Force crest]
24/2/44
Dearest,
We have just moved into our new quarters and are feeling somewhat shaken. We are in a long airmen’s hut, 10 beds, not enough light & insufficient furniture. We’ve been told that these quarters are only temporary, but I wonder!
Tomorrow we have to see the C.G.I. at 9.0 a.m., & I believe there is a possibility of getting the rest of Friday and Saturday off. It will be no use to me, however, as the transport situation is bad here – 4 miles from Brackley & no buses, & from Brackley the only train to Oxford is 9.0 a.m. or 5.0 p.m., so that it will be impossible for me to get to see you. If we can get Sunday off as well, of course, it will be a different story, but at the moment I am thinking of spending my day off in Oxford.
Your letter today came as a very welcome surprise, as I didn’t expect another one for a few days – when you’d got my new address.
[page break]
2.
I’m surprised you didn’t solve the code message although I had to put an unnecessary word “for” in. You were pretty close to it however. It should have read: “I am at Silverstone. I’ll try again later, and see if it works any better.
I’ve at last got my law book sent on from Cark. It arrived some time ago, & the Education Officer asked Training Wing to let me know it had arrived, but of course I heard no more about it.
I’m glad you’ve applied for that Wimbledon job, as London really is an easy place to reach, even from a hole like this. The Yorkshire one would do just as well though.
I hope you can find a nice costume. Pay as much as you fancy for it & I shall be pleased, whether it’s utility or not. I like you to be able to get some new clothes because you always look well dressed. Actually, of course, you’re just as lovely to me clothes or no!
[page break]
3.
Clothing Parade is merely a time fixed by the stores for exchanges & issues. Everyone appears at the same time so as to simplify the stores’ work.
That’s all for now darling. I’ll write more later.
All my love,
Harold.
[page break]
PLEASE / SEND / YOUR / LOVE
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Description
An account of the resource
He writes of moving to his new quarters at RAF Turweston and domestic details.
Creator
An entity primarily responsible for making the resource
Harold Gorton
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-02-24
Format
The file format, physical medium, or dimensions of the resource
Four handwritten sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
EGortonHGortonLCM440224
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Civilian
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Buckinghamshire
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
Tricia Marshall
Title
A name given to the resource
Letter from Harold Gorton to his wife
Temporal Coverage
Temporal characteristics of the resource.
1944-02
aircrew
military living conditions
RAF Turweston
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/660/9208/EGortonHGortonLCM440225.2.pdf
3e19df2a2e45e693cd7f40397836ddd4
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
Gorton, Harold
Description
An account of the resource
136 items. The collection concerns Squadron Leader Harold Gorton (1914 - 1944, 120984, Royal Air Force) and contains eight photographs and 126 letters to his wife and family. Harold Gorton studied at Oxford, and throughout his time in the RAF he continued studying law. He completed a tour of operations as a pilot in 1941 and was then posted as an instructor to RAF Cark. He returned to operations with 49 Squadron stationed at RAF Fulbeck in 1944. He was killed 11/12 November 1944 during an operation to Harburg.<br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Mair Gorton and Ian Gorton, and catalogued by Barry Hunter. <br /><br />Additional information on Harold Gorton is available via the <a href="https://internationalbcc.co.uk/losses/108964/">IBCC Losses Database</a>.
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
2017-05-30
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Gorton, H
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
TEL. SILVERSTONE 252
OFFICERS’ MESS,
ROYAL AIR FORCE STATION,
[deleted] SILVERSTONE, [/deleted] [inserted] Turweston, [/inserted
[deleted] NR. TOWCESTER, [/deleted] [inserted] Brackley, [/inserted]
NORTHANTS.
[Royal Air Force crest]
25/2/44
Dearest,
You see in me a very disappointed man. As I said in my last letter, we got a 36 hours off duty, from midday today. The snag about it was that I couldn’t manage to see you. I could have caught the 2.12 from Brackley to London, but would have had to wait for the train that goes after tea. I decided to go to Oxford, and had amazing luck with hitch hiking (no other transport available), completing the journey in two hops without any waiting.
I discovered that I could have caught the 1.55 from Paddington [inserted] at Reading [/inserted] if I’d been in Oxford at 1.20, but as it was I couldn’t get to Newport until 8.30, and I thought there’s be no hope of getting to Abergavenny at that time.
I decided to make the best of it at Oxford, & got a bed in the college guest room. I’ve had enough of these so called pleasure outings, however. When I’ve been in camp for some time I feel I must get out
[page break]
2
and have a change, but it all turns to dust & ashes if you’re not there.
I went to the Playhouse tonight – Noel Coward’s “Design for Living,” and sat through the play feeling as miserable as sin, and wondering how Noel Coward could write such tosh. If you’d been there, we could at least have pulled the play to pieces in company. Here is a synopsis:
[underlined] Act I [/underlined] Otto, an artist, returns to his flat to discover that Leo, his best friend, has just spent the night with Otto’s girl, who’d been living with him.
[underlined] Act II [/underlined] 18 months later.
Leo & the girl have been living together, and while Leo is away for a week-end, Otto comes & sleeps with the girl. However, this time the girl runs away from both of them.
[underlined Act III [/underlined] 2 years later.
The girl has now married a middle-aged admirer. Leo & Otto turn up, & she throws over her husband, & declares she can’t live without Leo & Otto!
It’s a long time since I had
[page break]
3
the misfortune to listen to such tripe. I thought Noel Coward was better than that.
I’ve been too cheesed off to see anybody today, but I suppose I’d better go & see my tutor tomorrow.
This morning, to change a somewhat doleful subject, we had a series of introductory talks at Turweston. I have to report for flying at 8.30 on Sunday morning, but I doubt if they’ll be ready for us then, as they are a bit behind with their programme. Still, with any luck, I may be able to do some flying sometime. I haven’t flown since Jan. 21st, the longest gap I’ve had for three years.
If I’ve seemed miserable in this letter, it’s only because I want to tell you how much I miss you.
I had a look at Brackley as I passed through this afternoon,
[page break]
4.
It’s quite small, no cinema, but two or three hotels. I don’t know whether you fancy going there or to Northampton. Brackley is [deleted] 20 m [/deleted] 4 miles from Turweston, & Northampton is about 20 miles away (12 miles from Silverstone).
Richardson, the other “headless” pilot on my course, was given a crew at Turweston this morning, so he’ll now do the normal course.
All my love,
Harold.
Darling,
A[underlined]p[/underlined]parently a[underlined]l[/underlined]l w[underlined]e[/underlined] h[underlined]a[/underlined]ve a[underlined]s[/underlined] y[underlined]e[/underlined]t [deleted] belongs in [/deleted] i[underlined]s[/underlined] d[underlined]e[/underlined]finitely u[underlined]n[/underlined]dervalued. A[underlined]d[/underlined]dington, m[underlined]y[/underlined] y[underlined]o[/underlined]ung a[underlined]u[/underlined]thor, brings p[underlined]l[/underlined]enty t[underlined]o[/underlined] e[underlined]v[/underlined]ery re[underlined]v[/underlined]valuation.
PLEASE’SEND’YOUR’LOVE
Is this O.K.?
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Description
An account of the resource
He writes of his 36 hour leave and social activities and training duties at RAF Turweston. He includes a coded message to his wife.
Creator
An entity primarily responsible for making the resource
Harold Gorton
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-02-25
Format
The file format, physical medium, or dimensions of the resource
Four handwritten sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
EGortonHGortonLCM440225
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
Civilian
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Buckinghamshire
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Tricia Marshall
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1944-02
Title
A name given to the resource
Letter from Flying Officer Harold Gorton to his wife
aircrew
entertainment
RAF Turweston
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/660/9210/EGortonHGortonLCM440229.1.pdf
460e41527574cb431aa3b76672c12648
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
Gorton, Harold
Description
An account of the resource
136 items. The collection concerns Squadron Leader Harold Gorton (1914 - 1944, 120984, Royal Air Force) and contains eight photographs and 126 letters to his wife and family. Harold Gorton studied at Oxford, and throughout his time in the RAF he continued studying law. He completed a tour of operations as a pilot in 1941 and was then posted as an instructor to RAF Cark. He returned to operations with 49 Squadron stationed at RAF Fulbeck in 1944. He was killed 11/12 November 1944 during an operation to Harburg.<br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Mair Gorton and Ian Gorton, and catalogued by Barry Hunter. <br /><br />Additional information on Harold Gorton is available via the <a href="https://internationalbcc.co.uk/losses/108964/">IBCC Losses Database</a>.
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
2017-05-30
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Gorton, H
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
TEL. SILVERSTONE 252
OFFICERS’ MESS,
ROYAL AIR FORCE STATION,
[deleted] SILVERSTONE, [/deleted] [inserted] Turweston, [/inserted]
[deleted] NR. TOWCESTER, [/deleted] [inserted] Nr. Brackley, [/inserted]
NORTHANTS.
[Royal Air Force crest]
Tuesday 11.15 a.m.
Dearest,
I am supposed to be flying today, but there seems no chance of a trip at present, so I am spending the morning in front of a fire in the Intelligence Library – a very good place to be, since we had a very sharp frost last night.
Your letter arrived yesterday afternoon from Silverstone, & very welcome it was, too. I should have replied to it last night after dinner, but I was inveigled into a Bridge School that lasted until bed time. One of the four – he was my partner last night, - is pretty good & knows all about Culbertson etc. I kept getting into a flap in the later rounds of bidding, as I often didn’t have a clue as to what he was getting at. Still, we finished 1600 points up, the last hand being a five clubs call, in which our opponents didn’t even bother to play as we had everything! I wish I could have a game with you, though.
[page break]
2
There were some bridge scores on the back of that envelope you sent me, & they brought back some very happy memories.
I think I’ve already said I’d like to read the T.E. Lawrence book. I agree with you about “The Ship”. It wasn’t anything like so good as his other books.
I wish I could have been at the threshing, as I should have liked to see it. I imagine it became a bit unpleasant after the first few rats had been killed, though no doubt at first it would be rather exciting.
I think I’ve explained myself fairly well about your coming up here. My only objection is my memory of how you felt at Cark. It’s still very cold, however. I think it would pay you to wait until it is warmer.
I’m very glad you’ve got an answer to your advert. I don’t object to the price at all if you will be comfortable there. You could try it & still be able to give it up if we found a place near where I am. Also, if it is satisfactory, you could
[page break]
3
get a job in Cardiff. My own opinion is that the director of education there would be only too pleased to take you on in a secondary school. Anyway, the great thing to remember is that Cardiff is much easier to reach than small places that are nearer. From Grantham, for instance, it’s only 2 hrs to London and then 3 1/2 (?) to Cardiff.
As soon as I hear from you when you are coming here, I’ll fix up a place for you to stay, either in the Temperance Hotel or one of the others.
I should very much like to have my bike if it’s serviceable. I should have asked for it before, but I didn’t know how you could take it to the station. I thought that if I asked for it, you would put yourself to a lot of inconvenience, trying to get it to Abergavenny. The position is that I can manage O.K. without one, although it takes
[page break]
4
more time to get about, naturally. The really big advantage of a bike is that I can go to Brackley on it for shopping or to go to the station, if I should happen to get some time off. However, don’t worry about it. If there should happen to be a convenient means of getting it to Abergavenny, then I should like it. If not, it doesn’t matter.
As for that loss of 79 bombers, my own opinion is (a) it was just one of the chances of war that one can’t guard against, (b) some of the aircraft were too early, & thus more exposed to attacks (there’s safety in numbers).
All my love, darling,
Harold
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Description
An account of the resource
He writes of his social activities and flying. He also writes of the loss of 79 bombers.
Creator
An entity primarily responsible for making the resource
Harold Gorton
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-02-29
Format
The file format, physical medium, or dimensions of the resource
Four handwritten sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
EGortonHGortonLCM440229
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Civilian
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Buckinghamshire
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
Tricia Marshall
Title
A name given to the resource
Letter from Harold Gorton to his wife
Temporal Coverage
Temporal characteristics of the resource.
1944-02
aircrew
entertainment
military living conditions
RAF Cark
RAF Turweston
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/660/9209/EGortonHGortonLCM440226.1.pdf
45c1dbf0564bb36f014a151ecaa61fc4
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
Gorton, Harold
Description
An account of the resource
136 items. The collection concerns Squadron Leader Harold Gorton (1914 - 1944, 120984, Royal Air Force) and contains eight photographs and 126 letters to his wife and family. Harold Gorton studied at Oxford, and throughout his time in the RAF he continued studying law. He completed a tour of operations as a pilot in 1941 and was then posted as an instructor to RAF Cark. He returned to operations with 49 Squadron stationed at RAF Fulbeck in 1944. He was killed 11/12 November 1944 during an operation to Harburg.<br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Mair Gorton and Ian Gorton, and catalogued by Barry Hunter. <br /><br />Additional information on Harold Gorton is available via the <a href="https://internationalbcc.co.uk/losses/108964/">IBCC Losses Database</a>.
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
2017-05-30
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Gorton, H
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
TEL. SILVERSTONE 252
OFFICERS’ MESS,
ROYAL AIR FORCE STATION,
[deleted] SILVERSTON, [/deleted] [inserted] Turweston, [/inserted]
[deleted] NR. TOWCESTER [/deleted] [inserted] Nr. Brackley [/inserted],
NORTHANTS.
[Royal Air Force crest]
Dearest,
I’m feeling more nearly content tonight than I have done for 3 weeks. I’ve had my first trip in a Wellington, a five minute circuit & bump as passenger!
This morning was very dull – sitting in a crew room listening to various people reading the Flight Order Book. This afternoon I went down to see what was happening & while the sergeants on the course were told to do some gardening, I was given the honour of being passenger on a weather test! Better still, I was able to go back to the Mess after we’d landed.
It wasn’t much of a success as trips go, as we had to go round the circuit at 3 – 400 ft. & the vis. was very poor, the aerodrome being invisible most of the way round. Still, I think it was very valuable experience, as it gave me something of an idea of how the Wimpey works. Tomorrow we are on lectures, so I
[page break]
2
shall have to wait until Tuesday for further adventures
Getting back from Oxford yesterday wasn’t too good, as I didn’t think it safe to risk hitching back The best I could do was to get the 2.0 p.m. bus to Buckingham – 2 hours to do about 20 miles, as it went round all the villages! I then had a poor tea in a somewhat miserable café & had half an hour to wait for the train to Brackley. I decided to see about hitching, and was lucky enough to find a car which took me within [deleted] [indecipherable letter] [/deleted] a mile of the camp.
Much to my disgust, there was a Mess dance on when I got back, & so I couldn’t get any dinner. Fortunately one of the fellows in the hut had some chocolate & biscuits, so I ate those and stayed in my room until bed time
One of the big snags about moving from camp to camp, is that it’s such ages before I can hope for a letter from you. I don’t suppose you’ll get my new address until
[page break]
3
[deleted] Wednesday [/deleted] Monday, and even if by some piece of good luck, you are able to post one the same day, I can’t expect it until [deleted] Thurs [/deleted] Wednesday. Anyway, I’ll tell myself that I’ll not expect to hear from you until Thursday at the earliest, so that I shan’t be disappointed!
I’ve been thinking a good deal about the question of your movements, and I don’t seem to be able to come to any conclusions. As far as I’m concerned, the nicest thing would be to have you always near whichever aerodrome I happen to be at. On that basis, I should say “Come to Brackley for a fortnight, & then to Towcester or Northampton until I’m posted,” and so on.
The trouble is that this seems to me to be a very selfish attitude on my part. Your life would be lousy, stranded in strange places & I couldn’t even guarantee to be able to
[page break]
see you every day, as I have so much less control over my movements while I am a pupil.
There are one or two nice hotels in Brackley, and if you’d like to come up & see what it is like, no one will be more delighted than I. But I do want you to think of yourself a bit, darling. I think it would be much better if you could find somewhere permanent to stay, preferably, though it doesn’t matter much, somewhere between York & London.
I am very keen to know your latest ideas on all this.
All my love,
Harold.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Description
An account of the resource
He writes of his first flight in a Wellington as a passenger and his journey back from Oxford to Turweston.
Creator
An entity primarily responsible for making the resource
Harold Gorton
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-02-26
Format
The file format, physical medium, or dimensions of the resource
Four handwritten sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text. Correspondence
Text
Identifier
An unambiguous reference to the resource within a given context
EGortonHGortonLCM440226
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Civilian
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Buckinghamshire
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
Tricia Marshall
Title
A name given to the resource
Letter from Harold Gorton to his wife
Temporal Coverage
Temporal characteristics of the resource.
1944-02
aircrew
entertainment
military living conditions
RAF Turweston
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/660/9212/EGortonHGortonLCM440302.1.pdf
91a713007c557e99a5590ba0a5249db8
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
Gorton, Harold
Description
An account of the resource
136 items. The collection concerns Squadron Leader Harold Gorton (1914 - 1944, 120984, Royal Air Force) and contains eight photographs and 126 letters to his wife and family. Harold Gorton studied at Oxford, and throughout his time in the RAF he continued studying law. He completed a tour of operations as a pilot in 1941 and was then posted as an instructor to RAF Cark. He returned to operations with 49 Squadron stationed at RAF Fulbeck in 1944. He was killed 11/12 November 1944 during an operation to Harburg.<br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Mair Gorton and Ian Gorton, and catalogued by Barry Hunter. <br /><br />Additional information on Harold Gorton is available via the <a href="https://internationalbcc.co.uk/losses/108964/">IBCC Losses Database</a>.
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
2017-05-30
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Gorton, H
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
TEL. SILVERSTONE 252
OFFICERS’ MESS,
ROYAL AIR FORCE STATION,
[deleted] SILVERSTONE, [/deleted] [inserted] Turweston, [/inserted]
[deleted] NR. TOWCESTER[/deleted] [inserted] Nr. Brackley [/inserted],
NORTHANTS
[Royal Air Force crest]
Thursday 8.0 p.m.
Dearest,
I nearly wrote to you this morning, when I spent a couple of hours in the Intelligence Library, but I decided to leave it till later, & I’m glad I did, as I got another letter from you today, - the third in three days running! – and I can also tell you about my first trip.
I therefore had an early dinner, and have come back to the hut so that I can spend the rest of the evening writing to you.
(At this point two others came in & interrupted me – that’s one of the snags of living in a hut like this. I’ve forgotten where I was!).
I suppose I’d better get my flying off my mind before I go any further, or else I shan’t be able to answer your letter properly.
We went out to the aircraft at 2.30, & were just going to start up when we found that the hydraulics
[page break]
2
were u/s. We waited until 3.15 without any luck, & then went to another aircraft. In consideration of my experience, I was allowed to taxi out & take off without demonstration. The take off was easy, but I found the auxiliary controls (u/c & flaps) very awkward to handle, especially as flying the Wellington is a two handed job at the best of times. You can’t just put it into the desired altitude and leave it there as you would with an Oxford or Anson – you’ve got to keep fighting it all the time.
Anyway, we went up & did some stalling & feathered an engine – for single engine flying - & then came back & did some landings. I did them all myself without demonstration. I was pleased with that fact because it confirmed the theory I’ve had that anybody with my experience ought to be able – after being
[page break]
3
shown the knobs, to take any aircraft up & bring it down safely.
However, we got held up on the circuit several times & had to do overshoots, so that by the time we’d done three or four landings it was 5.30 & time to stop. Although it would have been nice to have gone solo immediately, I was so tired after flying 2 hours that I didn’t want to go solo. I expect I shall do a check circuit on Saturday (if I can get a trip then, & then go off on my own.
Forgive all this (no doubt boring) description of my first trip. I’ll now settle down to answering your letters.
Thank you very much, darling, for doing my washing. I’ll try & not ask you to do any more.
The weather here has been quite cold, sharp frosts each
[page break]
4
night, but there has been quite a lot of sun & good flying weather.
I’m afraid I haven’t noticed the cut in the fuel ration. The only think I notice is that we seem to have no coal at all, & as you probably know, lighting a fire with wood & coke isn’t too easy.
My suitcase stood up to its last move very well, but I don’t know how long it will last. I thought that if it went again, I might be able to get a leather handle that was attached to some straps round the case.
From your letter I got two or three days ago, I thought you were going to look into that furnished flat in Cardiff. Still, as you say, if you’re going to live in lodgings, you may as well be near me.
Incidentally, re your remarks about the accommodation at Silverstone, I may as well
[page break]
5
tell you that there’s a spare bed in the hut here, only I won’t guarantee that there’s a pillow on it, as we’ve only had pillows for the past two nights. I call them “pillows”, but actually they are only pieces of sacking filled with straw – airmen’s pillows, not like the comfortable officer type I’ve been used to!
I’m glad you liked the chocolate. I hope it wasn’t too smelly! The Canadian chocolate came from a chap at Silverstone who’d been a staff pilot in Canada, & had just received a parcel.
The snag about the cottage at Ossington, is that even if I get to Newark, I’ve still ten miles to go. If I had some form of transport, of course, I should be all right.
I rang up Silverstone yesterday to enquire about “Genius of Friendship”. The girl there said
[page break]
6
she'd posted it off on Monday, but the post between there & here seems to be slower than between here & Abergavenny.
I got it this afternoon, & read it before dinner. Actually I was disappointed in it. While I was in Oxford I read half of a book by Henry Williamson, - his diary for the year 1936. I think that may have prejudiced me, because not only did he take himself far too seriously for my liking, but also a damning fault in these days, he then regarded Hitler as the world’s great man.
My opinion of “Genius of Friendship”, is that it boosts H.W. & forgets T.E.L. Since I don’t think much of the former, & have a high opinion of the latter, the result doesn’t please me. That’s a very sweeping & partial criticism, but I find it difficult to criticise properly in a letter
[page break]
7
You will know by now that I should like my bike. You had better address it to me here, and the railway station will let me know when it arrives.
Brackley is not an easy place to get away from unless you go along the main line, or the bus routes. Oxford unfortunately doesn’t lie on either of these.
The first chance I get, I’m going in to Brackley to book a room for you. I think I’d better go in person rather than phone, so as to make sure the place is O.K.
Whether the Yorkshire place will want you or not, I don’t know, but I’m sure you don’t realise how short they are of teachers. I shan’t be at all surprised if you get the job.
If you think you’d like the Clitheroe job, apply for it. It’s a very nice country town, just
[page break]
8
at the foot of the Pennines, but of course, not very easy to reach from the east of England.
As you say, I’m not able to do any studying at present. Even so, while I was in Oxford, I bought a large book on Roman Law (16/6) since I thought I shouldn’t have so good a chance of getting it anywhere else.
Somewhere in your letter, although I can’t find it, you discuss when you are to come here. You suggest next Thursday or Friday, or whenever I have a day off. That made me laugh sardonically, I fear, as we don’t have days off here! The first fortnight, that is until the end of next week, we fly & have lectures on alternate days. I expect I can cut the lectures without much trouble, but it would probably be easier to get an afternoon off when I’m supposed to be flying
[page break]
9
That will mean next Wednesday or Friday [inserted] Mar 8 & 10 [/inserted] or any day of the following week as we have no lectures then. When I go to Brackley I’ll book a room provisionally for next Friday, & make it definite when I hear from you. (N.B. Bring your cards. I don’t think I have any here!)
I’ve just realised that the first letter I answered tonight was one I’d already answered! I’ve found today’s letter in my pocket.
To reach Brackley, the best thing is to go to Paddington, cross over to Marylebone Station, & you can get a train direct. They may not allow you to travel that way on a Brackley ticket but it will pay you to buy a ticket to London and then to Brackley. I shouldn’t try & go cross country if I were you.
[page break]
10
If you are coming here to please yourself, then you’ll please me. The only reason [deleted] b [/deleted] I’ve been so negative & gloomy about your coming here is that I was afraid you would be unhappy. Actually, I think I want to see you more than you want to see me!
I think that’s all for now (9.45 p.m.). There are three chaps sitting round me talking, & its simply impossible to think now.
All my love,
Harold.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Description
An account of the resource
He writes of his first training flight in a Wellington, the weather and domestic details.
Creator
An entity primarily responsible for making the resource
Harold Gorton
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-03-02
Format
The file format, physical medium, or dimensions of the resource
Ten handwritten sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text. Correspondence
Text
Identifier
An unambiguous reference to the resource within a given context
EGortonHGortonLCM440302
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Civilian
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Buckinghamshire
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
Tricia Marshall
Title
A name given to the resource
Letter from Harold Gorton to his wife
Temporal Coverage
Temporal characteristics of the resource.
1944-03
aircrew
military living conditions
pilot
RAF Turweston
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/660/9214/EGortonHGortonLCM440303.1.pdf
c333d978fc57bfb3364faadfbfb3d534
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
Gorton, Harold
Description
An account of the resource
136 items. The collection concerns Squadron Leader Harold Gorton (1914 - 1944, 120984, Royal Air Force) and contains eight photographs and 126 letters to his wife and family. Harold Gorton studied at Oxford, and throughout his time in the RAF he continued studying law. He completed a tour of operations as a pilot in 1941 and was then posted as an instructor to RAF Cark. He returned to operations with 49 Squadron stationed at RAF Fulbeck in 1944. He was killed 11/12 November 1944 during an operation to Harburg.<br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Mair Gorton and Ian Gorton, and catalogued by Barry Hunter. <br /><br />Additional information on Harold Gorton is available via the <a href="https://internationalbcc.co.uk/losses/108964/">IBCC Losses Database</a>.
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
2017-05-30
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Gorton, H
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
TEL. SILVERSTONE 252
OFFICERS’ MESS,
ROYAL AIR FORCE STATION,
[deleted] SILVERSTONE [/deleted] [inserted] Turweston [/inserted],
[deleted] NR. TOWCESTER, [/deleted] [inserted] Nr. Brackley. [/inserted]
NORTHANTS.
[Royal Air Force crest]
Dearest,
I got yet another letter from you today! If you keep on at this rate, I’m going to be badly disappointed if you ever miss a day!
I sent the T. E. Lawrence book off [deleted] yesterday [/deleted] this morning, & I am enclosing the book list so that you can send for another book.
I don’t think I shall be able to go to Brackley until Sunday. I am supposed to be flying tomorrow, & may be busy all day. On Sunday I should be Orderly Officer, but I am going to do it tomorrow & so ought to be free on Sunday, apart from Church Parade. I’ll then fix up somewhere for you to stay, & write on Sunday night so that you will have the address. I must say that I am becoming very thrilled about the idea of having up here.
[page break]
2.
Now you have decided to come, I am all for the idea.
I got a letter from Bence this morning. He sends you his best wishes, and hopes that you “will soon be happily settled at home.” So do I.
A letter from Bob arrived today, too. He seems to be O.K., & has just put up his Africa Star ribbon. He says that Norman Seddon spent Christmas & New Year in No Man’s Land. Not very good, I should think.
I’ll try & get a room in a hotel for you for next Friday (provisionally) & then you can look around & see what you fancy.
It is just possible that I may be sent abroad for my Ops, but practically everyone from here goes to Bomber Command, so I don’t think there’s much danger of it.
All my love,
Harold.
[page break]
3.
P.S. I’ve just realised that you’ve filled up the book list, so I’ll send it off direct.
Your list seems a very interesting one. Quentin Reynolds should be good, & the reviews of Shinwell’s book were very favourable, on the whole. I rather fancy I’ve read a summary (Readers’ Digest, I think) of “Father was a Handful”, and it sounded good. “Random Harvest” I’ve read, & didn’t enjoy it as much as the film. I’ve also read “Put out more flags”. It’s a rather biting satire on the phoney war period – 1939 – 40, with a particularly brilliant bit in the middle about billeting evacué [sic] children.
I hope the next to the last book on the list “Men are just marvellous” makes you agree with the title, at least as far as I am concerned!
Harold
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Description
An account of the resource
He writes of his possible operations postings.
Creator
An entity primarily responsible for making the resource
Harold Gorton
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-03-03
Format
The file format, physical medium, or dimensions of the resource
Three handwritten sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text. Correspondence
Text
Identifier
An unambiguous reference to the resource within a given context
EGortonHGortonLCM440303
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Civilian
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Buckinghamshire
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
Tricia Marshall
Title
A name given to the resource
Letter from Harold Gorton to his wife
Temporal Coverage
Temporal characteristics of the resource.
1944-03
aircrew
RAF Turweston
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/660/9216/EGortonHGortonLCM440305.2.pdf
e0899c6e15f40064543cd7370820fc3d
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
Gorton, Harold
Description
An account of the resource
136 items. The collection concerns Squadron Leader Harold Gorton (1914 - 1944, 120984, Royal Air Force) and contains eight photographs and 126 letters to his wife and family. Harold Gorton studied at Oxford, and throughout his time in the RAF he continued studying law. He completed a tour of operations as a pilot in 1941 and was then posted as an instructor to RAF Cark. He returned to operations with 49 Squadron stationed at RAF Fulbeck in 1944. He was killed 11/12 November 1944 during an operation to Harburg.<br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Mair Gorton and Ian Gorton, and catalogued by Barry Hunter. <br /><br />Additional information on Harold Gorton is available via the <a href="https://internationalbcc.co.uk/losses/108964/">IBCC Losses Database</a>.
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
2017-05-30
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Gorton, H
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
TEL. SILVERTONE 252
OFFICERS’ MESS,
ROYAL AIR FORCE STATION,
[deleted] SILVERSTONE [/deleted] [inserted] Turweston [/inserted],
[deleted] NR. TOWCESTER [/deleted] [inserted] Nr. Brackley [/inserted],
NORTHANTS.
[Royal Air Force crest]
Saturday.
Dearest,
I’m beginning this letter tonight, but I’ll not finish it until after I’ve been to Brackley tomorrow.
I’ve just looked up the trains from Marylebone to Brackley, & they are as follows:
London: 1.50 3.30 4.54 4.45 6.0 8.30
Brackley: 4.8 5.6 6.48 7.17 8.22 10.55.
You may not find this route any better, but you’ll be able to decide from these times.
I did another dual trip today – high level bombing at 10,000 ft. The temperature was -20oC, & I had an icicle dangling from my oxygen mask.
Sunday 7.30 p.m.
I had to give up writing at this point last night, because the other members of the hut kept talking, but I’ll try & cope tonight.
I felt as miserable as sin at tea time today. I borrowed a
[page break]
3
cycle & went to Brackley after lunch – 20 – 25 minutes ride.
After a bit of a search I found the temperance hotel but the place looked so lousy I didn’t try it. Then I went to the Red Lion & thought it looked too much of a pub. The Crown looked O.K., but they simply laughed at the idea of a room for next week-end. Then I tried the other two & several more places without success, & came away feeling very gloomy about the whole business.
As a last resort I rang up the Crown just before dinner, and asked them if they’d got a double room on Monday March 13, and to my surprise they said yes. So the position is that you can come tomorrow week, but before that there’s no room.
I don’t know if I have told you that there’s a spare bomb
[page break]
4
aimer on this course. He’s waiting for a crew that’s short of a bomb aimer, & for the time being is acting as my bomb aimer. It’s very lucky for me, as the main thing we do here is bombing, apart from circuits & bumps. So it means that I shan’t have to hunt around for a bomb – aimer when I want to fly.
He was saying yesterday that he’s arranged a 48 for next week-end. Frankly I don’t believe he’ll get it, but if he does there seems to me no reason why I shouldn’t get one too.
This is all very much in the air at the moment, but if it does come off, I propose that we spend it in London. Then you could wait there until Monday (perhaps buy yourself a costume?) and come to Brackley then.
All this is just to prepare you in case the unexpected comes off. Of course I’ll ring you
[page break]
5
up if anything like that should happen, but personally I don’t expect it.
Another matter you need to consider is this. The system at this place is to pay little attention to the junior course, & concentrate on getting the senior course finished. That is why I’ve had very little to do this week, but by the time you arrive I may be having more flying than I want. It’s nothing for them to start you off at 7.30 a.m., keep you going till, say, 2.0 p.m., & then put you on night flying the same night. In addition, you may be on several nights running. A lot, of course, depends on the weather we get, but it’s been very good this week.
Anyway, I’m getting cheesed with the R.A.F., because
[page break]
6
I want to see you again! It’s only an existence, not living, when I’m not with you. Every day I keep wishing the war was over so that I can live with you in our own house (if that’s ever possible! I doubt it sometimes).
I suppose you’ve heard nothing of our utility furniture, have you?
All my love,
Harold.
Darling,
I can employ all your energies agreeably. With any egg [deleted] stick [/deleted] stir your essence, beating well by your muffin.
The above was meant to be a cookery recipe (imaginary) but it didn’t work out well at the end. Still, see if you can decipher it!
[inserted] I AM LONGING TO SEE YOU [/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/.
Description
An account of the resource
He writes of his flying training and domestic arrangements.
Creator
An entity primarily responsible for making the resource
Harold Gorton
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-03-05
Format
The file format, physical medium, or dimensions of the resource
Five handwritten sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
EGortonHGortonLCM440305
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Civilian
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Buckinghamshire
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
Tricia Marshall
Title
A name given to the resource
Letter from Harold Gorton to his wife
Temporal Coverage
Temporal characteristics of the resource.
1944-03
aircrew
bomb aimer
military living conditions
RAF Turweston
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/660/9218/EGortonHGortonLCM440310-0001.2.jpg
e09012aa47e2d41bd6e507374b59d833
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/660/9218/EGortonHGortonLCM440310-0002.2.jpg
e34bad1d620ed22a60a122f36f49e813
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
Gorton, Harold
Description
An account of the resource
136 items. The collection concerns Squadron Leader Harold Gorton (1914 - 1944, 120984, Royal Air Force) and contains eight photographs and 126 letters to his wife and family. Harold Gorton studied at Oxford, and throughout his time in the RAF he continued studying law. He completed a tour of operations as a pilot in 1941 and was then posted as an instructor to RAF Cark. He returned to operations with 49 Squadron stationed at RAF Fulbeck in 1944. He was killed 11/12 November 1944 during an operation to Harburg.<br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Mair Gorton and Ian Gorton, and catalogued by Barry Hunter. <br /><br />Additional information on Harold Gorton is available via the <a href="https://internationalbcc.co.uk/losses/108964/">IBCC Losses Database</a>.
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
2017-05-30
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Gorton, H
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
TEL. SILVERSTONE 252
OFFICERS’ MESS,
ROYAL AIR FORCE STATION,
[deleted] SILVERSTONE, [/deleted] [inserted] Turweston, [/inserted]
[deleted] NR. TOWCESTER [/deleted] [inserted] Nr. Brackley [/inserted],
NORTHANTS.
[Royal Air Force crest]
Tele: Brackley 191.
Dearest,
It’s becoming almost an obsession with me, to go & look at the letter rack at all sorts of times to see if there’s a letter from you. So you can see how pleased I was to get one yesterday, even though I did get so many letters last week.
I can’t thank you enough for sending my bike, but darling, I didn’t want you to go to all that trouble. I thought you might have been able to put it on Iltyd’s lorry, or something like that.
It’s funny that the furniture is arriving, because I asked about it in my last letter. It must be quite a thrill for you. I wish I could see it too. It’s almost like concrete & tangible proof of the possibility that some day we shall be able to have a home of our own!
I don’t know if I mentioned that I got the laundry on Friday. It
[page break]
2
was in perfect condition. Again thank you very much darling.
I hope you’ve received my last letter by now, - the one that tells you I’ve booked a room at the Crown for Monday the 13th. If I can possible arrange it, I’ll take time off on Monday afternoon to meet you at Brackley. I doubt if I shall be able to get as far as Banbury.
The weather is a good deal milder now – still cold in the mornings, but quite pleasant when the sun is out in the afternoons It ought to be O.K. by the time you’re here.
I’m getting cheesed off with doing no flying. I’ve only had two trips all the time I’ve been here, & am not even solo yet. I shouldn’t care half so much, even though I have to spend hours in the Link or the Intelligence Library in order to pass the time, but for the fact that you are coming next week. If I could only get some work done before
[page break]
[missing page]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Description
An account of the resource
He writes of the lack of flying and the weather.
Creator
An entity primarily responsible for making the resource
Harold Gorton
Format
The file format, physical medium, or dimensions of the resource
Two handwritten sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text. Correspondence
Text
Identifier
An unambiguous reference to the resource within a given context
EGortonHGortonLCM440310-0001,
EGortonHGortonLCM440310-0002
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Civilian
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Buckinghamshire
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
Tricia Marshall
Title
A name given to the resource
Letter from Harold Gorton to his wife
aircrew
military service conditions
RAF Turweston
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/660/9238/EGortonHGortonLCM440529.1.pdf
d7e200b4cbe846d008fc88555cc37bde
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
Gorton, Harold
Description
An account of the resource
136 items. The collection concerns Squadron Leader Harold Gorton (1914 - 1944, 120984, Royal Air Force) and contains eight photographs and 126 letters to his wife and family. Harold Gorton studied at Oxford, and throughout his time in the RAF he continued studying law. He completed a tour of operations as a pilot in 1941 and was then posted as an instructor to RAF Cark. He returned to operations with 49 Squadron stationed at RAF Fulbeck in 1944. He was killed 11/12 November 1944 during an operation to Harburg.<br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Mair Gorton and Ian Gorton, and catalogued by Barry Hunter. <br /><br />Additional information on Harold Gorton is available via the <a href="https://internationalbcc.co.uk/losses/108964/">IBCC Losses Database</a>.
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
2017-05-30
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Gorton, H
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[inserted] Best time for phoning is about 7.0 p.m. [/inserted]
TELE: [underlined] SCAMPTON 226 [/underlined]
[deleted] Brackley 191 [/deleted]
Royal Air Force,
Turweston,
Brackley,
Northants.
Scampton
29/5/44
Dearest,
It was good to be able to speak to one another again, wasn’t it, even if the time was so limited.
I mentioned in the letter I posted this morning that we aren’t getting a 48, but I thought it would be unfair to make you wait until Wednesday for the news, so gladly used the excuse for phoning. I say “gladly,” because I’ve often wanted to speak to you during the last fortnight, but haven’t done so because I thought it was unpatriotic. (to use the telephone, I mean)
You seem to have got the idea that my car is an old wreck. It is far from being so. With a bit of polish the outside will look almost like new & I think the engine is in fairly good condition.
[page break]
2
I think, according to present prices, that I am getting quite a good bargain. The tyres are worn smooth but no more than that. I am getting new ones mainly because these are available and [inserted] also [/inserted] as an extra safety precaution. I reckon the cost will be £36 for car & tyres, £4 for insurance & £6 for tax to the end of the year – say £45.
At the end of April, our account was, I believe, £143. Since then I have drawn out approximately £20 using my cheque books. To that must be added £51 for war savings, so that, not counting any other cheques taken out of your book, our account is down to about £30 when I’ve paid for this car.
On the other hand, there should be paid in during May £8..0..0 for the April living out money, and at the end of April, £28 [deleted] £30 [/deleted] or £30
[page break]
3
(I’m not sure how much they’ll deduct for income tax) for my new pay. On the first of June, then, our account should be as follows:
At 30th April: £143
[underlined] Less [/underlined]:
£20 (personal exp.)
[underlined] £51 [/underlined] (Nat. savings)
£71
[underlined] Plus [/underlined]:
£8..0..0 (living out allowance for April)
[underlined] £30 [/underlined] Pay for May.
£38
Net reduction of £33 during May, leaving a total of £110. Out of this has to come £45 for my car, leaving you £65 to play with. (Of course, I haven’t allowed for any cheques out of your book except that for Savings Certificates). I shall be interested to see if the June statement from the bank agrees with my reckoning.
As for the insurance, I merely thought that you could get it cheaper than I could, since I am so blatantly aircrew. As
[page break]
4
long as we get it, I don’t think it matters much how we do it.
I was amused this morning to get two 2d stamps from the Post Office, in repayment of that 4d I wasted when trying to ring Brackley Station from Silverstone.
You are a cheerful soul, aren’t you, hoping that the M.O. would ground me! You ought to know that M.O.s don’t do that sort of thing to me.
My laundry has gone off this time; I only hope it comes back safely. The snag, of course, is that next week we expect to be leaving on Wednesday, [inserted] (June 7th) [/inserted] so I don’t know if it will be wise to send any then. Anyway, I shan’t send any to you, darling, despite your generous offer, unless I really am pushed. I think you’ve done quite enough washing
[page break]
5
for the time being.
If you really think it would be worth while for you to live at Vicarage Cottage again, by all means write & ask Mrs. Hudson (Glebe Farm, Burton Joyce, Notts). I think it would be very lonely for you, but I’d give anything to get you settled. Ossington wouldn’t be inconvenient for me, either, now that I’ve got a car, but it’s your own decision entirely, because it’s you who will have to live there. If you think it’s worth trying, have a go at it. You can always give up the tenancy if you find it unsatisfactory.
I trust you don’t find that my new rank has gone to my head! Is that why you
[page break]
6
address me as “Dear Flight Lieutenant”? Or is it, as I prefer to believe, that I am still dear to you even though I have got a higher rank? Incidentally, I still find it difficult to realise that I have the same standing now as all the other F/L.s on the station. I’ve still got a bit of that F/O feeling in me!
I’ve been trying to consider this living out question, & I don’t think it’s very easy. Wigsley is an isolated spot, but I’ll certainly inquire when I get there (a) whether I’m allowed to live out, (b) if there are any places to live in.
I expect to be there for four weeks (with a very vague possibility of leave at the end of it) and then shall go to Syerston for two weeks. By the middle
[page break]
7
of August I ought to be on a squadron, & stay there for four or five months. My feeling, at the moment, is that your best plan would be to find a permanent residence in this district – near Lincoln or Newark. Otherwise, you will have to make three moves in two months.
Mrs Hudson’s cottage would be as good as anything, I think. It’s more remote, but that isn’t so important with a car, & it’s certainly more comfortable than digs.
Anyway, I feel that if I discuss this any further my head will be in a whirl. Don’t forget that you must write only when it’s convenient, now that I’ve finished sending you letters demanding urgent answers!
All my love, darling,
Harold.
P.T.O.
[page break]
P.S. I’ve carefully saved last week’s chocolate ration to give you when we met. Now I shall regretfully have to eat it!
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Description
An account of the resource
He writes of their bank balance, his new car, domestic details and the timing of his future postings.
Creator
An entity primarily responsible for making the resource
Harold Gorton
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-05-29
Format
The file format, physical medium, or dimensions of the resource
Six handwritten sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
EGortonHGortonLCM440529
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Civilian
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Buckinghamshire
England--Lincolnshire
England--Nottinghamshire
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
Tricia Marshall
Title
A name given to the resource
Letter from Harold Gorton to his wife
Temporal Coverage
Temporal characteristics of the resource.
1944-05
aircrew
ground personnel
medical officer
military living conditions
RAF Scampton
RAF Syerston
RAF Turweston
RAF Wigsley
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/693/9240/PBarnettWE1701.1.jpg
7c713abda4f42e7135e9e634f0cfee24
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/693/9240/ABarnettWE170328.1.mp3
d760a82e33d828a0e77867096443f1cb
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
Barnett, William Edwin
W E Barnett
Description
An account of the resource
an oral history interview with William Barnett (b. 1924). He grew up close to RAF Westcott and was nearly killed when a Lancaster crashed. He served in the Royal Navy 1946 - 1952.
The collection was catalogued by IBCC Digital Archive staff.
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
2017-03-28
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
Barnett, WE
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
CB: My name is Chris Brockbank and today is the 28th of March 2017 and we are in Woodham, near Aylesbury and I’m talking with William Edwin Barnett about his days in the war as a resident on the edge of the airfield at Westcott. So, Eddie, what are your earliest recollections of life?
WEB: Well, earliest recollections really is going to school at Westcott School and I went to, you know, walked to, down to the village and get educated there. And from there we were then transferred to Waddesdon and that’s where I finished my education, in Waddesdon. So that’s as far as that goes.
CB: And what did your father do?
WEB: My father was a signalman on the railway and he, all during the war, he was at Ashendon Junction signal box
CB: Right. So, which railway was that?
WEB: That was like, that’s, I don’t know the railway, that’s the Oxford, is that the Oxford one? It goes, anyway, it goes below Ashendon Hills
CB: Yes
WEB: And on its way to Oxford and [unclear] perhaps I used to come from there through to here, Woodham and
CB: Yeah
WEB: And on to, on to
CB: Went on to the mainline
WEB: Mainline and onto Quainton
CB: Yes
WEB: Joined up with that one
CB: Yes
WEB: That’s as far as I know
CB: Which was the London to Wragby line
WEB: Yeah
CB: Yeah. Ok. And at what age did you leave school, Eddie?
WEB: I left school at the age of fourteen
CB: Ok.
WEB: And I, my first job was William Fenimore’s farm, which is this one down here, down, where Mr. Adams lives now, that’s where I first had my working experience and we used to get up and do, had to get down to the farm around about six o’clock in the morning to do the milking and finish it around [unclear] and come home for breakfast then and then continue the rest of the day onto the farm.
CB: And what did you do on the farm the rest of the day?
WEB: Just general farm work, cleaning out the stables and cow [unclear] and things like that and do the milking and all that sort of thing
CB: So, was this an animal farm effectively or was it arable as well?
WEB: It was until the war years, when the war started it became any arable, the ploughing and things like that, that was the first time that I ploughed and done things like that
CB: So, what animals were there, apart from the cows?
WEB: The cow. Oh, all animals like, they didn’t have horse, they had one horse, I think, one horse, and that used to take the milk from the farm up to the [unclear] on it and the rest of the day it was in the stable and [unclear] things just, you done the normal things with haymaking and all that sort of thing and the hay was all stacked in ricks and these were cut and delivered to the [unclear] as they needed it. I think that covers that sort
CB: So, in the wintertime, there was enough hay, was there, to feed the cattle?
WEB: Yes, yes, that was enough, all stacked in what they called ricks, ricks we used to call them
CB: Could you describe a rick? What’s that like?
WEB: Well, it’s built from the ground upwards and it’s round about, what, [unclear] about the size, half the size of this building long and about the same width and you take it up, build it up and then you come, when you get to round about ten, fifteen feet from the ground, something like that, you [unclear] it in which to make the roof and then you thatch it to keep the rain out
CB: So, the thatching is done with
WEB: Straw
CB: Straw. Ok. Where did the straw come from?
WEB: Straw was with the, in the fields like, where you thrashed out the corn
CB: Yes
WEB: What you call it, you thrash the corn out and then the straw was what was left
CB: Yes. So, they grew corn effectively to create straw, did they, for thatching
Web: Well, it would, it got that and then of course corn was used cause poultry and that, they had in [unclear] farm in what they called them I forget now, it was a thing that you could move and the chickens were in there
CB: Yes
WEB: The chicken, with a run and it was moved gradually about the field the chickens to get fresh grain to be on. This was, and that was all done usually nothing to do with the men farmer, just usually done by the daughter, something like that which in down here was Carrie Fenimore, that was the daughter’s name and she looked after the chickens
CB: Did they have sheep as well?
WEB: They had sheep, a few sheep
CB: Any goats?
WEB: Not goats, never had goats
CB: Right. And what numbers of cattle were involved in this? Roughly
WEB: The actual, I think it was around about up to twenty-five in, for milking purposes and that sort of thing
CB: Right
WEB: And then they did, did they have beef cattle as well?
WEB: Pardon?
CB: Did they have beef cattle?
WEB: Yes
CB: Raised for meat?
WEB: Yes, well, yes, they, that in a was a sort of a separate place because they used to have some fields that were down here but over the railway, over the top of the railway were a few more fields and those cows used to run wild there and were just, you went up with a horse and a cow straw and hay and that and you used to feed them during the winter
CB: Right
WEB: With that and they used to fatten up there and then, when they were ready they send them off to market
CB: Did the farm have a tractor?
WEB: Well, he, well
CB: At that time when you joined?
WEB: Had a tractor of a, yes, they did have a tractor, yeah, but it was a big, powerful one and it was a steam driven one they had, like, it was more like a steam engine then with which they towed anything they wanted to tow
CB: So, could that go on the road?
WEB: That did go on the road, that steam engine
CB: So, would you call that a traction engine?
WEB: Traction engine? Yes
CB: Right
WEB: And that was, that was used to take [unclear] job to describe the farms because they had another load of field round on the [unclear] road
CB: Right
WEB: And things like that and all these [unclear] just wend round and some of the sons and daughters used to look after that
CB: Right. So, how many people were running the farm?
WEB: Well, the actual who, the head of the farm was Will, William Fenimore and then there was Algernon Fenimore, he used to run and what was the other one? Algernon and I forget the other man’s name but he was married to a schoolteacher, now I can’t think of his name now but
CB: So you were supporting the family effectively. Were there other farm workers in addition to you?
WEB: Oh, there was, yes, there was
CB: How many?
WEB: Other people, was Leslie Jones and he was a real farm worker, well, he used to do that plus he used to look after me
CB: He looked after the animals
WEB: He looked after the hedging, and hedge cut
CB: Oh yes
WEB: Anything like that, he’d step in and do that sort of thing
CB: Was there a lot of hedging, hedge cutting in those days?
WEB: Only when it was necessary and he’d done, it wasn’t done on a regular basis in this day that was done very occasionally
CB: So, you were born in 1924 and you joined at fourteen, so that’s 1938, what do you remember of the next year, when the war started, in September 1939?
WEB: What do I remember? Not very much mainly actually [unclear] it was, the thing was there and that had to be dealt with I presume but it did make differences to us because we, for instance we had to join the home guard that was, if you couldn’t join, if, what I mean to say is if you was in a reserved occupation, let’s put it that way, you were not called up to do military service
CB: Right
WEB: As it goes but you were conscripted into the home guard and you’d done military training [unclear] and one odd day in the week and at no time, no time when you was later on you were let, we had to patrol the A41 of [unclear] and [unclear] you have done that for, would say, from midnight till four, and then from four till you went, four, that was, four would be the last watch, and you then, from then on you went to work so what you done, what you’re trying to do is to get you the end and the beginning of the day, merge into one so you could do the job, then go home and have your breakfast and then carry on working for the rest of the day. Does that make any sense to you?
CB: It does, yes. So, you were on four till eight, were you, and then had your breakfast
WEB: Yeah
CB: Ok. And what was the watch before that, before the one at twelve, was it eight till twelve? Were they four-hour watches?
WEB: These four-hour watches, they, you were drawn from, they started by midnight, more or less,
CB: Yeah, right
WEB: We used to think but that probably, started a little bit earlier than that but you’d done so long and then you got relieved and you left
CB: Yeah. So, at what stage did the farm operation change because of the war and why was it changed? How was it changed?
WEB: Well
CB: Because they started doing arable crops, didn’t they?
WEB: Well, this is all before the war, before the war [unclear], it was more or less just have a few cows, let them run around in the fields and do things like that, there weren’t much given to ploughing or anything that I can remember before the war
CB: No
WEB: Not, on a
CB: On a
WEB: On this basis
CB: Yeah
WEB: It weren’t really come necessary to do, what is it, to substitute the corn and that we were getting from the [unclear] and that sort of thing were coming in before the war for breadmaking and all that, it wasn’t until after when the war started and we had to make deal with bread and make bread out of the wheat and we started making bread of our own
CB: Did you?
WEB: We’d have our own wheat is what I mean [unclear] it was all done by imported corn wheat stuff
CB: Yeah
WEB: Does that make sense?
CB: Yeah, absolutely. So, then, Westcott became an RAF airfield, so when did that happen, when did they start building that and what was the reaction?
WEB: Dates, I can’t remember those dates and what was it, who was when? [unclear] to say
CB: Well, we can look up the actual date but what do you remember about it happening because your house
WEB: Yes, yes, as a matter of fact while, before that happened, I was happily working on the farm down here and then I got talking to some lads who was on the, doing the ministry job as I call it and I know he said, well, if they are getting that much money, I think it’s time I went in and had some [unclear], so I left the farm and went into the [unclear] and started doing this job and at that time I was, I was taken a surveyor [unclear] on a dumper to [unclear] we went up and came up to the bridge and what was the boss from the farm spotted me and that’s where my problems started then because he immediately went back and phoned the employment agency [unclear] I was immediately told to go and see them to get myself back on the farm, I was more important to them on the farm than the [unclear] so I was virtually took back to the farm and made to work on that farm until the wartime was over. I couldn’t please myself where I went [unclear] I had to be there. Do you understand this?
CB: Absolutely. So, there you were, in a house, a row of three, is it, next to the airfield, so did that map out as they were building it?
WEB: Well, it was, no, it didn’t affect us to in a lot of ways, you know, I mean, the only thing that we sort of did fall into was it all these, making these rain rings and putting them on where the aircraft standings were which what they called the one [unclear] behind the hazes, where I lived, was given a number of sea flight, that was its number and that’s where a lot of the fellows worked and that’s where a lot of the fellows used to nip out and go absent to drink without anybody else knowing [laughs] [unclear]. Mother used to be [unclear] nipping and give them plates of food and things like that they didn’t want give mother on a plate said, yes, you can use that more than we can, which take me now to, down on this road as we go down to Mote farm
CB: Right
WEB: Just as you go down [unclear], there they got as machine gun post, a machine gun nest then for Canadians, the Canadians were stationed in the old drive, driveway down at Lodge Garage they went that, they were stationed there, the Canadians were and they had a machine gun nest, machine gun [unclear] the bloke and what was it, and he came and he made friends with us, with myself and my brother, used to go down to [unclear] and for a pint or two of milk the farmer didn’t know about, he, they used to give us a bit of corned beef [laughs], which I, which people don’t know about, they shouldn’t have known about it then so we used to get a bit of corned beef for giving a pint of Mr. Fenimore’s milk and all went on during the war that sort of thing
CB: Nobody ever knew
WEB: No, well, I supposed they guessed I mean, Mr. Fenimore, what was it, he got these as I said, as I said the daughter of the farm, Carrie Fenimore, she used to be in charge of the chicken in these, I forget what they used to call them things, you could [unclear] them with the [unclear] and [unclear] with the [unclear], I forget the
CB: And they were called arcs, were they?
WEB: Well, [unclear] that anyway, and they shipped them about the farms and she looked after that and all the, what was it, and after, when you’d done all the those, all the milk was in churns which stood about that height from the ground were filled up and we, they had to be taken from the farm and up to the road here and stood on the road where Nestle’s milk lorries would pick them up and Carrie used to [unclear] the door, she drove the van up and I’d have to go up with her to lump the cans of milk away to where they go and that was where we got the milk to Aylesbury.
CB: These churns were about four feet high but how much milk did they carry each?
WEB: [unclear] I can’t [unclear] at the moment
CB: Probably about forty pints
WEB: I mean they [laughs] I stood about that, about that high so what was in there I wouldn’t know
CB: No
WEB: But there was but we used to send about five churns of milk per day to Aylesbury, to the Aylesbury Nestle’s, Nestle’s milk Aylesbury, [unclear] that
CB: What was the lorry? Was it a steam lorry or was it a
WEB: It was a petrol
CB: Petrol
WEB: Petrol driven lorry, lorry with a flat back where the bloke used to keep the pints of milk and get it go in to set on top of the
CB: The technique was to kick it and bounce it
WEB: Well, it was, yes, it got two little handles at the top
CB: Yeah
WEB: But he [unclear], his foot [unclear] side of the lorry, just slide it on
CB: So you
WEB: The lorry was not very high
CB: No. You brought it but he loaded it, did he?
WEB: He’d done all the, if he, if there was no, we used to leave it, if, you take it up to the road and you pick up the old churn and they used to drop the spare churns as I went down but if they were there when you were, you took the spare churn and left the milk, the milk there for him to pick up, you didn’t have to be there to see him take it
CB: But it was on a deck by the gate, was it?
WEB: That was on a
CB: Platform
WEB: Well, some [unclear] had platforms but we just set them straight onto the road
CB: Was it concrete?
WEB: To the farm you had road on, you know
CB: Ok. And how did you sterilise the empty ones when they returned them?
WEB: Well, when they returned them, they were already done
CB: Ready to fill
WEB: Straight in, straight into the caveyard and filled them up again
CB: Yeah. Right
WEB: But to, it was [unclear] in the farm there was a place where you put your milk, I forget what they called it now so, you put your milk into the top and it went through to cool it off, they cooled the milk off before it went into the can, into the churns
CB: Right
WEB: The churns that’s what
CB: Yeah
WEB: Thinking about
CB: Good
WEB: But that, that was heavy work that you had to do
CB: You were the only person who did that, were you?
WEB: You had to do it cause Carrie, the daughter couldn’t let them and so she just drove the little lost van it was at that time but they got, just [unclear] Carrie used to drive it
CB: I think we’ll take a break for a mo, thank you.
WEB: Lived on, lived where I am.
CB: Right, so, let’s just look at the farm. The Fenimores didn’t own this farm, did they?
WEB: No
CB: Who do you think owned it?
WEB: No, they rent it
CB: Right, from whom?
WEB: From the [unclear] estates
CB: Right
WEB: As far as I could think,
CB: Right. And the house you were in, who owned that?
WEB: That was, oh, some,
CB: It wasn’t owned by the farmer?
WEB: No
CB: It was owned by the Crown
WEB: Crown properties
CB: Yeah
WEB: Crown properties owned that
CB: Because it was the edge of the road
WEB: Like there sort of thing
CB: Right
WEB: That was [unclear]
CB: That, yeah. And you were one of a big family, so how big was the family?
WEB: There was eleven in our family
CB: Right. Mixture of boys and girls?
WEB: Yeah, I think it was six and five, I
CB: Yeah, ok
WEB: That was [unclear], that was five boys and six girls, yeah
CB: Yeah
WEB: And at the moment, there’s just three boys
CB: Yeah
WEB: Left
CB: Left
WEB: That’s the sad outcome
CB: So, going back to when the airfield was starting to be built, in about 1940, ’41, that was right next to your house, what could you see going on from the house? Because
WEB: Well
CB: It was land which it was a mixture of fields, wasn’t it? What did they do about that?
WEB: The field and different thing
CB: Woods?
WEB: [unclear] say that the first thing that you saw, thing was the great big caterpillar tractors around pulling down, pulling up hedges and things like that to make way for all this airfield now and as I say, I left and went over to, thought I get a few paid more than I was getting on the farm and that was Derby, this is the name of the firm if you want
CB: Yeah
WEB: It was the one I worked for was Derby Everdale and Greenwood who were subcontracting to, I can’t think now, the overall government was, what was it
CB: A big construction company
WEB: Big
CB: Like McAlpine
WEB: Well, was something like that, there, can’t think of it now but that was more or less done there and as I say, I thought I’d have some of the while I went, while they sent me back they said, Mr. Barnett, not Mr. Barnett, they called me, what was it? Get back to work, you, work, they said, you are more important where you are than where, [unclear] told me, he said, you’ll stay there until the end of the war, that’s your job, and that was all they told me, that, and during that time, the whole home guard and all that you were expected to join that but at night-time you’d have to do a stand on, from, on the road
CB: Yeah
WEB: On the A41
CB: Yeah
WEB: To ensure that there was no funny business by, you know, some people wanted to damage the, damage the things at Agnem Street station, that was all that keep you on that, because in the Agnum Street station they got that based to run petrol into that, to Wadston to store and you had to make sure that it was doing and then, as I say, you done that and the time it was, you finished that shift it was time to go and milk the cows
CB: What sort of people were they thinking were going to do these things?
WEB: Well, it was German parachuters more than anything, you know, that was what they, that was what they used to tell us, they dropped these people with parachutes and things and we believed them and you had to believe, innit? They say they would drop, I presume they could’ve done, but that we believed it and we used to do this patrolling. Two of us used to do the patrol and then get relieved, the ideal one was to start at four o’clock in the morning and do that and do that and [unclear] until six and then you went and done your farming
CB: Right
WEB: Done your milking, went and done your milking and then you went home and had your breakfast and all that sort of thing
CB: What weapons did you carry?
WEB: We had, I don’t know where, the ones we had were the imported 300
CB: Springfields
WEB: Must have been the Springfields, it was American made
CB: American, yeah
WEB: [unclear] that was the ones we had, we had Springfield and five rounds of ammunition
CB: Right
WEB: And we kept that, there was two of those and [unclear] cause me brother Sam [unclear] he had one as well
CB: Did you take it home or?
WEB: That was, that was kept at home.
CB: Yea
WEB: But you had to take it to your [unclear] on the Sunday and that one we were doing the drills and [unclear] and several on a Sunday and all that sort of thing
CB: Where did you practice your shooting skills?
WEB: Unfortunately, we didn’t get to any shooting practices, that was too, our ammunition was too, what they called? Too
CB: Too [unclear]
WEB: Too spare, too expensive, and too valuable then to expend on things like that, what we used to do was to have a target sort of thing with an air rifle
CB: Ah
WEB: [unclear] and you never practiced with the actual big machine, as I call it,
CB: Yeah
WEB: You had a little air rifle
CB: Yeah. And how good was your shooting?
WEB: Pardon?
CB: How good was your shooting?
WEB: My shooting weren’t too bad, actually. It was about fair, fair
CB: So when you briefly worked on the airfield construction, how much did they pay you?
WEB: Oh, I think it was round about that time, it was round about seven or eight pounds, something like that which normally
CB: A week?
WEB: For that time
CB: A week
WEB: A week
CB: Yeah
WEB: But the farming, that was only up to about seven or eight pounds
CB: Right
WEB: So that was what [unclear], Mr. Fenimore he spotted me on this, what was it and I was back down the next day
CB: Yeah. So, how many people were building the airfield, were there lots of people?
WEB: Oh, I don’t know, quite a lot, what was it? It was Irish, a lot of Irish people
CB: Right
WEB: At the time
CB: Where did they house those?
WEB: In a factory down sort of gypsie bombers as we called it, you know a gypsies barn is buried where the club is
CB: Yes, in the wood there
WEB: In that strip of land there to the bottom of the hill, that’s where they used to house those people, in Nissen huts sort of things
CB: Which they put specially, had they?
WEB: They put them up specially for them
CB: How long did it take to build the airfield?
WEB: Oh, I don’t know, [unclear] I don’t know, it didn’t take them long, to, I mean, it’s, I think it’s, I wouldn’t say
CB: So, you talked about these caterpillars that were ripping up the hedges, how many trees did they have to take out?
WEB: Oh, that is beyond me, I mean, as a matter of fact, I don’t know, before the war actually they were [unclear] from way [unclear] on the side of the road
CB: The A41
WEB: From there the back portal as we called it to the Westcott turn was a load of those, what we called? Birch, is it?
CB: Silver birch
WEB: Silver birch, they were lines of eight of those trees on the road, then they got four of them and then there was odd one or two down Westcott lane, these silver birch trees and that sort of thing
CB: So what happened to those?
WEB: All fell and burnt, but the most of it was burnt and the logs and that, cause people had them stacked and had them for firewood and that sort of thing
CB: They pulled the roots out?
WEB: The roots and all that were pulled all out and
CB: Where did the put those?
WEB: They put them in heaps and got rid of those with the fire
CB: And what about the runways, because they had a different type of equipment for that, did they?
WEB: What the
CB: Making the runways
WEB: That I couldn’t say, I mean, I just
CB: You could watch them
WEB: It was concrete and what was it? All the way, done, they’d done it in bays, bays
CB: In sections
WEB: In sections, that was all, don’t know what the, the machine was actually making the concrete and they’d lay there and then, when that was drawn, they moved it on and made the next one and doing, that was done in bays I think
CB: Right, yeah
WEB: Call it but it was big concrete
CB: And what about the material. How did that get there?
WEB: Came in from road, from the road, from [unclear], the Oxford area, somewhere down, I just big, some big [unclear]
CB: Were they petrol
WEB: Pits and where they loaded them up on the lorries and
CB: Yeah
WEB: They brought the stuff and loaded it and put it on, what was it, where that was to be used and that was levelled out by tractor, the things and pushed all over and levelled and rolled out and then they made concrete on the top of it
CB: Right. Now, there’s a railway that goes down beside the airfield so, how much came by railway?
WEB: Funnily enough I don’t think not a lot of it came by the rail but the only thing that sort of come by rail was petrol and storage that they sent to Wadston and stored up in the plantations of Wadston [unclear]
CB: Oh, was it? Right
WEB: Mostly [unclear] that I can tell
CB: That was fuel for the aircraft
WEB: That was fuel for, not for the aircraft, that was fuel for the general army actually but a load of these things were in tin, what they called it? Tin cans, they weren’t very thick but those weigh round about four gallons
CB: Yeah
WEB: And they were all stacked in the Wadston, Wadston plantations
CB: Right
WEB: Right where the doctor’s surgery is [unclear], all around that area
CB: On the far side of the village, yeah
WEB: Was where [unclear]
CB: So, how different was the supply, when the airfield was finished, how did they supply the fuel for that?
WEB: That used to come in by big tankers from somewhere, I don’t know where
CB: But not by train
WEB: Ehm
CB: Not by train
WEB: Not say this local station anyway
CB: Right
WEB: It came, it might, even then I might be wrong, but I think it was from somewhere else they used to come, the big tankers
CB: Yeah. Now your house and the others next to it are on the north side of the airfield, they actually with the hard standings for servicing, they also had a big petrol store underground
WEB: In where?
CB: Just across the fence from here
WEB: Ah, yes, yes
CB: So how did they build that?
WEB: That was all a big, they dug it all out, a big pit and they put a steel tank, yeah, that was, a big tank was lowered into the ground with pumps and all that and they [unclear] for petrol, well, fuel for aircraft anyway and then they [unclear] the back [unclear] where [unclear] is, are three, are standings for aircraft
CB: Yes
WEB: Cause I was saying, [unclear] or something like that, three Wellington bombers used to stay
CB: [unclear]
WEB: Were parked out there and that sort of got to know the load of the people
CB: Yeah
WEB: [unclear] Tipps Wooller, he used to run to dinner now and again he [unclear], we don’t want it, you can eat it [laughs], yeah Tipps Wooller, [unclear] to know I recall, you know, some of the names but no [unclear] to me, so I say, Tipps, he was an aircraft ambuler, he brought out to the aircraft and that at the back and then he, there was several couples I used to know in when we used to go and have a pint with them when we got in the pub to get a pint but I forget the names of those people that used to come, I know they come up into London somewhere
CB: Why was it difficult to get into the pub?
WEB: Pardon?
CB: Why was it difficult to get into the pub?
WEB: Into the what?
CB: Into the pub. You said it was difficult to get into it
WEB: The pub?
CB: Yeah
WEB: Oh well, I mean, [unclear], it was like everything else, it was shortage of beer [laughs], that was too odd difficult thing to get in there, I mean, they’d be all waiting outside there for Frank Washington to open the door, [unclear] that was, the biggest problem was to rush in and a beer, they weren’t officially rationed but they weren’t [unclear] for them to give it then, yeah
CB: Now, this big tank with petrol in, when they moved the contents to be able to fill the aircraft, to what extent was there a strong smell of fuel in the air?
WEB: I don’t know this much of it. I couldn’t notice much of the smell from it really. I mean [unclear] I presumed, which way the wind blowed
CB: Right
Web: But we, some of that we didn’t take much notice of but [unclear] the big, the tank, that when you get more of a smell than anything was when the tanker came round to fuel the aircraft
CB: Right
WEB: Which was right close to the [unclear] the aircraft and that was when you used to get more of a smell from the tankers but other than that, nothing [unclear]
CB: So, how did they get from the main road to this fuel tank? Was there a special gate near your house?
WEB: What was?
CB: The tankers
WEB: The tankers [unclear]
CB: They came in from a gate near your house, did they?
WEB: Not the actual tankers that fuelled, they used to come in and I had, they had an underground tank
CB: Yeah
WEB: Inside the aerodrome which was quite a long way from the [unclear] and they used to, at the end of where our garden and that, there was a road
CB: Right
WEB: Off there where all the tankers went in and to supply the tanks and that sort of thing
CB: Yes
WEB: Other than that, that was the only sort of thing that used to go over in there but it was a pretty busy thing I would think
CB: We’ll take a break there. So, just talking about
WEB: End of the gardens
CB: Yeah, there was a [unclear]
WEB: There was a [unclear] called Wadston terrace
CB: Yeah
WEB: There used to be a little building with a sentry, and he used to let in the lorries that’s one thing I think [unclear] lorries
CB: The fuel delivery lorries
WEB: They let the fuel delivery lorries in
CB: Yeah. So how was the airfield secured? They didn’t have a fence, did it?
WEB: Had, most of it round was concertina barbwire
CB: Right
WEB: One roll, two rolls on the floor, one on the top
CB: Right
WEB: That’s what they call it
CB: How high was that? When they were piled on top?
WEB: Well, they were, each roll was about that high
CB: Right, five, six feet
WEB: There was one, that was up from the floor
CB: Yeah, five feet
WEB: And then one, another one
CB: Yeah
WEB: Balanced on the two
CB: Yeah
WEB: That was the only thing that I can remember of [unclear] place
CB: Yeah
WEB: Being [unclear] as it stood and [unclear] we used to be a very good [unclear] for the people who come and see and have a pint without the bosses knowing [laughs]
CB: So where would they
WEB: They would walk through the garden at the end of the pub and then back
CB: Which pub are we talking about? Which pub are we talking about, in the village or elsewhere?
WEB: [unclear] go anywhere more or less where the pub, they got the beer
CB: Ah
WEB: This was the problem for me, see, with all these extra people, is, where do you go and get your pint of beer, when it don’t last long? You know, it was, they ain’t got beer all the time, these pubs, they just start to [unclear] if you [unclear] go and get a pint every day mostly, well I suppose, it was a type of rationing [unclear] but, yeah
CB: Could you buy beer to drink at home or was it not available?
WEB: Never, I never saw any of that sort of, bought anywhere, not a way, that was too, they wouldn’t sell it, I don’t think, in the pubs, avoidable for them to sell it, I don’t think, you probably would do but I can’t say that I know that you can buy beer to take home
CB: Right
WEB: But, I mean, it’s a long time ago, isn’t it?
CB: Yes
WEB: But there
CB: Now what about, when the aircraft, when the airfield became operational, that was quite a change to the quiet of the countryside so how did people take to that?
WEB: Oh, just a war time job that you had to take, it wasn’t that, the noisiest places for us, I presume, was when the aircraft was on the landing, on the site, next [unclear] and they were testing the engines
CB: Yes
WEB: They were revving up, that was the noisy part of it and to do that, we used to laugh, we got Lottie Cannon used to live one end of [unclear] and guess it’s going back and Stanley [unclear] was in the middle, I think it was the [unclear] in the middle way round there for end at the time and mum said, that lot, Lottie will be able to [unclear] she said today, she said, they grabbed the aircraft blowing straight across our garden [laughs], they used to make, that was the type of thing they’d done, you see, to test the aircraft, that was right on there, in the aircraft there and then the [unclear] is here, and they, I guess, they just revved up the engine to test them, and all that sort of thing and you had to put with it and that was it
CB: They didn’t swing the aircraft into a better position to save you
WEB: Pardon?
CB: They didn’t swing the aircraft
WEB: No
CB: Save the
WEB: No, they, that, where the aircraft come in to land, that’s where it [unclear] straight to the aerodrome and tail, facing your [unclear]
CB: Yeah
WEB: You got all the background then
CB: So you deserved the extra food as compensation
WEB: We deserved a lot but we didn’t get [laughs], oh dear
CB: So we are talking about a big family here, how many of the family had left to get elsewhere by this time, beginning of the war?
WEB: By the war all the girls had gone
CB: Right
WEB: I think most
CB: Cause they were older
WEB: No, it was because the way these people worked them days, when the girls left school they were billeted out to the place where they were gonna work
CB: Right
WEB: [unclear] they seemed to manage to all these families
CB: Yeah
WEB: I mean, I think certainly my oldest sister Winnie, she went over the back of the farmer back Quainton Hills [unclear] Quainton Hills and she was lodged in that place, that’s where she met her husband and
CB: What was her job then?
WEB: Well, she was [unclear], she kept and cleaned the farm and kept it all going
CB: Right
WEB: [unclear]
CB: What did the other girls do?
WEB: Oh,
CB: A variety
WEB: I don’t know, Alice, she was sent out to [unclear], Aston Clinton, that area, round there to do people’s ailsing and the other girls, they all, well, don’t think of the younger ones, were at home, you know
CB: So, in those days, the big houses had girls in service
WEB: Yes, they did that, that was what they had to do mostly what they’d done [unclear], business was the service for
CB: You were on the farm, were there any of the girls in the land army?
WEB: Not our girls, no
CB: And your brothers, what did they do?
WEB: The brothers were all more or less, Ernie, now, he was the star of the family actually, cause he was a cross country runner and he was transferred from Grendon, that was present man, Lord somebody who’s done Grendon Hall
CB: Grendon Hall, yeah
WEB: And he worked for them in the gardens
CB: Right
WEB: And he happened to go, happened to go to Grendon and the police were holding a sport’s day at Grendon, at Bicester and he [unclear] and went to and do his races and he eventually come home with a, what do you call it? Hang on the wall [unclear], tells the weather, a weather glass, a grandmother clock, and something else he, three things he brought home on that high school from
CB: That he’d won
WEB: He won
CB: Yeah
WEB: But the police bought it what was it, when from then on, that made him and they got in contact with Wickham Phoenix Harriers, which was at Wickham, what was it? And they got him a job in the chair factories and that’s where he spent the rest of his days in factories apart from when he was called up into the Air Force and that was it, he won the only international medal he got was when he, England and Belgium were against other sports and he was one of the runners and he got a gold medal in that, what was it, and that was his only medal he ever sort of won in international, what was it, and then on he went in the Air Force and the next thing I know he was in the Far East, Middle East, my mistake, doing his Air Force
CB: Right. When did he join the RAF? When did he join the RAF?
WEB: When did he? Oh, I don’t know, he was more or less conscripted I think into it, that was where
CB: At the beginning of the war
WEB: At the beginning of the war and that was where he done that training and all that sort
CB: How much older than you was he?
WEB: Oh Ernie, he was quite, he was the oldest and I was round about the middle, middle of the family
CB: Right
WEB: I don’t, those, I don’t know much really cause the difference in years and that, most of the girls then were sent out to work [unclear]
CB: Was that because of the war or because that’s how the things happened?
WEB: Well, that’s how things happened normally
CB: Right
WEB: Cause the war didn’t have a lot of effect on the difference what, the only difference they did sort of do then were to get jobs into factories and things so that were important to do, war efforts where before that they’d do everything else
CB: Right. And did one of your brothers do work in the mines? What was he?
WEB: Oh, well, Victor
CB: Yeah
WEB: Victor, he’s still living in Aylesbury at the moment, he was conscripted down the mines, yes
CB: A Bevin boy
WEB: A Bevin boy, yeah
CB: Yes
WEB: Yes, he was, that was it, he was a Bevin boy. I don’t know many people that done it from around here that went in there
CB: Yeah. And where was that? Up in the north?
WEB: He went up to
CB: Newcastle?
WEB: That was Newcastle and somewhere around that area
CB: Ok, we’ll take a break there. We’re stopping there. So, what we are going to do now is talk about the crashes and other recollections of the airfield. Actually, Westcott 11 Operational Training Unit lost 53 Wellingtons in crashes
WEB: [unclear]
CB: Yeah. And how many, what’s the first one you remember? You talked about one to do with a signal box.
WEB: Yes, well, that one has taken three runways out there and I think it was, I don’t know which one, which one to name, they named them, but it came from that way and he didn’t make the end of the runway properly and he was never got enough height and he hit the signal box and went into the, this side of the railway and that was where one of the fellows, I think it was one of the fellows down on the Restborough [unclear] but that was that one but I don’t think there was any
CB: Right, so then another one was one that
WEB: Another one was, I mean, [laughs] I don’t know whether anybody ever looked at, if they kept the [unclear] on the left hand side but you come down from [unclear], from [unclear] down to Woodham, I think I’m not sure but there’s three, three fences on that left hand side, where the aircraft had actually gone over the road, come over the, come to land on that airfield, failed, went over the field, down and over the road and landed with its, either its tail or its nose, over the Bicester road
CB: This explains
WEB: And I think if I’m not sure, there’s three fences have been put up in the [unclear], I don’t know [unclear]
CB: So, this is a strip between your house and where we are talking today of about half a mile and we are talking about the end of the runway that is runway 2 8, in other words goes to the North-West so there was shot out
WEB: They are the ones that come over the road then
CB: Yeah
WEB:
CB: To the A41
WEB: Yeah. Well, that’s as far as I can tell, I don’t know where they got fences in there or not, but they used to have gaps in the hedge then and they been filled in [unclear] sense or not, I don’t know,
CB: Now, there was one crash that took place on the 15th of March 1944 which was when there was a Wellington in the circuit and it was hit, this is in the night, by a Stirling that came from another direction, what do you remember about that?
WEB: That’s the first time I ever called a Stirling, we, everybody [laughs], I’ve always known it as a Lancaster,
CB: Right, that’s the other, that’s the different crash, this the one that where they were hit
WEB: This is
CB:
WEB: This is one at Westcott turn
CB: Yes
WEB: This, this
CB: Ok, that’s the other one, yes
WEB: This plane had been doing circuits and bumps as we called it
CB: Right
WEB: Been flying [unclear]
CB: Yeah
WEB: On its final, he didn’t make it, he went straight over the road
CB: Yes
WEB: But that crashed his undercarriage
CB: Yes
WEB: And he [unclear] that side of the road
CB: The other side, this is a Wellington
WEB: At night time, they’d done this big raid on Germany and these aircraft were flying back and these actually got diverted from some other airfield, this Lancaster bomber, we’ll call it a Lancaster
CB: It is a Lancaster, yes
WEB: A Lancaster bomber come flying in from the other way and he didn’t make it, he went over the road and landed on top of this Wellington that was already there
CB: Right
WEB: And that was where all the hullabaloo got started then, blokes running down the road, in their flying boots, mom looked out of the window and she said, [unclear] Charlie said, blokes running [unclear] we better get out, and we [unclear] then Kitt Rebell come along and he shouted and told us, get out and clear airfield, he said, in the roots cause all in [unclear] beyond our place were tree roots, [unclear] up when aircraft were being made, when the airfield was being made but there was a load of roots out there, so get out in [unclear] and we went out there. My father, he was out there and he was when it went off, he was pulling his trousers on outside in the field and he was pulling his trousers on and suddenly he said, I heard this thump, I know there was a lump of aircraft metal, not two yards from him but my father was near my father ever got to an aircraft, he said, that’s the nearest I ever wanna be and that was, he missed, that was when that aircraft blew up at Westcott turn
CB: So you were in the tree tumps
WEB: We were in the tree stumps
CB: And where was he, close to that?
WEB: Who, my father?
CB: Yeah
WEB: He was in the tree stumps with us
CB: Yeah
WEB: In those but he was [unclear] a little bit in the open when that aircraft blew
CB: Yeah
WEB: That of course took the roof off [unclear] the slades and things and we were covered with sheets [unclear] for ages
CB: Who came and fixed it?
WEB: I don’t know, it took, I think it was, I’m not sure where it was, [unclear] and fixed the
CB: [unclear]
WEB: Well, but the finish
CB: So this was the first of June 1944. How long did it take to get the house fixed?
WEB: I can’t say, took a long time I mean they more or less had cut [unclear] to make it waterproof then
CB: Yeah
WEB: To stop the water but to actual do the repairs, that took ages
CB: So, it blew the roofs off, what happened to the windows?
WEB: Windows were [unclear], never was blown out the windows so that they fixed those up as well. A lot of time I think some of them would bits of plaster or something instead of glass
CB: So this was actually only two hundred yards from your house that the explosion took place. What other houses were damaged?
WEB: A little bit more than
CB: Four hundred yards?
WEB: [unclear] from Westcott turn to [unclear]
CB: Yeah, four hundred yards
WEB: Something like that
CB: Yeah. What other houses were damaged?
WEB: Oh, I presume the [unclear] were damaged and all that sort of thing but
CB: There was a bungalow in the opposite direction that received an engine through the roof. And who was hurt in this?
WEB: I, I don’t know, obviously somebody I don’t know, I
CB: Ok. So, the person that hurt was the duty officer who’d been telling people to get out and he’s buried in the church yard but he was the only casualty from the blast.
WEB: Yeah
CB: The bomber landed with the full bomb load
WEB: That’s [unclear] full bomb load [unclear]
CB: Which he’d brought back
WEB: He landed on the Wellington that was lying there incumbent
CB: That’s what made it catch fire, wasn’t it? Cause it wasn’t on fire when it landed
WEB: Naturally in coming in, his engines were hot anyway
CB: Yes
WEB: And he had the bomb in
CB: That’s it
WEB: Petrol was very inflammable stuff and that, especially that aircraft fuel
CB: But unusually the aircraft came with a full bomb load, cause you would not normally land with a full bomb load
WEB: Yes, but he was diverted from another airfield
CB: Yes
WEB: I mean, you wouldn’t have got a Westcott plane coming in with a full bomb load because they didn’t have, they didn’t have a lot of bombing sites
CB: Yes
WEB: Only when they, they would make an exception
CB: Yeah
WEB: [unclear] but not many of the crashes that happened round Westcott were with people, with aircraft with fully explosive bombs on. That’s the only thing good about any crash that came round Westcott [unclear] that one
CB: Cause it was an operational training unit. Now, one of the crashes was registered as Waddesdon so where was that?
WEB: Well, as far as I know, that was the only one that went, that was in the side of the hill, was it?
CB: Right
WEB: I don’t remember
CB: But that wasn’t by the fuel dump
WEB: What?
CB: It wasn’t by the fuel dump
WEB: I don’t know much about, we didn’t know much about anything like that
CB: Right. Just stop it, just a mo.
WEB: I still, was still [unclear] went but doing tees and what I did when it went over
US: But you used to have a cafe
CB: Yeah, it is on, yeah. So, Gos ran a café, did he?
WEB: That was a café there
CB: Yeah, and he got the engine
WEB: What they called a path walk cafe
CB: Right
WEB: That was, they were a going concern
CB: Yeah
WEB: So, I think a load of RAF people used to go up there for a cup of tea or things like that
CB: Right. Yeah
WEB: But
CB: This is the bungalow that got the engine through the roof. Then there was another house I gather called Victoria House which was badly damaged
WEB: Victoria House, this
CB: That’s on the edge of the village, what happened there?
WEB: Well, I don’t know, must have been, I mean, that was as close as any other [unclear] could get really
CB: Yeah, the blast hit it
WEB: But I mean, obviously damaged
CB: Yeah
WEB: But we missed looking at our own what was it, we didn’t really know much about what happened down there and there or I suppose it was, yeah
CB: Now the
WEB: [unclear] you see
CB: The duty officer was flight lieutenant Bulmer of the cider family
WEB: Bulmer, sorry
CB: And he’s buried in the churchyard and they put in new windows in the church, did they? And they paid for it, restoring the church
WEB: Almost
CB: Restoring the church
WEB: Yeah, they come, yeah, Bulmer’s [unclear] people
CB: There is a plaque in the church to his memory
WEB: Yeah
CB: Yeah, right. Now, there is another crash which is recorded on the airfield with a monument and that was, took place on the 15th of March ‘44, when a Wellington was hit by a Short Stirling and that was near Quainton and you know somebody who was in the signal box at the time.
WEB: Well, that’s, that might be Sue’s uncle
CB: Right
WEB: Someone like that [unclear] but I don’t this Stirling, I didn’t know any Stirlings here but if they say it was a Stirling that was what it was, but I imagine that could have been a Lancaster
CB: But it was a Stirling and it landed at Wappenham, crashed at Wappenham
WEB: Yeah
CB: In the end but the Wellington landed nearby so the significance was this person in the signal box seeing it
WEB: Yeah
CB: The pilot’s wife was in a house up the road with her new child, he was an Australian
WEB: Yeah, I, well, I don’t know [unclear]
CB: That’s right. What other crashes do you remember there being
WEB: Well, I mean, as I just say, if you look what date where they overshot the runway away and landed in the fields, the only things that mark by fencing and all that sort of thing
CB: Yeah
WEB: That I can say about any others I mean, I should say, if you walked around the perimeter, you’d find a crash site anywhere around that aerodrome
CB: Yeah
WEB: Where the aircraft were taking off and landing, but you can’t, to pinpoint it’s a hell of a job
CB: On a more positive front then, how about the social life? How did you link in with that with the airmen and the air women for that matter?
WEB: Well, we used to drink together in The Swan at Westcott, that to we went out to drink, they weren’t allowed much beer about then, I mean, the pub, you’d be standing outside the pub waiting for it to open and it wouldn’t open something like that was, I mean the, when Frank [unclear] the bloke who used to keep the pub at Westcott, he used to say, said, when it’s gone, it’s gone, he said, so if you drink it now, he said, you won’t get it tomorrow, and that was his philosophy and you get rid on. I know we were young [unclear] but we had bicycles and things like that and when we hang up going up to Quainton and see any or not that was we used to take, you could always get a pint at Quainton
CB: There were three pubs in Waddesdon
WEB: Waddesdon
CB: So, how did you get on there?
WEB: Well that was, we used to get off a pint in the [unclear] now and again when we started doing the home guard, home guard training sessions at Waddesdon on Sunday morning, that was the only place you could get a pint if you wanted a pint then
CB: Would help your shooting, wouldn’t it? What about socials that they ran on the airfield, cause there were a good few WAAFs, there was a separate WAAF area
WEB: Well, didn’t take much part in the social side of the airfield, you know
CB: Right
WEB: But any time I used to [unclear] was when I got in the Swan and I did know a couple of WAAFs and their boyfriends and things like that, they used to come in the Swan and other than that I didn’t know, yeah, I get the names [laughs]
CB: Now, being in a reserved occupation meant that you were a young person amongst military people, most people were in the forces one way or the other, what sort of reaction did you get as you walked around and cycled around, not being in uniform?
WEB: No, [unclear] I think people more or less understood the situation you were in, you were in that, I never got any diverse comments about [unclear] or anything
CB: When you were in the Home Guard you’d be wearing the uniform, at other times you wouldn’t, wouldn’t you?
WEB: Well, in the Home Guard, you wore that when you went to and done the midnight walk, as we used to call it, go out at midnight and be home back by four o’clock, be in bed at four and then back up again at six and go milking [laughs], that’s how we used to, things, no, I, wasn’t anything spectacular
CB: Did they give you a badge to wear, to show that you were in a reserved occupation?
WEB: No. I never had one anyway
CB: Right
WEB: I didn’t know never [unclear] I mean there was my brother Lewis and myself, we were all working in the same, on the same farm, just one day here,
CB: Mate Farm
WEB: Mote Farm and we never did [unclear] seen any words or anything from anybody about it, you know
CB: So, what would you prefer to have done in the war?
WEB: Well, what I wanted to do and which I tried to do, several times, as a matter of fact I [unclear] from here to blooming Oxford to go to a recruiting centre and all I got in trouble was get on your bikes and go back to where you come from, you’re in a reserved occupation and you are better off where you are. And that was that, that was the only thing I [unclear]. And I went to Old Wickham, it was [unclear] come back on the, went to Wickham, come back on a train said it was a waste of time then, trying to go, you’re in a reserved occupation, you’ve got to do that reserved occupation to change jobs that blokes say if I want to move from where [unclear] the
CB: Mate Farm
WEB: Yeah, but I wanted to go to work at Waddesdon for somebody else, it was a hell of a job, you got to [unclear] to Aylesbury and see somebody in the labour exchange when I’ve been all through the, what was it? The [unclear] was, go back and behave yourself and don’t worry us again. You go back where you come from.
CB: Yeah
WEB: That was that, that was the attitude to take. You were in the, you were there and that’s where you’re gonna stay
CB: Right
WEB: [unclear] it was, you couldn’t, I mean, as I said, I tried to get away from [unclear] and only needed the farmer to spot me once and just ring [unclear] exchange and somebody was there to tell me to get back on the farm again
CB: So, which of the forces were you hoping to join?
WEB: Mh?
CB: Which of the forces were you hoping to join?
WEB: Well, I was always wanted to join the navy, that was my one and only thing, I wanted to join the navy and I went, and I tried my [unclear] to get into the navy but every time I went anywhere, was the same thing, you’re doing a better job than [unclear], but directly the war was over, this is what nickels me in a way, so as soon as the war was over, and things had settled down a bit, the first thing I got, was a notice to go and see somebody at High Wycombe and when I went to High Wycombe they said, you will be sent now to a training camp down in, what was it? To join the navy. And I said, why at this time? He said, because we want, he said the, well, what we call it? Operation, people that was, were forcibly sent into the forces, we want those people back home and we will get you training and put you in the navy and send those people back home and that’s exactly what happened. I went down too long for a round of instructions to get down to Plymouth, in that area, to a place down there, and I was conscripted into the navy then and I served seven years and five on a reserve and I was told, that was where I got to be after that and that’s what I had to do.
CB: But the conscripted
WEB: And I was seven years a complete, what shall I say? I thoroughly enjoyed my seven years I served in the navy and I got no complaints whatsoever by joining up.
CB: And what did you do while you were in the navy?
WEB: I ended up being a radar operator, you know, sort of, on any ship I could go and operate, what was it, and I’d been, the best thing really was to get into the plot room on board ship with the officer, the navigating officer and you were on the radar and told him where to put the dots and [unclear] on his [unclear], on his plot. You had two [unclear], you either served in the actual place where the PPI was, the Plot Position Indicator, which was like a little light line going round and round like that and if it hit a ship or anything like that, it would leave a spot and you reported up to the bloke in the, what was it, and from there he’d take it up and you’d keep telling him where that spot [unclear] he said you can plot the course and tell his where the ship was going. So, in a way, it was interesting in a way, but I thoroughly enjoyed it
CB: What was the balance between being on shore and being afloat?
WEB: What, in what way?
CB: How many years of the seven were you on shore and how many on afloat?
WEB: I was, oh, I don’t know, I don’t [unclear] about on any land station really. I went over to, we’d done the training down at Plymouth and that took about to eight weeks, something like that [unclear] course and that and from there, I’d done that and I was in the Mediterranean in next to no time and the first, I joined there and I started, and the coincidence here is that I joined this ship HMS Cheviot and I relieved a bloke on board of that ship by the name of Stanley Pankhurst, now, I lived at Westcott and Stanley Pankhurst lived at Bicester [laughs] and was, his, and when I went there, he said, good gracious, he said, where do you come from? And I said, Westcott. Wow! I could blow the, I could blow the bloody place up, he said, if, he said, you’re the finest bloke I’ve ever seen in this world, he said, come and relieve me. Stanley Pankhurst greeted me to [unclear], he said, here’s the keys, I said, what’s that for? He said, that’s for your locker, he said, he said, you can, I’ll take my kit out, you can put yours in there, he said, I’ll make sure it’s locked, he said, that was when I went since Stanley Pankhurst but his father apparently owned a paper shop or something in Bicester but no
CB: That’s eight miles away
WEB: Yeah, that’s right
CB: Right
WEB: I mean, wonderful, that is to think that you meet somebody who’s glad to see you [laughs]
CB: But the conscription was for less than two years so how did you come to do seven?
WEB: Ah, I, you see, that’s, that was, I volunteered for the seven, I volunteered to, wanted to join the navy and the only thing that stopped me joining the navy was my father and when you, if your father said you can’t do this, in them days, you’d done what your father said
CB: Yeah
WEB: Now, when I decided that I wanted to go, he said, well, he said, you can go now, he said, you’d done all what you need to do here and that was as far as it went and I joined up and I said, I’ll do seven, the seven years and then seven years, if, that seven years was done on a reason was that if we’d given seven years to do and then five years on a reserve that means to say that we still got a little hand on them for another twelve, for twelve years and that’s where they go and half way through that five year job they cancelled it
CB: Right
WEB: They wrote a letter who said you are no longer required and that was, from that [unclear] now I can go upstairs into my bedroom [unclear] and I can go into my, into a, what was it there? and I can pick up a little blue folder, and that’s all my papers
CB: Really?
WEB: Navy
CB: Fantastic. What did you do when you came out of the navy?
WEB: Well, I went into the brickyards
CB: Which is where?
WEB: [laughs] at [unclear], that’s where I started
CB: Just half a mile away
WEB: Yeah. I went and started into the, what was it? And it wasn’t long before Woodham disappeared and I went from there I went to [unclear]
CB: Right. London Brick
WEB: London Brick company. And that’s where I finished my work in days on the brick, I say, they made me redundant when I was, what was, I think I was fifty something,
US: Fifty-eight
WEB: Fifty-eight or something [unclear] and I had round about four, three years to do and they, I didn’t do a day, I’d done one day’s work since I was retired
CB: Right
WEB: And my [unclear] got me to go and do one day’s work for the people that he worked, worked for and [unclear] and sadly he’s gone anyway
CB: What, how far did you move up the organisation? You started doing what, little brickworks?
WEB: In the brickworks? Well, I had work all the time, [unclear] you didn’t get any advancement in any way, at all much, you’d go down into the pit or any, or down or drawing site, going with a barrel going into the [unclear] and run the brick site and load lorries off with your barrels and all that sort of thing, [unclear] anything you could do down there, paid work, I mean, that was the only thing, if you’d done, if you worked hard, you got paid more. But, I did not [unclear], there was no advantage in being in brickyard, brickworks
CB: Did you, to what extent did you find opportunities to take a more responsible job? There’s a chargehand or supervisor or something?
WEB: Chargehand and all that sort of thing, I mean, that came earlier there when somebody else had gone and
CB: Yeah
WEB: And they wanted somebody to fill the place and that was only done or any and when you got to filling out the forms and that sort of thing, but that weren’t, that was all to just fill the forms out, get it cause he took the lorry driver and he took the bricks and away
CB: Right
WEB: [unclear] keep you landing and doing the thing but all our work
CB: What would you say finally was the most memorable thing about your working life from when you left school?
WEB: Memorable? Can’t say there is anything memorable [unclear]. I know being out to more or less do what you like, do what you please and as long as it didn’t do any damage to anybody else. Yeah
CB: Well, Eddie, thank you very much for a very interesting and enlightening conversation
WEB: Well, just, piece of work then, as I say
CB: Now
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Interview with William Edwin Barnett
Creator
An entity primarily responsible for making the resource
Chris Brockbank
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
2017-03-28
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
ABarnettWE170328, PBarnettWE1701
Conforms To
An established standard to which the described resource conforms.
Pending review
Pending revision of OH transcription
Format
The file format, physical medium, or dimensions of the resource
01:49:02 audio recording
Language
A language of the resource
eng
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Description
An account of the resource
William Edwin Barnett talks about his experience of living on the edge of RAF Westcott, near Aylesbury. Remembers starting to work on a farm at the age of fourteen and describes his everyday life and duties. Tells of being conscripted into the Home Guard, where he did night patrolling and practiced target shooting with an air rifle. Tells of how he wanted to join the Navy but was rejected because he was in a reserved occupation. Talks about various plane crashes, including a Lancaster, of which he gives a detailed and vivid account. After the war, remembers being conscripted into the Navy, where he served for seven years.
Contributor
An entity responsible for making contributions to the resource
Peter Schulze
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Buckinghamshire
Temporal Coverage
Temporal characteristics of the resource.
1944-03-15
11 OTU
civil defence
crash
final resting place
Home Guard
Lancaster
memorial
Operational Training Unit
RAF Westcott
sport
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/786/9341/PWildesJE180829.1.jpg
20072f7f64debe87ec906cbfd6e26011
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/786/9341/AWildesJE180829.1.mp3
e631f87cbb026ea8770f4a9901045618
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
Wildes, Jim
James Ernest Wildes
J E Wildes
Description
An account of the resource
An oral history interview with James Wildes (1923 - 2019, Royal Air Force).
He failed aircrew selection due to ear problems and so served as ground personnel.
The collection was catalogued by IBCC Digital Archive staff.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-08-29
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
Wildes, JE
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
MH: That’s great. Well, first of all Jim I’m delighted to come and meet you today and listen to, to your story. I know a little about you. I hope to when I leave at the end to know far more. Ok. There’s a little bit I’ve just got to say at the start so that people listening to this back at the Bomber Command Centre know exactly where we are and what we’re doing. So, this interview is being conducted for the International Bomber Command Centre. The interviewer is Martyn Hordern. That’s myself. The interviewee is James Wildes. The interview is taking place at the Tri Services and Veteran Support Centre, Hassell Street, Newcastle, Staffordshire. Also present is Peter Batkin who is a friend of Jim. The date is the 29th of August 2018 and the time by my watch is quarter past eleven in the morning. I know from just talking to you Jim that you were born on the 18th of July 1923. Where was that then? Where were you born?
JW: Burton on Trent.
MH: Ok. Tell me a bit about your parents and your family life as, as a lad.
[pause]
JW: We lived with my, my dad and mother and the tribe that, because she had six children and I was the eldest lived in South Oxford Street, Burton on Trent. My dad was out of work for seven or eight years during the recession of that time. My mother was a tailoress and she worked from home reversing coats and that sort of thing because that was the way you lived those days.
MH: Did your, did your dad serve in the First World War?
JW: Yes. He was in the Staffordshires.
MH: How long did he serve during the war?
JW: He served in the, in the First World War and a little bit afterwards in Ireland. I don’t think he’d signed on. It was like it was at the end of —
MH: Yeah.
JW: The Second World War. You could do another year before you got home.
MH: So, so as a young lad what did, I take it you went to school. What age did you leave school?
JW: Fourteen.
MH: Ok.
JW: Because of my birthday coming in July I did the eleven plus twice. The first time I failed. The second time I got enough to pass to secondary school. Not to Grammar School. But my mother couldn’t afford uniform so we got a deal where I went to Union Street one day per week at government expense.
MH: Right. And then when you left school what did you do?
JW: I was training to be an apprentice joiner and carpenter because my grandad, the other Ernie he, he was a master joiner. And I worked with him whenever I could from fourteen on but I had to have another job to support the family because he was a jobbing joiner that had contracted for jobs. We used to do South African Railway carriages and it all came pre-packed. And you always put in Baguleys of Burton on Trent and he would, he would, we would put it together like you do things these days. Cut it all in.
MH: Yeah.
JW: In South African Railways style.
MH: Right. So then the Second World War came along. You were —
JW: Well —
MH: You were just sixteen.
JW: I I’d, around about fourteen I joined the Boy’s Brigade and there was an RAF section in it of about four of us and on Sundays sometimes we went to Burnaston Aerodrome which is now a car factory and we could swing a Tiger Moth. And I got one flight of it because occasionally an RAF retired officer turned up to fly this thing.
MH: And that was the first time you ever went in a plane?
JW: Yes, was. That was my first time.
MH: So, so, the Second World War started. You were, you were just sixteen.
JW: Yes.
MH: What were you doing then?
JW: I I was still doing, well I eventually got, what happened was that, that the restrictions on my grandfather forced both he and I to join another joinery firm because there was no longer small businesses around. We were forced in to wartime things from 1938 so, I became a bound apprentice with Sharp Brother and Knight of Burton on Trent. Around about seventeen the Boy’s Brigade sent me to Cardington for an interview for aircrew which I failed because I’d got bad ears and in those days those aircraft weren’t pressurised. So they, but I did the exam and they recommended and gave me a little notation that I go in to Derby when I was seventeen and half to recruit as a VR. Which I did.
MH: What’s a VR?
[pause]
JW: Volunteer Reserve.
MH: Right.
JW: Yes.
MH: Thank you. So, by that time we were sort of talking about towards the end of 1940 are we then, at that point?
JW: No. We’re talking about 1941.
MH: Right. In to, yeah.
JW: Early in 1941 that happened. At seventeen and a half I had to get my dad’s signature to be able to join the Air force which I did and took to Derby.
MH: What was your parents view of that at the time then? Seeing as you didn’t —
JW: Well, my dad didn’t want me to join but my mother said it’s alright.
MH: What was the reason your dad didn’t want you to join?
JW: Well, he’d been at, I think Mons during the First World War for some time.
MH: So, he’d been at the start.
JW: So, he’d been in that and he was on Gallipoli as well.
MH: So he, do you think he knew a bit more about what you were likely to face than what your mum did?
JW: Yes. Exactly.
MH: So, so you up at sixteen and a half. Where was the first place you —
JW: Well, I didn’t actually get in until June or July. They called me in.
MH: So you were just about eighteen then.
JW: Yes. And they followed the recommendation to send me to Halton for aircraft training, which I did. I went to Halton and joined the RAF. And I passed out second in an entry of about eighty people that were doing a joining course like, it was split in to two halves. A bit for engines and a bit for airframes and I was, I came second and was sent on for on the job training at Abingdon.
MH: Right.
JW: On Hampdens and Whitleys.
MH: Yeah. So where was Halton then? Whereabouts is Halton? I know where Abingdon is.
JW: Halton is Wendover. Very very near. Do you know Wendover?
MH: I’ve heard of it.
JW: Yes. Very near to Chequers.
MH: And Abingdon obviously became a car factory. A car factory wasn’t it?
JW: Yes. This Abingdon was, they trained you on, on real aircraft.
MH: Right. So —
JW: And then they took me back to once I was trained on. So that was my first [pause] Abingdon was 10 OTU and the Whitleys and Hampdens were flying aircraft. So that was Bomber Command.
MH: And what, what were you doing when you were there? You said on the job training. What was your, what was your, what were you trained?
JW: I was trained on, on the Abingdons and the Whitleys and also we strung up a a biplane as well. So I was trained mainly on aircraft rather than engines.
MH: Right. So, so you just, you just said stringing up a plane.
JW: Yeah.
MH: Now that, what’s that then?
JW: A biplane.
MH: Yeah.
JW: Where you, you were setting all the angles etcetera and I learned the fifty seven point three method of, of angles.
MH: And what’s, the fifty seven point three method?
JW: Well, if you, if you, you take [reckoning] of fifty seven point three in a circle, make a circle at that radius for every one unit is one degree all the way around the circle.
MH: Right. So —
JW: So, you could set controls, the rudders all that sort of thing by doing that. A mathematical job.
MH: And was there much difference between a biplane which was obviously getting almost obsolete at that point and then the bigger planes that you were working on?
JW: Well, the bigger planes were really had main spars which also held the undercarriage and that sort of thing. And usually there were [pause] they had bomb doors which worked with elastic. Those days the bomb dropped and opened the door [laughs]
MH: Yeah. Ok. So you’d done that initial training.
JW: Yes. And then Halton called me back to do the fitter course and and to give me the full trade because I came out first as an AC. I joined the RAF at AC2 level. So I, my first entry got me an AC1 at, at aircraft engineering level. But my second training I was fourth in the entry of fifty and that got me an LAC recommendation.
MH: What does LAC stand for?
JW: Leading aircraftsman. It’s like a lance corporal in the Army.
MH: And how long had you been in the RAF at that point?
JW: About, well my first course ended on March ’42. My second course I got posted in February ’43 after the end of the second course to Pershore which was another OTU opening up in Gloucestershire. So, and this was another. I was on Wellingtons so it was another Bomber Command area.
MH: And did, when you moved to a different aircraft were there similarities or were they things that you had to get used to all over again?
JW: Yeah. You had to get used to new things but on the second course at Halton they had embraced various changes that were taking place. And also on that second course they’d also embraced little bits about American aircraft as well as British aircraft and I was interested in American aircraft as well as British ones.
MH: So, you were at Pershore.
JW: So, I went to Pershore.
MH: OTU is operational —
JW: 23 OTU.
MH: Operational Training Unit.
JW: Yes. It was just opening up. We had no aircraft at all. The hangar wasn’t open. The workmen were still working on it. The cookhouse was an open cookhouse because that part wasn’t built but we were in the four huts that were built. One of the four huts that were, were starting the unit off. We had no aircraft at all and one arrived about two weeks after I arrived at Pershore. There was, we put it out on a distant little field, picketed it down for the night and we were bombed that night. But it didn’t get the aircraft. It got little bits near to the hangar.
MH: So you, the plane you basically moved the plane away from the main buildings for that reason.
JW: Yes. That’s right. Picketed it down.
MH: Yeah. What sort of strip was it there? Was it hardstanding or was it grass?
JW: Hardstanding.
MH: So it would be tarmac. Tarmac.
JW: Yes. The strip was there and we picketed on one of the, on one of the ends. There were several different areas and we picketed on one of those.
MH: So how long before you started getting more planes?
JW: We then got the planes at about one a week for a few weeks and then two or three a week and these were delivered direct from the manufacturer and our job was to bring them up to standard. Put the turrets in. The extra seating. All the little bits that went in for radar and various things that was coming in. And we dispersed those to other airfields down Gloucestershire and Worcestershire.
MH: So, so it sounds like there was a lot to do to get those planes ready.
JW: Yes. By that time the hangar was going so we had a corner of the hangar that we would be a team. As the aircraft came from the makers they came completely empty with ballast in place of things. So you were getting the ballast out, putting the turrets in in place of the ballast and the various other things that you had to do like second pilot seats and various things. There was cable cutters to put in to the wings in case the Wimpie was flying and had to cut a cable on a balloon.
MH: So how long did that take to get a plane from from you receiving it from the factory to then being ready to to actually start to fly?
JW: Well, it probably on the team turn out one a week once we were geared up to do so.
MH: And how many were on your team?
JW: And there would probably be an engine fitter, an airframe fitter, an electrician would do two or three teams. Same with an instrument man and the radio people came in when they were needed.
MH: Right. So, so you, over a period of time you’ve all had these planes slowly coming from the factory.
JW: And being dispersed.
MH: Yeah.
JW: In Worcestershire and Gloucestershire and at various aerodromes like.
MH: Right.
JW: There was many. So, there was about eight aerodromes down that, all being built.
MH: Yeah.
JW: And —
MH: So, so was Pershore the hub for all these to come in to, in to —
JW: All these.
MH: And you would get them ready.
JW: Yes.
MH: And then you would move them out.
JW: Yeah.
MH: So, so was that basically all your job entailed? Oh, that sounds a bit disrespectful.
JW: Yes, I —
MH: But was that all just basically like a production line of planes coming in and going out.
JW: And going out. Yes.
MH: So was there, was there any flying at Pershore? Was it a flying airfield as well?
JW: Oh yes. It was an airfield, and flew. It had its own aircraft as well.
MH: Right.
JW: Probably about eight I think that got it in two. It was 23 OTU but they got it in A and B Flights or they might have even had C.
MH: Yeah.
JW: But they got about eight aircraft of their own on dispersals which I didn’t take part in.
MH: No.
JW: Because I was in the teams that were shoving them out.
MH: Yeah. So the A and B flights had their own mechanics.
JW: Yeah. They were mechanics rather than fitters.
MH: So, so what was it like fitting, fitting a turret to, how many turrets did you fit into a Wellington then?
JW: Well, the, we were on Wellington 3s and that was the, the advanced turret for the rear end because Wellington bombers you couldn’t get out of the turret excepting back in to the aircraft. It didn’t have enough angle. But the Wellington 3 did and if you had to eject in the air it could turn round and the man could fall out of the turret.
MH: Right.
JW: And bale out.
MH: So how long did you stay at Pershore doing that sort of work?
JW: September ’43. [pause] September ’43 I got a posting to 206 Squadron. They was at Benbecula flying Hudsons but I didn’t get there because I got part way there, as far as Wick, by Aberdeen and they turned me back to Liverpool. Gave me a new warrant to get to Liverpool and then across the water to the Wirral to an Army unit because 206 Squadron Benbecula were breaking up in flights and I was on what was called 8206 which was a Combined Ops Unit and I joined this Army unit as the RAF and some people had come already from Benbecula. There was about fifty of us altogether in the RAF forming up to go to go to, eventually to the Azores but we weren’t given the information.
MH: But you didn’t know where you were going.
JW: We didn’t know where we were going.
MH: So, what was the, so you were there. How many were there from the RAF then?
JW: There was about, well there was supposed to be a thousand RAF, a thousand Army and a thousand Navy.
MH: Right. So it was a big outfit.
JW: Yes. Because where ever we were going it was a Combined Ops Unit. We were, we were liable to have to be under canvas for a certain length of time.
MH: So how long were you? You say you were on the Wirral? Do you know?
JW: Well, about two weeks. We, we had got certain bits of kit and a sten gun and a little bit of training and square mess tins. We had to hand our round tins in for square mess tins.
MH: Were rounds ones particular to the RAF I take it?
JW: No. The round ones were on issue to everybody at that time.
MH: Right.
JW: But the square mess tin fitted the, the ration packs that were coming in.
MH: Yeah.
JW: At that time. So, we had to have a square mess tin.
MH: And you said you got some training with a sten gun so you were taught to shoot were you then?
JW: We were taught to shoot. We were taught a little bit about self-defence. We were taught to use our mess tins and given a mug which was china and needless to say you soon broke the mug.
MH: So, so what, what did you think when suddenly you’d gone from fitting turrets on to Wellingtons to now you’re on the Wirral in this this other unit of soldiers and other, and sailors and suddenly they’re teaching you to fire guns.
JW: Well, we were there about two weeks kitting out etcetera and then we, we joined, they brought us back to Liverpool dock, the Liver Dock and we joined the Franconia which was a troop ship. And that night we sailed across the water to Bangor Harbour where the rest of the people came in. The rest of the three thousand people came in. I was only on a unit of about fifty which was 8206. There were other RAF people around but we did different units.
MH: Did you know where you were going at that point?
JW: No. That, that same evening we must have left Bangor because when we woke up on, on we were below decks and the weather broke up the next morning.
MH: I’m going to just pause there.
[recording paused]
MH: Right. Just to explain to people listening to this recording we’ve just a very important thing which was sorting out lunch for Jim and Pete. So, we’re just starting again. So, you were just at the point where you’d set sail.
JW: We’d sailed.
MH: You were below decks and you woke up the next morning.
JW: We woke up the next morning and we’d come out of Bangor and we were now heading west. Due west. And this went on for about two days and we thought, everyone thought we’re going to Iceland because we were going in that direction. Suddenly we turned left and started in a southerly direction. This went on for about another day and we joined up with a, with a Navy ship. A Destroyer, and he was hovering around us and about four days later we overtook a flotilla of merchant ships that had other Navy ships around them and an aircraft carrier. And at that time our officers were drawn in to tell us that we were going to land in the Azores.
MH: Which was part of Portugal, wasn’t it?
JW: Which was part of Portugal.
MH: A neutral country.
JW: And this was before Winston Churchill had announced anything about this island.
MH: Right.
JW: This, this island was called Terceira. It was a small volcanic island with [barefoots] so we were all given the necessary jabs up our backsides because they were worried about plagues and that sort of thing. And then we arrived on a Sunday afternoon. The, there was a big Navy ship offloading boats to get us from the, from our ship and from the merchant ships to the shore.
MH: I take it there wasn’t a harbour as such then.
JW: On a little harbour called [pause] [unclear] or something like that. It was a little harbour. Anyway, we, we all assembled with our kit and of course the RAF volunteered [laughs] to go as soon as possible and we jumped in to these boats because the sea was rather rough, running at about ten foot, landing craft and got to shore where, where the other people that was before us were receiving all sorts of things ashore. And there was tea laid on but the rest of it was our own rations. So we went on shift. Four hours on two hours off day and night. And that’s how we spent that first night was working for four hours unloading things on the shore and the Army had put up [tents] and tents loosely to an area outside town on the side of a volcano.
MH: Right. So you spent all night unloading and sorting all your stuff out.
JW: Yeah. Well, the next morning 8206 were called together and we, we were told to put our stuff in to a lorry because we were going roughly twenty five mile across country to where we were going to build an Air Force station. We were going to lay plate runway to form a runway and dispersals. We would be in tents for up to a year and we would be on rations, our own rations but two hot meals a day. Breakfast and dinner. There would be no lights. It would just be an encampment in tents. Eight to a tent.
MH: So you started from scratch really.
JW: Yes. And we went over, that day we went over and we started laying, there was no aircraft around. We started laying a strip because the Army was ahead of us in their knocking walls down and things to make an airstrip and that afternoon the Seafires off the aircraft carrier landed on the strip that we’d already prepared.
MH: So you didn’t hang around then. You got it down quick fairly quickly.
JW: Hmmn?
MH: You got, you got your work —
JW: We got enough.
MH: To do that. Yeah.
JW: To land Seafires —
MH: Yeah.
JW: Down in that same afternoon. Because we’d gone first light in the morning and with, as, as strip runway came in we laid it.
MH: Right. How long did it take you to finish laying the full —
JW: Oh well, we were on that as well as our own aircraft. Two days later our aircraft came in from America and we were now on B17s.
MH: So, there’s no, you hadn’t got any British planes as such it was just —
JW: Pardon?
MH: Had you got any British planes there? Bombers or were they —
JW: No. No. No. We had the Seafires. They used, they were on a dispersal and they flew from their own dispersal and they’d somehow or another got one or two people over to help them out. We refuelled from Jerry cans with, because it was all over the wing refuelling and we had no tankers whatsoever. We refuelled from Jerry cans in to a funnel with a, with a filter at the bottom.
MH: It took a bit longer to fill up then normal then.
JW: Oh, good lord, it was. We had no no tanker. A few weeks later, about a fortnight later I went over, I was given civilian overalls to go to the main island to see if we could find a fuel storage unit because Jerry cans were such a pain to refuel with. You know. A five, you could damage the aircraft let alone anything else.
MH: So, you’d got these B17s. were they piloted by American crews?
JW: They, they were piloted by British crews.
MH: Right.
JW: And they were marionised with a radar unit that came down the fuselage and out at the tail wheel. And this was a Canadian unit and they brought one Canadian with them who taught us to, how to polish the wave guide because it was a five inch wave guide and the magnetron was in like a Smith’s biscuit tin which we had to take the lid off every day and polish up the, the prongs.
MH: So was that a particular piece of kit for what they were doing?
JW: No. They —
MH: Or just a general.
JW: The Canadians. It was apparently used for fishing. To find shoals of fish but they’d adapted it to find submarines.
MH: Right.
JW: And so with sonar buoys at strategic places and the mathematics of it all and we had all sorts of radio aerials along the roof of the, of the B17 they could bring in the Navy or the merchant ship, carry their own depth charges if they had to do and find not fish but submarines.
MH: A clever idea. Do you remember what squadron that was?
JW: We were, it was 206 Squadron. We were, we were still 8206 [coughs] because we were like the maintenance team for the squadron.
MH: So, when —
JW: And then about [coughs] that probably went on until about [pause] well I broke a finger just before Christmas and had to have like a tennis racket where it pulled it all out. It did heal in the end so I was, I was in hospital. A Portuguese hospital run, a ward run by the, by the Army or Navy or RAF over Christmas day. But I was only in for about three days after Christmas and when I got back to the unit which was, which the Army had made us like a servicing bay knocking a lump out of, out of the volcano edging because we were like now probably three or four hundred foot above the sea level. When we, when I got back to them there was now 209 Squadron as well as 206 Squadron there so we were getting we had about nine aircraft, B17s, altogether.
MH: And these were all equipped with the same instrumentation to find submarines.
JW: Yes. They had the same. The same sort of kit on and they’d come with the 209 Squadron crews which we, we only saw them come to the aircraft, fly them and that was it and then they’d be gone to where ever they were billeted.
MH: Right. And did, how successful were they at catching submarines? Did you ever get to hear?
JW: Well, I think that it assisted the Navy. They certainly got one submarine as we were coming. The Navy got one submarine as we were coming to land originally because there was subs in that area and they certainly were feeding the subs on the surface and we, because the, the Canary Islands were supplying fuel for all these subs and things.
MH: Right. Because they were under Spain which was fascist, wasn’t it?
JW: They were in Spain you see and we knew that this was happening so we were always overflying that, those areas.
MH: Right.
JW: So, I think they certainly altered the name of the game for, for the ships that were refuelling submarines.
MH: So, it seems to me that at times you were perhaps only aware of what work you were doing. You didn’t see —
JW: Yes.
MH: The pilots flying the planes.
JW: That’s right. Yes.
MH: You didn’t find out how successful. You just did your job.
JW: I did my job. I was sent once to try to get a fuel tanker from the main island which is St Miguel or something like that of the Azores. And that was the only time I’d been at sea again. There was a sergeant sent with me and I was like a lance corporal.
MH: Right. So how long were you in the Azores for? Did that go on for a while?
JW: In, let me see [pause] can I just have a second to look at it?
MH: Of course, you can.
JW: I’ve had to pick this up from my records. [pause] Well, in about April they told us to, to shift all our inventories to 209 Squadron.
MH: This was 1944 at this point.
JW: So, that was 1944. April 1944, because our aircrew had gone back to Blighty and there was only 209 aircrew left on the island now to run these eight or nine B17s. We were told that we were being moved back to Blighty as a squadron. We didn’t know where to but what we knew was we were going back by Skymaster to [pause] to the western side of Africa and then flying on to Blighty by Skymasters because by now the Americans were bringing Skymasters in quite quickly, several a day and even Mitchells were coming through. They were using the airfield as a staging post and incidentally in January a new flotilla of of ships arrived bringing more stuff to the island because we’d been on our own for six months and used up nearly everything we’d brought. So, they’d brought in 209 Squadron servicing crew by ship. They’d brought in all sorts of materials to make decent Nissen huts for people to live in. We were still under canvas and remained under canvas until we moved.
MH: What was the weather like?
JW: Damp. It was the Azores. It’s good, goodish weather. It’ll grow small bananas and that sort of thing but it’s damp and there’s quite a lot of, quite a lot of rain.
MH: So not necessarily the best conditions to be under canvas.
JW: No. No.
MH: Were you aware that point how the war was going elsewhere? What were you hearing?
JW: Yes. We had a newspaper that came around. I think it was originally once a month and now it was probably a weekly one called, “The Azores Times.” I think. And we, we were kept assured of what was going on in Blighty. Anyway, we eventually got home piecemeal between Casablanca and, and the tip of Cornwall where we landed at, the Skymasters landed at St Mawgan. So I was home about May and the, the officer in charge said, ‘Ah, your squadron is at St Eval.’ So, he got me a garrey to get me to St Eval.
MH: Whats a garrey?
JW: A garrey is a lorry.
MH: Right. Right.
JW: To get me to St Eval. And there I, I was back with the rest of the lads. There was, we were the last two to get away from, from Casablanca because it was all done when we could get a flight.
MH: Yeah.
JW: Because there was mostly flights were for officers.
MH: Did you get a chance to have a walk around? Did you get in to town while you were in Casablanca? Did you get to see the sights?
JW: Oh yes. Yes. And I also did some work for the RAF unit because they were putting together American Lightnings as a twin boom Lightnings.
MH: Yeah P38s.
JW: Yes.
MH: So, so you get back to England.
JW: Yes.
MH: Was this just before D-Day and where —
JW: Yes. Yeah. This was about a week before D-Day and I was put on night shift. We lived at Morganporth in a commandeered hotel and we had dry rations. We didn’t have anything to do with St Eval as, as a unit. We were, we were on a dispersal about the furthermost away. They did bring a hot meal in. If you were on days you got it at lunchtime. If you were on nights you got it about two in the morning. So we were always kept. Had a hot meal on site. But we were permanently on site on twelve hours shifts. Twelve on. Twelve off.
MH: So were you with the squadron at this point in time or just with the, like —
JW: Yes. This was 206 Squadron.
MH: Right. Ok.
JW: We’ve now changed to Liberators by the way. We, the aircrew had adapted to Liberators.
MH: And did you have to do much to catch up in terms of work —
JW: Well, it was a question of a Liberator is another aircraft and you get used to knowing that aircraft are aircraft.
MH: And what were you, what was your job at that time? What were you were working on?
JW: Well, again being an LAC I I ran a little team of people.
MH: Right.
JW: About three mechanics. Three or four. Usually an engine mechanic, an air frame mechanic and one wanderer like an electrician or instruments or both.
MH: And what, what operations were the squadron involved in around about at that time?
JW: We were putting an anti-submarine because the Liberators were also anti- submarine. I don’t know quite what type because they didn’t seem to have the same scanners as a B17 so I didn’t know anything about that side of what they were scanning.
MH: And where were, where were—
JW: It must have been some sort of radar.
MH: Yeah. And what areas were they operating?
JW: They, they were covering Brest to the Irish Sea for anti-submarine block.
MH: And, and we were obviously getting around to D-Day at this point in time. Were you aware that that was, happened or, you know, you just carry on as normal? Or did you —
JW: Well, on I think it was the 5th of, was it June? D-Day.
MH: Yeah. 6th of June was the actual —
JW: The 6th. On the night of the 5th I was on duty that night and about five in the morning just as day was breaking there was a flotilla. A flotilla of B17s, Americans all painted up with the white stripes you know and there must have been a couple of hundred come over us at about 5 in the morning. Came over the top of us and flew on towards France. So that must have been the start of D-Day.
MH: And then how did your, how did 206 Squadron sort of carry on doing duty?
JW: We used, on our tannoy system which was separate to the station system if there was sighting of a U-boat they would send the message over and tell us what was happening by the air crew and two or three evenings we were told they were chasing U-boats and dropping DCs.
MH: Depth charges.
JW: Depth charges.
MH: So, so that was almost like a real time. You were told as it was happening.
JW: Yeah. Happening in real time.
MH: They’d relay. They’d relay the radio messages.
JW: Well, we went on for about a week there and then suddenly they said, ‘Well, go and take what you can of your kit. Bring in your kit. Bring in everything you’ve got. Take what you can of ground equipment because you’re going up to Leuchar, Scotland as a part of a unit of 206. Leaving some people in 206 looking after what they were looking after and you’re going up by train to Leuchar to set up a similar system from Leuchar on the North Sea.’
MH: And that’s what you did. And how long did that go on for?
JW: This went, we, we brought our kit in. The train we’d loaded what we could of ground equipment and tools and all that. Things that we think, thought we’d need. And we were at, we went up by slow train to Leuchar. This took about, there was rations put on so we had rations on the way and I think when we got to Leuchar there was a hot meal laid on and we went straight to the flight and some of our aircraft were now landing at Leuchar. Some of the, some of the Liberators were landing at Leuchar and in the Leuchar base was very near the sea because Leuchar is on a small island, just by the golf course and in on the sea front there was the RAF unit that ran MTBs. Motor torpedo boats. So we communicated with them that what would happen. We’d site where, where U-boats were and they would go out and see if they would surrender or, or get DC’d.
MH: And how long were you at Leuchar for?
JW: Probably a fortnight because in Leuchar they were asking, by then they were asking for people to go to India and, and look at the Far East. And there were people, they were looking for people that were single. Not married.
MH: You were still single at that time.
JW: So I was still single at that time so my CO said, ‘Will you volunteer?’ As usual. So, I was on my way then. I got a couple of days leave and down to, I think I went to Morecambe, I’m not sure. And a couple of days leave at home to Morecambe. Morecambe to Southampton by train and I found myself on the way to India at the [pause] when did I go to India? [pause] August 1944.
MH: Right.
JW: End of August. I landed actually in Calcutta. I landed at Worli. That’s the old, the old what’s it called now? In India.
MH: I’m not sure.
JW: Worli.
MH: I’m not sure about Worli because they’ve gone back to the original names not the anglicised names, haven’t they?
JW: Ceylon. Not.
MH: Oh, Sri Lanka are you on about? Sri Lanka? No.
JW: No. What’s Hollywood in [pause] Bollywood.
MH: Yeah.
JW: What town was that?
MH: I’m not sure to be honest. My Indian knowledge is not that good.
JW: I landed on that side of India.
MH: Yeah. Right.
JW: Caught a train across to Calcutta which wasn’t —
MH: It wasn’t Bombay. You’re not on about Bombay, are you?
JW: Bombay, landed Bombay. Worli. Caught a train the next day. A troop train going to Calcutta and we pushed it half the way.
MH: The train?
JW: It was a troop train so you’d, you’d go about four hours, five hours, something like that, all disembark for a hot cup of tea and your rations for that day. So you were still living on rations. Anyway, when I got to Calcutta I was posted to Dum Dum which was the Calcutta race course at that time. Now, it’s the airport but at that time it was just the racecourse. I was posted to a little unit called [pause] what was it called? Air Salvage and Servicing. It had three Dakotas that were all being modified to carry stuff externally as well as internally. And I was given my corporal tapes whilst I was on that unit because you couldn’t get permanent corporal. You could only be an LAC permanent. So each unit you went to you’d got to qualify to be an acting corporal.
MH: So what was, what was this air salvage —
JW: Air Salvage Unit. I joined a team, or I was in charge of a team as an acting corporal and we, we would be responsible for taking stuff in to the Burma area that was needed by squadrons. For instance on one occasion we, we took a, there was other teams taking things like Spitfires to pieces. We used to split the the Spitfire in to the engine, attach the prop off, the tail off and the empennage and one, one wing upside down with a fairing on the front hung by cables between, underneath the Dakota. The Spitfire we would fit inside the fuselage with the engine in the open doors which we dispersed with so we were now have got half of a Spitfire into a Dakota. We, we would go from Dum Dum to Agartala which was in Assam, north of the river, refuel and then fly on and in this particular instance to an airfield that you couldn’t get to in daytime because of volcanoes and things ad drop in there, offload my part of the gear. The pilot who was a Polish pilot that he had no, no navigational aids whatsoever. We, we used to fly, I used to fly with him and just follow the route that he told me to follow. Followed either a river or a railway line and just watch what was going on or fly a course where I was keeping to a course.
MH: And then, obviously you dropped off this Spitfire. Did you then bring —
JW: He came back for the other half.
MH: Right.
JW: And that would arrive the next morning.
MH: And then you had to put it together.
JW: And my, by that time we’d put as much of the Spitfire together with three of us as we could get together.
MH: Yeah. And was that something you did for quite a while in India?
JW: I did. I did Imphal Valley once. I did a lot of various drops. I worked for 31 Squadron for quite a while.
MH: What sort of squadron were they? Were they —
JW: They were another Dakota squadron.
MH: Right.
JW: That were supplying Chindits —
MH: Right.
JW: And people like the Chindits in, in Burma with mules. We even took mules in one day. I I wasn’t on that aircraft. That was one of our other aircraft.
MH: So how long did you stay in India for?
JW: Well, I, I was, I also did a trip from, starting at Agartala where, where I picked up a train load of Hurricanes because we couldn’t get the Hurricane. The Hurricane’s built differently to the Spitfire. You can’t get it in to a Dakota. You can get a wing on but you can’t get an outer wing. You can put on but you can’t get the centre section so we were taking Hurricanes and various other spares back to India to Kanpur which was the MU that put them together again. And this was a two week journey. Caught the, picked up the train and my rations and a sten gun. A colleague, there was two, always two of us on the train and apart from sten guns we had, we picked up a long range rifle. A Garand rifle for long distance shooting if, if we were being attacked. We would then go Cox’s Bazaar. Pick up some more kit there. Chittagong. Worked our way to the Brahmaputra point where the train would be offloaded and loaded on to barges and go up the Brahmaputra for about seven or eight hours to another port on the right hand side for, for narrow gauge use.
MH: Yes.
JW: And from there we would go, go to, to Kanpur and the whole journey would take about seven days if you were lucky. If you were unlucky it could take up to a fortnight.
MH: And when did you get back to the, get back to England then? How long before —
JW: Well, from that I went, I was on Ramree Island which is an island off Burma with 31 Squadron when the war ended. When the atom bomb, the second atom bomb dropped. And we were told to go to Mingaladon and be on, everybody at Mingaladon which was the bottom of Burma to wait for the Viceroy of India to come in and take the surrender which happened the next morning. We were all lined up. All the squadrons around were lined up along one side and in came the York with, with the Viceroy of India on. He got killed in Ireland, didn’t he?
MH: Lord Mountbatten.
JW: Lord Mountbatten. Yes. He took the salute from the, from the Japanese who gave him all the swords etcetera. And then we moved on. We, we were given the task of looking after 31 Squadron. I was now with 31 Squadron. Still on attachment [laughs] We, we were given Siam, Sumatra, land at Singapore but don’t take the salute there. And then go on to Java and Borneo. So I ended up in Java running, running B Flight aeroplanes. About four. Four aeroplanes and I had a crew of about two fitters and two, two engine men. And that’s when my release came through for Class B demob. So, the next morning I’d got my kit packed and an A Flight aircraft flew me back to Singapore. I I mounted a boat, got a boat from there to Southampton and was demobbed at Hednesford.
MH: And what date was that? Can you remember?
JW: 9th of the 3rd ’46.
MH: Right. Right. I understand, I don’t think your time in the RAF quite finished then, did it? Although you’d been demobbed.
JW: No. No. I I was discharged to complete my apprenticeship as a civvy which I did. I found I was then on a half a crown an hour for a fully fledged joiner. And I enquired of the firm I was working for, ‘What was my promotion? Would I get promotion?’ He said, ‘Well, when —' such and such dies —' he was about fifty at the time, I was about twenty two or four, something like that. ‘When he dies you or Johnny will get the job,’ because there was two of us. An Army lad that had done much the same as I had. So, I’d, I had notice from the Air Force that I could join for five years. Or four years or something of that nature and get my tapes back. So I wrote to the RAF. I’d done this prior to finishing my time. My civilian time. I wrote to the RAF and got a guarantee that I would be promoted to substantive corporal for the jobs that I’d done as an acting corporal and they gave me this. They said yes you will be but you’ll have to do three months on the job to prove that you’re capable.
MH: So, what squadron did you go back in to?
JW: So I went back to Swinderby for a four years, four year enlistment and that gave me a hundred and twenty five quid.
MH: And what, what did you do when you went back then? A similar sort of thing?
JW: Well, they had Wellington 20s by that time. Navigation. They were doing training navigation in Bomber Command. 17 OTU they were so they were Bomber Command again. And I was there until January ’51 in Swinderby. In 17 OTU.
MH: So what, what was your role then? What were you doing there?
JW: Again, I was what they called the piece of wind section which was the air and the, and the hydraulics. I ran a little section of of about three bodies. We did tyres as well. We did hydraulics. I did a little bit of work producing a better ground equipment than, than at that time we had because the RAF was very very short of decent ground equipment. So I’d mounted, because we were, we needed high pressure air on the Wellington 20s.
MH: Yeah. Was it different post-war than during the war? Was there a different atmosphere?
JW: It was gradually getting back to Wednesdays off you know. Wednesday afternoon was sports day and the, it just so happened that I met my wife at that time because the, the old diversion air field for Swinderby was Wigsley. And Wigsley was being used in the huts for people that had been in Germany for —
MH: Displaced persons.
JW: Displaced persons, and my wife was a displaced person.
MH: Right.
JW: That had recently come over and it just so happened I’d, we were doing circuits and bumps on the airfield and I’d sent one of my men over to do backstay checks on, once they’d landed you had to make sure the geometric lock was in the correct place before they could take off again and he said, ‘Hey, there’s a load of women over there.’ So off we went on our motorbikes.
MH: Right. So I understand at some point in time you worked on the Vulcan.
JW: Yes.
MH: Was that towards the end of your time?
JW: Well, [pause] where was I?
MH: You said you were at Swinderby until about 1950, weren’t you? Something like that.
JW: Yes. ’51. I’d done training courses to take Meteor 3s out to, out to Singapore. Unfortunately, the Makarios war took all our aircraft so although the Meteor 3s were on a boat loaded for Singapore we couldn’t get to them. So Singapore did their own lot and put the Meteor 3s in. But we were on posting anyway to Singapore as a unit and in January ’51 I landed in Singapore as a unit but because the Meteor 3s had been put in to service we were given another job in Singapore on Sunderlands which was another aircraft I didn’t know.
MH: No.
JW: And 205 and 220 Squadron were the squadrons but I was put in to the Maintenance Unit to bring up a beached aircraft. And it was at that point I got a wound on my left foot because putting, getting the thing up slip. They’re the last thing. You bring it up back to front and the last thing that happened was that the tow on one side towed before the other side, pulled the aircraft around with the ground equipment over my foot. That caused me problems that I still suffer today. We, we did Singapore, posted back to UK and to Stradishall. And it was from Stradishall that I I got my legs mended from the ‘51 thing in ’53. I I had them mended at, at an RAF hospital that near to Cambridge. I was at Stradishall in ’44 and was called to Melksham to go on to V bombers because my Fitter 1 training way back in my marriage days of ’48 was to Yatesbury to be a Fitter 1. Now, it had taken that time to sort out what the Fitter 1 really should be as an ASC and it was Melksham that we were sent to for coursing. And then on to AV Roes because again I passed out about fourth in the entry so we had the choice of aircraft. There was about fifty on the course but only the first ten went either on to Vulcans or Victors.
MH: So, so a massive —
JW: I chose Vulcans.
MH: Why did you choose Vulcans?
JW: Because it’s a better aircraft.
MH: Better in what way?
JW: Better in, even the Mark 1 which I had was a better aircraft. A much steadier aircraft for bombing.
MH: So you thought it was a better aircraft to maintain was it?
JW: A better aircraft all round. All the way round.
MH: Yeah.
JW: There was one advantage that the other aircraft had, the Victor had, was powered by by 220 volts rather than, rather than a 112 volt battery. That was the only advantage that I saw.
MH: Yeah.
JW: In that, but the Mark 2 Vulcan became a 220 anyway.
MH: So how long did you remain in the RAF for, Jim?
JW: Well, I remained on Vulcan 1s and XH477 was my allocated aircraft. I took that on board and flew with it on many occasions as ASC.
MH: Actually, in the plane.
JW: Oh yes.
MH: Yeah.
JW: Yes. Well, you’d, if the aircraft was on a given operation I could not fly with it. If the aircraft was on what they called a lone ranger or going to do a job like Butterworths which is the other side of Malaya or Australia or, for instance we did the George Ward’s thing in Rio de Janeiro and, and we did [pause] we inaugurated a president in Buenos Aires as well. So on those flight an ASC flew with the aircraft as the sixth seat.
MH: Just in case you needed to do maintenance while it was out there.
JW: Yes. Well, we usually took a servicing crew as well. These were Hermes aircraft for Buenos Aires. We’d take two Hermes with crews on board. Some for training for the actual inauguration because they, our second pilot was an AVM.
MH: Air Vice Marshall.
JW: Hmnn?
MH: Air Vice Marshall. AVM.
JW: Air Vice Marshall. A one-handed man that had lost his hand during the war. In Spitfire presumably. We were very [pause] we did those sorts of operations with ASC on the sixth seat so I I think I flew mostly most of the hours in my aircraft than any other crew. Eventually, I was given the chance of going on Mark 2s but I I sent my PV3 back to Air Ministry saying I was leaving the Air force in less than two years. So they called me to Air Ministry to query why and I explained that I I was really in a position where I had to find a civilian job that suited me. And I had already done twenty two years so wanted to be clear of the Air Force inside another three years. And I didn’t want to go on Mark 2s for that reason. So I was given the opportunity of handing my aircraft to what was my second dickie now which I did and going on SFTT work for [pause] for, for until I left the Air Force. Until I found a suitable job which I did with ICL.
MH: Where was that? In Stoke on Trent?
JW: In Stoke. And I found, I found the job with English Electric Leo Marconi which became a part of ICL. So I was initially at Kidsgrove in the electrical huts on the opposite site.
MH: Using a lot of skills that you learned in the RAF?
JW: Yeah. I was, well when the, when ICL was formed the name of the game was different because I I’d gone in using RAF skills and and various things but I was now offered a management job in ICL to look after the field problems of ICL. Forming and getting rid of various little units that had joined, made up ICL and making bigger units like the Arndale Centre at Manchester where I took eleven top floors in the Arndale Centre. Eleven to twenty two.
MH: Right.
JW: Without lifts initially.
MH: I can imagine. I think that you’ve told me an absolutely fascinating story of a lad from Burton who was going to be a carpenter. Doesn’t seem to ever have been much of a carpenter because he spent most of his time in the RAF but I suppose as you say you got a trade but —
JW: Yeah. Well, my, my trade fitted me up fine for ICL work.
MH: Yeah.
JW: In the field.
MH: So is there anything else from your RAF time you want to tell me about? Have we covered most of —
JW: I left in 1966. October. And I had a good, a good twenty two years with, with ICL.
MH: Afterwards —
JW: And manage with three pensions.
MH: Yeah.
JW: With them as well as an RAF pension.
MH: Right. That, that’s great. I’ve got no questions to ask. I said I’ll be writing some notes down but you did say that you could talk and you’ve just, you’ve told me all I want —
JW: Well, I’ve had to refer to this because I can’t remember it.
MH: No.
JW: I highlighted all the areas that were Bomber Command.
MH: Yeah. Yeah. No that’s great. Jim, can I thank you for giving your time? You’ve talked for about an hour and a half then. That’s brilliant.
JW: Well, I’m afraid that’s twenty two years.
MH: You’ve done very well to keep it —
JW: Of RAF.
MH: Yeah. So, so thank you very much. Thank you for all your service and thank you for your time today. The time is 12.48. I’m going to turn the recorder off in a second. I just need you to sign a form and then you two guys —
JW: Right.
MH: Can go and get dinner because I suppose you’re hungry. So thank you very much for your time and thank you very much for, for letting me speak to you today.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Interview with Jim Wildes
Creator
An entity primarily responsible for making the resource
Martyn Horndern
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-08-29
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
AWildesJE180829, PWildesJE1801
Format
The file format, physical medium, or dimensions of the resource
01:33:21 audio recording
Language
A language of the resource
eng
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Description
An account of the resource
Jim was born in July 1923 in Burton on Trent and was the eldest of six children. His father served in the First World War. When Jim left school aged 14, he joined the Boys Brigade which had a Royal Air Force section and he had the chance to fly in a Tiger Moth. He trained to be an apprentice joiner and carpenter and worked with his grandfather who was a master joiner. He then joined Sharp Bros & Knight, timber and joinery manufacturers. When he was about 17, the Boys Brigade sent him to RAF Cardington for an air crew interview, which he failed due to ear problems. He then took the exam and was recommended to be a voluntary reserve.
When Jim was about 18, he was called up to go to RAF Halton for aircraft training, after which he was sent for further training at RAF Abingdon Operational Training Unit on Hampden and Witney aircraft. He was then sent back to RAF Halton to do a fitter course and then posted to 23 Operational Training Unit at RAF Pershore working on Wellingtons. After training Jim became a leading aircraftman. In September 1943 Jim was posted to 206 Squadron on the Wirral for about two weeks. The outfit totalled about 1,000 people from the Air Force, Army and Navy. His unit was then sent to the Liverpool docks to join the troop ship Laconia heading for Bangor and then on to Azores where 8206 Maintenance Unit built an Air Force station and runway. They stayed in tents with eight people for up to a year. Over Christmas Jim was in a Portuguese hospital for about three days with a broken finger. The unit went to Casablanca then to Cornwall just before D-Day. He was put on night shift at RAF St Mawgan with 206 Squadron working on Liberators. Following a trip to Scotland they were posted at Dundee with an air salvaging and servicing unit. Here he was made acting corporal and worked with 31 Dakota Squadron. When the war ended, he was flown to Singapore, got a boat to Southampton and was discharged to complete his apprenticeship as a joiner. Jim re-joined the Air Force and went back to RAF Swinderby for four years working on Wellingtons. There he met his future wife. In 1951 the unit went to Singapore to work on Sunderlands before being posted back home. Jim left in 1966 and worked for AV Roe until joining ICL in a management job.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Bedfordshire
England--Buckinghamshire
England--Cornwall (County)
England--Lincolnshire
England--Oxfordshire
England--Wirral
Scotland
Scotland--Dundee
Azores
North Africa
Morocco
Morocco--Casablanca
Singapore
England--Lancashire
Temporal Coverage
Temporal characteristics of the resource.
1943
1943-09
1943-12
1966
Contributor
An entity responsible for making contributions to the resource
Sue Smith
Julie Williams
Conforms To
An established standard to which the described resource conforms.
Pending revision of OH transcription
10 OTU
206 Squadron
23 OTU
31 Squadron
B-17
B-24
C-47
ground personnel
Hampden
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
RAF Abingdon
RAF Cardington
RAF Halton
RAF Pershore
RAF St Mawgan
RAF Swinderby
Sunderland
Tiger Moth
training
Wellington
Whitley
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/171/9859/LAtkinsAH418514v1.2.pdf
2442259ebfd050afd9ef5293f8203e96
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
Atkins, Arthur
A H Atkins
Description
An account of the resource
24 items. An oral history interview with Arthur Atkins DFC (d. 2022, Royal Australian Air Force), his logbook and 23 photographs. Arthur Atkins grew up in Melbourne, Australia and joined the RAAF. After training he flew 32 operations as a pilot with 625 Squadron from RAF Kelstern.
The collection has been loaned to the IBCC Digital Archive for digitisation by Arthur Atkins and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-01-05
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. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Atkins, A
Conforms To
An established standard to which the described resource conforms.
Pending additional content
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
Arthur Atkins’ flying log book for pilots
Description
An account of the resource
Pilots flying log book for Arthur Atkins, covering the period from 12 November 1942 to 12 July 1945. Detailing his flying training, operations flown and instructor duties. He was stationed at RAAF Benalla, RAAF Somers, RAAF Malalla, RAAF Ascot Vale, RAAF Point Cook, RAAF Bradfield Park, RAF Brighton, RAF Andover, RAF Greenham Common, RAF Long Newnton, RAF Lichfield, RAF Church Broughton, RAF Boston Park, RAF Wescott, RAF Blyton, RAF Hemswell, RAF Kelstern, RAF Sandtoft and RAF Gamston. Aircraft flown were, DH 82 Tiger Moth, Wackett, Anson, Oxford, Wellington, Halifax and Lancaster. He completed a total of 31 operations with 625 squadron, 15 night and 16 daylight. Targets were, Orleans, Foret de Croc, Caen, Saumerville, Wizerne, Kiel, Russelsheim, Tours, Le Havre, Rheine-Salzbergen, Saarbrucken, Fort Frederik Hendrik, Essen, Ardouval, Stuttgart, Le Landes, Pauillac, Fotenay le Marmion, Stettin, Ghent-Terneuzen Canal, Raimbert, Frankfurt, Calais, Emmerick, Duisberg and Koln. His pilot for his first 'second dickie' operation was Flying Officer Slade.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Mike Connock
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
The file format, physical medium, or dimensions of the resource
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
LAtkinsAH418514v1
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.
Australia
Belgium
France
Germany
Great Britain
Netherlands
Atlantic Ocean--Baltic Sea
Atlantic Ocean--English Channel
England--Berkshire
England--Buckinghamshire
England--Derbyshire
England--Gloucestershire
England--Hampshire
England--Lincolnshire
England--Nottinghamshire
England--Staffordshire
Belgium--Ghent
France--Calais
France--Calvados
France--le Havre
France--Les Landes (Region)
France--Orléans
France--Pas-de-Calais
France--Saumur
France--Forêt du Croc
France--Tours
Germany--Cologne
Germany--Duisburg
Germany--Emmerich
Germany--Essen
Germany--Frankfurt am Main
Germany--Kiel
Germany--Rüsselsheim
Germany--Saarbrücken
Germany--Salzbergen
Germany--Stuttgart
Netherlands--Breskens
Netherlands--Terneuzen
New South Wales
South Australia
Victoria--Benalla
Victoria--Point Cook
Poland--Szczecin
Victoria
England--Sussex
Poland
Germany--Ruhr (Region)
France--Pauillac (Gironde)
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1944
1945
1943-11-13
1944-07-04
1944-07-05
1944-07-06
1944-07-07
1944-07-12
1944-07-13
1944-07-18
1944-07-20
1944-07-23
1944-07-24
1944-07-25
1944-07-26
1944-07-27
1944-08-02
1944-08-04
1944-08-05
1944-08-06
1944-08-07
1944-08-08
1944-08-17
1944-08-18
1944-08-19
1944-08-25
1944-08-26
1944-08-29
1944-08-30
1944-08-31
1944-09-05
1944-09-06
1944-09-10
1944-09-12
1944-09-13
1944-09-16
1944-09-17
1944-09-27
1944-10-05
1944-10-06
1944-10-07
1944-10-11
1944-10-14
1944-10-15
1944-10-23
1944-10-24
1944-10-31
1944-11-01
1662 HCU
1667 HCU
27 OTU
625 Squadron
Advanced Flying Unit
aircrew
Anson
bombing
Flying Training School
Halifax
Halifax Mk 2
Halifax Mk 5
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
Lancaster Mk 1
Lancaster Mk 3
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
Oxford
pilot
RAF Andover
RAF Blyton
RAF Church Broughton
RAF Gamston
RAF Hemswell
RAF Kelstern
RAF Lichfield
RAF Sandtoft
RAF Westcott
tactical support for Normandy troops
Tiger Moth
training
V-1
V-weapon
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/776/9971/LBrittainJT2227748v1.1.pdf
fe533e91cb625c3200e59506715352f3
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
Brittain, John Taylor
J T Brittain
Description
An account of the resource
42 items. The collection concerns Sergeant John Taylor Brittain (2227748, Royal Air Force). After training as an air gunner at Morpeth and conversion and training at Silverston, North Luffenham and Feltwell, he was posted to 195 Squadron at RAF Wratting Common in February 1945 and flew on operations as a mid upper gunner on Lancaster. The collection consists of his flying logbook; official documents; letters to colleagues and his mother; photographs of people, events, places and aircraft; as well as an album concerning his boat.
The collection has been loaned to the IBCC Digital Archive for digitisation by Andrew Whitehouse and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-07-25
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Brittain, JT
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
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
John Brittain's flying log book
Conforms To
An established standard to which the described resource conforms.
Pending review
Description
An account of the resource
Flying log book for J T Brittain, air gunner, covering the period from 20 may 1944 to 14 July 1945. Detailing his flying training and operations flown. He was stationed at RAF Morpeth, RAF Silverstone, RAF Turweston, RAF Chedburgh, RAF North Luffenham, RAF Feltwell and RAF Wratting Common. Aircraft flown in were, Anson, Wellington, Stirling and Lancaster. He flew a total of 13 operations, 8 Daylight and 5 night, Targets were, Dortmund, Gelsenkirchen, Kamen, Wesel, Datteln, Kiel, Heligoland, Bremen. His pilot on operations was Flying Officer Brown. He also flew 4 operation Manna to Rotterdam and The Hague, and 3 operation Exodus to Juvincourt.
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
The file format, physical medium, or dimensions of the resource
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
LBrittainJT2227748v1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
Netherlands
Atlantic Ocean--Baltic Sea
Atlantic Ocean--North Sea
England--Northumberland
England--Northamptonshire
England--Buckinghamshire
England--Suffolk
England--Rutland
England--Norfolk
England--Cambridgeshire
France--Aisne
Germany--Dortmund
Germany--Gelsenkirchen
Germany--Kamen
Germany--Wesel (North Rhine-Westphalia)
Germany--Kiel
Germany--Helgoland
Germany--Bremen
Netherlands--Rotterdam
Netherlands--Hague
Germany--Ruhr (Region)
France--Juvincourt-et-Damary
Temporal Coverage
Temporal characteristics of the resource.
1944
1945
1945-02-03
1945-02-04
1945-02-20
1945-02-21
1945-02-22
1945-02-25
1945-02-27
1945-02-28
1945-03-05
1945-03-07
1945-03-08
1945-03-14
1945-04-04
1945-04-05
1945-04-09
1945-04-10
1945-04-18
1945-04-22
1945-04-29
1945-04-30
1945-05-02
1945-05-05
1945-05-17
1945-05-19
1945-05-23
1945-05-25
1945-06-02
1945-06-18
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.
1653 HCU
17 OTU
195 Squadron
air gunner
Air Gunnery School
aircrew
Anson
bombing
bombing of Helgoland (18 April 1945)
Cook’s tour
Heavy Conversion Unit
Lancaster
Operation Exodus (1945)
Operation Manna (29 Apr – 8 May 1945)
Operational Training Unit
RAF Chedburgh
RAF Feltwell
RAF Morpeth
RAF North Luffenham
RAF Silverstone
RAF Turweston
RAF Wratting Common
Stirling
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/621/10310/LParryHP2220054v1.1.pdf
ddaf9a0a608ca33ebd5bf7220796dcc8
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
Parry, Hugh
Hugh Pryce Parry
H P Parry
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Parry, HP
Description
An account of the resource
20 items. Two oral history interviews with Hugh Parry (b. 1925, 2220054 Royal Air Force), his log book, photographs and newspaper cuttings. Hugh Parry flew operations as an air gunner with 75 Squadron and then as a photographer and air gunner with 90 Squadron.
The collection has been loaned to the IBCC Digital Archive for digitisation by Hugh Parry and catalogued by Stuart Bennett.
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-10-11
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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
Hugh Parry's flying log book for navigators, air bombers, air gunners and flight engineers
Description
An account of the resource
Flying log book for navigators, air bombers, air gunners, flight engineers for Hugh Parry, air gunner, covering the period from 27 May 1944 to 16 October 1945. Details his flying training, operations flown and post war flying. He was stationed at RAF Pembrey, RAF Oakley, RAF Westcott, RAF Woolfox Lodge and RAF Mepal. Aircraft flown were Anson, Wellington, Lancaster. He flew a total of 13 operations with 75 squadron, 12 daylight and one night time, on targets in Germany and the Netherlands. Targets were, Osterfeld, Kelsenkirchen, Kamen, Dortmund, Wanne Eickel, Huls, Munster, Hamm, Kiel and Heligoland. He also flew Operation Manna to The Hague and was recalled from an Operation Exodus flight. He did one Cook's Tour flight. His pilots on operations were Wing Commander Baigent and Flying Officer Good. On 30 October 1945 he was posted to Coastal Command.
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
LParryHP2220054v1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Air Force. Coastal Command
Spatial Coverage
Spatial characteristics of the resource.
Germany
Great Britain
Netherlands
Atlantic Ocean--Baltic Sea
Atlantic Ocean--North Sea
England--Buckinghamshire
England--Cambridgeshire
England--Lincolnshire
England--Rutland
England--Suffolk
Germany--Dortmund
Germany--Gelsenkirchen
Germany--Hamm (North Rhine-Westphalia)
Germany--Helgoland
Germany--Krefeld
Germany--Kamen
Germany--Kiel
Germany--Krefeld
Germany--Osterfeld
Germany--Wanne-Eickel
Netherlands--Hague
Wales--Carmarthenshire
Germany--Münster in Westfalen
Germany--Ruhr (Region)
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1944
1945
1946
1947
1945-02-22
1945-02-23
1945-02-25
1945-02-26
1945-02-28
1945-03-01
1945-03-04
1945-03-05
1945-03-17
1945-03-21
1945-03-27
1945-04-11
1945-04-12
1945-04-18
1945-04-29
1945-05-13
1945-06-09
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Contributor
An entity responsible for making contributions to the resource
Stuart Bennett
Mike Connock
Format
The file format, physical medium, or dimensions of the resource
One booklet
11 OTU
1651 HCU
75 Squadron
90 Squadron
air gunner
Air Gunnery School
aircrew
Anson
bombing
bombing of Helgoland (18 April 1945)
Cook’s tour
Heavy Conversion Unit
Lancaster
Operation Exodus (1945)
Operation Manna (29 Apr – 8 May 1945)
Operational Training Unit
RAF Mepal
RAF Oakley
RAF Pembrey
RAF Tuddenham
RAF Westcott
RAF Woolfox Lodge
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/583/10639/LHolmesGH1579658v1.1.pdf
bf036945795cfbfa29a4383912ff5c45
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
Holmes, George
George Henry Holmes
G H Holmes
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Holmes, GH
Description
An account of the resource
Nine items. An oral history interview with Pilot Officer George Holmes (b. 1922, 1579658, 187788 Royal Air Force) his log book, records of operation, newspaper cuttings and photographs of personnel. He flew operations as a wireless operator / air gunner with 9, 50 and 83 Squadrons.
The collection has been donated to the IBCC Digital Archive by George Holmes and catalogued by Nigel Huckins
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-10-21
2017-01-14
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[Partial transcription of page 60 - 61]
LUCKY ESCAPE – iii
One night on return – on the circuit we collided with another A/C on opposite direction – losing about 4-5 foot of the tip of main plane and nearly spun upside down – but recovered level flying – and landed – OK!!
On the night of July 24th in Lancaster VN-O. 50 Sqdn Skellingthorpe we were on route to Stuttgart when we were attacked by a german night fighter. Which shot away our bomb bay door. Damaged the starboard landing gear Fractured the main spar and put 5-6 cannon shells in the fuel tanks, on a 2nd attack the gunners shot the attacker down. We all agreed to carry on to the target, on arriving back at Base we were told to orbit until all the other A/C were down – On inspection we found that the cannon shells were still there. They were removed and were emptied. They were found to contain SAND instead of explosive – which saved all our lives. A very lucky escape. After a Belly Landing our first big escape.
15/3/2016 – G Holmes (aged 93)
[Page break]
RAF Coningsby 83 Sqdn 1945
Between Feb 1 to 18 March 1945 I flew with an Aussie pilot F/O Cassidy
His A/C was named –
“Hopalong Cassidy’s Flying Circus”!!
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
George Holmes' navigator’s, air bomber’s and air gunner’s flying log book
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
Mike Connock
Anne-Marie Watson
Format
The file format, physical medium, or dimensions of the resource
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
LHolmesGH1579658v1
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.
Chile
Czech Republic
France
Germany
Great Britain
Italy
Netherlands
Norway
Poland
Atlantic Ocean--Baltic Sea
Atlantic Ocean--Bay of Biscay
Atlantic Ocean--English Channel
Czech Republic--Plzeň
England--Buckinghamshire
England--Lincolnshire
England--Northamptonshire
England--Nottinghamshire
England--Wiltshire
France--Argentan
France--Beauvoir-sur-Mer
France--Brest
France--La Pallice
France--Le Havre
France--Limoges
France--Normandy
France--Orléans
France--Rennes
France--Saint-Pierre-du-Mont (Landes)
Germany--Bremerhaven
Germany--Dortmund-Ems Canal
Germany--Dresden
Germany--Gelsenkirchen
Germany--Hamburg
Germany--Karlsruhe
Germany--Kiel
Germany--Mönchengladbach
Germany--Siegen
Germany--Stuttgart
Netherlands--Vlissingen
Norway--Horten
Poland--Police (Województwo Zachodniopomorskie)
Scotland--Ross and Cromarty
Germany--Leipzig
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
1946
1947
1944-06-03
1944-06-04
1944-06-05
1944-06-06
1944-06-07
1944-06-08
1944-06-09
1944-06-10
1944-06-11
1944-06-21
1944-06-22
1944-06-23
1944-06-24
1944-06-29
1944-07-23
1944-07-24
1944-07-25
1944-07-30
1944-08-01
1944-08-02
1944-08-05
1944-08-14
1944-08-19
1944-09-10
1944-09-18
1944-09-19
1944-09-20
1944-10-23
1945-01-13
1945-01-14
1945-02-01
1945-02-02
1945-02-03
1945-02-07
1945-02-08
1945-02-09
1945-02-13
1945-02-14
1945-02-15
1945-02-24
1945-03-21
1945-04-08
1945-04-09
1945-04-17
1945-09-10
1945-09-29
1945-10-02
Description
An account of the resource
Navigator’s, air bomber’s and air gunner’s flying log book for G H Holmes, covering the period from 7 June 1943 to 23 May 1947. Detailing his flying training and operations flown. He was stationed at RAF Yatesbury, RAF Evanton, RAF Turweston, RAF Silverstone, RAF Swinderby, RAF Syerston, RAF Bardney, RAF Skellingthorpe, RAF Coningsby and RAF Hemswell. Aircraft flown in were, Dominie, Procter, Botha, Wellington, Stirling, Lancaster, Lincoln and Oxford. He flew a total of 31 Operations, 7 night with 9 squadron, 9 daylight and 4 night with 50 squadron and 11 night with 83 squadron. Targets were, Ferme D’urville, St Peirre du Mond, Argentan, Rennes, Orlean, Gelsenkirchen, Limoges, Beauvoir, Kiel, Stuttgart, Cahagnes, Mont Cadon, Bois de Cassau, St Leu D’esserent, Brest, La Pallice, Le Havre, Bremerhaven, Mönchengladbach, Flushing, Politz, Siegen, Karlsruhe, Ladbergen, Dresden, Rositz, Horton Fjord, Hamburg, Lutzkendorf, Pilsen. <span>His pilots on operations were </span>Squadron Leader Stubbs, Flying Officer Inniss, Flying Officer Cassidy, Flight Lieutenant Siddle, Wing Commander Osbourne and Flight Lieutenant Weber. He survived a fighter attack and a mid air collision. He also flew on a Cook's Tour, Operation Dodge to Bari and a goodwill tour to Chile. The log book has been annotated and also contains various pictures of the aircraft flown in, the squadron badges and a photo of himself in uniform.
1660 HCU
17 OTU
50 Squadron
83 Squadron
9 Squadron
Air Gunnery School
aircrew
bombing
bombing of Dresden (13 - 15 February 1945)
bombing of the Normandy coastal batteries (5/6 June 1944)
Botha
Cook’s tour
Dominie
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
Lancaster Mk 1
Lancaster Mk 3
Lincoln
mid-air collision
military service conditions
Normandy campaign (6 June – 21 August 1944)
Operation Dodge (1945)
Operational Training Unit
Oxford
Pathfinders
Proctor
RAF Bardney
RAF Coningsby
RAF Evanton
RAF Hemswell
RAF Silverstone
RAF Skellingthorpe
RAF Swinderby
RAF Syerston
RAF Turweston
RAF Yatesbury
Stirling
tactical support for Normandy troops
training
Wellington
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/947/10642/LMathersRW55201v1.1.pdf
24e0c69ee38451e3fab05ad8f99499e3
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
Mathers, Ronald
R W Mathers
Description
An account of the resource
20 items. The collection concerns Wing Commander Ronald Mathers DFC (55201 Royal Air Force) and consists of his log books, photographs, correspondence, his decorations, and copies of two letters from Dwight Eisenhower to Sir Arthur Harris. Ronald Mathers completed a tour of operations as a pilot with 9 Squadron from RAF Bardney. After the war he took part in victory flypasts and a Goodwill tour of the United States with 35 Squadron. The collection also contains a scrapbook of the Goodwill Tour to the United States.
The collection has been loaned to the IBCC Digital Archive for digitisation by Heidi Peace and Ingrid Peters, and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-07-17
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Mathers, RW
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[Partial transcription]
[Underlined] ADDITONAL DETAILS RELEVANT TO BERLIN OPERATIONS RECORDED ON THIS AND OTHER ADDED PAGES ARE TAKEN FROM ALAN W. COOPERS’ BOOK “BOMBERS OVER BERLIN” FIRST PUBLISHED IN 1985 AND SUB TITLED “THE RAF OFFENSIVE NOV 43 – MAR ’44. [/underlined]
[Underlined] 16/17th DEC (The 6th raid of the offensive). [/underlined] Total of 418 Lancs & 9 Mosquitoes on a direct route from Ijmuiden on Dutch coast, due East to target with return north over Denmark. Fuel load normally 1750 galls. T.O.T. 2100hrs 10/10th Cloud. Wanganui marking. 25 a/c lost including two from 9 Sqn. P/O Black & crew + P/O Blayden & crew (all killed). Another 31 crashed on return due to adverse weather (low cloud & poor visibility).
[Underlined] 23/24th DEC (7th raid). [/underlined] 326 lancs, 6 Halifax, 6 Mosquitoes on a southern route (Ijmuiden, Aachen skirting Frankfurt, Leipzig + NNE to Δ) with return roughly due west skirting Osnabrϋck. [Inserted] TOT approx. 4.30. [/inserted] Attack was scattered due mainly to H2S U/S. and a total of 1281 tons of bombs were dropped for a loss of 15 a/c (4%) with another 32 damaged.
[Underlined] 29/30th Dec (8th raid). [/underlined] 457 Lancs, 252 Halifax, 3 Mosquito on a direct route from Hornsea to just north of Leipzig (approx. 110°) then NNE to Berlin and roughly due west back from north of the city. Weather over Δ expected to be 10/10th cloud tops at 4000’ & winds of 80mph at 25,000’. Diversionary attacks made on Magdeburg & Leipzig. 9 Lancs & 9 Halifax lost (2.8% of total) & 104 damaged (most losses by fighters). (This attack was the 94th raid on Berlin since 1940). Total bombs dropped = 1099 tons HE + 1215 tons Incendiary making a total for the “Battle of Berlin” of 14074 tons and involving 3646 a/c dispatched to Δ.
[Page break]
[Underlined] DETAILS FROM “BOMBERS OVER BERLIN” CONTINUED. (Added in December 1985) [/underlined]
[Underlined]1/2nd JAN (9th Raid). [/underlined] 421 Lancs involved. T/O delayed over 4 hours unril after 23.00hrs by deteriorating weather which gave variable layered cloud increasing to 10/10th over Berlin. Marking sparse & widespread but 9 Sqn thought it good. Route out almost due east and back well south on Cologne via Le Tréport to English south coast. 28 Lancs lost (6.7%) inc P/O Ward of 9 Sqn for total tonnage 1400. Heavy snow fell during and after return.
[Underlined] 2/3rd Jan (10th Raid) [/underlined] All available on snow clearing prior to T/O. 383 a/c but 72 returned early due to mistaken recall signal. Route out over Southwold to north of Δ and back slightly south of outward route. Heavy flak over Berlin. 27 lost.
[Underlined] 20/21 Jan (11th Raid and heaviest so far). [/underlined] 769 a/c. on northerly route out over Kiel canal, then between Hamburg and Lϋbeck and landfall over Schleswig-Holstein heading south for Berlin. Weather similar to forecast of 10/10th cloud over Δ and fine on return. 2400 tons dropped causing widespread damage, over 700 casualties and 10,000 homeless. 35 a/c lost (13 Lancs, 22 Halifax), 18 known due to fighter attack and 8 to flak damage.
[Underlined] 27/28th Jan (12th Raid) [/underlined] I was not on this operation in which 9 Sqn lost F/L James (aged 19) and 4 crew, with 3 becoming POW. Total losses were 32a/c.
[Underlined] 28/29th Jan (13th Raid [/underlined] & slightly unlucky for us although we didn’t realise it at the time). Total of 682 a/c inc 432 Lancs. T/o around midnight. Route out past Heligoland & over Denmark, then SE to Δ and return same way. Considerable Flak reported & losses 43. Considered a most effective raid with fires & explosions seen from beyond Baltic coast.
[Underlined] 30/31st Jan (14th Raid) [/underlined] 540 a/c on route over Denmark & approaching Berlin from NW, then out southwest for short leg before turning west & returning over Holland. TOT 20.15-20.30. 26 fighter combats recorded over Δ. 32 a/c lost plus 5 crashed or ditched on return.
[Page break]
[Underlined] 15/16th Feb(15th Raid) [/underlined] Total of 891 a/c (including 561 Lancs, 314 Halifax & 16 Mosquitoes), the largest force ever despatched to the ‘Big City’, plus 24 Lancs to Frankfurt and Mosquito attacks on 7 night fighter airfields. T/O between 5 & 6pm with return about midnight for a northerly route out over Denmark. Heavy flak experienced, particularly over enemy coast and the target. 42 a/c lost plus 4 crashed on return. 2642 tons dropped in 39 minutes.
19/20 Feb. LEIPZIG. [underlined] 78 [/underlined] lost (out of 800 – the second highest loss of the whole “Battle of Berlin”)
[Page break]
Frankfurt – The Raid on 22/23 March ‘44
816 aircraft took part – 620 Lancasters, 184 Halifaxes and 12 Mosquitoes. An indirect routes [sic] was used crossing the Dutch coast north of the Zuider Zee and then due south to Frankfurt. This, and a minelaying diversion at Kiel, confused the Germans for quite some time. Hannover being forecast as the main target. A few fighters eventually found the Bombers.
The marking and bombing was accurate and damage being more severe than in the raid 4 nights previous. There was severe damage to the industrial areas along the main road to Mainz. All parts of the city were hit but the full force of the attack fell in the districts to the west.
33 aircraft were lost on this raid – 26 Lancasters and 7 Halifaxes. 4.0% of force lost.
Further interesting facts:-
162 B-17s of the Eighth Air Force used Frankfurt as a secondary target when they could not reach Schweinfurt 36 hours after this RAF raid, further damage was caused.
The three raids of the 18th, 22nd and 24th March were carried out by a combined plan of the British and American air forces and their combined effect was to deal the worst and most fateful blow of the war to Frankfurt.
[Page break]
[Obscured text] concentrated between 10.25 and 10.43pm, but it started early and spread over an hour and many early aircraft (including mine) overshot the target on the first run and had to go round again, while others, even earlier, had to orbit & await the TI’s. The scatter caused by the wind broadened the stream from the planned few miles to 180 miles at the Baltic coast & resulted in many aircraft flying over defended areas. Losses were high at 72 (8.9%), of which at least 45 were due to flak, plus 5 crashed on return.
[Underlined] SUMMARY: [/underlined] The Battle of Berlin between 18 Nov ’43 & 24/25 March ’44 totalled 16 raids involving over 9000 sorties (1/3rd of total BC sorties in the period) with a tonnage of 30,800 bombs dropped and achieved the devastation of 5500 acres of the city at a cost of 569 a/c lost or crashed and 2938 aircrew killed. This compares with a total of 255 raids, 20407 sorties, 45515 tons of bombs and 870 a/c missing during the entire war against Berlin 1940-45 inc.
[Page break]
[Underlined] 24/25th March (16th + final raid [/underlined] of the “Battle of Berlin” and the last large scale attack by BC.) This raid was delayed from 21st Mar by unsuitable weather. 811 a/c took part with 147 other from OUT’s on diversions. Weather was forecast as variable medium cloud with clear skies above and light northerly winds. In fact, winds were over 100mph from the north and this was not appreciated until late on, if at all with the result that navigation went hay-wire and aircraft were, literally, as newspaper headlines recorded the next day, but with a different meaning, “out all over Germany”. The route ran down to Berlin from the NW and the attack was planned to be concentrated between 10.25 and 10.43pm, but it started early and spread over an hour and many early aircraft (including mine) overshot the target on the first run and had to go round again, while others, even earlier, had to orbit & await the TI’s. The scatter caused by the wind broadened the stream from the planned few miles to 180 miles at the Baltic coast & resulted in many aircraft flying over defended areas. Losses were high at 72 (8.9%), of which at least 45 were due to flak, plus 5 crashed on return.
[Underlined] SUMMARY: [/underlined] The Battle of Berlin between 18 Nov ’43 & 24/25 March ’44 totalled 16 raids involving over 9000 sorties (1/3rd of total BC sorties in the period) with a tonnage of 30,800 bombs dropped and achieved the devastation of 5500 acres of the city at a cost of 569 a/c lost or crashed and 2938 aircrew killed. This compares with a total of 255 raids, 20407 sorties, 45515 tons of bombs and 870 a/c missing during the entire war against Berlin 1940-45 inc.
[Page break]
The aircraft was then put on disposal until ATA pilot [obscured] it to deliver to the squadron. The Erks got a shock when [obscured] women collected these planes and flew them as good as any male pilot.
Then one day, we were all hauled out to put the black and white stripes on our aircraft. We were all half asleep slapping the paint on the wings and tail ends, ready for the invasion of France.
We were allowed knitting wool without coupons in air force blue – good job mum was a good knitter as she knitted me stockings to wear under the battle dress, jumpers and gloves which I could wear whilst filling the aircraft. Also a balaclava to keep my cars [sic] warm.
Aircraft in disposal were often covered in snow when ATA come to collect, which meant you used a rope one each side of the wing and tired [sic] to pull it to the win [sic] tip. It makes me shiver now to think how we coped with the winters in Scotland.
Having to fly with the aircraft you signed for and serviced. We lost 3 airmen from our site which were shot down over the North Sea. Thank god us girls all survived flying.
Leaving – Innes House
Getting back from the airfield one day we had a notice telling us we were being moved again. We gathered all our gear and
[Page break]
BERLIN – 24/25th March 1944
811 Aircraft – 577 Lancasters, 216 Halifaxes and 18 Mosquitoes. 72 Aircraft – 44 Lancaster and 28 Halifaxes lost. 8.9& of force.
The night became known in Bomber Command as ‘the night of the strong winds’. At every stage of the flight a powerful wind from the north carried Bombers south. This wind was not forecast accurately and it was so strong that various methods available to warn crews of wind change during the flight failed to detect the full strength of it. The Bomber stream became very scattered, particularly on the home flight and Radar-predicted Flak batteries at many places were able to score successes. Some of the Bomber force even strayed over the Ruhr defences on the return flight. Approximately 50 of the 72 aircraft lost were destroyed by Flak, most of the remainder being victims of night fighters. A Berlin report says that 14 Bombers were shot down by fighters in the target area.
The strong winds caused difficulties in the marking at Berlin with markers being carried beyond the target to the south west of the city. 126 small towns and villages outside Berlin recorded bombs. The majority of the damage in Berlin was in south western districts.
No industrial concerns were classed as destroyed but several important ones damaged. 5 military establishments were hit badly including the depot on the Waffen-SS. Leibstandarte Adolf Hitler Division in Lichterfelde.
This was the last major RAF raid on Berlin during the war, but the city was to be bombed many times by small forces of Mosquitoes.
Details of the Berlin Raid from the Bomber Command War Diaries by Martin Middlebrook and Chris Everitt.
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
Ronald Mathers pilots flying log book. One
Description
An account of the resource
Pilots flying log book for Ronald Mathers covering the period from 8 May 1942 to 30 September 1944. Detailing his flying training, operations flown and instructor duties. He was stationed at RAF Sywell, RAF De Winton, RAF Swift Current, RAF Harrogate, RAF Shawbury, RAF Castle Donington, RAF Turweston, RAF Silverstone, RAF Morton Hall, RAF Winthorpe, RAF Bardney, RAF Lulsgate Bottom and RAF Swinderby. Aircraft flown were, Tiger Moth (DH82), Stearman, Oxford, Anson Wellington, Lancaster and Stirling. He flew a total of 30 night operations with 9 squadron. Targets were, Berlin, Frankfurt, Braunschweig, Leipzig, Stuttgart, Marignane, Essen, Nuremburg, Schweinfurt, St, Medard en Jalles, Toulouse, Mailly le Camp, Brest, Lille, Bourg Leopold, Tours, Duisburg and Brunswick. His first or second pilots on operations were Pilot Officer Turnbull, Sergeant Ryan, Flying Officer Reeve, Flight Sergeant Redfern and Pilot Officer Campbell. The log book also contains hand written and typed printed notes of the 11 operations carried out to Berlin. Also contains four photographs of crew members, bomb aimer ‘Doc’ Brown, navigator ‘Tom Cave, wireless operator ‘Jock’ Donaldson and rear gunner ‘Nobby’ Bartlett.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Mike Connock
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
The file format, physical medium, or dimensions of the resource
One booklet
Identifier
An unambiguous reference to the resource within a given context
LMathersRW55201v1
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
Conforms To
An established standard to which the described resource conforms.
Pending review
Spatial Coverage
Spatial characteristics of the resource.
Belgium
Canada
France
Germany
Great Britain
Atlantic Ocean--Bay of Biscay
Alberta--De Winton
Belgium--Leopoldsburg
England--Buckinghamshire
England--Leicestershire
England--Lincolnshire
England--Northamptonshire
England--Shropshire
England--Somerset
England--Yorkshire
France--Brest
France--Lille
France--Mailly-le-Camp
France--Marignane
France--Saint-Médard-en-Jalles
France--Toulouse
France--Tours
Germany--Berlin
Germany--Braunschweig
Germany--Duisburg
Germany--Essen
Germany--Frankfurt am Main
Germany--Leipzig
Germany--Nuremberg
Germany--Schweinfurt
Germany--Stuttgart
Saskatchewan--Swift Current
Saskatchewan
Alberta
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1944
1943-12-16
1943-12-17
1943-12-20
1943-12-21
1943-12-23
1943-12-24
1943-12-29
1943-12-30
1944-01-01
1944-01-02
1944-01-03
1944-01-14
1944-01-15
1944-01-20
1944-01-21
1944-01-28
1944-01-29
1944-01-30
1944-01-31
1944-02-15
1944-02-16
1944-02-19
1944-02-20
1944-02-21
1944-03-10
1944-03-11
1944-03-15
1944-03-16
1944-03-22
1944-03-23
1944-03-24
1944-03-25
1944-03-26
1944-03-27
1944-03-30
1944-03-31
1944-04-26
1944-04-27
1944-04-28
1944-04-29
1944-04-30
1944-05-01
1944-05-02
1944-05-03
1944-05-04
1944-05-08
1944-05-09
1944-05-10
1944-05-11
1944-05-12
1944-05-19
1944-05-20
1944-05-21
1944-05-22
1944-05-23
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
1660 HCU
1661 HCU
17 OTU
9 Squadron
Advanced Flying Unit
air gunner
aircrew
Anson
bomb aimer
bombing
Bombing of Mailly-le-Camp (3/4 May 1944)
bombing of Nuremberg (30 / 31 March 1944)
Flying Training School
Heavy Conversion Unit
Lancaster
navigator
Operational Training Unit
Oxford
pilot
RAF Bardney
RAF Castle Donington
RAF Morton Hall
RAF Shawbury
RAF Silverstone
RAF Swinderby
RAF Sywell
RAF Turweston
RAF Winthorpe
Stearman
Stirling
Tiger Moth
training
Wellington
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/725/10725/ABrandonJP180302.2.mp3
03e83eb935f3c68e6ca7bede2207ffe2
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
Brandon, June Pauline
J P Brandon
Description
An account of the resource
An oral history interview with June Pauline Brandon (b. 1923, 8382 Royal Air Force). She served in the Women's Auxiliary Air Force.
The collection was catalogued by IBCC Digital Archive staff.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-03-02
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
Brandon, JP
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
JeB: This is an interview, is being carried out for the International Bomber Command Centre. The interviewer is Jennifer Barraclough, the interviewee is Mrs June Brandon. The interview is taking place at Mrs Brandon’s home near Warkworth, Auckland. The date is the 2nd of March 2018. Okay, Mrs Brandon could you tell us, thank you very much for taking part. Could you tell us a little about your early life and how you came to join the Air Force, please.
JuB: As my father was with the Ghurkhas I was born in India, in the Himalayas and we had a wonderful life out there, riding twice a day and father had to go up the North West Frontier at regular intervals, we just wanted to keep the Afghans north of the North West Frontier so they didn’t come down into India, and they took tours of duty. We got leave in England every three years and when I was nine, my, the Gurkhas themselves are only about five foot three. Wonderful, loyal, great fighters, but the Afghans pick off the big ones cause they know they’re the officers. Father was brought back from the Frontier wounded, unfortunately got another bout of malaria and died, so we had to pack up. I was nine, at the ten, time, my brother was seven. And so we packed up, came back to England with mother who was widowed at twenty nine. And I can remember coming up the Suez Canal, I hated the topees, which were cork hats, and mother said to us, “come on you can throw your topee into the sea, you won’t need it again.” And I stood at the rail, threw the topee over and burst into tears and mother said what’s the matter. I had a pet donkey in India, I adored her and we just had a lovely relationship and I said, “I’ll never see my father or my little donkey again.” We came back to England and I was sent to boarding school. It was a school for all permanent officers’ daughters in Bath. I loved it there, they were great people and when the war started, the Navy, because we were on a hill above Bath, took over the school because they wanted to signal ships in the Atlantic. So we were moved to a beautiful country house where they built classrooms. We used to sit on the stairs and have lectures with ancestral portraits peering down at us. We had science lessons in the stables and art lessons in the Orangery. And I was, took school certificate there and I left school at seventeen. I looked around for what I should do and thought of nursing, but it looked like too many bedpans, [chuckle] so we weren’t allowed to join the Air Force till we were eighteen, so I put my age up a year, went up to London with mother who had some business to do, and whilst she went, I went along to Kingsway House and enlisted. They asked me for my birth certificate and I said, “oh I was born in India.” She didn’t seem to know. Father would obviously have registered me at Somerset House, so I got away with it. [Laughter] Well the next thing I know I’m on the train with a crowd of girls and the Germans didn’t bomb, this was after Dunkirk. They didn’t bomb Morecombe or Blackpool cause they thought they’d be there themselves in a few weeks. So first of all it was Morecombe and this endless marching up and down for drill. I found the shoes awful, I think they had slabs of concrete on the bottom, and I got chilblains. It was very, very cold. Well one morning the sergeant said to us tomorrow morning put on your overshoes. These were a kind of a galosh thing that came up to your ankles and did up with two buttons. So that morning I was doing great, I was marker cause I was the tallest, and at the end of the parade the sergeant said now take off your shoe, your moccasins, for inspection. I took them off, and everybody burst out laughing! I was standing in the middle of the Morecombe parade with a pair of red moccasins on. The officer looked at me, she couldn’t charge me with not being dressed on parade cause I had been. She just shook her head and walked away. [Laughter] The next thing I knew, I was posted to the Photographic School because I told them I had played with photography at home. And it was a six month course, and we started, it was lovely because you suddenly realised the class system had gone. In the desk next to me was Rachael Tennyson, Lord Tennyson’s granddaughter. Next, the other side was little girl that had worked in a chemists shop. We were all in it together, didn’t matter what our background was. We started off with the properties of light, then we went on to different lenses on cameras. We had an exam every two weeks, if you failed an exam [whistle sound] you were off. They couldn’t waste time on you. There were eighteen of us, our only trouble was we were billeted in Blackpool and there were bed bugs in our. Some people were moved three times, luckily I was only moved once. Some of the landladies were lovely, others were awful. Well, we got through the course, and they decided we must have a passing out parade. Well there was wide driveway with a wall down one side and suddenly the officers decided they had to be elevated to take the salute so they got on top of the wall. I was glad I was marker and they couldn’t see me grinning cause we did eyes right to five pairs of black polished shoes, [interference] we couldn’t see anything else. Well after two weeks leave I was put on camera guns [/interference] and these would, guns, synchronised with the real guns and they took a photograph of anything the Spitfires would shoot at. I was sent up to Newcastle to a fighter station. And there was only one other photographer, a corporal, he was a lazy thing. So my job was, I was given a bicycle with yellow and black stripes, given a satchel with the magazines and I had to cycle round all the operative Spitfires and test the cameras every morning. Well, I was always very careful going across the end of the runway if they were using that runway cause the Spitfires used to come in very low and very fast and I realised they weren’t going to stop for me! So I got up to the squadron and a sergeant came out and said, “what are you here for?” and I said I have come to test the cameras. And the whole lot of them burst into laughter. They’ve sent a girl! They were slapping their knees and dancing about and I thought what a greeting! So I grabbed a wheel chock; they were big triangular shapes of wood, with a rope through them and they put them in front of the Spitfire wheels so they didn’t move. Now the Spitfire wing is quite high and I had to look down. So I gathered the chock, took it to the port wing between the canon and the fuselage, took a screwdriver out of my pocket, undid a little panel in the wing, checked that there was, and then I said to one of them, the mechanic, could you jump into the cockpit and just give a quick burst to the camera only button. So, being a bit surprised, he did that. Then I took the magazine out to make sure there was enough film, put it all back together [interference] again and went to the next aeroplane. Then I had to sign a Form 700 [/interference] which was everything was checked, every morning and I had to sign for the camera gun. Well, there was a bit of fighting up there and several times the Spitfires went out and I got a call one day: “One of the pilots is sure he hit something, come out and get the magazine.” I cycled out there, I couldn’t believe it. There they were, with the film like this, looking at it and I said you’ve just ruined the film, you’ve put it to the light. They wouldn’t believe me! So I said come with me back to the dark room and I’ll show you. And I wound it on a big frame and developed the film for them. And they saw it was black, cover to cover. I was surprised pilots didn’t know about that. Anyway, a little later on I got a terrible pain in my stomach and the sergeant was roaring at me to get out of bed and get going. And I said I just can’t move. A friend of mine came over, realised I had a temperature and went and got one of the medical staff: acute appendicitis. So I was put on a stretcher, loaded into an ambulance. They couldn’t find mother because she was driving an ambulance in London. And I was taken down to the hospital, bumping over the tram lines, which was extremely [emphasis] painful. We get to the hospital and the nurse that came with me was carsick, so in the middle of an air raid with all ack acks going off, she was taken in as the casualty leaving me lying outside. They at last realised they’d got the wrong people, came with a stretcher on a trolley, put me on it. As we were going in to the hospital I said to the orderlies, don’t hurry the pain’s gone. They immediately started to run, my appendix had burst. No penicillin in those days, I didn’t realise how sick I was till I came to and found mother sitting beside my bed, she’d come all the way up from London. Well, I recovered and got, all told, four weeks sick leave. It was beautiful. I went to some friends of ours in the country. They were so kind to me, and this beautiful countryside, and you could forget the war. Well, when I was told I was fit enough, I was sent to RAF station Benson. Now we only [emphasis] took photographs, that was the sole purpose of the place. There were two cameras loaded behind the Spitfire cockpits and we had some um, Mustangs, not Mustangs, it’ll come to me. They were all painted blue and, making it hard to see against the sky. And the cameras were placed so that there was always an overlap this way, cause they didn’t turn over fast enough and this camera overlapped that way so if there was a damaged negative you could make it up with the other two. They were lovely girls there and we had a common room and the men had a common room. We used to have to change the chemicals at regular intervals so they gave us - because the hypo rotted our shoes - they gave us clogs. They are the most uncomfortable thing I’ve ever worn. And we used to clatter about sounding like horses on a hollow bridge. Because you had to change the chemicals by buckets. You had to fill the bucket and go up the thing and change the, in these big machines we had. And I was always the one in the dark room. I don’t know why. You went through double doors into the dark room and there was a red pan light. You had a spool here with the film on it to be developed and it was threaded through the machine as just a spare piece of film, so you’d cut the film like this with a razor, pull out a piece of red tape, which always amused me, press it down and fold it over and cut it again with a razor blade, then you’d turn the machine on. And there were these rods that went down into the chemicals, and you slowly lowered them, there were two for water to get the film really wet, then it went into the developer. There were six, this was all in the dark, then there were two of water and two of neutraliser and then the film went through a little rubber letterbox, and was finished in the open. There were three of us in a crew working these machines. The one in the middle saw that everything was developing correctly and washing correctly. There was a viewing chamber as it went up onto the dryer, which was long fluorescent lighting with warm air being blown through it and it would go round this and someone at the end would see that it spooled up properly. Then it went through to the printers which had similar machines, but just printing, only. When that was finished all the films were bundled up and sent over to Intelligence for a quick look at what we’d got. It was nearly awaysl of bombing raids to see the damage we’d done or not done. Then it was sent to Medmenham, which was the Central Intelligence Unit, for final analysis. We used to have in the hall a huge what we called the Sortie Board, which listed the sortie number and its ETA so that we had an idea and when it arrived it was put down as arrived, when it went into the developing, when it went into the printing and when it was finished was all noted down. The sadness comes if someone came down and drew a line right through it. Plane was missing. Sometimes they landed at another airfield, sometimes: the inevitable. I always admired those pilots because they had to fly with no guns because the cameras were so heavy. They had to get to the target, fly up and down, taking photos, then scoot for home, and they knew that the Germans gave their pilots a bonus if they shot down a reconnaissance plane. We used to get a lot of requests for shipping movements, troop movements, where things were. We found in one stage the Tirpitz in a Norwegian Fjord and they got her when she came out. We also found the Bismark, took photographs of the Scharnhorst and Gneisenau that were bombed. And all together it was an extremely interesting but stressful job because you couldn’t make mistakes. The girls were lovely, I never had any argument, none of us did, and when there was no flying we’d all sit in the common room and do beautiful needlework or knitting or something. We were in a separate hut, the photographers. Well, one night the sirens went and it was freezing, I was a corporal then, and I said to the girls, do you want to go down the shelter, which was what we were meant to do. No. So I said stay here, these shelters were very nice concrete but there’s steps going down and water run down and when you got to the shelter you were sitting ankle deep in ice cold water! So we stayed where we were, suddenly after a lot of running round in the thing, the door burst open and a sergeant covered in mud started to curse us. “Who’s in charge here?” And I said me. “You’re on a charge for disobeying an order!” Cause they’d opened up the shelter and found nothing. So next morning I was in front of the CO, so he said to me – after the usual charging - why didn’t you go down there, and I said I had a feeling. So he caught on and put it down to women’s intuition. Actually, my only feeling was it was too damn cold” So I got off. [Laugh] So, well I was there for about four years I think it was, and then I was sent to Medmenham. That was all enlargement work and specialised work, but there were no aeroplanes, I really didn’t enjoy it. So I got a commission and I was sent to the usual training. By this time the Americans were in the thing and you know what we thought of them. You’ve heard the saying [chuckles] and I was disgusted when were sent on a talk to learn how to public speak, and the Americans just took us as, for popsies that they could pick up! Me and my friend were asked were we staying the night? We said certainly not, we’re going back to camp. They turned their back on us and went and talked to the others because we weren’t going to sleep with the devils! So that was fine. And then, I can’t remember why, I was on Windermere station and a train came in, doors flew open, this was near the end of the war, and a troop of soldiers jumped out carrying rifles and they lined up all the way down to outside the gate where there was a staff car. Two more carriages opened and two officers jumped out with their hand guns in their hand. Next thing you know the middle door opens, Rundstedt walked out. We’d captured him. He looked magnificent [emphasis] with that red general stripe down his trousers. I noticed that her wore the Iron Cross, but no [emphasis] swastikas. They put him on an island in the middle of Windermere Lake, as a prisoner. I can’t remember what happened to him in the trials afterwards. Well. Can we stop this? During the bombing, when I was in London, you think it was never, ever going to stop, just noise, noise, noise and you didn’t know what was going to happen. I used, if possible, to curl myself into a ball and recite poetry which I loved. I was always terrified of getting an arm or leg blown off and they’d feel sorry for me. Usually the bombers went home about three o’clock in the morning. And then we had the start of the doodlebugs. I was at home one day on forty eight hour leave in mother’s flat in London and the sirens had gone nine times. You forgot whether it was all clear or what, and mother always used to go into the hall of the flat cause there were no glass. I had a very interesting radio programme on – National Velvet about a horse. And she was shouting at me to come and a doodlebug went past the window. We were only on the fourth floor. There was a bit of a silence and then a great big explosion and mother said come on, we’d better go and see if we can help. We went round to a little square that was near us, all built by people that had escaped the French Revolution and it was all built in that lovely French style. The doodlebug had gone straight through one block house right down into the cellar. The house was completely gone, but standing on a landing on the top, with absolutely nothing underneath her, was a woman screaming her head off. Luckily the firemen came along with a long ladder and rescued her. And then we had the V2s coming and it was very, very difficult to find where they were coming from. And we kept taking photographs round Holland and round the coast and finally one of the intelligence girls found it at Peenemunde and she got the MBE for that, and we bombed that, which stopped quite a lot of the V2s. And then the war did end.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Interview with June Pauline Brandon
Creator
An entity primarily responsible for making the resource
Jennifer Barraclough
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-03-02
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
ABrandonJP180302
Format
The file format, physical medium, or dimensions of the resource
00:30:18 audio recording
Language
A language of the resource
eng
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Description
An account of the resource
June Brandon was born in India, returning to England when her father died. She joined the WAAF and went into the Photographic Section, loading cameras on Spitfires then carrying out development of the films. She served at several RAF stations, telling stories of conditions in various places as well as experiences she had in service and on leave.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Pakistan
England--Bath
England--Buckinghamshire
England--Lancashire
England--London
England--Oxfordshire
Pakistan--Khyber Pakhtunkhwa
England--Somerset
Contributor
An entity responsible for making contributions to the resource
Anne-Marie Watson
Bismarck
bombing
ground personnel
RAF Benson
RAF Medmenham
Spitfire
V-1
V-2
V-weapon
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/742/10741/AClarkeRC180130.2.mp3
8efc0253beaf25abf36f07731c95f764
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
Clarke, Posy
Rosalind Caroline Clarke
R C Clarke
Rosalind Clarke nee Jones
Description
An account of the resource
An oral history interview with Rosalind Caroline "Posy" Clarke (b. 1938)
The collection was catalogued by IBCC Digital Archive staff.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-01-30
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
Clarke, RC
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
CB: My name is Chris Brockbank and today is the 30th of January 2018 and I’m in Great Missenden with Mrs Posy Clarke who used to play as a child with Bomber Harris’ daughter Jackie and we’re going to talk about various things associated with that. But first of all, Posy what were your earliest recollections of life?
PC: Running around in a beautiful garden my mother had made from nothing, naked. No shoes. Children, let’s say I was three or four and all children love being naked when you, when you are a child. And then we had ropes and everything in this beautiful garden and we did a lot of dancing and helped play in the garden. My father with the garden. Collect the eggs. And the bees all got fed. A lovely vegetable garden. It was an entirely beautiful childhood. Free.
CB: And where was that?
PC: At Great Kingshill, right next door to Springfield. Not Spring Fields. Springfield.
CB: Right.
PC: At Piper’s Corner. Near, between High Wycombe and Great Missenden.
CB: And this was the house of the Commander in Chief of Bomber Command. At that time Bomber Harris.
PC: Indeed, it was.
CB: Right. And what did your parents do?
PC: My mother looked, having been to university in 1921 had a First in English all she wanted to do was to look after our children. Her children. And she was a wonderful hostess. Could talk to anybody. And when Bomber Harris brought over de Gaulle to have a walk around the garden with drinks my mother who was very tall and elegant always could only talk to de Gaulle because he wouldn’t speak any English.
CB: He just refused to do it did he?
PC: Yeah. I guessed he was. He was very difficult so she, she kept him under control. All sorts of people we had [unclear] who brought us some toys back from Australia. [unclear] Was he, was he American? R Acher. He’d be very famous.
CB: Yes. Yeah.
PC: Very famous. He loved us and we had this wonderful time when all these very famous people came over. We just got on. Brave. They walked around the garden and and Pete Tomlinson was very, was Harris’ PA I think. David Tomlinson’s brother. And Jackie and I were bridesmaids when he got married. I must have been about six and Jackie five. He was a lovely man. You know, he really was wonderful with us all.
CB: So, we’re talking about 1943.
PC: About then. Yeah. About then. Yeah.
CB: Three. Four.
PC: Three. Four. Yeah. So, it was just a natural childhood with these wonderful people and my mother was a marvellous, marvellous hostess and of course very bright with this English degree. First class. So she made them all welcome and we had a lot of meals outside with the Harris’ and us every meal could be outside with whoever it was. Quite famous people. So, it was quite different with this excellent true honest childhood.
CB: So, when the famous people weren’t there what were you and the Harris’ daughter, Jackie doing?
PC: Playing in the garden. She just walked over to us or we walked over to her and sang on, went on her swing in the garden and one day Harris came home and there was a lovely courtyard with, I think it was a pear tree. Something in and they were alright the pears but of course we ate them all and he said, ‘And those ruddy children have eaten all my pears.’ [laughs] So we were every day in each other’s gardens or homes staying the night. I used to stay in Springfield with Jackie and off their bedroom there was the bath, bathroom and apparently there was a bit of a strongroom but we never went in there of course. And Lady Harris used to bath us and of course it was a sunken bath in those days so she had a terrible time trying to get us out from this sunken bath. It was green. So, you can see what a happy time it was. Totally all for us children. Never spoiled. If we did anything wrong like Harris said, ‘They’ve eaten all my pears.’ [laughs] So it was just natural and that was it.
CB: And at that time there was rationing so —
PC: Yes.
CB: So, what effect did that have on your diets?
PC: Well, my mother learned to cook. She’d never cooked before because in London they had people working for them in the house in Wimpole Street. They lived in, what is the famous house in Wimpole Street? The author. Anyway, so we all had vegetable gardens. Springfield had a vegetable garden. We all worked in that. I think various things came from somewhere. Perhaps a grateful patient of my father’s. You know a chicken or we had a pig [laughs] which my father had won at a fete in Sussex and we were in a caravan and he had to bring the pig home in a caravan. So —
CB: It wrecked the caravan, did it?
PC: I’ve no idea. So, so natural wonderful childhood.
CB: Were you allowed out of the garden?
PC: We, well I suppose we were. My father worked in High Wycombe sometimes in all various different hospitals and my brother and I used to go with him in the car to all these hospitals.
CB: So, what did he actually do? What was his job?
PC: He was FRCOG. So, a Fellow of the Royal Society College.
CB: Gynaecology.
PC: Gynaecologists and Obstetricians.
CB: Right.
PC: So, he went around all, he was the only one, all the nursing homes and hospitals and of course never, he never charged anything, I think. So we went in the car with him sometimes. Bicycles of course. Bicycles we could, when we were older bicycle perhaps in the village or, but my brother and I we, when we were a bit older always went over in the village of great Kingshill together to get any shopping for mum but we were always together. And you know why.
CB: And your brother was three years older than you.
PC: Yeah. We were great friends.
CB: So, was your job to do the shopping or just as the top up?
PC: Just the top really. I think when my father went to High Wycombe enroute to hospital or wherever it was he used to go into shops in High Wycombe and they said, ‘Yes doctor, you can have some oranges.’ Or, ‘Yes doctor.’ And of course, he never had any money but mum went and always paid for everything. Of course, she did because he never had any money because all his clothes before operating clothes were sterilised, weren’t they? So he never took money out and he sterilised, he was always writing to the bank of England to say please could you re-do this pound note? Or whatever it was. I mean that was that. So, it was a very wonderful childhood.
CB: Yes.
PC: Really wonderful and Jackie was with us of course and my mother and Jackie’s mother were best friends. They saw each other every day. Every day.
CB: It was just coincidence that you were living next door, was it?
PC: Yeah.
CB: Or had they, had your parents moved specifically?
PC: No. No. Because the cottage they bought was condemned.
CB: Oh.
PC: And they bought it, I suppose at the beginning of the war and did it up very simply. It was quite small. And that was what Bomber Harris called the hovel.
CB: How long did it take him to, your father to recover it? Put it back into good nick.
PC: Oh, mum did it all. And you know in those days you could. It was just, it was very simple. Very simple and she made this beautiful garden.
CB: So, your mother was an academic in terms of her degree.
PC: Yeah.
CB: In English.
PC: Yes.
CB: What did she do in the way of helping your, yours and your brother’s education?
PC: Well, I went to a school in Little Kingshill and funnily enough Diana Rigg was there. And we learned nothing. Nothing. If you didn’t want to go to a class you just ran into the garden and no one came. It was a huge garden. So I learned nothing there. And my brother was at school in Emsworth and in the war that was moved to Penhouse where [L Howe] lives. And that, they were there two or three years so and then he went to Charterhouse and I went to a school called [Prowsfield?]
CB: Was that nearby?
PC: Yeah. I was sent there because my parents never saw it. You were just taken there. So that when you were allowed to visit once a term. Anyway —
CB: I remember the system.
PC: Yeah. I’m sure you do. Yeah. So really my, I think I really, education was was very poor. But I did learn a lot about art and pictures and we used to have a lecture every Friday by Mrs Burton Brown on art and Italy and pictures. So, I was very interested in that. We sat in the front row to start with and you didn’t know what she was talking about. But when she moved back you understood entirely all about Rome and, you know it was marvellous. So that was my main interest really.
CB: And as a result of that what did you do with your later education?
PC: I then went to Domestic Science School in Eastbourne because my mother knew my education wasn’t very good. So I went to this Domestic Science School and had quite a good time there. Then I cooked for a school. A primary school in Hazlemere, near High Wycombe. And I had two helpers and I thought were terribly old. They were probably only forty. And then I cooked for nine hundred boys at Royal Grammar School in High Wycombe with everyone else who was about forty but I thought they were ninety. And, of course in those days there was no fads. The boys came out. They all sat at tables with a Master at each table, collected a casserole and ate that because there were no vegetarians. Nothing.
CB: No.
PC: I stood there with my spoon.
CB: Just eat it.
PC: Yeah. Yeah. And they had puddings and that was it. And each meal had to cost no more than one and a penny. One shilling and one penny.
CB: Still, that was quite a bit of money then.
PC: It was then actually.
CB: So did you feel you were adequately fed?
PC: Oh yes. Yes. But at school? Oh, I only went daily. I went on my bicycle from home.
CB: Right.
PC: Which was at Piper’s Corner. Yeah.
CB: Right. So going back to being at Springfield. Next to Springfield House, Great Kingshill with the Harris family a lot of people were coming in from different parts of world. Military mainly but some political, politicians presumably. To what extent was there discussion going on about their business and how did you react to that?
PC: They never did it in front of us. If they did we didn’t understand. So, nothing. I mean I don’t think my brother would know anything. It was, nothing was ever discussed.
CB: No.
PC: If it was, you know it meant nothing. So I don’t know if they had any secrets or not but we weren’t, never listened.
CB: But presumably they would, would they go to, they would adjourn to rooms in the house.
PC: In Springfield.
CB: In Springfield.
PC: Yeah. In to his office.
CB: Yeah.
PC: Yeah.
CB: So, what was the house itself like?
PC: Springfield? It was quite good. There was a large dining room. Terrible kitchen and occasionally we were allowed in the dining room and Bomber Harris had a bell by the foot and it was really for entertaining people who came in to see him.
CB: Yeah.
PC: Just occasionally you had a batman behind you. And they had a very nice hall and another nice room. Sitting room.
CB: So, in his position he had a batman but he also had other people helping. him.
PC: Yes.
CB: Who? What were they? How many extra people did he have helping with the domestic operations of the house?
PC: I should, I should think, I should think probably, whether they came in these batmen at meals so there must have been a cook and various people to do housework and this and that. Probably locals.
CB: So, you’d, the family would sit down to eat. How did you get linked in with that?
PC: Well, very often he was at our house. They were in our house having these meals outside because he liked and he became a wonderful cook, Bomber Harris. Fantastic cook. So we really, we had them in another kitchen or something like that you know. So we wouldn’t sit in the main dining room. No. Except very occasionally.
CB: When these dignitaries came were you involved? Did you sit with them at meals or was it only in the garden that you mingled with them?
PC: Only in the garden. We didn’t mix with them. No. Not, because there was my brother, myself, Jackie and my younger sister. So that was four of us. No. Whatever we did Jackie was always with us.
CB: Yeah.
PC: Attitudes, you know.
CB: Yeah. So did Bomber Harris take quite a bit of time off in order to play with Jackie and yourselves? Or did he work such long hours that you seldom saw him?
PC: We saw him a huge amount. He just came over the garden. Just came over the tennis court and perhaps sat with mum and dad having a drink. Oh, yes. He was there a lot. I can remember him very vividly.
CB: As young children you would go to bed earlier than older children and Bomber Command’s activity was in the night so were you aware of what his working hours were?
PC: No. No. No, because he had a driver of course every day who took him to Bomber Command. We didn’t see him then and when you’re a child time is, just doesn’t matter.
CB: No.
PC: So yes, of course we were in bed. That’s when my parents went and sat with him. When, you know any great raid was on they sat with him.
CB: So would he at home when the raids were on?
PC: Yes.
CB: Rather than in his office.
PC: Always at home.
CB: Always at home?
PC: I think so. As far as I remember.
CB: Right.
PC: As far as I remember. He might had been in his office but I think, I think he always came. My brother would know that but I just remember my mum saying, ‘We’re going over the tennis court to sit with him.’
CB: So, a lot of these activities were in the summertime. In the winter what happened?
PC: I think we just all played again. In the snow. The snow. It was just, I suppose we went to school a bit [laughs] Don’t know what happened to Jackie. We went to the school run by Miss Gascoigne who, she was quite famous who never taught us anything but my brother was at boarding school. Prep school. So it was quite a, we had a, well we just had this free, free childhood you know. It was marvellous. A lot of dancing. Yes. Dancing. Did a huge amount of dancing and the hosepipe was out and the sprayer and we all ran underneath it and later played. Later had these prams for toys and those sort of things.
CB: Pram racing.
PC: Probably.
CB: And with bikes were you allowed out on to the road?
PC: I’m sure we were but we would have, well there wasn’t much traffic was there?
CB: Exactly.
PC: So, I suppose we were but we walked. My brother and I walked to the village which was, I don’t know, a quarter of an hour to do this. Whatever she wanted. Odds and ends. But always together.
CB: What sort of treats did you get?
PC: Oh, lots of treats.
CB: What would they be?
PC: Perhaps a party dress or an extra playing somewhere. Of course, cinemas were hardly there and every time my father came home from lunch, lunch every day from the hospitals he put a classical record on.
CB: Oh.
PC: So that was what introduced us to classical music.
CB: Did he have favourite?
PC: Oh yes.
CB: What were his favourite composers?
PC: I can’t remember but someone, you know Brahms or someone. Oh yes. There was always a famous one. And then we had some other records. Vinyl records. And of course, we had the radio. Dick Barton.
CB: Oh yes. Special Agent.
PC: Wonderful. We weren’t allowed to listen to Dick Barton until we’d done our school prep.
CB: Right.
PC: Which wasn’t much. So there was some of that and dancing around. A lot of dancing.
CB: Now, you were great friends with Jackie but did you go to school together?
PC: No.
CB: She was educated separately.
PC: Yes. And I don’t know where. No. She didn’t come to school with us or whether she had someone who came in. I really don’t know. I’ll ask her when I see her quite soon. No. So, she didn’t go to the same school.
CB: We’ll pause there for a bit.
PC: Yeah.
[recording paused]
PC: That’s nothing to do with Harris.
CB: Right.
PC: We were allowed —
CB: But your father, your father came home for lunch you said every day.
PC: Yes.
CB: That was because of needing to live in a particular area was it? Within ten miles of most of the hospitals.
PC: Yes. Local hospitals. Yeah.
CB: And if he went how often did he go to consult elsewhere?
PC: Every Thursday to London and the other places. All sorts of places. [Fulmar], there was a place out at Wycombe for unmarried mothers. Where else? Well, almost Stoke Mandeville. Anywhere he went but he always came home for lunch and after the war, just after the war because he was as I said he could have gone into the Second World War but they wanted him as a medical operator. He used to go to everywhere. Sevenoaks. Surbiton. In a day and he took my brother and I right back to the hospital at half past four and off he and I went. I mean I was probably about ten or eleven then but we just did. When he went to London we were given five shillings or something like that. Right. Back at Harley Street half past four. Off we went with nothing much.
CB: With quite a big of pocket money.
PC: Five bob. I mean we had to have lunch. We found the Strand Palace Hotel which was one and threepence or something and we got in to the wrong hotel by mistake one day [laughs] but you know it was a marvellous. We were great friends. We went on the Underground all day or all sorts of places.
CB: So, what about the Underground? What did you do there?
PC: We just went all around. Bought a ticket and went all over the place. All around the Circle again and again and you know. Yeah.
CB: Adventurous to the ends of lines as well?
PC: Probably. Yes
CB: Into Essex? Or —
PC: I don’t know if we went that far because we had this certain time you see. We had to be back at half past four at Harley Street.
CB: So when are we talking about here? What —
PC: Well, when I was ten or eleven. I wish he was here.
CB: So that was the late forties.
PC: Yes.
CB: Early fifties.
PC: Yes.
CB: Yeah. But in the war did you go into London occasionally or did you always stay out at Great Kingshill?
PC: I don’t, I don’t remember. No. I don’t remember going. But whether my father went I mean, he was out because of his job he was out almost every night. You know, visiting other doctors who’d made a nuisance. He had to go. So he, and I used to help him with the domiciliary visits and that sort of thing. So, I mean it was a long time ago but it was a very happy childhood.
CB: Eventful.
PC: Eventful but perfectly natural for children and the people in Wycombe, Tim being one thought we were very bohemian being allowed to run around naked with no shoes on. Here we go. Yes. But that, but this was what children loved doing.
CB: Yeah. You talked about what you did after schooling and dealing with the cooking in a lot of these schools. When did you meet Tim, your husband to be and where?
PC: His parents and my parents were great friends and it was an arranged marriage. My mother, there were other suitors I can assure you but my mother was very clever. She wanted a clever son in law to talk with and in High Wycombe there was a repertory theatre and Tim’s parents did a lot of acting and that sort of thing and so they went to the rep every week and so did my mother. And there was pantomime and we were all taken to this rep in High Wycombe and my brother and I sat behind Tim and his brother and I think I probably said, ‘I can’t see a thing.’ Typical trouble, you know. And so they said, ‘Oh, we’ll swap our seats and let you have it.’ I I must have been about, what would I have been? About twelve. Thirteen. Twelve perhaps. And as I say our parents were great friends.
CB: Yeah.
PC: So they knew me [laughs] And my mother in law they were marvellous people in High Wycombe. He was mayor and did all sorts of very good things. She said, ‘The first time I saw you was standing on a table in a very unsuitable dress to a party, dancing on the table.’ [laughs] So it was, you know it was a very unique, unique childhood.
CB: Yeah.
PC: Which Jackie loved too.
CB: I’m sure.
PC: Yeah. And all sorts of famous people. Sir Maurice Dean came. Great friends. He was a very important minister. They were all sorts of things.
CB: The war came to an end in in Europe in May. 8th of May 1945. What happened to your, the Harris’ were still around but when the war completely finished in August then Harris didn’t have a job anymore. So what happened then in terms of the relationship because he moved away?
PC: They moved away. They had very good cousins in Devon and I think he went there. And then he got such a bad press and everything else because he and Churchill didn’t get on. He did what he was told, Harris. And then he had had this terrible time didn’t he which my brother would know more about. And so then they went to South Africa and we went up to Liverpool to see them on the boat. I suppose it was a cargo boat going. Something like that. So, you know I remember it. We went to Cornwall I think for a holiday. We were taken by a sort of nanny and I remember coming back and they were saying this was VE Day or whatever it was going to be and everyone was clapping and that sort of thing. But I don’t remember much about that. It was really the old youngest time with Jackie that I remember so much.
CB: And she went to South Africa with her parents.
PC: Yeah.
CB: And your parents stayed put, did they?
PC: Stayed put because of course my father was still working and needed. After Harris. Who came after Harris? Was it the Bottomleys or the Sandersons? I mean so we, all this went, kept going.
CB: Yes.
PC: With the people at Springfield.
CB: Oh, it did.
PC: They all became great friends. Great friends. I think it was Hugh Sanderson or something like that. Something like that after Harris. And then Bottomley. And then another man. We were older and actually this other man, this other he was strange. I don’t think he had any children anyway but a great friend of ours. His firm invented the ejector seats. And this —
CB: Martin and Baker.
PC: And this man at Springfield there who was in charge. He wouldn’t use, he used his and wouldn’t let anyone else use it.
CB: Oh.
PC: He used it and my father thought that was terrible. That he got out and the others were killed. So, that was, yeah things sort of fade don’t they? When it comes.
CB: Well, when the Harris’ went to South Africa that meant Jackie went and that was the severance of your relationship. What happened then?
PC: Well, really started again when they came back. I think my parents, mum always kept in touch with Jill Harris, Lady Harris. And I think that’s how it just started. They went to live in Goring on Thames when they came back. In the Fairy we called it. It was called the Fairy House. But he was in Africa quite a bit of time I think and then they moved to this house in Goring and that’s because and then we saw a lot of them and he did a lot of cooking and all this type of thing [unclear]. So, so Jackie and I never [sorry, the light’s come on]. We didn’t correspond when they were in Africa.
CB: Right.
PC: I don’t know why. But we, you know we just didn’t. And I was sure mum and her mother did. Was it just, I just don’t know how long they were in Africa before. I can ask Jackie.
CB: Well —
PC: But it was really the war time. We had this wonderful friendship.
CB: Yeah.
PC: With all these famous people.
CB: And all the different interesting personalities of these people.
PC: Oh yes. It was total freedom.
CB: Was, did de Gaulle visit regularly or was it only early on and then he didn’t do it?
PC: Probably early on but I just remember seeing my mother walking around because he was quite tall and she was quite tall. But they had this marvellous freedom. I mean they could discuss whatever they liked walking around the garden. No one heard. No one was there. We were playing around. So it was lovely for all these very famous people.
CB: Right. We’ll stop there.
PC: Yeah. That’s it.
[recording paused]
CB: We talked about de Gaulle but were there other nationalities other than Commonwealth coming along?
PC: I can’t remember but my brother would have known. I can always speak to him and he could write and tell me. I don’t remember them. And I, well you see when you’re about that high they were just people who came and walked around the garden.
CB: Well, in 1945 you were seven.
PC: Yeah.
CB: Weren’t you?
PC: Yeah.
CB: What, were there, we talked about Polish people. So what links did you have there?
PC: Apparently, after the war really there was a Polish camp in Prestwood and I didn’t know anything about it but I remember my mother saying to me this is where the Poles were. And Christopher would be able to say what they did and that sort of thing.
CB: Was it Polish or was it what they called DPs? So they were displaced persons from a lot of Eastern European countries.
PC: Well, I was only told they were Polish. It was quite a small camp.
CB: Oh, was it?
PC: In the wood. Near Prestwood. Prestwood really.
CB: And they had jobs locally, did they?
PC: I imagine so. I imagine. But I don’t know whether there were any helping my parents with the garden. I don’t think so.
CB: No. In Harris’ case he was an important man as commander in chief of Bomber Command. How conscious were you of the security that they were operating at the time?
PC: None at all. It was just total freedom. He I mean of course he had his PAs. Peter Tomlinson, David’s brother and they were just sort of there. I don’t remember anyone else. They just walked over.
CB: Yeah.
PC: They must have had one or two people but there was no what I call security. They were just —
CB: Nothing obvious.
PC: No. Nothing. And I suppose they were in uniform but there was a chauffeur to drive him and that’s all but there was certainly no one with any guns or anything like that.
CB: That you could see. Yes.
PC: That we could see.
CB: Yeah. Going back to de Gaulle because it’s interesting he would never speak anything but French but when you children were playing to what extent did he get involved and how did he speak to you?
PC: Not at all. Not at all. My mother and he walked around the garden and I suppose then they had drinks or whatever it was. No. I don’t think he took any notice. We never met him. We didn’t know who he was but mum said, ‘Oh yes. I spoke French.’ You know and to all these other people. Really they were just people who came and, and had drinks in the hovel. I should think they drank all our orange juice probably. I’ve no idea.
CB: So, what about diet? What would you eat mainly?
PC: Fresh.
CB: As a child?
PC: As a child, fresh. Well, we had the hens. We had bees. We had a wonderful vegetable garden and my mother learned to be a marvellous cook and we had this pig of course. It was all fresh things really because as you say it was rationing. And then there was a lady called Mrs Kindlady who sent a parcel from America.
CB: Oh.
PC: I don’t know who it was but she sent tinned butter and that sort of thing like this.
CB: To you as a family.
PC: As a family. So we had to write back.
CB: Ah.
PC: We wrote back to her. “Dear Mrs Kindlady, thank you so much for the butter and the sweeties.” And I have no idea what happened to the letters but whoever arranged it it was marvellous. These wonderful American quilts. They came when we were small. Big. Huge. There’s a museum outside Bath that has these quilts and they were all hand-made and then we did a lot of sewing together and making things together. Mud pies and all that sort of thing. So it was we were very fortunate I think and I think one or two patients might have given my father something you know. Pheasant or whatever it was going to be. But we had a very healthy diet. Very.
CB: What about fruit?
PC: The first banana I had ever, was given to us by Bomber Harris. Years ago we were on holiday. I think Jackie might have been with us in a house on the south coast somewhere leant to my father. This banana, these two bananas suddenly turned up from him. And of course we had raspberries, apples, his pears.
CB: Rosehip juice did you get?
PC: Yes, we did. Yeah. Yes.
CB: Because that was supposed to have a lot of Vitamin C, didn’t it?
PC: Yes. Yeah. We used to go and collect the rosehip.
CB: You used to go and collect it.
PC: Yeah.
CB: So did you go out on various trips to pick up berries?
PC: Probably. Yeah. We probably did but I do remember and of course we had malt. I loved malt. But that was and wonderful, wonderful stuff called [Miladex?] which cured everything. What did people get. Really it was a marvellous, [Miladex?] was a wonderful whatever it was. Brilliant.
CB: So you enjoyed having that. Yes.
PC: Only when we were poorly.
CB: Ah.
PC: We had to be pretty poorly but we had the malt and tried to have a little extra spoon but no. Mum knew.
CB: And on the question of poorly what was the general standard of health in those days?
PC: Well, because, because we were in the country and healthy in the garden and running around in the winter in the snow we seemed to be alright.
CB: Yeah.
PC: My father had Chickenpox when he was about fifty something and he thought it was Smallpox. Did have that. We went for a long walk and I suddenly said, ‘Oh my back itches.’ That was Chickenpox.
CB: Yeah.
PC: I got it.
CB: Yeah.
PC: That was all. I think I had Pneumonia when I was small and had one of the first children to have M&B. Yeah. I think.
CB: Because we’re talking about wartime and —
PC: Yeah.
CB: The National Service didn’t start until 1948.
PC: No.
CB: So any medical attention needed had to be paid for. How did that work?
PC: It worked because my father, there were a lot of doctors in High Wycombe and they were all friends and in those days if you did something to a doctor’s wife or, you know an operation or something it was all you had, it was all paid back.
CB: Between mates it was free.
PC: Between mates it was free.
CB: Yeah.
PC: Yeah. So we were very lucky.
CB: They’d do cases of wine or something like that.
PC: Well, not perhaps a bottle of gin.
CB: Yeah.
PC: But no, you know in those days very simple. It didn’t matter so it was all done like that. No money passed.
CB: No.
PC: And that, well it was wonderful wasn’t it? It was friendly.
CB: It worked very well.
PC: It worked very well and they were all, everyone was grateful and he was of course the top gynaecologist so that’s why he was out almost every night.
CB: Yeah. Sure. And as you grew up and started doing different things. And although you knew Tim when did your relationship get more strong?
PC: Funnily enough I was in boarding school at [unclear] and my mother she wrote wonderful letters. She said, “I’ve got a wonderful picture Joan and [unclear] son Tim. Would you send it to him in Somaliland and write a letter?”
CB: We are talking about the 50s.
PC: Yeah.
CB: Yeah.
PC: When I was at school. Yeah. And then because we saw each other a lot you know he was sort of there and around and that’s it. And so that started I suppose when he was at Oxford and I was cooking at the Royal Grammar School.
CB: Right.
PC: I caught a bus to Oxford.
CB: How long did that take? A journey each way.
PC: Well, sometimes he used to bring me back. I never stayed of course. I suppose I caught the half past four bus from High Wycombe and it must have taken because it went all around the county, it must have taken an hour and a half. Something like that. Oh yes. And as I say I always bicycled everywhere.
CB: Yes.
PC: Because I earned four pounds a week.
CB: Well, people did cycle more.
PC: Yes.
CB: In those days.
PC: Yeah. And if it snowed the headmaster used to come along and collect me and put my bicycle in his car. And then when I was doing later Tim used to do that if he wasn’t at Oxford.
CB: When were you married?
PC: We were married in ’59. And he’d just taken his finals in law so we had a very small wedding with the Harris’.
CB: Oh, did you?
PC: Yeah. We had, there were about twenty people and it was the Harris’ and —
[noise]
PC: Don’t worry about that. It’s not very interesting this. And the Harris’ in little Little Hampden Church. There were twenty people and our godparents at this ceremony. I think I drove myself to the wedding.
CB: Independent person, were you?
PC: Absolutely. We had this wedding and then we went off on our honeymoon to [unclear] which was a place, an island in in Italy. No one had ever gone there very much. We came back and had a big party because my mother said, ‘Oh, I hate weddings, you know. Two o’clock and you have to leave at five and then you’ve had enough champagne and there’s nothing else.’ So we had this drinks party at, I suppose 6 o’clock for a lot of people. Everyone said to me, ‘You’re so brown.’ So I said, ‘Well, we’ve been on holiday.’ Of course, they thought we’d got married that day.
CB: Oh. I see.
PC: Or I said, ‘We’ve been on honeymoon,’ or something, you know. It was very funny. They couldn’t believe that because it had never happened before. You got married and then you went on your honeymoon.
CB: Yeah.
PC: So that was very funny. It was quite funny.
CB: How many children have you got?
PC: I’ve had three but our daughter died ten years ago.
CB: Oh dear.
PC: Of ovarian cancer.
CB: Gosh.
PC: So she was forty, in her forties. Forty. That was wicked. And so I’ve got two boys.
CB: Any of them gone to medicine?
PC: No. And none gone to law.
CB: Reaction against it was it? What did they do then?
PC: Andrew, he was at Winchester and then he thought he’d go into, and then he went to Liverpool where he met his wife. She’s lovely. She’s a banker. And then he went into shipping and he was a company director for nineteen years and then they got a man in who was renowned for being terrible. So he bullied Andrew. He left. It made him really ill.
CB: Did it really? So he decided to leave.
PC: He’s a most good natured easy person with everybody and he didn’t, they didn’t tell me. He was bullied for two years and it made, and said, ‘Why aren’t you in the office today?’ He said, ‘I’m not very well.’ They never told me. This was a marriage made in heaven this one and so he rang me up. I shall never forget it. One evening I just answered the front door. He said, ‘I’ve handed in my notice.’ He said, ‘We’ve talked about it, Ann and I. We’ve decided we can manage.’ So he’s really her PA and they have these two boys so he did everything for the two boys at Westminster and he is literally her PA. He does marvels for her. She’s, she’s high up in banking. She’s a lovely girl. Lovely. Absolutely lovely.
CB: Super.
PC: And the second, the boy, Roger. He went to the Slade. And then he went up to Lincoln I think. He’s a sculptor. He’s the Head of Sculpture at Bath Spa University and Fine Arts. Can do anything. Very, he’s always been able to do anything. Mend things and do all sorts of things. Great character.
CB: It’s interesting that they should have done something quite different from their parents.
PC: Yeah.
CB: And grandparents.
PC: Yeah. But they both saw that Tim was [[ well things changed.
CB: Yeah.
PC: Tim should never have been, he should have been a dusty old don at Oxford. I said this. In those days you were forced to go in to a family firm, weren’t you?
CB: Yes.
PC: Forced to go.
CB: More or less. Yes.
PC: Well, he was forced and he was obedient and went. A waste of a good brain.
CB: Yes. Not alone in that.
PC: Yeah. He was [unclear] because his father retired and —
CB: Well, your mother had a good brain but she early on didn’t use it a lot did she?
PC: Well, people always wanted to write about the Bloomsbury Group and they had an amazing time in London, you know with Christine Foyle and all sorts of people. No. She wanted to look after her children. But she did write wonderful letters and things. So that was what she wanted to do. It really was an amazing brain. Very very clever. Could go around everything. Like arranging a marriage.
CB: Yes. If we go back to the period when you were with the Harris’s what’s the one thing that stands out about the relationship between your family and you and the Harris’?
PC: Great friendship. Every day. Great friendship. Great trust and joy. Joy. Joy and happiness. As simple as that. As simple as that. You know, when you’re so young you were lucky to have this marvellous childhood.
CB: Yeah. Absolutely.
PC: Totally free. And you made things, you did things, you did all this dancing around the garden [laughs] Yes. We had a lovely, lovely childhood.
CB: It didn’t prompt you to formalise it and take up dancing later.
PC: I wanted to be a ballet dancer.
CB: Did you?
PC: I wasn’t allowed to be. I did ballet. A lot of ballet.
CB: Did you? Yes,
PC: Someone said the other day, ‘You were a ballet dancer weren’t you, Posy?’ And I said I wish I had been but I wasn’t allowed to. You see, that was my mother. It wasn’t that it was just that it wasn’t done in those days.
CB: Yes. Absolutely. Yes.
PC: So I’ve always, and before I was married Tim was doing his his special something in the law. I don’t know. Anyway, some degree from Oxford. So I thought I’m not going to be blamed by his mother for his failing so I went to New York. I got a friend of my parent’s they had these wonderful, all sorts of wonderful people to sponsor me because I had to get a card to work, didn’t I?
CB: Yes. A green card.
PC: Green card. So, I got on a boat. A Greek boat. Tim took me down. Took a long time to get off. I went on this Greek boat, of course right on the bottom [ I saved up for that. It was sixty four pounds or something and it was terribly rough and some friends were meeting me in New York and this man had to keep coming to the docks to see if I’d come in. He was an interesting man in the family. And so I, I got, they lived on Long Island and I had to go work so I went in to the first shop on Fifth Avenue. Got a job. And of course, they loved it. It was Mrs Eisenhower’s favourite shop called [pause] what was it called? It’s gone now, I think. So, I worked there selling jewellery and I did some modelling there. There was a very nice young man who looked after me with no romance. Just very nice. So I —
CB: Purely platonic.
PC: Yeah. Yeah. Because I was engaged by then. Very nice indeed and looked after.
CB: How long did you stay there?
PC: I stayed there for, I went in October and I stayed there ‘til about January I think it was. Going in every day from [unclear]
CB: Did you?
PC: [unclear] Express with two women and I was nineteen I think. I shall never forget you got on this, it was all men. Have you ever been? You’ve been to New York. Well, on the trains they have seats like that and so you push them away and the other way. And I shall never forget when they got in, all these men they were [noise] the noise.
CB: Oh really?
PC: And all they all gambled. Hats on their head you know. And I had to walk from Grand Central Station. Walk.
CB: Yes.
PC: I ran up to Fifth Avenue. I went to [unclear] So anyway, it was good. My mother found my father had some vague relation in Florida so she again arranged it all. So they asked me down to stay with them and I flew down and had the most and then he, he made china or sold china. We went out and we went out every night to a night club.
CB: All action.
PC: Wonderful. Absolutely wonderful. Every time we went out for a meal we had to turn the plate to see if it was Churchill’s or whatever it was called. And then Tim had to pay for me to come home on the Queen Elizabeth.
CB: Oh really?
PC: Right at the bottom.
CB: Again. How long did that take?
PC: I think it was about five days. I came back with someone called Rosemary Broom and another girl and Rosemary’s father was Broom and Wade in Wycombe. Engineers. And now she’s married to a man called David Nieper who your wife would have heard of. He makes clothes.
CB: Oh yes. Right.
PC: That’s it. It was all, all quite [laughs]
CB: Fascinating.
PC: It was quite funny this going. I thought I’m not going to be blamed if he fails. So, so that’s it. There we are.
CB: What we didn’t talk about —
PC: Yes.
CB: There was rationing for food but there was also rationing for material and clothes so how conscious were you of the clothing options during the war.
PC: Well, my parents used to go to France, I think.
CB: Before the war, after the war but in the war they wouldn’t have.
PC: Just after. In the war, no. They didn’t because —
CB: They couldn’t have gone anyway.
PC: They couldn’t have gone anyway. They went to Sweden. The first place they went to. Sweden.
CB: After the war.
PC: After the war. I’ve still got a pan that mum brought back. So, so I don’t know but we had at home in this time when Jackie was, we had a lady who came in twice a week to do sewing. A lady who came every day. A lady in the cottage and another one to do the ironing.
CB: Oh.
PC: And I suppose and what did I, didn’t wear them much but she used to make us little sundresses or something like that.
CB: Yes.
PC: And then I did a lot of after, after that I did made all my own clothes. We went to the market. Two and six a metre or a yard, sorry.
CB: Yes.
PC: So, that’s it.
CB: Good.
PC: So, there we are.
CB: Well, Posy Clarke, thank you for a very interesting conversation. I think it adds very nicely to Jackie Asherton’s testimony as it were about what she was doing and mentioning you as well. So, thank you.
[recording paused]
PC: In London.
CB: In London.
PC: Yeah.
CB: St Clement Dane’s was it? The church just off the Strand.
PC: No. It was —
CB: Aldwych really.
PC: No. Was it, it was at Westminster but there’s a special chapel down below. Is it St —
CB: Was it in the Houses of Parliament was it?
PC: No. I’ll ask her when I see her because we went. And of course —
CB: This was for her wedding anyway.
PC: Her wedding. Very special. And he said, he said to her when he was going to take her to the church and marry her, give her away he said, ‘What on earth have you got on your head? It looks like a [unclear]
CB: That was encouraging for a start.
PC: Well, typical. That was typical.
CB: Would you say he was a blunt man?
PC: Yes, he was quite, he was quite blunt.
CB: But not maliciously blunt.
PC: No. No. No. I mean, you can imagine him and my mother getting along because he knew he would get an answer back, you know. Not the usual answer.
CB: Yeah.
PC: She’d twist it
CB: Oh right.
PC: And I’ve got this most lovely picture which Jackie has of my mother and him at our wedding. Just the two of them and it was absolutely marvellous. They admired each other I think, you know.
CB: Brilliant.
PC: It’s a lovely picture of him at our wedding.
CB: Well, that was the PS.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Interview with Posy Clarke
Creator
An entity primarily responsible for making the resource
Chris Brockbank
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-01-30
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
AClarkeRC180130
Conforms To
An established standard to which the described resource conforms.
Pending review
Format
The file format, physical medium, or dimensions of the resource
00:59:03 audio recording
Language
A language of the resource
eng
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Description
An account of the resource
Posy Clarke had an idyllic childhood in the house her parents renovated in Kingshill. They were very great friends with Air Chief Marshall Harris and his family who lived next door and who often visited for meals and drinks. Posy and Jackie Harris played together and were very close. Posy remembers General de Gaulle visiting Harris and he would walk around the garden with Posy’s mother who spoke French. There were many high profile visitors to the house who Posy met and who were entertained by her parents.
Temporal Coverage
Temporal characteristics of the resource.
1943
1945
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Buckinghamshire
England--High Wycombe
England--London
Contributor
An entity responsible for making contributions to the resource
Julie Williams
childhood in wartime
Harris, Arthur Travers (1892-1984)
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1005/10746/AColbeckJC170524.1.mp3
523a16a235ce2e945b8a2efc683102c5
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
Wenham, John
J Wenham
Description
An account of the resource
46 items. An oral history interview with Joy Colbeck (b. 1923) about her brother John Wenham (1925 - 1945, 1894709 Royal Air Force) documents and a family photograph album. He flew as an air gunner but was killed in a training accident 4 January 1945. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Joy Colbeck and catalogued by Trevor Hardcastle. <br /><br />Additional information on John Wenham is available via the <a href="https://losses.internationalbcc.co.uk/loss/124831/ ">IBCC Losses Database.</a>
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
2017-05-24
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
Wenham, J
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
CB: My name Is Chris Brockbank and today is the 24th of May 2017 and I am in Luton with Joy Colbeck and we’re going to talk about initially Joy’s experience in the war in the Royal Navy as a Wren but principally we’re talking about the experience of her younger brother who was killed on a training flight in the RAF and, in a crash near North Marston near Aylesbury in Buckinghamshire. So, Joy, what are your earliest recollections of early life?
JC: Well, I think it was recollections were moving house. I remember the house I was born in and my brother was born in. When we were about six or seven we moved to the next road to a slightly bigger house.
CB: In Maidstone.
JC: In Maidstone. All the time my father was a second in command in the grocery shop to Mr Henry Topley, his partner. And my father was, ran the business by his hard work. Mr Topley used to wear a top hat, stand outside and take the customers to the pay desk etcetera but, but my father was the one who drove the van, and he went to all the biggest houses in our part of Kent. Castles. Boarding schools. Had to pick, to pick up the orders from the cookhouse keepers, take them back to the shop, and a fortnight later my father would drive the van and deliver them back to the big houses before all, all mass buying. And so my brother, my brother never seemed to be part of this performance because he was always two years younger than me if you know what I mean. He, he took second, played second fiddle really. He [pause] I don’t remember him. He was a Boy Scout and all the way up and on, on the, we have a photograph here of his War Memorial, my brother’s death, in the Scout camp next to Guy Gibson who was a friend of Scout Master and practicing for the —
CB: The dam’s raid.
JC: The dams.
CB: Yes.
JC: On the Scout master’s lake. In his garden. But that’s beside the point but my brother was, he did it. He, my brother for some reason and we never know, we never got to the end he, he could not read. Now, we find this, I find this extremely difficult. He was [pause] I had left school and had been to secretarial college and was working at County Hall when my brother left school, because the school became a hospital and we were in a war zone. Whatever’s the word. Not war zone, is it? It was [pause] that we were in, it was, yeah, I suppose you’d say it was a war zone in England really, and was treated as such. My father was the chief air raid warden so he knew what was going on. And my brother just got on his bicycle and followed every Spitfire that was shot down and every German plane that was shot down. That was his whole interest in life that I remember. When I used to come home from work we used to say, ‘What have you got hold of today?’ And it was a bit of plastic or something which they all sat down, this little group of boys and made a little cottage out of the, out of the plastic windows. And he didn’t have a lot of friends and when, when his school closed my mother was so worried. He was in elementary school. He couldn’t pass any grammar school at all. And his reading and writing was extremely bad, but of course nobody took much notice of it and we wondered if he was dyslexic would he have been discovered by the RAF? How on earth did he become a bomber when he couldn’t read when he was thirteen?
CB: Extraordinary.
JC: I don’t know. Nobody ever mentions it. But he was, he was a nice boy. He was a lovely boy. People liked him but he, he didn’t shine. He didn’t shine at anything. So when he left school it would have been [pause] 1941 I suppose. I was seventeen in 1941. ’42, the school would have closed and my mother just had a tutor for him and my father got him a job in the brewery next to the shop, the grocery shop. Style and Winch’s brewery. And he worked in the lab washing bottles I suppose. But I don’t know. I’ve got a big gap because I wasn’t there.
CB: So, at seventeen what did you do?
JC: At seventeen I volunteered for the Wrens.
CB: Right.
JC: I left my job at County Hall and was supposed to go in the Wrens with my best friend who as soon as we got to London said she didn’t want to go and she became a Land Girl and I became a Wren. And they put me, I had no preliminary war training whatsoever. They sent me a letter saying, and a railway ticket to report to [pause] I was just going to say Paddington. It wasn’t Paddington. To the, to go to Lowestoft to report to HMS Minos as a writer to the captain. A writer meaning a shorthand typist but the rank is writer [pause] and I wasn’t welcomed. I was the first Wren and they didn’t want me because they were regular sailors. They weren’t service, there was no conscription in to the Navy at that time so they didn’t really want the Wrens but they got them. And so by the time I would get home on a weekend’s leave all the way by train across London and back by train down to Kent there wasn’t much left of a forty eight Wren’s pass getting there, and I didn’t see a lot of my brother. All I got was that he was working at Style and Winches. He was doing quite well in, in the brewery section and the next thing was that he had volunteered. He volunteered. He wasn’t conscripted. Volunteered for the RAF. And I think I only saw him two or three times after that. I, I’m trying to think how many times I saw him back. Not a lot.
[telephone ringing]
CB: I’ll just stop there.
[recording paused]
JC: And of course then we got, we got, I got shifted from up in Norfolk back down in to London to HMS Pembroke which is all the Wrens working in London. Whitehall. And I stayed there until I went to Westcliff on Sea which was a holding base for sailors waiting for Dunkirk, not Dunkirk, for D-Day. But I spent nearly two years in London.
CB: What were you doing in London?
[pause]
CB: What were you doing in London?
JC: Well, I just worked in in offices. Office job. And —
CB: Secretarial.
JC: I also, I did one interesting thing. I, because I had worked very hard on the setting up this, I’d been promoted to leading Wren and I was working very hard on the setting up of this holding camp and we had a lot of rather important people on the staff there. And we, the whole of Westcliff on Sea Promenade and the roads adjacent to the Promenade were requisitioned as a block and the civilians were moved off. It was mostly holidays. Small hotels. Private hotels. So it wasn’t difficult but the whole lot moved off and we moved, the Navy moved in and there were four thousand sailors and about four hundred Wrens.
Other: You had your choice ma.
JC: And then I worked very hard. Very, very hard because I worked for a wonderful woman called First Officer Bowen-Jones who was quite a high up ranking officer in the Wrens and she used to push, give me lots of difficult jobs to do. And one day she called me in and she said, ‘You’ve worked very hard. I want to send you on special duties.’ And she said, she’d got a lovely smile and she said, ‘You’re going to, maybe you’ll go with Churchill on one of his ventures abroad, to one of the conferences.’ She said, ‘Go and enjoy it. Report tomorrow to the Admiralty.’ When I got to the Admiralty it was a busy, busy, busy office full of American officers and British Naval officers from all over the world. And they were all [pause] well they would sort of shuffle up. We went on the back of a Land Rover from our billets in in [pause] oh, it was a long time ago. I’ll tell you in a minute. But we assembled at 6 o’clock in our billets. We were taken by Army car to the Admiralty. They had been working all day long deciding which way they’d go. Who’d go, who went and who didn’t. And as soon as we got there at 6 o’clock in the evening, it would be about seven we got there we started and we typed all that the, you know the ships and Naval officers had learned during the day. We typed it during the night on stencils on [reniers], and then we ran them off and we did that for six weeks and we had no time off. And then we were sent back to our posts and told to keep quiet. Not to say where we’d been. Not even to our officers. And we had done the invasion of Sicily and Italy, but in fact we didn’t know it was Sicily and Italy because we didn’t know and they didn’t tell us they were going to go to Italy. They just gave us a map reference along the, along the garden and up the stairs on the, on the grids. It was all done on the grid. And it’s all boring. There you are.
CB: Right. We’ll just take a break.
[recording paused]
JC: You mean one of the AGs ones.
CB: Now, we’re just going to recap quickly on yourself because you had two interesting experiences. One, Joy early on, one experience you had early on was in Lowestoft.
JC: That’s it.
CB: What happened there?
JC: What happened there? It was a Tuesday.
CB: Yeah.
JC: I had every Tuesday off. Worked the rest of the six days. In the mornings we did our washing and sewed on our buttons, etcetera. Well, about half past one the girls, we were, we were billeted in a private hotel in the attic. There were two rooms in the attic either side of the stairs and three of them were occupied over the stairs. They didn’t work, they worked in HMS Minos 2 which was a holding base. I worked in HMS 1, which was a minesweeper base, active service. So, they knocked on the door and said, ‘Are you coming down in to Yeovil, err into Lowestoft for a cup of tea at Waller’s Restaurant because they have cream buns. So I said, ‘Yes. I think so.’ So, they said, ‘Pick you up in half an hour.’ Half an hour later it was snowing. I said, ‘I think I’ve got a cold coming and it means walking both ways to Lowestoft in the snow. I’m not coming.’ And they said, ‘Ok. We’ll go without you.’ I’d been, I decided to have a bath. I was in the bath when the claxon went. We had no air raid warning. The claxon went. Out in the garden. Get in the shelters. Hit and run raids. So we, we just went. Ran down the stairs, out the back door, got in. We’d only just got in the air raid shelter when there was the most enormous explosion and about, we just didn’t know anything about it. About half an hour later the Wren officer on duty said, ‘Wren Wenham,’ that was me, ‘Back to duty.’ So I got dressed in to my uniform and walked in to Lowestoft and the whole of Lowestoft High Street was flattened. And I’ve got a picture. I, I don’t know.
[pause]
CB: Ok. Well, we’ll look at the pictures in a minute.
JC: No, we don’t. Here it is. Here’s my whatnot.
CB: Oh, report.
Other: Yes.
JC: There they are. Digging up twenty years later.
CB: Right.
JC: But, and I went into my office and the captain said that we had to stay on duty because the bomb had fallen on the main supply department and all, all my three, and it had fallen on Waller’s Restaurant next to the Naval supply because we were all in the High Street. So bang on Waller’s and every one, I think there were, seventy were killed. So, I lost my three friends. That was, that was number one.
CB: Right. Very hard.
JC: About three weeks later I was.
CB: This was 1941.
JC: About three weeks later I was machine gunned with two other Wrens walking to our quarters along the cliffs at Lowestoft. We just got down in the, in the whatnot. You had no warnings. So, that was two. I can’t think what the third one was.
CB: Right. So, if we go now towards the end of the war there were the V-1s and V-2s. So what experience did you have?
JC: Oh yes. That was dreadful.
CB: That’s in London.
JC: I, I was, I was at Westcliff. HMS Westcliff. After D-Day they began to get rid of, the numbers went down and the places were closed. We were just a closure. In August, in August 1944 I was promoted to chief, to Wren petty officer and it meant that I had to be moved because there was no, no requirement for a petty officer in there. So I was sent to the Royal Marines at Burnham on Crouch on a single posting as petty, just as what would be called secretary to the Marine’s officers because they had a big Court of Enquiry of, of, to do with the firing of an officer. And I had to go every day and take down in shorthand the doings of the court. I don’t know whether I made a very good job of it because nobody then was interested in, in talking slowly or [laughs] even knowing how to put questions. It was very difficult. And so there I was down in Burnham on Crouch, and every Sunday morning all the Royal Marines assembled outside of the Burnham Yacht Club for Sunday morning divisions. In the middle of the second, second hymn we got this colossal blowing, and we were all flattened on to the roads. Yeah. Onto the ground. Nobody was hit. The thing, the thing exploded up in the air, away up in the air and if it hadn’t exploded we wouldn’t probably have been here I suppose. But that was the third time that and after that I couldn’t sleep. And my posting came to an end and I went to the Royal Naval College at, hospital at Chatham and I was turned out. My husband came to tell me and [pause] I was still packing up my belongings when he came back again and told me that John had died. And —
CB: This is January 1944. Your brother John.
JC: Yes. And my father had phoned my husband who was on duty and he’d been to see the captain who gave him permission to come to Burnham because there was, it was the back of beyond to tell me and take me home. And I went home and, and it was awful really when I got home because my mother and [pause] when, when I was two and a half years old I had double pneumonia, and there was no hospital. I was just, my mother cared for me. My brother was eight months old and John went to stay with my father’s sister for [pause] I’ve no idea but he was certainly away from home for three months. So my mother couldn’t see him. There was, it was a real break and —
[doorbell]
JC: It was a real break. Not very nice I suppose. I don’t know how my mother would have coped to have her baby boy taken away from her. She had to look after me at home. I had pneumonia. Pneumonia for six weeks and my father took me out on my first walk and I cried so much that he kept on walking rather than take me home, and the next day I had pneumonia again. So that, so my brother still stayed with, with Auntie May and she features in this book. So he had a real break in his parenting. I don’t suppose it would have been a very quick cut off when I had pneumonia. I mean the doctor would have come. Our doctor, he came on a horse, on a horse, horseback. Privately. And, and my father took my brother in the van and off he went. So I don’t know what effect that would have had on my brother. It must have broken my mother’s heart I think. She was a wonderful mother wasn’t she?
Other: She was a lovely lady.
JC: Lovely woman.
CB: You said, you said your brother John had difficulty with reading.
JC: Yes.
CB: Did that get linked with that experience?
JC: I don’t know. Of course, he was only eight months old. I don’t [pause] that’s the only time. I know that it was snowing and there was no ambulances available. The doctor and the, and the vicar spent three nights at our house. Did their calls in between. He was very well looked after but —
CB: We’ll just stop there again.
[recording paused]
CB: These are all very important experiences to know in the background but returning to your brother John. Returning to your brother John. He joined the RAF on the 24th err the 28th of April 1943. Well, he attested then but he was only seventeen.
JC: Yes.
CB: He started, according to the records we’ve looked at, at Number 19 ITW on the 5th of February 1944 and shortly after that he was admitted to hospital and then he was temporarily discharged and put into hospital again. He then went to a different Initial Training Wing on the 24th of April 1944 and according to the records he then had been identified as an air gunner and you mentioned his difficulty with reading and so on and it may be that that had some bearing on the selection.
JC: Yes.
CB: Of his position in the aircraft.
JC: Yes.
CB: He then went to Number 1 Air Gunnery School on the 1st of July ’44 and from there in October, the 19th of October 1944 he went to 11 OTU, Operational Training Unit which was at Westcott. Which is the point of our story.
JC: Yes.
CB: And then he was killed in the crash on the 4th.
JC: Yes.
CB: Of January 1945.
JC: Yes.
CB: So my question there is that as you were in the Navy and busy and had little opportunity of finding out what was going on, what do you understand about what he was doing and what your parents knew? What did your —
JC: You mean while he was still training?
CB: While he was in the RAF.
JC: I don’t know. You see it was such a different life. Everybody’s son was in, in the Army, The Navy or the Air Force all of the way around him. If, if you weren’t, if you weren’t in the Forces there was something funny with you and I suppose you had to, I suppose you had to accept that your son or your daughter would go off into the Army. And, take my father, he’d spent four years of his, six years of his youth, of his young life not his youth because he married during his service but they’d all experienced Army life. So it was nothing different in a way. And I think they would have accepted what was going on. That he would join. He would join up but whether they would have ever accepted that he was going to be in the Air Force I don’t know.
CB: Why did he join the RAF?
JC: Why did he join the RAF?
CB: And not the Army or the Navy.
JC: I have no idea. I have no idea.
CB: And did you have any, you saw him rarely but did you have any conversations with him?
JC: No.
CB: About his service.
JC: No. No. I had no, you see I saw so little of him. I wouldn’t like to say how many times I saw him. Definitely not during the previous year to his death did I. I was going to. I told you, it’s in my husband’s diary we were going, I was going to take my husband home to meet my parents on a weekend leave because my husband had, we were already engaged but we were going to go home. Became engaged on my twenty first birthday and so [pause] I, when it came to, it’s just written in some, about the middle of October, November we were going to, my husband was coming to spend the weekend with, and would have slept in my brother’s bed and I was going to join them and I was hit by this bomb, V-2 bomber thing. So I was in [laughs] I couldn’t go to Maidstone. So my husband went by myself to meet my parents.
CB: For the first time.
JC: I think he’d met my mother because he came, he came to my mother at Southend on my twenty first birthday when I was in sick bay for a different reason, and they had given me [pause] He had produced my engagement ring while I was in bed covered in, I had a series of boils, awful things all the way around my neck and I’d had them for about a year, and they were trying to do what they could to get rid of it in the sickbay. But they couldn’t and I was swathed up in all these bandages and my mother came on the train to celebrate my birthday and she met Gerry there and he gave me my engagement ring. There it is. There we are.
CB: Very nice. Yes.
JC: And [pause] so it was, it was so natural in a way. It was happening all the way around him.
CB: And people didn’t talk about what they did in the Forces.
JC: They didn’t talk about it.
CB: They weren’t allowed to, and they didn’t want to.
JC: And they weren’t allowed to. They didn’t have the time. They were so worn out. My father was head of the ARP and they met, we were about the only people who got an air raid, a decent air raid shelter, and we had it because our next door neighbour’s brother built the new County Hall. He was a big builder, and while he was building the big County Hall he dug the hole with his digger of our, of our air raid shelter and he built us a double deck, double brick air raid shelter in our, half in their garden, half in ours. Two doors. We were very posh. We had radio and we had electricity and, but my father came home from work he, we were, we were down there. We, we put our pyjamas on as soon as we came home from work and we went straight down and we had our tea down in the air raid shelter. My mother, of course women didn’t work so my mother, my mother looked after my father and all the people who worked for him. And as soon as my father had had his tea he became the air raid warden. So I mean he didn’t talk about, we didn’t talk about family.
Other: I think the horrors were so bad as well.
JC: Yes.
Other: People didn’t want to dwell on them.
JC: They didn’t want to. They used to say —
Other: They wanted a change in their lives.
JC: My, my brother’s friends, four boys came to Maidstone in 1939 when his father built the A20. Not the M20. The A20 over, over the hill, down into the Weald of Kent and he bought these, his four sons all at school. And my father saw the for sale notice on the house and investigated who was moving in. Met them and said, ‘I’ll be your grocer. I’ll take your cards from you.’
CB: Ration cards.
JC: The [Riccomini] family. I’d love to know what happened to the [Riccomini] boys because as far as I know only the eldest one, who had a cleft palate survived and I think my brother was, was very friendly with the second boy called Geoffrey. And I don’t know what the other two were and I wouldn’t have met them anyway but Geoffrey used to come and play in our garden, and was the same age as my brother. And to think that they could, my father knew the mother and parents. To think that he knew that there was a family losing three and his was one. It was—
Other: I see what you’re saying.
JC: I’m sorry.
CB: Very difficult.
JC: We’re getting off, aren’t we?
CB: Well, it doesn’t matter because the point in the background there is Maidstone is in the front line.
JC: Yes.
CB: Effectively closest almost —
JC: It was.
CB: To the continent.
Other: Well, it’s about —
CB: So to what extent did you suffer air raids there?
Other: [laughs] She was hit by one.
JC: Well, we didn’t really suffer any real damage but we did have an unexploded bomb come through the roof of our detached house and my mother ran. Obviously, it was in the middle of the afternoon. There were no men. My mother, when the men came home from work ran to the ARP post, and said that there was a hole in the roof and they sent, they sent a man, an ARP man to investigate and he went up inside the house on a ladder and he got stuck in the hole. In the, in the, he was a big fat man and he got stuck.
CB: In the loft hatch.
JC: And [laughs] he became [laughs] didn’t he? All our children remembered the second world war was the man who got stuck in the hole. We had, we had behind our house was a place called Vinters Park which was a big private place and was used as a war, as a hospital in the war and their guns came over in to our garden at the back. So we were very close to the, we had every night we slept when we were there. Even when I came home on leave we slept down in the, we had six bunks in our —
CB: In your air raid shelter.
JC: Mr and Mrs Shaw didn’t have any children so there was my mother and brother. We mostly played cards and sent the money to the Red Cross. But we don’t, I don’t remember that we talked about people who’d died that day.
CB: What about these, these were anti-aircraft guns.
JC: The?
CB: Anti-aircraft guns you are talking about are you?
JC: We didn’t meet them.
CB: No. You had anti-aircraft guns next to you.
JC: They were over the field.
CB: Right.
JC: In Vinters Park, and they came over. The men didn’t come into our garden but in 19 — before I joined the Wrens, that was July ’41 Detling Aerodrome which was a mile from our house was bombed by the RAF and obliterated.
CB: By the Germans.
JC: And my father was on duty that night at the top of the road called the Chiltern Hundreds, the public house and he, he had the road closed and they wouldn’t allow anybody to come over the road. Well, about 11 o’clock that night he, my father brought two men to our house. They were soldiers. They were men from the Royal Air Force Defence Regiment. It wasn’t a very, it wasn’t an active, it was [pause] then anyway, they’d come back from a day, they’d come back from holiday leave to find they’d no air, no, no air base left. Not allowed up on the road. My father brought them home and they slept upstairs in my father’s bed that night, and the next morning they went back on duty. And the following night they came and knocked, morning they came and knocked on the door and said, ‘Can we, can we please come and sleep again because we’re frightened.’ And my father said they looked it. And they came for about three weeks and my father said, ‘Yes. You can come and you can sleep in a bedroom in the house in the daytime and you’re to help the men dig the hole and finish off the air raid shelter.’ So these men built our air raid shelter. And that was the only contact we had with, with soldiers.
CB: Yeah.
JC: But they were all the way around us. So my brother must, my brother was down in that air raid shelter every night. Had to be. And they weren’t allowed, boys they weren’t allowed to go off to the cinema in the evening. I mean, you didn’t go out. You went in to the air raid shelter. And what he did I don’t know, apart from the fact that after I left probably somebody else came and borrowed a bed for the night. Any vacant bed was taken up and it was, it was busy. It was really, really busy.
CB: We’ll take a break there.
[recording paused]
JC: My husband.
Other: Just one second.
CB: Right. So where did you meet your husband?
JC: At the Royal Palace Ballroom, Southend on Sea. And it was, I’d been in the Navy then for, I met him on the 28th of April 1944, Saturday night. And it was only the second dance I had been to in the whole of the war and the whole of my service. We seemed to spend all our time working. And so I met my husband at the dance and he asked me for a dance, and I met him then. And he was, he had just arrived at HMS Westcliff. I had been there already since, I think the 4th of September 1942. So I had been there nearly two years. My husband was a year younger than me.
CB: And what did he do? What was he?
JC: He was, he was, he was a sub lieutenant in the Naval Coastal Forces. He tried to be in the RAF VR but he failed one of his. I don’t know which one it was, but he failed one of his tests.
CB: And when were you married?
JC: 31st of March 1945.
CB: Right.
JC: And that was arranged before my brother died and we hadn’t told my brother. That would all have been, I don’t know if, well I suppose of course my husband would have told his future brother in law that wouldn’t he? So my brother must have known, but we didn’t send many letters. I can honestly, I can’t remember sending many letters.
CB: So —
JC: We didn’t send many. Didn’t send many [laughs] we sent food parcels to each other [laughs] but we didn’t send much else.
CB: We’ve talked about the fact that what your brother John was doing that your parents didn’t seem to know about it.
JC: Yes.
CB: And you certainly didn’t know.
JC: No. I didn’t know.
CB: So, how was it that you learned about your brother John’s death?
[pause]
JC: But what I learned, I arrived home with my husband on the 6th. Let’s see. Yes. It took, it took twenty four hours for the news to get through to my husband so that would have been the 5th of January. And we travelled back. There was no over, no trains out of Burnham on Crouch in the evening so it was morning of January the 6th that we got the train to Maidstone. And my mother was sitting there with her sister in law, Auntie May who’d brought John up as a baby, and they were just sitting there on the settee next to each other. They didn’t, they didn’t even seem to talk. It was absolutely unbelief on their, on their face that this could really have happened.
CB: Then what?
JC: Hmm?
CB: So you got there and saw mother and aunt.
JC: Saw mother and aunt and then all the, all the family and friends came up. I had to, my husband had to go back the next day. They wouldn’t give him any more leave. I had. I was given seven days, because by this time I was already on, I’d already been shifted to the Royal Naval Hospital at Chatham for despatch. And it was the old Naval physical standard.
CB: So, when your parents knew about your brother’s death, Joy —
JC: Pardon?
CB: When your parents knew about your brother’s death.
JC: Yes.
CB: What happened next?
JC: Well, we heard that, my father got on the phone to the, to the vicar in Buckinghamshire and asked him to find out some news. This young curate, eighteen, nineteen, no he would be about twenty. Twenty years old. He went to Westcott and requested an interview and was told, they said they wanted a letter. Well, actually my parents were very happy when they got this letter which is dated the 9th of January. But what they didn’t know was that every one of that, every one of the aircrew got the same letter. I mean actually lettered the same letter. I mean this must have been the standard letter one or two because we’ve seen it mentioned in the New Zealand papers. So, my father, all the other members of the crew, the five members were buried at Westcott.
CB: At Botley.
JC: Nearby. My father arranged, my father was church warden of our church and he arranged that my brother would have [pause] my brother would be buried at, from the funeral in his own church. My parents were Christian. Church of England. I’d say fairly strict Christian people but were very good people. Very, very good people. They, all the way through the war they entertained next to the church. Our family church was the Kent Royal Regiment’s Headquarters at Sandy Lane, Maidstone and every Sunday we entertained soldiers. And these soldiers were collected at church. I think the word got around, ‘Go to church on Sunday morning and Mr and Mrs Wenham will invite you to lunch,’ because we had a procession of soldiers and my father would write letters for them, because lots of soldiers were illiterate. My father would write letters. My mother mended them their socks, knitted their things for them. So they, they were very good people. They weren’t [pause] how do you put it? I don’t think they showed their grief apart, my mother became very quiet. She, she must have talked to my father about it. She must have told to him she didn’t want to stay. And as soon as we’d married within a year they’d sold the business which was due to be, my father had always hoped that John would follow in his business but that was no longer possible. And they, they sold everything up and moved to Hastings. Although my father at that stage was only borderline retirement and he went on to work for a further twenty years, but he really didn’t know what else to do with himself.
CB: So after the, after the funeral.
JC: Yes.
CB: The funeral was in the church at Maidstone.
JC: No. No. The funeral in the church was absolutely full of people. There was standing at the back. We all went and there were six airmen who carried the hearse, and we all went by transport of some sort to the Maidstone Cemetery. The military cemetery attached to Maidstone Cemetery and we had another service at the graveside and we had the Last Post and it’s the one bit of music I cannot abide. But it was snowing. Snowing again. Afterwards we went back to my parent’s home and his close relations were there and our neighbours and people from the church and we all had afternoon tea provided by my mother. Two of the airmen came up to, to my father and said that it made life easier to know that people could be so sensible over the loss of family they, they just thought that the fact that my mother had baked all these cakes for them eased the problem. It didn’t, did it? But so they all came back and then the men, we’d no idea they, I seem to remember I didn’t speak to them an awful lot but I seem to remember that, that they weren’t close members of [pause] they weren’t colleagues. They didn’t actually know my brother. Perhaps they had a special job, ‘Your turn’s come up,’ you know.
CB: They were representing the RAF.
JC: RAF. Yeah. Representatives of the RAF.
CB: Were, were they ground crew or aircrew? Do you remember whether they were —
JC: The men? I’ve no idea. No. No idea at all. But they spent the whole afternoon and part of the evening with us. And we didn’t know. We had no idea. I think that my father must have known that the New Zealanders were involved, but apart from that I don’t think my mother and father knew anything about these airmen.
CB: The other five were buried at the —
JC: Hmm?
CB: The other five were buried at the Military Cemetery at Botley.
JC: Yes. Yes, and there are pictures.
CB: Oxford.
JC: In it. In Sue Chaplain’s book.
CB: So when did you find out details of the crash?
JC: Oh, well that was when I belonged, I joined the U3A in Luton about ten years ago, I suppose. And I joined the family history group because I’d got an awful lot of pictures and things of Maidstone and that’s my that’s —
CB: Did you —
JC: That’s Maidstone. London Road, Maidstone. Sharp’s Toffee Factory Headquarters. That was the Sports Club.
Other: That was a Sports Club.
JC: And that house was built by my great grandfather.
Other: That’s right.
CB: Now —
JC: There he is.
CB: Just —
JC: And there she is.
Other: Listen. Listen, Chris is saying something.
JC: Hmmn?
CB: Just quickly, just —
JC: Yes. So, that —
CB: You didn’t know from the end of the war, well January ’45, until ten years ago are you saying you did not know how the crash had occurred?
JC: No. No. No, it wasn’t —
CB: And —
JC: It wasn’t mentioned. And I, I believe I’m positive that my father and mother, or my father never knew that. How the plane had crashed. I think he would have talked to us, don’t you?
CB: Did, where, when your own children were born did that cause your parents to wonder how their son, your brother had died?
JC: I don’t somehow think it did. We weren’t [pause] we weren’t actually living close to them. But Christopher the oldest was born when my husband was in Germany and my husband didn’t see Chris until he was nearly eight weeks old.
CB: Right.
JC: Graham was born, and his father had just had a heart attack so myself and Christopher and baby Graham we couldn’t go back. We were, we were living with my father in law. We couldn’t go back there. We had to catch a train and go to Maidstone where my mother took over.
CB: But your parents weren’t prompted to recall.
JC: No.
CB: The death.
JC: No.
CB: Do you think they had —
JC: No.
CB: Accepted that they would never find out or they were pushing it to the back of their minds?
JC: I don’t know. I can’t think. I really can’t think what —
CB: I think we’ll have a pause there.
[recording paused]
CB: We’ve talked about your perception of your parent’s attitude and the fact that they didn’t really talk about it but when your parents moved up here to the Luton area and settled here they had pictures, family pictures in the house did they? And how did they explain that?
JC: My parents.
CB: Yes.
Other: Yeah. They didn’t.
JC: My parents never lived in Luton.
Other: Luton.
CB: Oh, they didn’t.
Other: No. We lived together.
CB: No.
Other: We lived together after my parents, my grandparents moved to Hastings. My father my mother and us moved to Somerset to his parents and we were born and brought up in Somerset. So they never lived, we lived together.
CB: Ok.
Other: In Somerset. My grandparents then moved to Somerset so the whole family were in Somerset.
CB: Ok. So, I’m trying to focus on the pictures that your, your parents, Joy had in their house.
JC: Well, they had —
CB: They had pictures of your brother.
JC: My mother’s, my mother’s brother in law, her eldest sister’s husband was a photographer. A private. Made his own, hung his own things across the —
CB: For drying them.
Other: Plates.
JC: The negatives. And developed his own, and this was my mother’s and she had another one and she was very proud of the fact that they were always taking photographs and putting them in this book.
CB: But what I meant was in the house.
JC: In the house.
CB: Did they have pictures and how did they explain?
JC: Yes. Inside the house you mean.
CB: Yes. And what, how did they explain the picture of your brother?
JC: I don’t, I don’t think they needed to explain because —
CB: If they were asked.
JC: Because my brother was so much a part of, of the tight little family that there was then in Maidstone.
CB: Yes.
JC: That we all attended all the family dos. My father wasn’t very happy about it because they would drink, and they would have a singsong around the, around the, around the piano but my father wasn’t very keen on that and neither was my mother. But we all met together and I think my father was, you would describe him as the steady one of the family wouldn’t you? He was the one who, who worked hard and bought his own house.
CB: Yes.
JC: And he bought his sister a house because she was a complete invalid and any family trouble they went to my father, and my brother grew up in that. They didn’t have to talk about him because he was part of it.
CB: Yes. I’ve got that. What I was trying to get at was after the war.
JC: Yeah.
CB: After the war.
JC: After the war.
CB: There would be pictures in the house and your children —
JC: There was always a picture of my brother.
CB: Yes.
JC: Yes. There isn’t one in my house because I decided that that we’ve always got our poppy and we always talk about him but I, we’ve got three great grandsons. Nine, twelve and twelve. And although they came to, they were there at, at the parish meeting. You know. The church.
CB: In North Marston. Yes.
JC: They came to them all but I was, I was delighted. The two didn’t come up from Bath because it was a long way. No, but my, Sue’s daughter brought Woody who is now twelve. He came and he was a good boy. He enjoyed it and he, he, you know, took part. But apart from that I think on the whole that we, we don’t talk about it but they all have four of these books.
CB: Yes.
JC: This is the first book one. And then each one. We did it because in 1986 my husband had to leave the Civil Service because he was a driving examiner and he was injured in three work accidents.
CB: Right.
JC: And couldn’t, couldn’t undertake doing eight or nine emergency stops every, every day.
CB: Yeah.
JC: And he worked for Brian’s family and, but we, we, I was having to make the decision to carry on working.
CB: Yeah.
JC: Because otherwise we, you know we couldn’t manage to pay the mortgage etcetera and it was, it was [pause] oh, I don’t quite know how you would explain it but we felt a bit as if we were the bottom of the pile. All our children were successful. They were all running their own businesses except for Richard in Canada who worked in a furniture store. But all the rest were very successful and we felt that our grandchildren were growing up thinking of us as these were poor relations down the bottom. We didn’t have this and we didn’t have that, you know. We didn’t have lots of things. And so I sat down not thinking in, in 1986, three weeks before Christmas I wrote that book in my lunch hour at work.
CB: Right.
JC: Straight on to the typewriter. Straight on to the photocopier.
CB: Yeah.
JC: At the Post Office.
CB: Right.
JC: We had no other equipment. And it was to try and show them that we didn’t all have all these wonderful trips to America. One of them had been off in Concorde. That we didn’t live that way.
CB: No.
JC: Ours had been a wartime struggle.
CB: Indeed.
JC: And of course there’s that, part of my book was about telling them about my brother.
CB: Right.
JC: So we, we put it in to print for them.
CB: Yes.
JC: And they’ve still got that book.
CB: Right.
Other: Treasure it.
CB: A real treasure.
JC: Reduce them by half.
Other: It’s lovely. A lovely book to read.
CB: Yes. So the reason I asked the question was because so many people after the war, veterans didn’t talk.
JC: No.
CB: About their experiences.
JC: No. True.
CB: And what happens is that grandchildren, children of the children, children don’t, direct children often don’t get the information but the grandchildren sometimes —
JC: Yes.
CB: Elicit the story from their grandparents. So that’s why I was asking about the picture.
JC: Every one of our grandchildren has taken that book to school, haven’t they?
Other: Yeah.
JC: And it’s as I say it’s only half this size.
CB: Yes.
JC: It’s —
CB: It’s A5 size.
JC: A5.
CB: Yeah.
JC: And they still produce it and on occasions and they take, all of them all of them have taken them into school and we heard from the teachers how helpful it’s been.
Other: Helpful.
JC: And Woody’s family, when he was leaving junior, infants [pause] Junior School to go to a Senior Academy they did turning Luton into wartime as an event.
CB: Did they really?
JC: With an evacuee section.
CB: Amazing.
JC: And he used to, he took our book, and they wrote a book for me. His class. Telling me about —
CB: About Luton.
JC: About what they knew about. Yeah.
CB: Yeah. It was a catalyst for wider.
JC: It’s been a real. I wish everyone would do it.
CB: Yeah.
JC: And it did help me. It did help me through going through the U3A. We had a wonderful tutor and she told us, I told her that I had got in the back of my book here the obituaries of my great grandfather, Mr Joe. And my husband’s great grandfather who was a wool merchant. A scrimmage man. And we got them printed from the paper and I showed them to her and in my husband’s book it said that Mr Colbeck’s background were mostly public ministers in the Methodist Church, but one of his great grandfathers fought at Waterloo. So she said to me, ‘Send your money to the Waterloo Society. Three pounds.’ I waited nearly six months for an answer.
CB: Did you?
JC: And the Waterloo Society Man said, ‘We’ve had a reply. Somebody would like to meet you.’ So I said, ‘Well, can I have their number?’ ‘No.’ she said ‘But you, can we give her your number?’ And I said, ‘Yes.’ And so I met my husband’s cousin. No. Yes. My husband’s second cousin. A lady in Lancashire where the family came from. Or Yorkshire. And they invited me to meet the family and I was the only relative left and it was incredible.
CB: Extraordinary.
JC: I don’t know. I can’t see that we can be any interest. Any, we haven’t got anything to tell anyone have we?
CB: People are very curious about their history.
JC: Pardon?
CB: People are very curious.
JC: Do you think so?
CB: About their history. Well, that’s why some —
JC: They are?
CB: Well, on the television there are two programmes based on finding out your history.
JC: Yes.
CB: Anyway, I think we’ll stop there. Thank you very much indeed, Joy.
JC: Yes.
CB: For a most interesting interview.
JC: Yes.
CB: To do with —
JC: Yes
CB: The air crash of John Wenham.
JC: Yes.
CB: And the loss of his life.
JC: Yes.
CB: In North Marston.
JC: Yes.
CB: In January 1945.
JC: You’ve got all the rest. It’s wonderful.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Interview with Joy Colbeck
Creator
An entity primarily responsible for making the resource
Chris Brockbank
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
2017-05-24
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
AColbeckJC170524
Conforms To
An established standard to which the described resource conforms.
Pending review
Format
The file format, physical medium, or dimensions of the resource
01:17:58 audio recording
Language
A language of the resource
eng
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Navy
Description
An account of the resource
Joy Colbeck was born in Maidstone, Kent and served within the Women’s Royal Naval Service during the war. Her brother, John, joined the RAF on the 28 of April 1943, qualified at as an air gunner in April 1944, before being transferred to an Operational Training Unit in October 1944 at RAF Westcot. It was here that he, along with the rest of his crew, crashed during a training exercise in January 1945. Joy goes on to explain that she doesn’t believe this affected her family very much, although she does state that people do not recall the war often, likely as they want to forget the experiences they had during it. Joy recounts several experiences of her own during the war, being a typewriter operator after volunteering at age 17. She served on board the destroyers HMS Whitehall and HMS Whitecliff, and the minesweeper HMS 01. She tells a number of anecdotes of her time during the war, including three stories of near-misses with bombs and machine guns. Joy was promoted to a petty officer before joining the Royal Marines at Bermondsey. She recalls meeting her husband during a formal dance at her naval base, but also recalls being incredibly busy during the war, an example being her husband having to meet her parents for the first time by himself as she couldn’t get the time off. Following the war, she believes that people did not talk about their experiences because they didn’t want to dwell on them and would rather move on. Joy continues to take part in memorial services, both Navy and RAF. As part of this, her mother, father, herself and her husband have all written books outlining their experiences during the war and she takes pride in her grandchildren knowing her story.
Contributor
An entity responsible for making contributions to the resource
Sam Harper-Coulson
Julie Williams
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Buckinghamshire
England--Suffolk
England--London
Temporal Coverage
Temporal characteristics of the resource.
1941-08
1943-04-28
1944-02-05
1944-03
1944-10
1945-01-04
11 OTU
air gunner
Air Gunnery School
aircrew
bombing
crash
home front
Initial Training Wing
love and romance
military living conditions
Operational Training Unit
RAF Westcott
shelter
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/755/10753/ACourtPR171211.2.mp3
f5adb26711d51c0b4874459a61b47524
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
Court, Percival Robert
P R Court
Description
An account of the resource
An oral history interview with Robert Court (b. 1924, 1728924 Royal Air Force). He served as a rigger and airframe fitter.
The collection was catalogued by IBCC Digital Archive staff.
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
2017-12-11
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Court, PR
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
CB: My name is Chris Brockbank and today is the, Monday the 11th of December 2017 and I am in Reading with Bob Court to talk about his life and times and starting with what are your earliest recollections of life, Bob?
PC: I don’t know. Being [pause] at a place called Organford where there were floods. My mother was sat with her feet in the water and nursing me. Then the old chap was going off to work and he left his Hunter watch on the bed head so I could hear it ticking. That’s my earliest memory.
CB: What did your father do?
PC: He was a post office engineer. Linesman.
CB: Whereabouts?
PC: Dorset.
CB: And what did that involve?
PC: Well, in those days the, during the winter months the snow would bring the lines down and they had to go and put them back up. So it meant travelling about all over the place.
CB: Right. And where did you go to school?
PC: Poole. National school. National Boy School, Poole.
CB: Any exciting times there?
PC: Oh yeah. I thought they were all exciting [laughs] Yeah. It was ok. I managed to keep to the top of the heap all the time so life was pretty, pretty easy.
CB: Did you develop a main interest?
PC: Woodwork, I suppose. I don’t know. My mother wouldn’t let me go to the Grammar School. They wanted me to go and take the exam. But my mother wouldn’t let me go.
CB: Why was that?
PC: Probably she couldn’t afford it. But in, in retrospect I say she probably saved my life.
CB: Because?
PC: If you’d have gone to the Grammar School you’d have been aircrew.
CB: Right.
PC: Not many of them survived.
CB: Right. Right. And what age did you leave school?
PC: Fourteen.
CB: Then what?
PC: Then what? Well, I worked for this furniture company. And then when I was old enough volunteered for the Air Force.
CB: Yeah. But first of all what did you do?
PC: What do you mean what did I do?
CB: Well, immediately after you left school what did you do? Before you went to the furniture company.
PC: I worked for a friend of a member of the family who had a radio business. And I suppose, I don’t know when I turned up, when they packed up. And I went to the Labour Exchange because I had a suit on I suppose they thought here’s a chap for the shop, for this furniture store.
CB: So what did you do in the furniture business?
PC: Well, repairing, French polishing. All sorts of things really. Selling it. Delivering it.
CB: You said you were interested in carpentry at school. So did that put you in good stead for what you were doing for the furniture company?
PC: I suppose it did in a way. Yes. I suppose it did.
CB: So were you an apprentice there or —
PC: Yeah.
CB: Right. And how long were apprenticeships in those days?
PC: This one was three years I think it was. Yeah. Three years, I think. Three years, I think. Three or four years.
CB: So, you were born in 1924.
PC: Yeah.
CB: And that meant that when the war started what age were you?
PC: Fifteen.
CB: And what reaction did you feel with the start of the war?
PC: Pretty good [laughs] I didn’t think we were going to lose. Never entered my head that we might lose. I didn’t realise how close it was but at the time no you wouldn’t. Never thought of it.
CB: So, this is when you’re working for the furniture company.
PC: Yeah.
CB: What did you do that was related to the war at that stage because you were too young to sign up.
PC: I did a bit of firewatching. We had to do that every night. Well, not one night a week at least. Then they started introducing payment so I did two nights. Sometimes three. It wasn’t very onerous.
CB: What did you have to do?
PC: Well, just keep a watch out for incendiary bombs because they were using a lot of those at the time. And put out any fires they might cause. Fortunately, in my area they didn’t cause any. So I was alright. Not bad at all.
CB: So what did they, what title did you have for that task? Fire watching. Was that ARP or what was it?
PC: No. It wasn’t ARP. Just fire watchers or something.
CB: Right.
PC: I don’t know. Who was it introduced it? [pause] I think it was Morrison, wasn’t it? Morrison.
CB: Herbert Morrison [pause] But what did you actually have to do in fire watching?
PC: Well, keep, keep an, keep your eyes open for any incendiaries that might land near you.
CB: I was thinking did you have a base to work from or did you walk the streets or what did you do?
PC: No. We had a room over a shop that we used to sleep in. And any air raids we’d go out and wander around the streets.
CB: Right. And you had a supervisor or who controlled what you were doing?
PC: Yeah. We had a chap who owned one of the shops. Well, he owned a chemist shop and he was the chap in charge. Yeah.
CB: So what did you find in there?
PC: Hmmn?
CB: You’re looking in your book. What have you got in there?
PC: Oh, I’m just trying to remember what was going on. The Dunkirk business.
CB: Well, we can come back. Let’s talk about Dunkirk then. So you remember Dunkirk in 1940.
PC: Yeah.
CB: What do you remember particularly about that?
PC: Well, when was it?
CB: Because you’re in Weymouth.
PC: Germany attacked Poland. No. I was in Poole then.
CB: Oh, in Poole were you?
PC: The Phoney War. Holland. The occupation of Denmark and Norway. The evacuation of Dunkirk. I remember watching soldiers coming in to Poole Quay on any craft that could make the journey.
CB: Right. When they landed then what happened to them?
PC: Tea, cigarettes, beer and food being given to the bemused troops. Pitiful to see them. Did not appreciate —
CB: What sort of state were they in?
PC: Not very happy. Glad to be out of where they were though.
CB: Were they upright, bedraggled or what were they?
PC: Well, they were a bit bedraggled but apart from that they were ok. Glad to be out of there. That was all.
CB: Yes.
PC: Yeah.
CB: So after that you continued with your fire watching.
PC: Yes.
CB: Did you join the ATC or —
PC: Yeah. Yeah. I joined the Air Training Corps.
CB: Right. And when was that? That was when you were what age? Was it at the time of fire watching?
PC: Yeah. Obviously [pause] when were the ATC formed? When was that?
[pause]
PC: Yeah. Herbert Morrison was the one who said all persons between sixteen and sixty register for fire watching duties.
CB: Right.
PC: So, I, they used to pay four and sixpence. Twenty two and a half pence per night. I didn’t earn much so I volunteered to do two and sometimes three nights a week.
CB: Yeah.
PC: Which helped my salary immensely.
CB: Can you remember what you earned when you were working for the furniture company?
PC: Yeah. Twelve [pause] twelve and sixpence.
CB: Did you?
PC: Or sixty two and a half pence.
CB: Yeah.
PC: Per week. The Air Training Corps was in 1941. And I joined in March 1941.
CB: The ATC.
PC: Yeah.
CB: Yeah. So, now you’re coming up to be old enough to join the forces. What made you join the RAF rather than the Army or the Navy?
PC: As I said, I couldn’t swim. And I didn’t like the brown jobs. They got too close. So, I thought the Air Force might be a bit safer.
CB: Right.
PC: Which it proved to be.
CB: So, what, what was the process then of joining up?
PC: I went to [pause] where did I go? I went up to Southampton I think. Volunteered.
CB: Did you go to Cardington as a start?
PC: Yeah.
CB: What happened at Cardington?
PC: I went to [pause] joined [pause — pages turning] Yeah. Cardington. Somewhere. I volunteered. It was possible to volunteer at seventeen and a half.
CB: Yeah.
PC: I did that in February ‘42. Volunteered for service as a flight mechanic.
CB: Right.
PC: Report to the centre of Southampton for a medical and attestation. Bear true allegiance to His Majesty King George the Sixth, his heirs and successors blah blah blah. Got the King’s Shilling in the form of a postal order.
CB: Oh, you did. Right.
PC: I was hoping to be given a shilling but they didn’t. They give me a bloody postal order. I should have saved it but I didn’t. So, I went to, and I was with the ATC at their Fleet Air Arm place at Sandbanks and I had to report to Cardington.
CB: Right.
PC: Yeah. Never been outside the county ‘til then.
CB: So, what did you do at Cardington?
PC: Got kitted out. Did some tests. We had to fill out, yeah fill out all these books. Tests. I was about to decide what we would do. Test booklets. Fill in name and number. Answer all the questions you could. Such things as mathematics, simple science, English diagrams to determine which way cogs might revolve around levers and pulleys operated. Seemed to go on for hours and days by the end of it. Afterwards when discussing with others how they thought they had fared I began to realise that not all of us were as well equipped as others. In fact, the lad I travelled with from Poole had found the exercise very daunting. Then we were interviewed by, about technical matters school, blah blah blah. Issued with uniforms and equipment. Everything. Dog tags and whatever. When all this was going on the, an airman came and called out your name. Gather up your kit and follow him. My friend from Poole was amongst us. ‘Where are you going?’ I asked. ‘I’ve been selected for the RAF regiment.’ Soon our numbers were quite depleted. We slept soundly that night.
CB: So, are you saying not everybody was accepted in to the RAF?
PC: They were accepted into the RAF but not in what they wanted to do.
CB: Right.
PC: Like this chap that came with me was put in the RAF regiment.
CB: Yes. So, what other jobs would they have put them into?
PC: Well, there was cooks.
CB: Yeah.
PC: All sorts of things I think. Different. Different. I’m trying to think really.
CB: But you’d been identified as somebody to work, you said earlier as a rigger.
PC: Yeah.
CB: Is that because you asked for that or they suggested that’s what you should do?
PC: Well, no. What happens, you were sort of all lined up and said, I would say about sixty or so of us and those who wished to be air frame mechanics to cross to the other side of the room. Not a soul moved. Didn’t know what he was bloody talking about.
CB: No.
PC: ‘Right,’ he said, said to the group, he said, ‘All those on the left engines. Those on the right airframe.’ That’s how I became a flight mechanic air frame.
CB: Right.
PC: That’s it.
CB: Was this chap a corporal or —
PC: It was better actually than the engines. I thought so anyway. And we went from Cardington to Skegness for square bashing.
CB: What else did you do at Skegness?
PC: Just the initial training. Marching up and down.
CB: Yeah.
PC: Cracking the paving stones.
CB: Yeah.
PC: Then we were —
CB: Was there any classroom work? It wasn’t square bashing all the time was it?
PC: Square. Well, most of the times. Yeah.
CB: And from there?
PC: Didn’t have any rifles so we had wooden replica rifles. Bayonet practice with pikes. Scaffold tubing with the bayonets welded on. Bayonet practice we charged at straw filled sacks on wooden frames and around again. We were encouraged to scream and shout the meanest of obscenities as we charged forward. Urged on by the instructors. In, out, Oh God, out the ground, left, right, right, oh dear. Oh dear. Unarmed combat was taught. Be invited to charge the instructor with a rifle and bayonet, and we’d be tipped ass over head in no uncertain manner. How we would fare in real combat was never really put to the test. The assault courses, climb wire, barbed wire, rope netting. Crossing streams and, oh dear. Did guard duty. We’d sit on the seafront with a machine gun on the beach. Wend our way through the mines laid on the beach, ropes and tape. The odd mine was clearly visible in the sand so one was apprehensive when going backwards and forwards. The Butlins Holiday Camp was used by the Navy as a training establishment. Given the name HMS Arthur. The camp was full of Naval though we never seen any in the town. They must have kept them away. Perhaps the authorities in their infinite wisdom kept us apart. Many lectures on various aspects of service life. We had medical officer of the dangers of venereal diseases. This was my first introduction to sex education. For me it was a rude awakening. The MO marched on the stage in the lecture room and held up an unrolled French letter which he announced was a condom. In my ignorance I only knew it as the more familiar name. They were sold sureptisously in barber’s shops where male customers would be discreetly asked if they needed such things for the weekend. He ran to great length about syphilis, gonorrhoea, associated with women of a dubious character. If we did succumb to these wiles we’d be marching with a standing penis and no conscience. Returned to a room behind the guard room where prophylactic treatment was available. This lecture was reinforced by an American film of soldiers frequenting a brothel and the resulting liaison in full colour. Various venereal diseases in all its ghastly forms. Pretty shocking to my young senses. What kept most men on the straight and narrow was the exception that women were to be respected. The ultimate way was that the man would marry a virgin and young women accordingly kept themselves chaste. At home sex was never discussed. It was taboo. But nevertheless there were plenty of innuendoes bandied about between Babe, Benny and some of the lodgers. I was a little naive to appreciate what was going on. Films and books were played down as part of any stories so as not to offend the sensors. Songs adhered to a strict code of practice. Some comedians like Max Miller sailed pretty close to the wind. A popular song of the day was, “Doing What Comes Naturally.” And that was how people were introduced to sex. To suppress our sexual drive a cup of tea or cocoa we drank was laced with copious amounts of Bromide. Also we were kept so busy with square bashing and PT at the end of the day we were too exhausted for such dalliances. That coupled with our meagre pay did not leave us much for entertaining the opposite sex. As the course progressed so did our fitness. Jack London was training for his fight would delight in picking out likely lads to spar with him in the boxing ring. Fortunately, for me being I was slight build I was not selected for this ordeal. We could not avoid the forced marches that were his pet items. Be paraded in marching order with small pack. Gas mask we had to march at a fast pace for about ten miles or so. Periodically we’d be halted for a short rest but Jack would prance about shadow boxing while we looked on in awe. And off we’d go again at almost a gallop. After six weeks or so of this intensive square bashing we were deemed to be sufficiently proficient in parade ground techniques and arms drill, armed and unarmed bayonet, to be referred to the next place of our training. Come of some use in the overall strategy of the Air Force. And then off we went. Went to —
CB: Where did you go next?
PC: Went to a place called Brindley Heath near Birmingham. Just outside Birmingham. And we marched up to the camp known as Kit Bag Hill surrounded by an eight to ten foot high wire chain link. This was number school, number 6 School of Technical Training. It would be our home for the next five or six months. So that’s where I went.
CB: So, at the Technical School this was specifically was it for the trade you were put into?
PC: Yeah. Yeah. Number 6 School of Technical Training.
CB: Yeah.
PC: Very desolate. Looked rather gloomy after Skegness. I was accommodated in one of many of the wooden huts. In the centre was a coal burning stove. Iron beds that telescoped to give a spacious look to the room. On each bed was three square shaped mattresses called biscuits. Pillow. Three blankets all arranged in a precise manner which we would get accustomed to making before going on parade in the mornings. A corporal was in charge of the hut and the weekly inspections of the hut ensured was spotless before he allowed us to go to breakfast. Woe betide anyone who entered the hut after he’d pronounced it satisfactory. Not only were the trainees RAF personnel but there were the Fleet Air Arm, Polish and WAAFs which added a degree of rivalry to us all. Each morning we’d parade outside the hut at 7.30 am. Headed by the station band we would march to the workshop to the strains of, “Sussex by the Sea.” We would mutter as we marched along in the darkness, “Good old Sussex by the sea. You can tell them all we know sod all of Sussex by the sea.” How’s that? [laughs]
CB: We’ll pause there for a mo.
[recording paused]
CB: So, the RAF called this site you’re talking about RAF Hednesford.
PC: Yeah.
CB: What did you actually do there?
PC: That was the —
CB: Brindley Heath.
PC: Yeah. First two weeks dealt with basic engineering practice. I did on occasion metal, metals used in aircraft production. Types of drills, screws, tools, heat treatment, corrosion. Main practical work involved filing a piece of mild steel about three or four inches square, a quarter of an inch thick. Dead flat and square. Both faces and all surfaces. At the end marks were attained in the practical theory and oral examination we continued with the course. Otherwise we were re-mustered into probably the RAF regiment. Perish the thought. Anyone with ninety percent could go on to the fitter’s course. Those with marks forty or less would be re-mustered. Only one of our entry was. Which was a hundred and fifty eight passed with high enough marks and one failed. And he had the, as he had had office experience in Civvy Street he was posted to the admin section as a Clerk GD. We were rather derisory towards him but he had the last laugh because by the time we had completed the course he had been promoted to corporal. So he did well. None of us were concerned about going on the fitter’s course which meant another ten weeks of training and many were anxious to join a squadron and actually service aircraft. Once the basic training was over we got down to the serious business of the flight mechanic’s course. Sixteen weeks of instruction, preliminary rigging, knots, lacing of wire and rope. Fabrication, application, doping and painting, carpentry, hydraulics, pneumatic, wheels and tyre maintenance, marshalling of aircraft. Procedures for the daily inspection. At first I’d been disappointed in not being successful in being selected as an engine mechanic but once on the course I found it so varied and covered such a variety of activities I was glad. Later in life it stood me in good stead. Once we were, similar routine with our spare time spent in the NAAFI. Occasional visits to the camp cinema. One film I recall was the story of that guy who sold his soul to the devil. Was it a warning? Also got initiated in playing cards. Not Whist, Rummy and Cribbage that I was reasonable in but Brag, Pontoon and Solo. We did not have a lot of money to indulge in these games and after being relieved of my meagre pay by the card sharks among us I became more cautious about getting too involved. The only game officially sanctioned by the powers that be was Tombola or Housey Housey. Less stressful and you were unlikely to lose too much of your money. Weekends we’d venture in to town with Walsall being one of the favourite places. Many thought I came from Canada. Due to my West Country accent no doubt. So I would say I came from London, Ontario. I was intrigued by the accents of these Black Country people as they were known here. Hednesford itself was a mining village. We’d often visit the snooker hall and local pub. The younger miners a little hostile to us as many would have liked to have joined the Services from what was a Reserved Occupation from which there was no escape. Hence their frustrations. Shall I go on?
CB: Yeah.
PC: My best friend, Bob Matthews, a Londoner and I was a bit in awe of him because he was very streetwise while I was just a country boy who knew nothing of the big wide world. As I lived in Poole it was much too far for me to go home on a forty eight hour pass and I stayed with him with his parents in London. Fabulous. They lived in Woolwich and his father was security officer at the Royal Arsenal. They had a small cottage inside the Arsenal as part of the job. You would say that this was the safest place in London. Bob had a regular girlfriend. Sylvia, I believe. And he introduced me to her sister Vera. This made a convenient foursome for us. Also, Vera was my first really serious girl. We used to write copious letters to each other even when I was posted overseas. However, when I was abroad for a long separation of course there was a cool off a bit and she met up with another lad. When I came home in 1947 we did try to get together but I was very unsettled and did not know what I wanted to do so we drifted apart. Compared with Poole, Woolwich and London in general was a wonderland to me [pause] Pubs such as Dirty Dick’s were so different from those in Poole. We would meet Bob’s mother in one and she would proudly show off her pride and joy to her friends. Christmas I spent at the camp not wishing to go home as I wanted to enjoy service life to the full. I withdrew my name from the list of those wishing to go home to allow the married ones a better chance of selection. Periodically we used to do guard duty. This involved being on duty from 6pm until 8am the next day. One did stints of two hours on and four hours off and we usually slept in the guard room cells. Some did duty on the main gate and others patrolled the perimeter fence. The shifts 12 to 2am and 2 to 4am were in my opinion the worst. I remember on one occasion falling asleep in the sentry box and nearly falling over as I slept. God knows what would have happened if the orderly officer had come around. Tell that the circulated camp was that Naval Fleet Air Arm types who assisted their mates to enter the camp after the magic hour of 23.59 by fixing their bayonets to the rifles. Pushing them through the chain link fence to form a sort of ladder. Coming up this way one of the bayonets snapped off. What was the outcome I never did know or whether it was true. Completion of the course in February ’43 we attended a passing our parade, informed of our postings, given a travel warrant and sent home on a weeks’ well-earned leave. We had previously been asked where we’d like to be posted and I opted for Ibsley near Ringwood. A Spitfire fighter station. Whether they did this deliberately to post you as far from the location desired I don’t know but I was posted to 1651 Heavy Conversion Unit, Waterbeach in Cambridgeshire.
CB: Right. We’ll stop this for a mo.
[recording paused]
CB: You mentioned the passing out parade from the end of your training. So how did that go?
PC: Well, the square bashing do you mean? After doing the foot drill.
CB: Yeah.
PC: Yeah. What did that involve?
CB: Yeah. When you’d finished your technical training you had your passing out parade.
PC: Technical training.
CB: Yeah. Before you were posted elsewhere. So what, what was the passing out parade?
PC: I can’t remember really. I think we just had to march past the CO and eyes right and off you go.
CB: Yes. And did they give you something in terms of certificate. Or —
PC: No. No.
CB: Families invited or anything like that?
PC: No. No. No. No.
CB: Right. And did you get a bean feast afterwards?
PC: A bean feast?
CB: A pub. Food.
PC: No. No. You were sent home on leave.
CB: Right. That was the reward [laughs]
PC: Yeah. Yeah.
CB: Yeah.
PC: Yeah.
CB: Ok.
[recording paused]
CB: So when you joined the RAF you were an AC2. How did the promotion go from there?
PC: Well, the next stage was AC1. And then LAC. Leading Aircraftmen. I think nowadays they follow the Army and they call them corporals.
CB: Well, I think they’ve still got LAC and SAC.
PC: Yeah. Have they?
CB: Senior Aircraftsman. So at what stage were you, did you become a Leading Aircraftsman? At the end of your technical training was it?
PC: After I’d been on the Heavy Conversion Unit for a bit.
CB: When you got on with it. Right. Ok. So you were posted to the Heavy Conversion Unit. That was at Waterbeach. So, what was your role there?
PC: Just —
CB: Because you are now technically what’s your description of your trade at that stage?
PC: I’m a flight mechanic.
CB: Right.
PC: Flight mechanic air frame. Yeah. Arrived at the camp at about [pause] it was quite dark. Reported to the guard room. Soon allocated a billet. Guided to the dining for a much needed meal. Quite bewildered. At the same time thrilled to hear the roar of aircraft engines as the planes were taking off from the airfield.
CB: What were the aircraft?
PC: Stirlings.
CB: Right.
PC: The airfield was about four miles from Cambridge. Only built during the general rearmament programme of the late 1930s. Officially opened in 1941. Earmarked to be a heavy bomber station. When I arrived it was equipped with the Short Stirling four engine bomber. I was a little disappointed to find that the unit was not on operational one but involved with the final training of aircrews before going on to an operational squadron. Stirlings were given this role because the Lancaster and Halifax heavy bombers coming on stream were far superior in Bomber Command in bomb carrying capacity and ability to fly at high altitudes. Stirlings had been designed in 1936 but its projected wing span of a hundred and twelve feet had to be reduced to less than a hundred to be accommodated in the hangars. This would seriously affect its ability to fly any higher than about eighteen thousand feet and was therefore more vulnerable to anti-aircraft and fighter attack. Its robust construction based on the Sunderland ensured that it would withstand serious battle damage. It was used successfully as the main bomber along with the Wellington. But as night fighter operations improved these losses were unsustainable. Stirlings last big operational roles was when it was used as a paratroop carrier. And the towing of gliders during D-Day and at Arnhem. It was at Arnhem that my brother Jim was captured and spent the rest of the war in a prisoner of war camp. My first day on the flights when I was introduced to these huge monsters towering above me left me a little awestruck by its sheer size. This was certainly a big aeroplane standing about twenty feet high. Twenty eight feet high on its huge ungainly undercarriage. My job as a flight mechanic was to carry out daily inspections. Checking the tyres, tyre creep, leaks from the oleo struts, free working of the ailerons, rudders and elevators and inspect for damage generally. Checking the cockpit. The operational controls. The most frightening task for me was the cleaning of the cockpit windscreen and windows. This necessitated climbing out of an escape hatch midway along the fuselage, walking along to the cockpit and then lying down to clean the Perspex windows. At first I would crawl on my hands and knees up the fuselage much to the amusement of the old hands. After a few days I became as blasé about it as they were and would quickly clamber along the fuselage ignoring the height above the ground. Refuelling held its dangers too. The training of pilot and co-pilot to successfully take off and land at night and to get the rest of the crew to operate as an efficient unit. Night flying was the norm for this work and on its completion usually about two or three in the morning one of the jobs was to refuel the aircraft so that it was ready for immediate take off. The Stirling had fourteen tanks in the wings holding over two thousand two hundred gallons of fuel. On a cold winter’s night this was a gruelling task. To hold open the nozzle to allow the petrol to flow in to the tanks hands and fingers soon became numb with cold. Accentuated by the high octane fuel. I’d not been there long when my turn for night flying duties. This meant being, among other things being on standby on the flight hut to answer requests from the pilot for a supply of compressed air. In night flying operation the aircraft would be doing circuits and bumps continued throughout the night. The small engine driven pumps which fitted to the aircraft could not maintain enough compressed air in the [floor cylinder] to cope with the continual application of the aircraft air brakes. After a number of landings and take off a cylinder would need replenishing. My job was to meet the aircraft on the perimeter, top up as necessary. Rather than wait in the cold flight for a call out many of us would join the aircrews with a fully charged air cylinder and enjoy the thrills of night flying. Sans parachute I might add. When the top up cylinder was empty we would leave the aircraft. Turn to the flight and have to wait for the next call. At the end of the night flying the next task would be to meet the aircraft on the perimeter. Guide it to its dispersal point on the flight. On my first occasion the duty corporal took pity on me and told me he would delay my introduction to this task as long as possible. Whether he doubted my competence I know not. There was suddenly a flurry of activity and with the phone ringing continuously, airmen gathering up torches and disappearing into the night I found I was the only one apart from the corporal left in the hut. The phone rang and he reluctantly handed me two small torches and told me to guide G-George to its dispersal point with some brief warnings of the possible dangers. Out I ventured in the total darkness to meet this huge monster towering above me on the perimeter track. Along with my two torches waving them in the prescribed manner I gradually brought the aircraft with its roaring engines and red hot exhaust to its dispersal point. Now came the tricky bit where it was necessary to turn the aircraft in a complete circle on the frying pan to be ready for refuelling. One had to be careful to keep in full view of the pilot. Not to stumble or trip otherwise one might be run over by the tail wheels as the aircraft turned around in the tight space. With heart thumping and nerves frayed I managed this without a mishap. I’ve often wondered if the pilot ever thought how vulnerable the poor ground crews were when carrying out this type, this operation. Back in the flight hut I don’t know to this day who was more relieved. Me or the corporal. Periodically, as well as doing a guard duty on the main gate on the perimeter of the station we also had to do a kite guard. Kite being slang for an aeroplane. For this duty one would have a couple of blankets, go to a designated aircraft and spend a night guarding the aircraft. I cannot recall whether we were armed or not or how effective the guard was is debatable. Whenever I did this duty I would spend the time exploring the aircraft, playing the various roles of bomber crews. I imagined I would assume the duty of the pilot, co-pilot, flying over Germany and the North Sea to the target. When tiring of this I would then take on the role of the bomb aimer. Lie down in his position in the front at the front and guide the plane and drop the bombs. Other roles would be front, rear and mid-upper gunners. Sitting in their turrets and shooting down enemy fighters. Although I fantasised playing these roles I never felt I would be suitable as an aircraft member. Aircrew member. Partly as I did not consider my education, background good enough at the time. Aircrews were recruited from the universities and Grammar Schools and my basic elementary schooling was not good enough. As war progressed and a shortage of suitable candidates became apparent particularly for the flight engineers. I would probably have been acceptable. By this time I’d retrained as a fitter and was quite happy in that role. For sleeping there was a foldaway stretcher located in the fuselage but sleep was an uncomfortable experience, climbs in the aircraft on a cold winter’s night. And equally so on a hot summer’s night. At 6am in the morning loud banging on this aircraft would awaken one and you would stagger off to the dining hall for a cup of tea and an early breakfast. But the ordinary perk was the cooks were generally sympathetic and generous at that hour. I had not been at Waterbeach long when it came apparent getting around a camp site, a bicycle was required so I wrote home and asked my mother to send my bicycle to me. She did. Registered. And I was mobile. A cycle was as essential in those days as a car is today. Visits to Cambridge and the local villages was easily accomplished with the minimum of effort. This being the fen country it was very flat. Very few hills to negotiate. This part of the country was ideal for the location of bomber stations so that although heavy laden to take off safely. Cambridge was a beautiful city with its many fine buildings, colleges and the River Cam running through it and I spent much of my free time exploring its many features. Cambridge being a university with its teaming population of undergraduates I found it difficult in coming to terms with. I was brought up to the idea that one had to get out to work and earn a living as soon as possible. My mother did not encourage one in the value of education. In fact, by her intransigence she discouraged me from taking the entrance to the local Grammar School. At the time, 1943 Cambridge was full of American servicemen and I’m afraid us poor erks could not compete either financially for the favours of the local girls. We had to be content with the NAAFI, Toc H, Sally Ann, for entertainment. Plus the cinemas. I remember there was some trouble when some time expired servicemen returned from their tour of duty in North Africa and many confrontations occurred between the two factions. I found it more expedient to stick to the village and Waterbeach itself than get involved in any trouble. My father died in November ’43. Flight Sergeant Mills took me under his wing and helped me through the trauma and he often took me to the British Legion club in the village where he was a much respected and popular friend. As spring arrived the hours of daylight increased. The trainee aircrews were required to wear goggles with dark lenses in order that flying hours were maintained. The runways were illuminated with sodium lights to complete the illusion of night flying. This almost around the clock flying put quite a strain on the servicing ground crews. But with the increasing aircraft production losses of aircrews by enemy action it was necessary to maintain a flow. One day while working on the flights [unclear] came and said anyone would like to retrain as a fitter 2. This was an upgraded group 1 in trade structure in the RAF was highly regarded as it opened up the route to promotion. I asked when mine would be likely to be selected, know if to be selected and how that might be. He told me it would be several months before it would come about. Thinking to myself it would get me off the flights for the winter months I put my name forward. Rather than months, a couple of weeks later given a weeks’ leave and told to report to Number 1 School Of Technical Training at Halton to begin a fitter’s conversion course [pause] on the 2nd of July 1943. Number 1 School of Technical Training, RAF Station Halton. Halton was the home of the boy entrants in the RAF and affectionately known as Trenchard’s Brats. The terms of service was to fulfil twelve years of service from the age of eighteen when the option to sign on for a period if they so desired. The apprenticeship was four to five years duration and they seemed to be the cream of the tradesmen and indeed they were. The war was a Godsend to that force with the rapid expansion of the Air Force. Many were promoted to high ranking position both as officers and senior NCOs. So they did well. Volunteers and conscripts like myself after completing a flight mechanic’s course the period on the squadron required to do a conversion course of fourteen weeks to be brought up to the required standard. I think I was the youngest and certainly the lowest in rank at AC2, Aircraftman Second Class. Many were LACs, Leading Aircraftsmen with several years service to their credit. RAF Halton near Wendover in Buckinghamshire was situated uphill from the town. Every day we would form up on the square, march to the training workshops. The Brats would lead the parade with the mascot of a goat, a goat and the station band at the head. The Brats were distinguished by wearing cheese cutters. Peak cap, with a chequered brim on the edge whilst we wore the Glengarry type of head gear. One of our entry also wore a cheese cutter as he had had the devil’s own job to convince the RAF police that he was not a Brat. One night on the town he had been an aircrew member and lost all his hair as result of some trauma and had permission to wear the cap to avoid embarrassment. The course, like the flight mechanic’s was fairly intensive dealing with basic engineering, metal repairs, hydraulics, minor and major inspections. A lot of instruction involved American aircraft such as the Kitty Hawk, Tomahawk and the methods used in the servicing of these aircraft. Weekends we could not obtain a pass we were expected to take part in some sporting activity. The skivers among us would often choose the cross country run over the hills and through the woods down to Tring. At some convenient spot we would hide, enjoy a crafty smoke and wait for the main pack and rejoin them for the return to the camp. Those who declined to take part in any of these activities would find themselves detailed for spud bashing which involved the peeling and removing the eyes from the potatoes. Halton was conveniently placed near London. And weekends we could spend in the city. We used to stay in the YMCA hospital, hostel at Westminster. Therefore we’d be taken by bus to a section of the underground not used by the railway. Here three tiered bunks were provided at a shilling. 5p per night. You took pot luck as to who your fellow borders might be and hoped they would not be too drunk or awkward. Other times when I stayed in camp I would explore the local towns of Aylesbury, Rickmansworth, Tring etcetera. During wartime these were pretty boring places to be for a serviceman as with beer in short supply unless you were a regular you could not hope to get served in any pub. Whilst at Halton the forty third intake of Brats came to the end of their course. We were all given a forty eight pass and told to leave the camp or stay at our peril. When we returned to the camp we’d seen why we had been told to get out. The place was in a shambles. Beds and mattresses hanging from windows, forty free entry signs daubed on walls and general mayhem everywhere. Apparently it was a tradition that on the completion of a course the Brats were given a free hand to celebrate their final days at Halton. The new entry would have the job of cleaning up the ensuing mess. Which gave them the incentive that they could do better when they completed their course. However, when we finished the privilege [pause] however when we finished the privilege was not granted to us. I completed the conversion course and now fitter 2A still with the rank of AC2. This gave me an increase in pay and I was now in group one of the trade hierarchy of the Air Force. Sent home and then posted back to 1651 at Waterbeach.
Other: A rest.
CB: I think we’d better stop there. Thank you very much.
[recording paused]
CB: We’re taking a pause now because Bob’s getting a bit tired. We’ve got to the stage where he’s returned to Stradishall and there’s a lot more to be covered in the later part of the war and afterwards in the Far East. So we’re going to reconvene. Much of what he’s been speaking about he’s got directly from his own book, “Stirlings, Sentinels and Dakotas.” So, more later.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Interview with Percival Robert Court
Creator
An entity primarily responsible for making the resource
Chris Brockbank
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
2017-12-11
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
ACourtPR171211
Format
The file format, physical medium, or dimensions of the resource
00:57:38 audio recording
Language
A language of the resource
eng
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
British Army
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Bedfordshire
England--Cambridgeshire
England--Buckinghamshire
England--Staffordshire
England--Lincolnshire
England--Skegness
England--London
Netherlands
Netherlands--Arnhem
Description
An account of the resource
Percival Robert Court joined the Air Training Corps in March 1941, volunteering for the Royal Air Force at the earliest age of seventeen and a half. Training at RAF Cardington, he became a flight mechanic. He then moved to Skegness to continue into formal training, including lectures on sex education and venereal disease. He states that sex was never discussed and that it was taboo and rumours they were putting bromide in the water. Alongside this, he outlines several examples of social meetings within the base staff, including shared songs and daily prayers at RAF Hednesford, as well as when his father died in 1943 and he relied on his wing commander to help him through the tough ordeal. He then recounts his training and experiences at RAF Hednesford, explaining the very high marks that were required to continue on his mechanic course as well as commonly having to take guard shifts and night operations. Percival was posted to Heavy Conversion Unit 1651 at RAF Waterbeach, of which he then outlines his daily required workings and several experiences with Stirlings and Lancasters. He also sets aside time to remember his brother, who was captured at Arnhem, being imprisoned for the remainder of the war. Based at RAF Halton, Percival took a course that allowed him to be promoted, as well as higher pay, learning information about American aircraft and spending his weekends in wartime London. When the war came to an end, he was given 48 hours to leave the base and no celebration. Percival Robert Court believes his mother saved his life by not letting him go to a grammar school, explaining that if she had, he would have died in an aircrew.
Contributor
An entity responsible for making contributions to the resource
Sam Harper-Coulson
Julie Williams
Temporal Coverage
Temporal characteristics of the resource.
1941-03
1943
Conforms To
An established standard to which the described resource conforms.
Pending revision of OH transcription
1651 HCU
civil defence
dispersal
faith
fitter airframe
flight mechanic
ground crew
ground personnel
Heavy Conversion Unit
Lancaster
mechanics airframe
perimeter track
prisoner of war
RAF Cardington
RAF Halton
RAF Hednesford
RAF Waterbeach
Stirling
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/792/10773/ADavisAW180116.2.mp3
6f54de70999539d29257311a60350c69
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
Davis, Alan William
A W Davis
Description
An account of the resource
An oral history interview with Alan William Davis (1922 - 2021, 425834 Royal New Zealand Air Force). He flew operations as a wireless operator / air gunner with 75 Squadron.
The collection was catalogued by IBCC Digital Archive staff.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-01-16
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
Davis, AW
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
GT: This is Tuesday the 16th of January 2018, and I am at the home of Alan William Davis, born 25 July 1922, in Rangiora, New Zealand, RNZAF wireless operator/air gunner, NZ 425834, Warrant Officer, near Amberley, Christchurch, in New Zealand. Alan joined the RNZAF in 1942. He trained in Canada and joined 75 New Zealand Squadron at Mepal, in March 1945. He completed nine operations, three Manna drops, three Exodus and several Baedeker trips, then moving to Spilsby in July for Tiger Force training. Alan returned after war’s cessation and, to New Zealand, in December of 1945. Alan thank you for welcoming me into your home. Can you give me a little bit of your memories of why you wanted to join the Air Force and where you did your training?
AD: Well mainly I think I had the choice of either the Army or the Air Force, I decided to go in the Air Force, but I also did three months in the Army, beforehand.
GT: Where did you join up and where did you do your training in New Zealand?
AD: Went up to Ohakea for a start, in the Air Force Defence Unit, and then we went to Rotorua, to learn wireless, Morse Code and so forth. Then unfortunately I had to have my tonsils out and I didn’t go with the group that I was supposed to, to Canada, I didn’t go till three months later. So I only ever saw one of the original group I was with, in England.
GT: Whereabouts did you do your training in Canada?
AD: Calgary and then we went to Mossbank, for gunnery.
GT: So you did a mixture of the wireless operator and gunnery training, and effectively you -
AD: Yes. The Bolingbrokes and such like.
GT: Became a wireless operator. What was the Bolingbroke like?
AD: Oh, they weren’t bad, course everything was covered in snow then. It was quite interesting, I was quite good at shooting.
GT: Excellent. Did you get excellent?
AD: Well I come third out of about four hundred with competition with all different weapons, machine guns and revolvers and some others.
GT: And then once you’d completed your training, you sailed across the Atlantic to England. Eventful? Did you, any German submarines around?
AD: No, the boat went on its own, it wasn’t in a convoy and I was on the rocket guns. What I was supposed to do I don’t know, [chuckle] but they got me on those and we arrived. It was Isle de France, the boat we went on. Don’t know what happened to it later on, I think it burnt, caught fire in the harbour somewhere.
GT: And that was a luxurious cruise ship, wasn’t it. When you arrived in England they put you on to training units and you crewed up, that was -
AD: No, they didn’t, we went down to Brighton, and was there for a while and then they shipped us up to the North East coast of England, I can’t just remember the place, because D-Day was, getting ready for that. When we come back, everyone, and we crewed up and went to Westcott and Oakley and Bottesford for conversion.
GT: Yep. Your log book here has you at 11 OTU in the July and August, September of 1944. Can you remember when you crewed up? How did you meet up with your skipper and your other?
AD: Oh, we were just lining up there and the captain was sort of, the skipper was more or less picking the chaps he wanted. We had about one, two, three, four; started from the original one, the other three, the flight engineer, the bomb aimer - we were a bit hard on bomb aimers - ended up four of ‘em, and the mid upper gunner, he was changed.
GT: I see you did all your training on Wellington aircraft here, and your final tally and summary at Oakley, Westcott and 11 OTU all together, a total of eighty seven hours there. So from there you moved on to your Heavy Conversion Unit, so can you tell us a little bit about your movement to Lancasters from there?
AD: Yes. The first time we went up in Lancaster with the instructor, I looked out the left hand side and I saw two engines stopped. I looked out the other side and there was another one stopped: was flying on one engine! Saying don’t be worried, it was, still fly on one engine! Bit nervous for a start. [Chuckle]
GT: The pilot was stopping an engine for?
AD: Yes, just more or less showing our pilot that the plane was quite safe on one engine.
GT: And that was at Bottesford, 1668 HCW, HCU RAF Bottesford. And you were there from the beginning of December ’44 until the end of February ’45.
AD: Yeah. About six weeks longer than we should have been because bomb aimer trouble, one didn’t return.
GT: He went away on leave and didn’t come back.
AD: No. Waited round for weeks, they gave us a chap who’d already done a tour and he absolutely had the DT’s. He was shaking and hard to understand so after a while they took him off, gave us another one, he was quite good and then he got wounded on our fifth bombing trip, had to replace him.
GT: Gosh. From your HCU did you have a choice of where you were going to go? What squadron?
AD: No, they just, I can’t remember, I think we just went to 75.
GT: And your first flight, and first indeed operation, was on the 6th of March,1945.
AD: Wing Commander [indecipherable].
GT: Wing Commander [indecipherable] was your skipper, as wireless op, you finished and did there all the trips as a wireless op I see. So your first war op was the oil refineries at Salzbergen. Any trips of yours eventful were they?
AD: Yes. The fifth one where the bomb aimer was wounded, we lost, we had a bit of problems with the engine, wouldn’t hold, the inside left engine wouldn’t hold its revs. We went to briefing and the flight engineer said we’d take the, the engineer in charge or something said we’d take the spare aircraft. And when they finished briefing they said well they changed all the plugs on the original plane on the offending engine, so we took it. After we got over the English Channel a bit it started to misbehave, I thought was going to jump off the wing it was jumping around that much. Was misfiring so we had to feather it and then we had a discussion amongst the crew whether we’d drop our bombs and go back home or carry on, so we all agreed to carry on, but of course had to find our own way to the target, cause we couldn’t keep up with the others.
GT: It was successful in the end?
AD: [Indecipherable] Of course we got shot up, we saw three of our own planes shot down, we didn’t realise they were our squadron, till after we got home. One of the crews shared our hut. Some of them parachuted, pilot and the flight engineer they were down, watched it go all the way. Wasn’t on fire, it wasn’t smoking, it was just going like that, all the way down.
GT: Weaving from side to side.
AD: Went down. Splash of flame. Counted them as they jumped, there was five of them got out. There was one of them got there ready to jump and realised he had his parachute.
GT: What was the normal procedure if the crew was lost or missing? Did someone come in and collect all their belongings?
AD: Yes, it happened to us twice. The other crew, they crashed in training at Bottesford, and we heard them talking on the intercom, you know, like the what’you call it? The?
GT: Control tower?
AD: Control Tower, yeah. Evidently he wasn’t, the pilot wasn’t too good at night vision; he was trying to land too high. They told him to go round again. We got in and landed and were standing out on the runway waiting for the truck, saw this, saw this great flash of flame about three mile away, then the boom! When we got back to our hut the service police were there getting all their belongings.
GT: Just a training flight, too. So you completed nine war ops in total. Was any one of them outstanding in your mind?
AD: Just that one where we got shot up.
GT: What were you shot up by?
AD: Anti aircraft. Crack! Crack! Boy!
GT: You remember it.
AD: I remember it, getting closer and closer, you could hear them. When we went there we didn’t think we’d get through there were that many puffs of smoke about our height, there’d be be an odd one or two, all wee bit higher and off a bit, but boy, they were, they were thick.
GT: So you also carried out, and were part of, Operation Manna and were you briefed on what that was all about and what was to happen when you got there?
AD: The food dropping? We probably were but I can’t remember anything about it, really. Just except the flying there.
GT: And you were told that the Germans wouldn’t be shooting at you at all?
AD: Well, you don’t want take any risk, we’re supposed to come in at certain heights and get out soon as we dropped it, no buggering around, but we went down to Italy, I’ll tell you about that. Lucky we’re here!
GT: Oh well tell us about this trip, the trip to Italy, which one was that?
AD: [Laugh] No. That was after the war!
GT: Okay, so the Operation Manna stuff, you were told later on that it was to save the starving Dutch people.
AD Yes, we probably knew from the beginning, yes. Of course a lot of the country was flooded: the Germans opened the dykes and that. We’d see these dykes going along and just dirty water covering all over, see people walking along the banks.
GT: You predominantly did day sorties and I see you did one night.
AD: We did a pre run of it.
GT: What was the difference for you? As a wireless operator, no difference between day and night, did it matter?
AD: Well night was a bit creepy, see a few things going past your window. Night time, cause day time have a good look.
GT: Time to get out the way. Did you have any aircraft above you, that could have dropped a bomb through you or anything?
AD: No, the strange thing about those two planes just out from us, cause what happened, the, when we couldn’t keep up with the squadron, we just went, because DH bombing we just went straight to the target and evidently the others, they were a bit ahead of their time, so they did a dog leg and they come in like that, we were here and couldn’t actually see their letters, see what was going on, one just dropped his bombs, beautiful line! How the hell he got them in line, you know, just the little one, big cookie on top, and the next thing they disappeared and the plane just completely blew to pieces, just like confetti. And then just a short while afterwards, another one, the engine dropped out of. The engineer was [indecipherable] I remember calling out the rest of them and saying the propeller was still going round, suppose they hadn’t used up the fuel yet, then the wing come off and down he went, and then shortly afterwards that other one started going like that and they were jumping out of it.
GT: And you said they were all 75 Squadron.
AD: Yeah. Three of them. That book I’ve got there shows that the planes above dropped [indecipherable] there dropped the bombs must of went off when got hit by a shell or what, cause bombs, they’ll explode just dropped out of a bomb bay on the ground! Real disaster one place there, three people, blew the plane to pieces and about nine others were destroyed.
GT: Was this at Mepal?
AD: No, no another aerodrome.
GT: You’d been told about it?
AD: No, read about it recent.
GT: It certainly happened. Now, you also managed to do some prisoner repatriation.
AD: Yes, we did four of those.
GT: Guys were pretty pleased to see you, weren’t they.
AD: Yeah, Juvencourt I thought, I actually bought a map in Paris when we were there this last time, so I could find out where Juvencourt was, I just thought it was not far inland, but it’s quite a far way, but I can’t find the map.
GT: Short way by aircraft, isn’t it. Just a point of note, the supply dropping sorties, your aircraft did, your crew did: one was Rotterdam and two was The Hague. And then from there you did a mixture of Juvencourt to Tangmere, and also the Baedekers, the post mortems, and that bit of Army co-op bit of variation. What was the Baedekers about?
AD: Oh, they used to go up the Ruhr valley, take the Air Ministry staff and that, most of them looked out the window to start then a bit seasick [chuckle] and then flight engineer used to carry a tin, treacle tin and he called it the tin-rin-tin-shitin. Remember, I don’t know whether you remember just about the wartime there was a thing on the radio about Rintin this wonder dog, that’s how he got the name and he was busy passing that between the different people. [laugh]
GT: Crazy, well your last time on 75 New Zealand Squadron was pretty much the end of July. Your total hours by day were over twenty two hours there, so you did a fair bit towards the end there, especially when there were so many crews vying for flying wasn’t there, must have had so many there, and obviously the war in Europe had finished so you were then shifted to Spilsby.
AD: Well we had to volunteer, an all New Zealand Squadron.
GT: British, Australians and Canadians left.
AD: Yep. Mac MacDonald, Flight Lieutenant.
GT: So you volunteered for that; you were asked directly?
AD: Yes, volunteered for it.
GT: Okay, so your first flight, Lancaster-wise, from Spilsby, 3rd of August, mixture of cross country and formation flying and you also managed a couple of flights here, three at least, in the new Lincolns, the white Lincolns, 75 New Zealand Squadron had three delivered to them by the time VJ Day came around so, they were taking them out to the Asian theatre. What was the Lincolns like compared to the Lancasters?
AD: Well, it was quite longer wingspan, wings, when it was flying about like that, when it was [indecipherable] it was the Lancaster that stayed [indecipherable].
GT: Was the wireless equipment upgraded for the Lincoln?
AD: Nah, I think it was much the same.
GT: Didn’t affect you much between the two types of aircraft.
AD: I think we were the last ones to fly, 75 Squadron in England. [Indecipherable] and us, we went down to farewell the Troop ship.
GT: The Andes?
AD: Andes. Actually it’s in one of those things there: we’re the bottom one.
GT: You’re the second plane in that picture?
AD: If I hadn’t have gone with our crew I would have gone with [indecipherable] because he asked me to be his wireless operator, but unfortunately we went to Berlin and the same thing happened: our crews went. So I went with our crew.
GT: So that was your last flight was 23rd September 1945 in the Lincoln, and it was AA-A, based Southampton, that was for the Andes overflight. But I see further up here just before that, on the 19th of September you talked about the base to Bari in Italy trip.
AD: Nearly ended up in disaster!
GT: So what was that about?
AD: Well, we saw this [indecipherable] farmer ploughing with two horses, so dived on them, I can see the old farmer now, shaking his fist, and he was hanging on to the reins, and the horses went faster and faster and finally they bolted. He went along low flying in the countryside, big high tension lines there and he was having a discussion with the flight engineer and he saying well we’ll go over these or will we go under and last moment he pulled up and hit one of the wires. Didn’t believe us for a start, I saw it, cause I saw the inflight and the rear gunner said yes, you’ve cut them. But, so then they started wondering what the hell they were going to tell the engineering staff because the propeller would have a mark on it. Sure enough, when we landed there was quite a gouge out of one propeller blade it the long bit. Lucky it wasn’t the big heavy cables, was the lighter ones we hit.
GT: Brought you down.
AD: It would have brought us down.
GT: Well, so that pretty much is, was the end of your flying of World War Two there.
AD: I think that was the last flight of 75 Squadron in England.
GT: It would have been.
AD: Almost certain it was.
GT: 23rd of September 1945.
AD: We left the next day I think. We broke up the next day or something.
GT: You left everything sitting at Spilsby.
AD: Pardon?
GT: Left all the aircraft sitting around at Spilsby.
AD: Yes, well, shame, specially all those herring gutted Lancasters they used to carry those twenty two thousand pound bombs. One place, I think it was Spilsby, there was quite a few of them there.
GT: Grand Slams.
AD: Yeah. All they were real odd looking cause they had no bomb doors, they just sort of come up and went along and down.
GT: You guys weren’t flying those.
AD: No.
GT: They were just sitting there.
AD: Yep.
GT: 100 Squadron, 207 Squadron were flying from there. The Spilsby Monument, Memorial, has a mention of an armament crew that were blown up at the bomb dump there. Did that happen when you were there? But, so how did you get back to New Zealand then if the Andes had already gone? Did they put you on another ship?
AD: Yeah, Montcalm, there’s a photo down the bedroom of it. It did a sort of odd course, it brought quite a few British soldiers out to Suez and then it went back to Taranto in Italy, I thought it unloaded them there, or did something, pick some others up and then come back to Suez and then went through the canal, you know, picked up quite a few New Zealand soldiers on the other side.
GT: And when you got back to New Zealand did you demob straight away or you on the Reserve?
AD: Yes, we just went off, well I went on leave. Reserve for several years.
GT: You weren’t called up then?
AD: No, didn’t get called up.
GT: And you’ve been a farmer all your life, is that right?
AD: Actually I declined any assistance and filled in the form on the ship there, and then one of my, brother-in-law said you bloody fool fella, so I applied and I went to about four or five farms and finally found this place.
GT: How many acres did you have in the end?
AD: Five, it was five hundred and forty five. Another chap on, he went away on the ship and came back on the same ship as I did, Harry Denton, I didn’t know him then, he got the other half.
GT: So how many sheep and cattle were you grazing on a that kind of size?
AD: Oh, I had over a thousand sheep. I had up to two and a half thousand at one stage and then we had quite a lot of cattle and calves. Interesting reading through my old diaries, see I used to keep diaries.
GT: How old will you be next birthday?
AD: I’ll be ninety six.
GT: Ninety six, ninety seven, ninety six?
AD: Or more, I don’t know, it’s a bugger since my legs have started going on me, I started wearing that, up there, oh there, that riding helmet, save my head a bit [indecipherable] you feel a bit of a flash sometimes, just lasts a moment or two.
GT: So at your grand age now, you’re still mucking about on the farm and here we are in Amberley, New Zealand in mid January and the temperatures are rising to close to thirty degrees Celsius, which is pretty wicked here this time of year in New Zealand.
AD: Yes, I know.
GT: Alan, it’s a pleasure again catching up with you and thanks very much for talking to me and this will, an interview going to the International Bomber Command Centre’s Digital Archives and you’re certainly a part of Bomber Command and you having completed operations, Baedekers, Mannas and Exoduses, you did the whole bunch really, that was pretty awesome.
AD: I had quite a good career, lucky with, we did crash a Wellington, went off the runway into a ditch, petrol running everywhere and got out at t a hell of ate and I got into trouble because I didn’t grab the secret code books, well I couldn’t see, was pitch dark and the poor erk that was riding a bike round the perimeter, he was the only person I’ve ever seen who was incoherent, he was babbling away and couldn’t hear a word, didn’t know what he was saying, we damn near run over him! [Laughter] Poor Bugger! Horse galloping round in the paddock next to him.
GT: No regrets, you served your King and your country and you were happy in the end to, with your achievements.
AD: I had a great experience. I’ve been back and visited two of the crew; last time I went back I couldn’t find any of them, rear gunner, Scott, and the navigator. Harry Denton, up here, when he was up here, with some of his crew; I think one of his crew got the VC! And also the, some of the Germans that shot him down, they come out here too and visit him. I’m not too sure whether I met them or not. I met some of the, his crew. Come out here twice I think.
GT: You’re former enemies and you’ve become friends, and that’s the case through most of time.
AD: I’ve been to Germany and had a look at the, some of the wartime graves there. Actually the chap who was supposed to inherit this farm, Lawrence Croft, he was in the Air Force too. I think he got blown out of the bomb aimer’s, I think it was him. I think also one of the wife’s cousins, Albert Chipping, I think he got blown out too.
GT: That was the thing, many of these folk came back to New Zealand and went straight back into working and many of the folk that were still here didn’t know anything of what you guys went through. Did you find that a big problem?
AD: Not really, no.
GT: The folk that you dealt with, worked with.
AD: I suppose it was still a job we had to do. Used to go down at night, have our pints.
GT: What were the, sorry, I meant to ask, what were the pubs around Mepal that you liked?
AD: Oh yeah. We stopped at one there.
GT: Chequers?
AD: Oh Chequers, we used to go to that one, Sutton, and then there used to be, one old Percy had it, at Haddenham, cause there was Haddenham up here, then Sutton here and Mepal over here and there was there used to be a road connecting them, course they closed it when the aerodrome, when the runway went across it.
GT: And you had Witchford.
AD: Quite a bit different now, bit hard to find the landmarks.
GT: Well Mepal Gardens have a Memorial for 75 New Zealand Squadron there.
AD: Yeah, they shifted it from where they actually put it, when, in 1978 when they dedicated it, shifted to another.
GT: Well cared for little garden, that’s for sure.
AD: Pardon?
GT: It’s a well cared for little garden. And 75 Squadron Association in the UK, friends, they hold a reunion twice a year right there, so all your colleagues are well remembered. Okay Alan, let’s sign off. I thank you very much for your interview, your thoughts, your memories and thank you for your service for your King and your country, and your sacrifice. Thank you very much.
AD: One of the lucky ones and it was an experience.
GT: Definitely lucky. Thank you, Alan.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Interview with Alan William Davis
Creator
An entity primarily responsible for making the resource
Glen Turner
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-01-16
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
ADavisAW180116
Conforms To
An established standard to which the described resource conforms.
Pending review
Pending revision of OH transcription
Format
The file format, physical medium, or dimensions of the resource
00:31:14 audio recording
Language
A language of the resource
eng
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal New Zealand Air Force
Description
An account of the resource
Alan Davis joined the RNZAF towards the end of the war, training in Canada as a wireless operator and air gunner. He returned to the UK and after conversion to Lancasters was posted to 75 New Zealand Squadron. Alan tells of his training, crew changes and loss of colleagues as well as different operation and experiences. After the war he returned home and settled as a farmer, sometimes returning overseas and seeing old friends.
Temporal Coverage
Temporal characteristics of the resource.
1942
1944
1945
Spatial Coverage
Spatial characteristics of the resource.
Canada
France
Great Britain
England--Buckinghamshire
England--Cambridgeshire
England--Lincolnshire
France--Île-de-France
France--Reims Region
Contributor
An entity responsible for making contributions to the resource
Anne-Marie Watson
11 OTU
1668 HCU
75 Squadron
aircrew
bombing
Heavy Conversion Unit
Lancaster
Operation Manna (29 Apr – 8 May 1945)
Operational Training Unit
RAF Bottesford
RAF Mepal
RAF Oakley
RAF Spilsby
training
Wellington
wireless operator / air gunner