1
25
21
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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/53/834/EBoldyS[Recipient]531206.pdf
0fc7c35b5ea3d8eb11c56026b37af0da
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Boldy, David
Dave Boldy
D A Boldy
Description
An account of the resource
334 items. The collection concerns Flight Sergeant David Adrian Boldy (1918 – 1942, 923995 Royal Air Force) and consists of his school reports, letters from school and photographs of family and locations in India, letters from training and service, and photographs from his social life and time training. It also includes newspaper cuttings and letters about him being missing in action. David Boldy was born and attended school in India and studied law at Kings College London. He volunteered for the Royal Air Force and trained as an air gunner in South Africa. He flew operations in Manchesters and Lancasters with 207 Squadron from RAF Bottesford. His aircraft failed to return from an operation to Gdańsk 11 July 1942. <br /><br />The collection has been donated to the IBCC Digital Archive by David Boldy and catalogued by IBCC Digital Archive staff.<br /><br />Additional information on David Boldy is available via the <a href="https://internationalbcc.co.uk/losses/102182/">IBCC Losses Database</a>.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Boldy, DA
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Dear Sir,
It has been brought to my that the name of my brother does not appear on the Roll of Honour listed at Runnymede.
[deleted] I enclose the [/deleted]
The particulars relating thereto are:-
F/Sgt DAVID ADRIAN BOLDY 923995 [deleted] of [/deleted] C Unit SQD. 207 reported missing from air operations over Danzig on the night of 11th / 12th July 1942 & later presumed killed.
I would be very grateful if you would look into the matter
[page break]
and take such steps as are necessary to have his name included.
I enclose a stamped addressed envelope and would be grateful if you would let me know when this has been down. [deleted] Or inform me of any further details you require. [/deleted]
[page break]
Imperial War Graves Commission
Wooburn Green
Bucks
- II - .
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Letter from Stephen Boldy to the Imperial War Graves Commission
Subject
The topic of the resource
World War (1939-1945)
Great Britain. Royal Air Force. Bomber Command
Description
An account of the resource
Draft letter from Stephen Boldy to the Imperial War Graves Commission stating that the name of David Boldy does not appear on the Roll of Honour at Runnymede and asking for appropriate steps to be taken.
Creator
An entity primarily responsible for making the resource
Steven Boldy
Format
The file format, physical medium, or dimensions of the resource
Three page handwritten letter
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
EBoldyS[Recipient]531206
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Runnymede
Poland--Gdańsk
Poland
England--Surrey
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1942-07-11
1942-07-12
Contributor
An entity responsible for making contributions to the resource
Andy Hamilton
final resting place
killed in action
memorial
missing in action
-
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Spatial Coverage
Spatial characteristics of the resource.
England--Runnymede
Title
A name given to the resource
Runnymede [place]
Description
An account of the resource
This page is an entry point for a place. Please use the links below to see all relevant documents available in the Archive.
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11282/PMadgettHR1811.1.jpg
d44b98865db180d4fa57a12b7dee6fff
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
Madgett, Hedley Robert
H R Madgett
Description
An account of the resource
250 items. The collection concerns Pilot Officer Hedley Madgett DFM (1922 - 1943, 147519, 1330340 Royal Air Force), a pilot with 61 Squadron. He was killed 18 August 1943 on the last operation of his tour from RAF Syerston to Peenemünde. The collection consists of letters, postcards and telegrams to his parents while he was training in the United Kingdom and Canada. In addition the collection contains memorabilia, documents from the Air Training Corps, artwork, a railway map, diaries, medals as well as his logbook, photographs of people, places and aircraft. Also contains letters of condolence to parents and a sub collection containing a photograph album with 44 items of his time training in Canada'.<br /><br />The collection has been donated to the IBCC Digital Archive by Joan Madgett and Carol Gibson, and catalogued by Nigel Huckins.<br /><br /><span>Additional information on Hedley Madgett is available via the </span><a href="https://internationalbcc.co.uk/losses/114690/" title="https://internationalbcc.co.uk/losses/madgett-hr/ ">IBCC Losses Database</a><span>.</span>
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-03-17
2019-06-14
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. 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
Madgett, H
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
Royal Air Force memorial Runnymede
Description
An account of the resource
Ceremony at the Royal Air Force memorial at Runymede. Airmen line the path up to the memorial with servicemen and civilians sitting behind on both sides.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PMadgettHR1811
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--Surrey
England--Runnymede
England--Surrey
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.
memorial
-
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
Madgett, Hedley Robert
H R Madgett
Description
An account of the resource
250 items. The collection concerns Pilot Officer Hedley Madgett DFM (1922 - 1943, 147519, 1330340 Royal Air Force), a pilot with 61 Squadron. He was killed 18 August 1943 on the last operation of his tour from RAF Syerston to Peenemünde. The collection consists of letters, postcards and telegrams to his parents while he was training in the United Kingdom and Canada. In addition the collection contains memorabilia, documents from the Air Training Corps, artwork, a railway map, diaries, medals as well as his logbook, photographs of people, places and aircraft. Also contains letters of condolence to parents and a sub collection containing a photograph album with 44 items of his time training in Canada'.<br /><br />The collection has been donated to the IBCC Digital Archive by Joan Madgett and Carol Gibson, and catalogued by Nigel Huckins.<br /><br /><span>Additional information on Hedley Madgett is available via the </span><a href="https://internationalbcc.co.uk/losses/114690/" title="https://internationalbcc.co.uk/losses/madgett-hr/ ">IBCC Losses Database</a><span>.</span>
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-03-17
2019-06-14
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. 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
Madgett, H
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
Runnymeade Memorial register
Description
An account of the resource
Memorial register 7 - introduction. Covers wartime history of Royal Air Force, the men who served, description of the memorial, photographs of the memorial.
This item is available only at the International Bomber Command Centre / University of Lincoln.
Publisher
An entity responsible for making the resource available
Imperial War Graves Commision
Date
A point or period of time associated with an event in the lifecycle of the resource
1953
Format
The file format, physical medium, or dimensions of the resource
Thirty six page booklet with cover
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
MMadgettHR147519-190610-02
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Surrey
England--Runnymede
England--Surrey
Temporal Coverage
Temporal characteristics of the resource.
1953
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.
memorial
-
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
Madgett, Hedley Robert
H R Madgett
Description
An account of the resource
250 items. The collection concerns Pilot Officer Hedley Madgett DFM (1922 - 1943, 147519, 1330340 Royal Air Force), a pilot with 61 Squadron. He was killed 18 August 1943 on the last operation of his tour from RAF Syerston to Peenemünde. The collection consists of letters, postcards and telegrams to his parents while he was training in the United Kingdom and Canada. In addition the collection contains memorabilia, documents from the Air Training Corps, artwork, a railway map, diaries, medals as well as his logbook, photographs of people, places and aircraft. Also contains letters of condolence to parents and a sub collection containing a photograph album with 44 items of his time training in Canada'.<br /><br />The collection has been donated to the IBCC Digital Archive by Joan Madgett and Carol Gibson, and catalogued by Nigel Huckins.<br /><br /><span>Additional information on Hedley Madgett is available via the </span><a href="https://internationalbcc.co.uk/losses/114690/" title="https://internationalbcc.co.uk/losses/madgett-hr/ ">IBCC Losses Database</a><span>.</span>
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-03-17
2019-06-14
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. 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
Madgett, H
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
Runnymeade Memorial register
Description
An account of the resource
Register no 7 1939-1945 Part IX. Register of names. Hedley Madgett on page 551.
This item is available only at the International Bomber Command Centre / University of Lincoln.
Publisher
An entity responsible for making the resource available
The Imperial War Graves Commision
Date
A point or period of time associated with an event in the lifecycle of the resource
1953
Format
The file format, physical medium, or dimensions of the resource
Sixty seven page booklet with cover
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
MMadgettHR147519-190610-03
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Surrey
England--Runnymede
England--Surrey
Temporal Coverage
Temporal characteristics of the resource.
1953
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.
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/18946/EMadgettLRWakeEW[Date]-01.jpg
6b1405c20f4007b0c3a2ba0ecbad5835
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
Madgett, Hedley Robert
H R Madgett
Description
An account of the resource
250 items. The collection concerns Pilot Officer Hedley Madgett DFM (1922 - 1943, 147519, 1330340 Royal Air Force), a pilot with 61 Squadron. He was killed 18 August 1943 on the last operation of his tour from RAF Syerston to Peenemünde. The collection consists of letters, postcards and telegrams to his parents while he was training in the United Kingdom and Canada. In addition the collection contains memorabilia, documents from the Air Training Corps, artwork, a railway map, diaries, medals as well as his logbook, photographs of people, places and aircraft. Also contains letters of condolence to parents and a sub collection containing a photograph album with 44 items of his time training in Canada'.<br /><br />The collection has been donated to the IBCC Digital Archive by Joan Madgett and Carol Gibson, and catalogued by Nigel Huckins.<br /><br /><span>Additional information on Hedley Madgett is available via the </span><a href="https://internationalbcc.co.uk/losses/114690/" title="https://internationalbcc.co.uk/losses/madgett-hr/ ">IBCC Losses Database</a><span>.</span>
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-03-17
2019-06-14
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. 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
Madgett, H
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Sir Eugen Millington-Drake.
Dear Sir,
Will you permit us as parents of a boy whose name is commemorated on the Runnymede Memorial to thank you and Mrs Millington Drake for the gift of land on which it has been possible to erect this shrine. I am sure that thousands of others are with us in spirit.
It serves as a link between us and our dead son – something tangible where we can pray for his soul.
Ever watchful
Yours respectfully
Mr & Mrs Madgett
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Letter from Hedley Madgett's father to Sir Eugen Millington-Drake
Description
An account of the resource
Thanking him for donating the land for the Runnymede Memorial where his sons name is inscribed.
Creator
An entity primarily responsible for making the resource
L R Madgett
Format
The file format, physical medium, or dimensions of the resource
One page handwritten letter
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
EMadgettLRWakeEW[Date]-01
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Surrey
England--Runnymede
England--Surrey
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
David Bloomfield
killed in action
memorial
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1505/28849/MDaviesJR1536941-160428-020001.1.jpg
239e1ab310bde9744e8b58277e8fa6ae
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1505/28849/MDaviesJR1536941-160428-020002.1.jpg
1b14ff70a7271c751c7d1312dd7e759a
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
Davies, Leslie and Jack
Leslie Alfred Davies
L A Davies
John Richard Davies
J R Davies
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
2016-04-28
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
Davies, LA-JR
Description
An account of the resource
49 items. Collection concerns Leslie Alfred Davies (1922-1996, 1581024 Royal Air Force) and his brother John Richard Davies ( - 1944, 1580941). Leslie served as a Lancaster navigator on of 50 Squadron completing his tour of 30 operations in March 1945. John served a Lancaster bomb aimer on 166 Squadron He was killed in action 3 August 1944. Collection consists of Leslie's crew's individual logbooks and biographies, operational histories, photographs of people, aircraft and a grave, documents and correspondence. <br /><br />The collection has been donated to the IBCC Digital Archive by Murray Davies and catalogued by Nigel Huckins. <br /><br />Additional information on John Richard Davies is available via the <a href="https://losses.internationalbcc.co.uk/loss/105795/">IBCC Losses Database.</a>
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[Royal Air Force Crest]
[a tied cloth bow in R.A.F. colours]
THE COMMONWEALTH
AIR FORCES MEMORIAL
RUNNYMEDE
The Memorial was unveiled by
Her Majesty the Queen on 17th October, 1953
[page break]
On each side of the entrance portico
to the Memorial are inscribed these words:
IN THIS CLOISTER ARE RECORDED
THE NAMES OF TWENTY THOUSAND
AIRMEN WHO HAVE NO KNOWN GRAVE
THEY DIED FOR FREEDOM IN RAID
AND SORTIE OVER THE BRITISH ISLES
AND THE LANDS AND SEAS OF
NORTHERN AND WESTERN EUROPE
The Memorial was built by the Imperial War
Graves Commission and consists of a cloister open
to and surrounding a central lawn on which is set
a Stone of Remembrance carved with the words
“THEIR NAME LIVETH FOR EVERMORE”
[page break]
The principal features of the Shrine are the
painted vaulted ceiling and an engraved glass
window. The latter depicts two angels holding
a scroll on which appears the following wording
from Psalm 139:
“If I climb into Heaven, Thou art there:
If I go down to Hell, thou art there also.
If I take the wings of the morning and remain
In the uttermost parts of the sea;
Even there also shall Thy hand lead me:
And Thy right hand shall hold me.”
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
The Commonwealth Air Forces Memorial Runnymeade
Description
An account of the resource
Description of inscription at the entrance portico and history of the memorial.
Format
The file format, physical medium, or dimensions of the resource
Four page printed card with ribbon
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
MDaviesJR1536941-160428-020001
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Surrey
England--Runnymede
England--Surrey
Temporal Coverage
Temporal characteristics of the resource.
1953-10-17
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
David Bloomfield
killed in action
memorial
-
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174ee3366e97a050fdaf16f824bbe931
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
Stimpson, Maurice Cecil
Description
An account of the resource
124 items. The collection concerns Flight Lieutenant Maurice Cecil Stimpson DFC (1921 - 1944, 155249 Royal Air Force) and contains his log books, photographs, documents, and pennants. He flew operations as a pilot with 156 Squadron and was killed 15 February 1944. <br /><br />The collection has been donated to the IBCC Digital Archive by Tony France and catalogued by Barry Hunter. <br /><br />Additional information on Maurice Cecil Stimpson is available via the <a href="https://losses.internationalbcc.co.uk/loss/226992/">IBCC Loses Database.</a>
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-09-22
Publisher
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IBCC Digital Archive
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Stimpson,
Transcribed document
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Transcription
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[inserted] 34 [inserted]
[postmark]
H. Stimpson Esq,
Park Field Lodge,
Headstone Lane,
North Harrow,
Middx.
[page break]
IMPERIAL WAR GRAVES COMMISSION,
Wooburn House, Wooburn Green,
High Wycombe, Bucks.
Date as Postmark
[underlined] RUNNYMEDE MEMORIAL UNVEILING[/underlined]
[underlined] 17th October, 1953. [/underlined]
The Secretary begs to acknowledge the receipt of your application for admission cards which will be sent to you early in September. Together with directions on how to reach the Memorial.
[page break]
IMPERIAL WAR GRAVES COMMISSION,
Wooburn House, Wooburn Green,
High Wycombe, Bucks.
2nd March 1953
Dear Sir or Madam,
Her Majesty The Queen has graciously consented to unveil the Runnymede Memorial at 2.30 p.m. on Saturday, 17th October 1953. The Memorial, which is being erected by the Imperial War Graves Commission to the design of Mr. Edward Maufe, R.A., commemorates officers and men of the Air Forces of the Commonwealth who laid down their lives in the 1939-1945 war, in operations from bases in the United Kingdom and North-West Europe, and who have no known grave.
Space will be reserved at the unveiling ceremony for relatives of those whose names appear on the Memorial. If you wish to attend the ceremony it would be appreciated if you would make your application before 15th August 1953, on the enclosed form, stating the number of cards of admission required. It is regretted that the space available does not permit more than four cards to be sent in response to one application.
Would you also please indicate on the form the method by which you will travel so that the Commission may arrange for the necessary extra accommodation on Public Transport Services and for parking space for cars.
The Commission very much regret that they are unable to provide railway fares or to meet other expenses incurred by those attending the ceremony. They have, however, approached the Railway Executive who have kindly consented to issue tickets for relatives attending the ceremony at a reduction of approximately 14% on the standard return fare. Instructions on how to claim this concession will be sent to you with the cards of admission.
Yours faithfully,
F. HIGGINSON,
SECRETARY.
[page break]
No. 13620
THE RUNNYMEDE MEMORIAL
AIR FORCES OF THE COMMONWEALTH
[italics] Admit the Bearer to [/italics]
THE RELATIVES ENCLOSURE
[italics] at the [/italics]
CEREMONY OF UNVEILING
[italics] by [/italics]
HER MAJESTY THE QUEEN
[italics] on Saturday, 17th October, 1953 [/italics]
TICKET HOLDERS ARE REQUESTED TO BE IN THEIR PLACES BY TWO O'CLOCK
SEE OVER
[page break]
[inserted] 35 [/inserted]
[underlined] Please bring this ticket with you. [/underlined]
MEDALS AND DECORATIONS may be worn with Civilian clothes.
REFRESHMENT facilities will be available adjacent to the Memorial.
LAYING OF WREATHS. Relatives are requested not to lay wreaths until the conclusion of the Ceremony.
[inserted] 8 [/inserted]
PANEL
[inserted] 203 [/inserted]
The number shown in the box above is that of the Panel within the Memorial on which may be found the name in which you are interested.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Letter to Maurice Stimpson's Father from the Imperial War Graves Commission
Description
An account of the resource
Envelope, letter, details on the unveiling of the memorial and ticket for the ceremony at Runnymede.
Creator
An entity primarily responsible for making the resource
Imperial War Graves Commission
Date
A point or period of time associated with an event in the lifecycle of the resource
1953-03-02
Temporal Coverage
Temporal characteristics of the resource.
1953-10-17
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Runnymede
England--Surrey
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Language
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eng
Type
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Text
Text. Correspondence
Format
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Three printed and one typewritten sheets plus one handwritten envelope
Identifier
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MStimpsonMC155249-190922-010001, MStimpsonMC155249-190922-010002, MStimpsonMC155249-190922-010003, MStimpsonMC155249-190922-010004, MStimpsonMC155249-190922-010005
Publisher
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IBCC Digital Archive
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Sue Smith
Elizabeth II, Queen of Great Britain (1926 - 2022)
killed in action
memorial
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2067/34130/MStimpsonMC155249-190922-030001.2.jpg
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cdd9b8d1699d61cd662ea72a5f32a2b3
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2067/34130/MStimpsonMC155249-190922-030003.2.jpg
7bcf13c636b7dff93e915751591eca8b
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2067/34130/MStimpsonMC155249-190922-030004.2.jpg
30756cf582af9298b9d9354c4bfa6f3f
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2067/34130/MStimpsonMC155249-190922-030005.2.jpg
df0b7e612606ecdad8839d4802985caf
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
Stimpson, Maurice Cecil
Description
An account of the resource
124 items. The collection concerns Flight Lieutenant Maurice Cecil Stimpson DFC (1921 - 1944, 155249 Royal Air Force) and contains his log books, photographs, documents, and pennants. He flew operations as a pilot with 156 Squadron and was killed 15 February 1944. <br /><br />The collection has been donated to the IBCC Digital Archive by Tony France and catalogued by Barry Hunter. <br /><br />Additional information on Maurice Cecil Stimpson is available via the <a href="https://losses.internationalbcc.co.uk/loss/226992/">IBCC Loses Database.</a>
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-09-22
Publisher
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IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Stimpson,
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
Order of Ceremony Runnymede Memorial Unveiling
Description
An account of the resource
The unveiling of the Runnymede Memorial Order of Ceremony. This includes the hymns to be sung and the lesson.
Creator
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Imperial War Graves Commission
Date
A point or period of time associated with an event in the lifecycle of the resource
1953-10-17
Spatial Coverage
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Great Britain
England--Runnymede
England--Surrey
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
Language
A language of the resource
eng
Type
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Text
Format
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Eight printed sheets
Identifier
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MStimpsonMC155249-190922-030001,
MStimpsonMC155249-190922-030002,
MStimpsonMC155249-190922-030003,
MStimpsonMC155249-190922-030004,
MStimpsonMC155249-190922-030005
Publisher
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IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1953-10-17
Elizabeth II, Queen of Great Britain (1926 - 2022)
memorial
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1509/34606/BTunaleyJNettletonJDv1.1.pdf
54e050f05dcfba0e9e1dead4ea7651e5
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Nettleton, John Dering
J D Nettleton
Publisher
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IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-05-13
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Nettleton, JD
Description
An account of the resource
Seven items. The collection concerns John Nettleton VC (1917 - 1943. Royal Air Force) and contains photographs and a biography including descriptions of the Augsburg operation. He flew operations as a pilot with 44 Squadron. <br /><br />Additional information on John Nettleton is available via the <a href="https://losses.internationalbcc.co.uk/loss/117147/">IBCC Losses Database.</a><br /><br />The collection has been donated to the IBCC Digital Archive by J Tunaley and catalogued by Barry Hunter.
Transcribed document
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Transcription
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John Dering Nettleton, VC (28 June 1917-13 July 1943)
Date of Birth: 28 June, 1917
Place of birth: Nongoma, Natal Province, South Africa
Early Life:
John Nettleton was the grandson of Admiral A T D Nettleton, Paymaster-in-Chief of the Royal Navy. He was educated at Stanbury's private school in Cape Town, and wishing to follow the family tradition, attempted to gain entrance to RN College Dartmouth. However, he failed to pass the entrance exam. Consequently, in 1930 he joined the famous South African training ship "General Botha" as a cadet at age 13 yrs, from where he graduated three years later, becoming Third Officer on MS Mattawin, one of the ships of the Elder-Dempster Line. After serving for 18 months, he returned to Cape Town and took up a civil engineering apprenticeship. He worked in various parts of South Africa, all the while remaining a member of the Royal Naval Volunteer Reserve (RNVR).
RAF Career:
During a visit with his mother to England, seeking a more fulfilling career, he decided to join the RAF, which he did on 6 October 1938 (aged 21). After elementary pilot training he was accepted as a short service commissioned officer, beginning his flying career in Reading. He was commissioned in December 1938 and graduated as a pilot on 22 July 1939.
His first posting was to 207 Squadron at Cottesmore to fly the Fairey Battle. He then transferred to Handley Page Hampdens on 185 Squadron, also at Cottesmore. He was promoted to Flying Officer in July 1940 and to Flight Lieutenant in February 1941. Four months later, on 26 June 1941, Nettleton joined 44 (Rhodesia) Squadron, at RAF Waddington, again flying Hampdens – his first operational posting, which involved him flying several sorties over Europe. Just a month later he was promoted to Squadron Leader and was Mentioned in Despatches in December 1941.
On Christmas Eve, 1941, the first Lancaster Bombers to reach an operational unit arrived at Waddington and John Nettleton led the first raid on 3 March 1942 – a mining drop in the Heligoland Bight. The Augsburg Raid, for which he was awarded his Victoria Cross, took place on 17 April 1942 (see details below)
John met his wife, Betty Isabel Hevelock, during a visit to London five weeks after the Augsburg Raid (May 1942). Betty was originally from Paignton in Devon and was a WAAF. Just one week later, on 1 June, 1942, they were engaged. Shortly afterwards, he was sent on a goodwill tour to America, with 14 other war heroes. This took in visits to 21 American cities and included a ticker-tape parade along Broadway in New York, as well as a dinner in Hollywood with 15 film actresses. He returned to the UK and almost immediately married Betty in Lincoln on 17 July.
On 1 November, Nettleton attended the investiture at Buckingham Palace and received his Victoria Cross from HM The King. He refused to be grounded or become an instructor, so was promoted to Wing Commander and, in early 1943, returned to operations as the
[page break]
Commanding Officer of 44 Squadron, who were by now based at Dunholme Lodge, just five miles north of Lincoln.
In the weeks to follow, he led the Squadron on two major raids, one on Berlin and the other on the U-boat pens at Lorient.
John Nettleton was killed on the night of 12/13 July 1943 (aged just 26), during a heavy raid on Turin in Italy. The Sicilian invasion had begun two days earlier and it was imperative that German reinforcments [sic] were prevented from being brought through to Turin and Milan. His Lancaster KM-Z ED331 took off from Dunholme Lodge in Lincolnshire and, having successfully attacked Turin, was believed to have been shot down by a night-fighter off the Brest peninsular on his way home. His body and those of his crew were never recovered. All are commemorated on the Runnymede Memorial.
John Nettleton's death was officially announced on 23 February, 1944, just four days after the birth of his son, also named John, was announced. [John Dering Nettleton junior is still alive and himself has a son, (James I think but not absolutely certain)].
Memorial
RAF Dunholme Lodge ceased to be an operational station at the end of World War 2. Part of the airfield and buildings were purchased by The Reverend William Farr to establish a secondary school, and this was opened in 1952.
On 4 November 2010, a memorial to John Nettleton VC was dedicated in the William Farr School. The Headmaster, Paul Strong (himself the great grandson of a VC winner), even managed to arrange for a Lancaster from the Battle of Britain Memorial Flight to pass over the school to mark the occasin. [sic] Subsequently, the Victoria Cross Society added its own contribution to the school's memorial room, presenting a framed Victoria Cross display, dedicated to John Nettleton VC.
In addition, John Nettleton and his crew of seven on the Turin raid are commemorated on the Air Forces Memorial at Runnymede. (The memorial's panels contain the names of more than 20,000 air force personnel who died during the Second World War and have no known grave. They served in Bomber, Fighter, Coastal, Transport, Flying Training and Maintenance Commands, and came from all parts of the Commonwealth. Slome [sic] were from countries in continental Europe which had been overrun but whose airmen continued to fight in the ranks of the Royal Air Force.)
There is also a painting of the Augsburg Raid, commissioned by the Sergeant' Mess at RAF Waddington, where it now hangs, and executed by Gordon Sage. The artist consulted with Bert Dowty, a front gunner on the raid (part of WO Crum's crew in T-Tommy) and Pat Dorehill (Nettleton's crew), on the details he portrays.
Award of the Victoria Cross
John Nettleton was awarded his Victoria Cross for his leading role in the Augsburg Raid on the MAN factory near Munich. His VC was gazetted on 24 April 1942, less than a week after his return from the raid, as follows:
[page break]
"Squadron Leader Nettleton was the leader of one of two formations of six Lancaster heavy bombers detailed to deliver a low-level attack in daylight on the Diesel engine factory at Augsburg, in Southern Germany, on the 17 April 1942. The enterprise was daring, the target of high military importance. To reach it and get back, some 1000 miles had to be flown over hostile territory. Soon after crossing into enemy territory his formation was attacked by 25 to 30 fighters. A running fight ensued. His rear guns went out of action. One by one the aircraft of his formation were shot down until in the end only his own and one other remained. The fighters were shaken off but the target was still far distant. There was formidable resistance to be faced. With great spirit and almost defenceless, he held his two remaining aircraft on their perilous course, and after a long and arduous flight, mostly at only 50 ft. above the ground, he brought them to Augsburg. Here anti-aircraft fire of great intensity and accuracy was encountered. The two aircraft came low over the roof tops. Though fired at from point blank range, they stayed the course to drop their bombs true on the target. The second aircraft, hit by flak burst into flames and crash-landed. The leading aircraft, though riddled with holes, flew safely back to base, the only one of the six to return. Squadron-Leader Nettleton, who has successfully undertaken many other hazardous operations, displayed unflinching determination as well as leadership and valour of the highest order."
Nettleton's Mother, upon hearing of her son's endeavours and his award of the VC, apparently expressed a mother's anxiety when she related that although thrilled, she hoped her son would not be sent on "too many of these dangerous exploits after this", and although proud, was also "thankful" for his safe return.
The Augsburg Raid – 17 April 1942
In April, a daylight bombing mission was planned by RAF Bomber Command against the MAN diesel engine factory at Augsburg (near Munich) in Bavaria. With the increasing Allied losses being suffered in the Battle of the Atlantic, this factory, which was responsible for the production of half of Germany's U-boat engines, was rated as one of the most important targets in Germany. The mission was to be the longest low level penetration so far made during World War II, and it was the first daylight mission flown by the new Avro Lancaster.
Unfortunately, radar aids which facilitate precision bombing at night were not yet available and past performance precluded any likelihood of such an operation being successful without them. For this reason the raid was to take place in daylight. In addition, long-range escort fighters did not exist at that time, therefore, the force had to carry out the raid unsupported.
The operation, involving a round trip of some 1250 miles, mostly over enemy territory, was among the most audacious undertaken to date by Bomber Command. From the point of view of precision, in both bombing and navigation, it was certainly one of the most ambitious. For a week prior to the attack, the selected crews were withdrawn from operations to practise formation flying at low level, including flights over the hills in Scotland. The greatest secrecy was maintained and the crews themselves were not told of the target until briefed just hours before take off on the day of the raid. The whole operation was planned very carefully and, since the crews had to be able to identify a single shed in the middle of the complex factory, they studied photographs and pencil sketches.
[page break]
Twelve Lancasters, in two sections of six, from each of Nos 44 and 97 Squadrons were to fly the outbound leg at the lowest possible level. The attack was also to be made at low level, using 1000 lb general purpose high explosive bombs, fused with a delayed action of eleven seconds.
The return flight, most of which would be at night, was to be made individually at a more customary altitude. The low level approach was intended to delay the appearance of the aircraft on enemy radar screens and, in the event of interception, to make the task of the German fighters more difficult. It was also considered the best defence against Flak. A large scale diversion, in the form of raids in the Pas de Calais area by 30 Bostons with fighter escorts, was also arranged.
The mission was scheduled for 17 April 1942, to be led by Squadron Leader Nettleton, flying Lancaster Mk 1, R5508, coded "KM-B". Briefing took place at [12 noon] and at [15.00]
Nettleton took off from Waddington with the first vic, followed by Flt Lt R Sandford leading the second.
The second section of six No 97 Sqn aircraft took off from Woodhall Spa. Sqn Ldr J S Sherwood led the first vic and Flt Lt D J Penman the second. At the French coast Nettleton took his section down to 20 feet. Maintaining between 20 and 30 feet, the formation kept as tight as possible as they flew wing tip to wing tip over hills and skimmed down valleys, anticipating by twenty years the tactics adopted as standard in the sixties by subsequent generations of bomber crews.
Frequently the Lancasters had to ease up to clear trees that appeared ahead. Then their flight path clipped the German fighter base at Beaumont le Roger, where Me109s and FW190s were recovering after operations against the very diversionary forces intended to draw enemy aircraft away from the Lancaster force. These fighters belonged to the II Gruppe/Jagdgeschwader 2 (Richthofen). Spotting the unescorted Lancasters, they turned towards their prey, a fighter pilot's dream!
Attacking first the rear vic, L7575 skippered by WO Beckett was subjected to a hail of fire from Hauptman Heine Greisert. Within seconds it was transformed into a mass of roaring flames and then dived into a clump of trees. Feldwebel Bosseckert tackled Flt Lt Nick Sandford, setting fire to all four engines before his R5506 hit the ground and exploded in a fireball. Then the pack turned on WO Crum, and L7548 was subjected to numerous attacks from a number of directions in the course of which the interior became a nightmare of ricocheting bullets. Both rear and mid upper gunners called out that they had been hit, and a fire started in the port wing. To climb would have been fatal and Crum ordered the bomb load to be jettisoned safe while he prepared to force land on any open ground that presented itself. Such a manoeuvre had been foreseen and discussed during the preparation for the raid. Now Crum and his crew were to benefit from his thorough preparation, for they all survived the subsequent arrival. Their assailant had been Unteroffizier Pohl, flying Me109 "Black 7", and his victory was recorded in the Jagdgeschwader's "Game" book as their 1,000th "Luftsieg" of the war.
[page break]
Having disposed of the rear vic, the German fighters turned on Nettleton's formation. Major Oesau and his wing man, Oberfeldwebel Edelmann, commenced firing and closed to within 10 metres of WO Rhodes. Both port engines erupted into flames followed quickly by the starboard motors. L7536 reared up abruptly, stalled and plunged vertically straight down, missing its compatriots by inches. They, too, had suffered. The engagement had lasted barely 15 minutes yet fortunately, at this point, the fighters broke away, presumably to refuel and re-arm.
Nettleton flew on, together with the remaining survivor, Flt Lt Garwell. Fortunately, they met no further opposition until they reached Augsburg. To men more accustomed to flying at great heights in darkness, this flight seemed full of incident. Horses and cattle in fields scattered in front of them and two Germans out riding had their horses bolt as the Lancasters roared overhead!
At Lake Constance, Nettleton circled before running in for a timed attack. Augsburg was hidden behind a hill at this stage and did not come into view until he was clear of the crest. From there it was straight ahead.
The two bombers crossed the Munich-Augsburg railway at Mering and had originally intended to fly directly to the target. However, since the presence of many tall factory chimneys would have forced them to climb, they chose instead to follow the river Lech and then turned in to attack the target from the east.
The factory showed up as predicted in the pre-flight brief, where a canal forks from a river. Light flak came up and, because they were so low, the German gunners frequently shot into their own buildings. There were a large number of quick-firing guns and the bursting shells made holes in both the Lancasters. Their target – the engine shed – appeared on the nose and Nettleton rose slightly as he released his four 1000lb bombs. He then commenced evasive action.
Garwell then attacked, but was almost immediately hit and burst into flames. Nettleton saw him turn and carry out a forced landing about two miles from Augsburg. The rear gunner, Sgt Huntley, saw their bombs explode, throwing whole sections of building into the air. As Nettleton turned for home, light was just beginning to fail. He remained at low level and waited until it was quite dark before climbing.
Sherwood's formation arrived just as the previous two aircraft attacked. They, too, flew in against a heavy and well-concentrated fire. One rear gunner retaliated successfully and shot a German counterpart off the roof of a building. Three miles from the target, WO Mycock's aircraft was hit in the front turret. The hydraulic oil caught fire and the aircraft fell in a mass of flames.
Sherwood then bombed but was also hit and set on fire. He was last seen 10 miles from Augsburg, burning on the ground. Flt Lt Deverill was also hit and a fire started in the fuselage. Fortunately, this was extinguished just as the aircraft came to the release point and he was able to bring his aircraft home.
Nettleton finally landed near Blackpool and returned to RAF Waddington with his crew by train.
[page break]
Of the total force of 12 aircraft, eight had bombed the target but only five returned home. All of these had been severely damaged. However, their target, the main diesel shop, was severely damaged by direct hits and a subsequent fire. It was believed that the production of diesel engines was severely delayed.
HM The King, approved the following awards for gallantry to members of the Nettleton crew and, in addition, Flt Lt Nick Sandford, who was reported missing during the Augsburg raid, was also awarded the DFC.
Sqn Ldr J D Nettleton – Victoria Cross
Ft Lt L S McCure – Distinguished Flying Cross
Plt Off D O Sands – Distinguished Flying Cross
Pt Off P Dorehill – Distinguished Flying Cross
Sgt C F Churchill – Distinguished Flying Medal
Sgt D N Huntley – Distinguished Flying Medal
Flt Sgt P H Harrison – Distinguished Flying Medal
Ft Sgt L Mutter – Distinguished Flying Medal
Other than Nettleton himself, three other members of his crew, (McClure, Huntley and Mutter) were later lost on operations with 44 Squadron. Of the remaining four, Charlie Churchill later became a POW, Pat (Patrick) Dorehill finished the current and a subsequent tour with the Squadron while Frank Harrison also survived a further tour, in this instance with No 97 Squadron.
[page break]
First hand accounts by surviving crew members:
Sgt C Churchill (Wireless Operator, Sqn Ldr Nettleton's crew): Nettleton opened by saying that, unlike a normal briefing, at the end of this one there wouldn't be the ritual "Any questions?" We were to listen attentively and then keep quiet. We, who represented the most experienced crews on the Squadron, were temporarily withdrawn from operations. We were to undertake special training in the course of which we would develop techniques for flying in daylight in close formation, not only at high speed but also at very low level! It sounded very exciting and, as he warned us, very dangerous. We were told to say absolutely nothing about the flying we were doing. "Think what you will", said Nettleton, "but keep your mouth shut".
Of course, this opened the gates to speculation, hasty types saw us as the beginning of a new formation like the later Pathfinders. More speculative observers considered we were to reduce enemy defences prior to the invasion of France. The 'couldn't care less' types only saw it as a reprieve from Ops so they could whoop it up more regularly in Lincoln.
We started with the loose formation over the sea, which gradually got tighter and lower. Finally, we were flying with our wing tips overlapping just over the sea. Then we moved to flights over land, to sorties over Scotland. It was exhilarating, flying down the valleys, scattering sheep in the process. Now and again we flew alongside trains and, much to the amazement of the passengers, even below them where the tracks ran along an embankment.
On 17 April it was on. In the manner of all aircrew, as soon as we entered the briefing room we scanned the wall map to determine the "Target for Tonight". This one was different and that's the understatement of the year. That morning will live in my memory when all else has faded. The course drawn on the map went across one wall and well into that on the adjoining one. I thought I was dreaming. This I cannot believe, I thought, it takes us to Bavaria!
Also present were some very high ranking officers which, with everything else, made the briefing a very solemn affair. One of them opened proceedings observing that this was the biggest attempt to date made by the Lanc. (How right you are, I thought.) Do not be overawed by the distance to your objective, the position is this. The allies are being brought to their knees by efficient German submarine packs which operate in the Atlantic. Our convoys are being massacred and we are losing this battle. The situation is now critical. We in the RAF have been tasked with striking a major blow in an attempt to break, if only for a short time, a very efficient and formidable foe. He went on to explain at length that, if we could successfully bomb and neutralise our target, the M.A.N. Diesel Factory at Augsburg, the supply of diesels to more than half the submarine fleet would be interrupted, thus dealing a heavy blow to the enemy's war effort. The Lancaster was the only aircraft in Bomber Command that could strike a target some 1,000 miles inside enemy territory in daylight and stand a fighting chance of survival.
[page break]
This made us feel a little easier. Nevertheless, I could not see us getting away with it. Bomb the target, yes, I thought but to get back afterwards, ha! This I cannot visualise.
We were to f1y [sic] in two vics of three and were also to be followed by six more kites from 97 Sqn based at Woodhall Spa.
Seven very serious crews returned to their quarters to make preparations. I wrote some letters and had a meal, then I tried to take a nap, but was far too tense to think of anything other than the impending operation.
At 1500 hrs. six Lancasters with their 1,000lb bombs and laden to capacity with fuel, left Waddington. As we coasted out we went right down to sea level to avoid detection by the enemy radar. I can recall our slipstream ruffling the water as we flashed along. Overland, crossing the patchwork of fields, people waved sheets and suchlike and we all had a good laugh at the sight of a group of Germans on horseback scattering in all directions.
As we passed over some wooded country, some flak opened up and I could see lines of tracer peppering two of our kites. In the process, we presumed that they put paid to Beckett's rear turret for it was to remain silent throughout the action that we were shortly to encounter. Overall, we were lucky to escape from such an engagement so lightly. We were at the peak of our alertness and, reminiscent of our training in Scotland, we flew alongside a train passing along an embankment. We could see straight through the windows. There were no passengers to be seen, presumably they were all lying on the floor, even the engine seemed to be driving itself. Our gunners, Frank Harrison mid upper, Buzzer Huntley front and Len Mutter in the rear, all asked to rake the train, but Nettleton would not hear of this and told them to hold their fire until we were either intercepted or at the target. How wise he was!
We thundered over France but, unknown to us, overhead were two fighter squadrons returning to their base near Evereux. Beckett spotted some 30 or so and called over the RT, "109s 11 o'clock high". Nettleton tersely told the formation to close up and use concentrated gunfire. At this height there was no question of evading. The Messerschmitts subjected us to severe fire and came so close during their break away that I could clearly see the pilots' faces behind their oxygen masks. One aircraft sported a distinctive yellow spinner. When I reported this during my post flight debrief, I was subsequently told that this sighting had identified the location of a unit that had been withdrawn from the Middle East.
In the running battle that followed, we were sitting ducks for such a force of fighters. WO Beckett was the first casualty; almost at once he was ablaze and disintegrating. There was no chance of any survivors as he hit the deck. WO Crum was next. Later, I found out that, amazingly, he had managed to pancake successfully and all his crew survived.
Nick Sandford, leader of the rear vic, was now alone and no match for the three 109s that harried him. He flew low with his damaged Lanc but to no avail. I believe that a wing
[page break]
touched the ground and that was it. I saw the undercarriage wheels bouncing through the flames, again surely no survivors.
Then the aircraft on our starboard side took a fatal hit. It reared up poised [sic] for a second and then turned on her back and dived to the ground. No hope for Dusty Rhodes and his crew. Four gone and only two of us left. Jerry came in for another attack and gave both of us a battering. Garwell's wing tip was flapping like a bird's wing, but we pressed on. We summed up. We were still less than half way to the target but we were going on and for two more hours on we went.
Suddenly, we were there, Augsburg. There was the factory alongside the river as briefed. Then it all started as the flak began pumping shells up at us. Buzzer Huntley, in the front turret, shouted excitedly that he had scored a direct hit on a flak position. Shortly afterwards McClure, the bomb aimer, placed his bombs plumb on the factory roof. Ginger Garwell was in close attendance. The fuse delays of 11 sec. enabled us to see our bombs explode. Then Ginger collected another shell just about midships and it was curtains for him. He pulled back his window and gave us an inverted V sign and then pancaked.
We turned for home and, thank the Lord, saw no more flak or fighters, just a few searchlights. After we seemed to have been airborne for hours I heard Nettleton say to Des Sands, the Navigator, that we should have spotted the coast of France long ago. "I am going to call for assistance despite the radio silence". He then spoke to me and said, "Radio Operator, call base and get a fix". I asked if I could use the top priority SOS, to which he replied "Use what you like but get me a course for home". This was my moment. I tapped it out, SOS.... SOS.. followed by our special callsign V, followed by our aircraft call sign and a request in code for a fix and homing. All radio traffic seemed to stop and there was only a gentle mush in my earphones. Then, suddenly, it was broken by the most beautiful resonant morse I have ever heard. First we received instructions to turn through 90 degrees and then K. This meant carry on, maintain contact and don't lose me, as if I would! Eventually, we were brought to Squires Gate, Blackpool, where we landed with our tanks all but dry. I tapped out X496, which meant, 'We have landed'. This was acknowledged, AR, followed by the unofficial GBY – God Bless You. From then on we were famous.
Sgt F Harrison (Mid Upper Gunner, Sqn Ldr Nettleton):
On 13 April, we carried out a short daylight formation sortie. After two more such trips, there followed on 15th a cross country of 5hrs 20min duration. Two days later, we went to Augsburg. This was my first bomber Op. My one undying memory of the briefing is of a Rhodesian WAG who spent the time reading a novel! When I mentioned it, he replied that this was his last opportunity to finish it. He was wrong, although his chance to finish his book was delayed by a number of years. By that evening he was a POW!
On the raid, we flew in two vics of three. Nettleton led with Garwell to port and Rhodes to starboard. The second vic tucked in close behind. I never saw the No. 97 Sqn contingent. All went well until shortly after crossing the French coast. Then I saw a mass of German fighters manoeuvering [sic] and diving down onto our tails. Len Mutter, in the rear turret, and I fired like mad throughout the entire engagement as the fighters, one after another, came
[page break]
up behind us and then broke off to port. They were only within range of my 303s for a short time, whereas they seemed able to fire at us throughout their pass until they broke away.
The rear vic was shot down almost immediately. Then Rhodes was hit in the port wing and it began to drop, which would have meant curtains for us. He levelled momentaril1y and seconds later hit the deck. A wheel bounded out of the inferno and seemed to chase after us. The end of the action saw but two of us remaining. Only one of my twin Brownings was operating and only one of Len's four.
All went well until the target, where we carried out a successful attack at low level as briefed. The brisk light AA claimed Garwell and, alone, we headed for home. As the light failed we were able to climb but, with the heavy broken cloud, it became apparent that we were very lost. At a late stage a beacon was spotted. Des Sands consulted his flimsies and concluded the code letters indicated either Hurn or Squires Gate. The Skipper plumped for Squires Gate, used their call sign on RT and asked for permission to land which, after 9 hrs 45 min, we did with much relief.
Squires Gate kindly accommodated us for the night and then, next day, Nettleton asked us whether we wanted to fly home or go by train. We went by train. I, for one, had been amazed when undressing, to find my underwear as clean as it had been that morning.
Later the crew was scheduled to tour the USA on a propaganda trip, for which I was allocated a new uniform. Apparently objections were raised over an exclusive No 5 Group Bomber 'Do' so only Nettleton and Buzzer Huntley eventually went, accompanied by bods drawn from other Commands.
WO Crum (pilot): The long training trip with six of us in formation at nought feet had been a very enjoyable affair. We had left our base at Waddington, flown south to Selsey Bill, done a smart about turn and proceeded to the North of Scotland, done another about turn and, finally, did a shoot up of the hangars at Waddington. We had all suspected that this was a prelude to something more sinister, and so it was, for the subsequent briefing revealed that our target was to be the MAN diesel engine factory at Augsburg. Thus, it all tied in, for we were to travel the whole distance in formation and at low level, and the target was to be this particular factory, to deny the Germans getting engines for their convoy sinking submarines. To carry out the intentions, we each carried 1,000 lb bombs and our full complement of 2100 gallons of petrol.
Recalling the day's events more than thirty years later, WO Crum was to lapse into the present tense as, mentally, he flew the trip again. Came the day, 17 April, a very nice one and, for me, a day of decision. Taking off was uneventful, as was the trip to Selsey Bill. Right there stood the Navy and one of the things we never did was to fly near them for fear of attracting their gunfire. Thus we did a quick turn which, at nought feet in a thirty ton bomber in close formation, causes one to perspire. The English Channel sped by and the French cliffs appeared. Nothing shot at us. Onwards, over their countryside we flew.
[page break]
while briefly in the distance I could see another Squadron heading for the same target as ourselves.
Then things began to happen for, suddenly, we are flying alongside a German aerodrome where fighters are taking off to intercept us. We keep very close as cannon and tracer shells from the rear pass through the formation, ricocheting off the land and hitting the sides of haystacks and houses. Some confusion seems to set in as aircraft are hit; flames from Joe Beckett and smoke from Dustv [sic] Rhodes. My own port outer becomes useless as I press even lower up one of the forest firebreaks below tree top level and under power cables. Soon my port inner goes along with part of the fuselage at my side. Shells rattle off the steel plate at the back of my seat. Because we are maintaining a fast speed and my port engines are useless, I have to keep my starboard engines racing more than I would want to. This is carrying me over to the port side of the Squadron where I have to shut off and allow myself to drift back to my own position. By doing this I am dropping behind and it must not be long before I have more attention from the fighters. This is not long in coming and, when half of my tail unit is missing, the RT goes dead and smoke starts coming from one of the dead engines. I had to make that decision that I mentioned before. The bombs have to be dropped safe, the new equipment we carry destroyed and a quick landing attempted. Everything goes to order and we finish up with a wheels up landing 20 yards from the edge of a wood.
Poor Bert Dowty, the front gunner, was trapped in his turret unable to turn it. Dick Dedman the co-pilot was still holding on beside me, John Miller in the mid upper turret had suffered a cut face and later found a spent bullet in his flying boot. As for me, I too had a cut face, while the others, Nick Birkett, Sandy Sanderson and Frank Cobb, came out of it OK. I was able to step out, for the side of the Lanc had disappeared, as had the windscreen in front of me. Nick Birkett had climbed through the top hatch expecting the wheels to be down and jumped, landing on ground much sooner than he expected. I had to take the axe and chop Bert Dowty out. It must have been an awesome sight for a lad in his teens to be attacked by a man with blood on his face wielding an axe on this, his first operational daylight trip.
The Lanc lies there bent but proud. Still on the secret list! She would be a valuable asset to the Germans. It must have been quite a sight, British aircrew standing around trying to set fire to their aircraft. With petrol flowing we were trying to light it with matches and cigarette lighters until someone attacked it with a Verey pistol and then she started to burn. As the blaze increased, so the ammunition started to explode and we departed in haste. Remembering that at least one of our aircraft had come down nearby. I decided to dash over and see what help I could render after putting the other five on their way.
It was like looking for the end of the rainbow, the clouds of smoke never seemed to get nearer while overhead, German fighters were milling around, no doubt gloating over the fallen Lancs burning below them. Then, hearing the engine noise of motor cycles and other vehicle, I abandoned my mercy mission. So, remembering the rule to put 15 miles between yourself and your aircraft, I set off to join a party of French folk working in the
[page break]
field. One of them took me to his very substandard house and changed my uniform for civvies. He gave me some food and I gratefully went on my way.
I walked into the night but, after passing a military barracks, decided not to push my luck any more and lay down in a copse for a rest. To acclimatise myself, I advanced slowly until the following night when I slept under some hay in a barn. Early next morning, I was still dozing when a woman came in with her pike, presumably to get hay for her cattle, and chose the bit covering me. Not relishing her pike, I stood up, giving her quite a fright in the process. I feigned to be Belgian. She summoned her husband and within a short time they offered me breakfast. As I was eating and conversing with them in basic French, a party of German soldiers walked in. The coincidence leaves little to the imagination.
So my trip landed me in German hands and then via Chartres, Paris, Frankfurt on Main, to Stalag Luft 3. The rest of my crew stayed free from capture until they reached the South of France. To complete the circle, one night towards the end of the war, as we were marching through a town in East Germany, I heard a voice calling "Crummy". There to greet me were four of my crew.
In the front of WO Crum's Lanc was Bert Dowty (Front Gunner): We set off with the intention of forming up over Grantham. Ahead of us in the distance I could see the 97 Sqn aircraft. Once we had coasted out at Selsey Bill, we were quite low and stayed there for the rest of the trip. We thundered across France getting an occasional excited wave from the ground when, suddenly, I was aware that we were flying across an airfield, which later I was to discover was at Beaumont Le Roger. We were the right hand aircraft of the vic, Sandford was leading, and Beckett was off to the left in the No. 3 position. We tracked along the tarmac peri track while off to my right three Jerry aircraft were in the act of landing. One was well down the runway, another just on and the third in the act of touching down. Around the perimeter were gun emplacements, similar to our Bofors, and I watched the passage of two clips of five that were loosed at us. Fortunately they did not come close to causing any discomfort.
A short time later the fighters were among us. never heard subsequent transmissions over our intercom, presumably because an early hit had caused some damage. I remember checking during a brief pause in the action to see if my jack plug had been pulled out. I would estimate that we were at this stage around 100 to 200 ft, but not so low that the fighters couldn't pass beneath us. The action was lively with the Me109s coming very close. One presented a full wing span to me as he broke below, I could clearly see into the cockpit and pick out the pilot's face and mask. Naturally I gave him a squirt in the process but to no immediate effect. I did see a couple go down in such a manner that I think it unlikely that they recovered, but I was too busy with the next phase to be able to wait and observe an impact. Then I looked across and saw that we were a little behind the formation, Joe Beckett to our left and now slightly forward was a mass of flames. He plunged into the deck.
I was still hammering away with my guns when we hit the deck ourselves. Although this was a surprise because Crummy had done such a good job that, apart from a shaking, I
[page break]
wasn't at all hurt. It was thanks to his efforts that, out of all those brought down that fateful day, ours was the only crew to survive intact. Unfortunately, because of the action, my guns were swung to the beam and I couldn't get out.
Without intercom I was, of course, completely unaware of events elsewhere in the crew. All I could think of was a full load of delays which I thought were still sitting in the bomb bay. I dismounted the gun, using it as a battering ram to smash away at the perspex windows. Suddenly an axe head appeared through the side of the fuselage to my left; Crummy was getting me out. In no time at all, I was freed. Our Lanc. rested in a wheat field belonging to the farm Bois-Normand, near the hamlet of Folleville, and some 10 km North of Conches.
A number of crews had completed the preparation but had not participated in the raid, WO Wright was one of these.
Flt Sgt Bud Gill, Rear Gunner (WO Wright): Initially we were not told anything about the raid but simply that we were to practise flying at low level or 'hedge hopping' as we called it. Although the flights were laid out in general taking place over Yorkshire and Scotland, sometimes but not always in formation, we were at liberty to do anything that would give us the feel of low level. We took great delight in attempting, and succeeding, in blowing the heads off the tulips in Lincolnshire. WO Jones came back with sheep's wool in the engine cowlings.
When we did get the message about the target, everyone was really excited. We had trained hard and earnestly, calling for skill and endurance especially from the pilots and navigators and felt that we were good at it. I was personally quite down when, through no fault or shortcoming in the crew, we were not selected for the raid. Even afterwards, when the results and casualties were known, I still felt the same. It was a very important target and it would have been a great achievement to have been part of it.
[page break]
Sources of Information:
Grateful thanks to Mr Henry Horscroft, Secretary of 44 Squadron Association, who freely provided invaluable information and most especially photographs from the Association's records.
The Journal of The Victoria Cross Society, 18th edition, March 2011, pp46-49. Ed: Brian Best BA (Hons)
Wikipedia entry for John Dering Nettleton
(http://en.wikipedia.org/wiki/John_Dering_Nettleton)
Information regarding the Air Forces Memorial, Runnymede:
http://www.stephen-stratford.co.uk/runnymede.htm
Low Level Lancaster Raid on Augsberg (sic)
http://ww2today.com/17th-april-1942-low-level-lancaster-raid-on-augsberg
No 44 (Rhodesia) squadron and the Raid on Augsburg. 17 April 1942 by Ross Dix-Peek:
[missing words]
[photograph]
[page break]
Six photographs
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Title
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John Nettleton VC
Description
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A biography of John from his attempts to join the South African navy to his time in the RAF.
Spatial Coverage
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South Africa--Nongoma
South Africa--Cape Town
Great Britain
England--Reading
Germany--Augsburg
England--London
United States
New York (State)--New York
England--Paignton
England--Lincoln
Germany--Berlin
France--Lorient
Italy--Turin
Italy--Milan
France--Brest
England--Runnymede
France--Pas-de-Calais
Germany--Mering
England--Blackpool
England--Grantham
Italy
France
California
New York (State)
Germany
South Africa
England--Berkshire
England--Devon
England--Sussex
England--Lancashire
England--Lincolnshire
England--Surrey
England--Selsey (West Sussex)
California--Los Angeles--Hollywood
France--Folleville (Somme)
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Royal Air Force
Royal Air Force. Bomber Command
Language
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eng
Type
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Text
Text. Personal research
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15 printed sheets
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BTunaleyJNettletonJDv1
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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IBCC Digital Archive
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Sue Smith
185 Squadron
207 Squadron
44 Squadron
5 Group
97 Squadron
anti-aircraft fire
Battle
bombing
Bombing of Augsburg (17 April 1942)
Distinguished Flying Cross
Distinguished Flying Medal
Fw 190
George VI, King of Great Britain (1895-1952)
Hampden
Lancaster
Me 109
memorial
mine laying
prisoner of war
RAF Cottesmore
RAF Dunholme Lodge
RAF Waddington
RAF Woodhall Spa
Stalag Luft 3
training
Victoria Cross
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2117/35525/SGillK1438901v10039-0027.1.jpg
470c6138dd8d0441a4d30751c432a277
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2117/35525/SGillK1438901v10039-0028.1.jpg
bd9eac10fbc77b301a4c2d9a779c8a90
Dublin Core
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Title
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Gill, Kenneth. Album two
Description
An account of the resource
Thirty-nine items. Album pages with photographs of family, colleagues, friends and places as well as some copies of documents and newspaper cuttings.
Date
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2017-07-09
Publisher
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IBCC Digital Archive
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Gill, K
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Title
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Runnymede Memorial
Description
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View of a memorial building and galleries and accompanying text.
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RAF Benevolent Fund
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Great Britain
England--Surrey
England--Runnymede
England--Surrey
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Royal Air Force
Language
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eng
Type
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Photograph
Text
Format
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One b/w photograph and printed document
Identifier
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SGillK1438901v10039-0027, SGillK1438901v10039-0028
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
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IBCC Digital Archive
killed in action
memorial
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1895/35623/SGillK1438901v20007.1.jpg
b42483b7b2671c55e9732ecb1b912cb9
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The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Gill, Kenneth
K Gill
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IBCC Digital Archive
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2017-07-09
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Gill, K
Description
An account of the resource
One hundred and sixty-four items plus another one hundred and fifteen in two sub-ciollections. The collection concerns Flying Officer Kenneth Gill DFC (1922 - 1945, 1438901, 155097 Royal Air Force) and contains his log book, documents, photographs and family and other correspondence. <br />He flew operations as a navigator with 9 Squadron before starting a second tour with 617 Squadron. He was killed 21 March 1945 having completed 45 operations.<br /><br />The collection also contains two albums. <br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2114">Kenneth Gill. Album One</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2117">Kenneth Gill. Album Two</a><br /><br />Additional information on Kenneth Gill is available via the <a href="https://losses.internationalbcc.co.uk/loss/108654/">IBCC Losses Database.</a><br /><br />The collection has been donated to the IBCC Digital Archive by Derek Gill and catalogued by Nigel Huckins.
Transcribed document
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Transcription
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[underlined] Paul H. Scott [/underlined]
The first rays of the dawning sun shall touch its pillars
and as day advances and the light grows stronger
You shall read the names engraved on the stone
of those who sailed the angry skies and saw harbour no more
No gravestone in Yew's dark churchyard
shall mark their resting place
Their bones lie in the forgotten corners of earth and sea
But that we may not lose their memory with fading years
their monument stands here.
Here at the heart of England
Halfway between Royal Windsor and [deleted] Royal [/deleted] [inserted] Lordly [/inserted] London
Looking down here where the trees droop down to Runnymede
Meadow of Magna Carter
Field of freedom
Never saw you so fitting a memorial
Proof that the [deleted] members [/deleted] [inserted] numbers [/inserted] established here are still dear
to the hearts of men
Here now they stand contrasted and alike the
vale of Freedoms birth and the memorial of freedoms winning.
And as evening comes the mists like quiet ghosts rise
from the river bed and climb the hill to wander
through the cloisters
We shall not forget them
Above the mist we shall see the memorial still
and over it the crown and single star
and we shall pray as the mists rise up
and the [deleted] heart [/deleted] [inserted] air [/inserted] grows dark that we may wear
as brave a heart as they
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Title
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Poem - the first rays of the dawning sun shall touch its pillars
Description
An account of the resource
Poem about lack of gravestones to mark resting place but memory does not fade. Continues lines about with Runnymede memorial. They would not be forgotten.
Creator
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Paul H Scott
Spatial Coverage
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Great Britain
England--Surrey
England--Runnymede
England--Surrey
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Language
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eng
Type
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Text
Text. Poetry
Format
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One page handwritten document
Identifier
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SGillK1438901v20007
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
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IBCC Digital Archive
Contributor
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Sue Smith
arts and crafts
killed in action
memorial
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1794/35730/MWilsonRC1389401-170113-100002.1.pdf
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Wilson, Reginald Charles
R C Wilson
Description
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166 items. The collection concerns Reginald Charles Wilson (b. 1923, 1389401 Royal Air Force) and contains his wartime log, photographs, documents and correspondence. He few operations as a navigator with 102 Squadron. He was shot down on 20 January 1944 and became a prisoner of war.
The collection has been donated to the IBCC Digital Archive by Janet Hughes and catalogued by Barry Hunter.
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IBCC Digital Archive
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2017-01-13
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
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Wilson, RC
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[underlined] MY POW DAYS - POSTSCRIPT [/underlined]
Caterpillar Club
I became a member of this Club soon after the end of WW2. I registered that I had saved my life, having baled out of an aircraft on fire and out of control. In freefall, I manually pulled the ripcord of my Irving parachute, which released the parachute canopy and supporting shroud lines.
The Club has no structure, committees or branches, but is still famous for its huge worldwide membership of airmen who have saved their lives by parachute.
The Wright Brothers of America designed and launched their rudimentary Wright Flyer aircraft at Kittyhawk in 1903. But it was many years before an acceptable parachute was designed to save the lives of aircrew escaping from disabled aircraft.
The Centenary of the 1903 event was celebrated at the Biggin Hill Airshow in 2003, when Barbara and I were invited to a VIP Marquee with a number of the Caterpillar Club members who resided in the London area.
Leslie Irving was the American pioneer who developed the successful parachute. In 1911 at the age of sixteen he jumped from a static balloon, and continued his interest in designing parachutes. In 1919 he designed a parachute pack, using pure silk for the large canopy and the shroud lines, and a ripcord for manual release of the parachute after baling out. His design proved that you could parachute safely from an aircraft in flight. However there was doubt that it was safe to bale out from a stricken 'plane. Until in 1922, Lieutenant H.R. Harris made an emergency jump using this Irving parachute. As a result of his experience the American Air Force adopted the Irving design that same year. And in 1925 the RAF chose the Irving seat pack parachute for their use. WW2 brought about a huge demand for parachutes (seat and chest packs).
In 1922 Irving decided to form a club of those who had saved their lives and Harris was to be the first member. Irving named it the Caterpillar Club and by 1945 there were 34,000 members! (The caterpillar is symbolic of the silk worm which descends gently to earth from heights, by spinning a silky thread from which to hang.)
The Irving Parachute Company gives every member a certificate and a gold tie/lapel pin, shaped like a caterpillar, and with red eyes (red eyes if the aircraft was on fire). The recipient's name and rank are engraved on the reverse.
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The Post War Years
One month after WW2 ended, our surviving crew of four met at Laurie Underwood's wedding. This was a time of great celebration for us and we didn't waste time reminiscing about the RAF or the previous 15 months in captivity!
I remained in the RAF until August 1946 but no longer on flying duties. During this time I was promoted to Flight Lieutenant. I had several months on leave after which I attended an RAF Administration course and eventually was posted to RAF Hornchurch, where I was in charge of the Overseas Holding Unit. This Unit was responsible for looking after RAF personnel, serving in Germany and on leave in the UK. Some, who were on compassionate leave, needed more time to deal with their problems; some, on normal leave, had applied for an extension of leave on compassionate grounds (often 'passionate' rather than compassionate!); some just went absent without leave and had to be arrested by the RAF police! It was not the most exciting job, but I was able to live at home and it filled the time until I was back in 'civvy street'.
After we were all demobbed, the ensuing years were spent on developing our careers etc. I returned to Unilever and eventually became a management consultant. George Griffiths continued flying as a pilot in a civilian air transport company and then, a senior captain with British Airways. Laurie studied accountancy and eventually, as sales manager of Philips, sold mechanised and later computerised accountancy equipment. Johnny Bushell developed tuberculosis shortly after the war, contracted as a result of poor conditions in Stalag1VB. He had one lung partially removed and was awarded a full war disability pension. He was still able to work and became a housing officer for Bedford Council. Johnny remained a bachelor, but George, Laurie and I married and raised families, which gave us little time to muse about our wartime experiences.
Remembering our wartime experiences
Apart from exchanging Christmas cards and an occasional meeting up with Laurie and John, in my business travels around the UK, we didn't meet as a group. I had lost contact with George Griffiths until, sometime in the 1970's, I managed to locate his wife's parents in Craven Arms and they gave me his address. He was still serving with British Airways when, some time later, I phoned him - at precisely 8 o'clock GMT on 20 January (the anniversary of the exact time when we were shot down). This became a pleasant ritual, and every year by this means, we congratulated ourselves on our lucky survival.
I retired in 1984, and George who lived in Ruislip retired some time later. Barbara and I managed to visit George when we stayed over at Northolt to see Barbara's mother - this would be in the early 1990's. George had done some retirement research at the RAF Museum at Hendon, and had obtained photographs and information about the four crew we had lost. They were all killed. Two were buried in the 1939-45 Berlin War Cemetery, and two were
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remembered on the Runnymede Memorial, as they had no known graves. Also, George had obtained (through a German archivist) details of how and where we were shot down. We were not shot down by flak, or a bomb through our wing from one of our aircraft above as first throught, but by an ace night fighter pilot. The archivist had also traced the crash point of our plane in Berlin. In support of this information he had sent George a photograph, a 'history' of the night fighter pilot, and a map of the exact point where the 'plane debris had fallen. (George had landed in waste ground, amongst the wreckage.)
Our 50 year reunion
All this information, and reading several books about Bomber Command and the Berlin Raids, stimulated my thoughts, which had remained dormant on this subject for many years. As a result, we and our wives arranged to meet at a Peterborough Hotel on our 50th Anniversary, to exchange our personal experiences and to celebrate our survival. We dined and raised our glasses "to absent friends" at the exact hour (8pm GMT, 20 January 1994). This was our first meeting as a group since June 1945!
A cousin of Laurie Underwood, hearing about this celebration, contacted the BBC and arranged that a TV Team and a Radio car would attend this meeting, in the afternoon prior to our dinner at 8pm. We were requested to bring any memorabilia we had; which meant we were able to fill in a number of gaps in our experiences. Johnny and I learned how George, when the plane was 'on fire' over Berlin, had been held in his seat, with his head thrust forward and the throttle levers behind his ears, when the plane went into a spiral dive. He had a vivid recollection of seeing the altimeter 'unwind' from 17000ft through 7000ft before he blacked out! He regained consciousness and was 'in the air' in freefall, after the plane's fuel tanks had exploded and he had been blown out of the aircraft. He was now only hundreds of feet from the ground, but managed to pull his parachute ripcord. His parachute opened but was still 'on the swing' when he hit the ground, with the debris of the aircraft around him. Although in shock he had landed virtually unscathed.
Laurie told Johnny and I how, immediately after arriving at Stalag Luft3 Poland in February 1944, he was recruited as an extra lookout, whilst they completed the escape tunnel 'Harry' for the Great Escape. Laurie being a latecomer was not included in the escape. He was lucky, as 50 of the 76 who did escape and who were recaptured, were murdered on the orders of Hitler. Laurie and George, like me, had to march away from their prison camp as the 'Front Line' approached at the end of January 1945. In their case it was the Russians on the Eastern Front. They marched in freezing conditions and then entrained on 2 February to Malag camp, where they stayed until 10 April. They then marched again for two weeks across Northern Germany, and were liberated a week later on 2 May 1945, just south of Ludbeck on the Baltic, by the British Army.
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Thus, by the end of our celebrations at Peterborough, we had learnt more4 about each other's experiences. BBC made a three minute video tape of the occasion, which was sent out over Yorkshire and Look East Television on the Eight O'clock News that night. George and I were interviewed in a BBC radio van and a three minute radio tape of the interview was broadcast from Cambridge also. The tape was so popular that it was broadcast three times.
Following this occasion I began to compile some of my experiences in Bomber Command, and assemble documents, and letters received after being shot down etc.
Runnymede War Memorial
In August 1994 Barbara and I attended the annual Memorial Service, arranged by the Aircrew Association, at the Runnymede War Memorial. This was particularly important to me as we were able to view the names of the two of the four members of my crew - Flight Engineer L Bremner and Mid-upper Gunner C Dupueis - who were killed and have no known graves. Their names are recorded within in the cloisters of the Memorial, and 1994 ws the 50th anniversary of their death. The Memorial lists some 22,000 names of RAF personnel without known graves, who were killed in WW2.
Laurie and Beryl's Golden Wedding in Wetherby and other Yorkshire visits
In June 1995, it being Laurie's Golden Wedding Anniversary, we all met again, this time in Laurie's home town Wetherby, Yorkshire. After the celebrations we took the opportunity of visiting the Yorkshire Air Museum at Elvington, which was a satellite airfield to RAF Pocklington during the war. They were in the process of rebuilding a Halifax Mk 3 Bomber to represent the most famous wartime Halifax, 'Friday 13th', which achieved 128 bombing missions. It was displayed on Horse Guards Parade in London after the war and then broken up!; whereas a Lancaster has a 'place of honour' in the RAF Memorial Flight, and another is displayed in the RAF Museum at Hendon for all time.
There were over 6000 Halifax aircraft built during the war. They were used for over 80,000 bombing and mine laying missions in Europe in Bomber Command, and supported the other armed forces on D Day and in the continuing liberation of Europe. They operated in the Middle-East, and in Coastal Command attacking U-boats in the North Sea and North Atlantic. They also towed airborne troops in gliders to Normandy on D Day, later to Arnhem and, in the final stages of the war, to the crossing of the Rhine.
It beggars belief that any Government would scrap every Halifax built, taking into account its contribution to the success of WW2 and its place in history, but they did!
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It was not until 1983 that there was enough historical interest to consider restoring a Halifax. Yorkshire being the 'birthplace' of the aircraft, it was natural that the Yorkshire Air Museum would take on the task. In 1984, they found the fuselage of a Halifax that had crashed in the Hebrides in 1945. It had been bought by a farmer and used as a hen house! This was acquired by the Museum and moved to Yorkshire. Parts were collected from almost all corners of the world. Pieces from at least three Halifax aircraft were used: the wings came from a post-war Hastings and the engines were donated by the French Air force, (who flew Halifax bombers from Elvington in 1943). The nose section had to be rebuilt from scratch with the help of British Aerospace, aided by volunteer engineers. When we visited the Museum the aircraft was still only partially assembled. It was some years later before it was completed and is now on display, as 'Friday 13th', in its own hanger[sic]. As far as I know, contributions to its construction, both in effort and cost, were all voluntary; no Government money was ever offered.
We also took the opportunity, mainly for the benefit of Laurie and George, of visiting another Museum in Yorkshire. (This site was originally a British POW Camp for German prisoners of war and now converted to a WW2 Museum). One of its exhibits was the replica of the escape tunnel 'Harry' used at Stalag Luft3 for the escape of 76 RAF prisoners (50 of whom were murdered when recaptured). The tunnel was of particular interest, as it displayed the pump system for providing ventilation and the novel trolley mechanism for moving the escapees along its whole length, to the end of the tunnel.
Tom Nelson and Stalag1VB
On 23 December 1995, the Daily Mail had a double page spread featuring life in Stalag1VB, and particularly what happened at Christmas in 1944, when American prisoners of war arrived. Taken prisoner at the Battle of the Bulge, they were in a very sorry state, physically and mentally. The article had been supplied by Tom Nelson (and included a large photograph of him). I did not know Tom Nelson in Stalag1VB as he had been in another barrack block whilst I was there. But I met him in OflagV11B when we were both moved to this camp in February 1945. We shared the same room with two Australian army chaps, until we marched out on 15 April 1945. Apart from a chance meeting, and a fleeting hello in London in 1946, I had not seen him since our liberation at the end of April 1945.
I got in touch with the Daily Mail, and they agreed to forward a letter to him but they would not give me his address. I wrote him a letter and included photocopies of my drawings of OflagV11B, from my wartime logbook. In particular there was a drawing of 'our room', which he and I had signed, along with our two Australian colleagues.
A week or so later I received a phone call (at least two hours long) from an amazed Tom Nelson. He said his memory of OflagV11B was a bit hazy but the signature on the drawing was without doubt his, and we agreed to meet at the RAF Club in Piccadilly and renew our memories.
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After Tom was demobbed, he worked for several American airlines in flight operations, and married Pat, an American. He spent time in America and Germany and returned to UK to run a travel agency. It was then that he joined the Stalag1VB ex-POW Group and attended their annual reunions in Edinburgh. As a result he had collected photographs, drawings, poems and various records about 1VB. He brought these along to the RAF Club, and I was able to copy them.
The most important information I learnt from him, was what had happened to the Muhlberg Stalag1VB Camp Site in 1945, after this area in Germany became part of the Russian Zone. At first Stalag 1VB ex-kriegies, returning to visit the Camp Site post war, were told by the Russians or members of the GDR (German Democratic Republic), that it had been occupied by German refugees who had nowhere to live. And as there were barracks, electricity and water available here, they had made it their home. These were complete lies:
The Camp had become Special Internment Camp No. 1 (with even more barbed wire than Stalag1VB), where Germans who were considered to be a danger to the Soviet State, or for any 'reason', could be interned without any evidence or trial. They were not allowed visitors, parcels, or help of any sort, and were not able to communicate with anybody outside the camp. In a short time it became a filthy, disease-ridden place. This camp remained open until November 1948, during which time about 22,000 'victims of communism' passed through it. Some 6700 of them died of starvation or disease during this period and were buried in mass graves, just northeast of what previously was the RAF compound when I was there. Many others were moved to Soviet camps and never heard of again. All this information was withheld from the general population, and those who did know were threatened with punishment if they disclosed it.
After the closure of the Camp, the Russians removed all the wooden barracks for workers' huts elsewhere. Other structures were sold to local farmers. In the end nothing was left except the concrete foundations of the washhouses,[sic] the barracks, and the 40-holer latrines and the static water 'reservoirs'. The Russians then decided to obscure the place by planting birch trees overall. Soon the site became overgrown with trees and brush.
Now that the Russians have left, East and West Germany unified, and the lies and cloak of secrecy exposed, many of the relatives of those who died in the camp have visited the site. They have put crosses in the area of the mass graves and the place has become a shrine, with its own Memorial.
I met Tom several times in the next few years at the RAF Club but later, he suffered from double vision and did not travel on his own. He put me in contact with Stalag1VB ex-POW Group, which by now was much depleted, and with fewer members had moved their venue south, to Peterborough.
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Public Records Office at Kew
In August 1999 Barbara and I visited the Public Records Office as I needed some more detail for my RAF memoirs on my operational flights in 102 Squadron. Also, as my first pilot had been killed, I wanted to know the circumstances in which my second pilot Sqdn. Ldr. G. A. Harvey, withdrew from flying on medical grounds, yet was later awarded a DFC. This left our crew 'headless' and meant we were destined to fill in as 'spares' until another pilot was posted to the squadron. Being a spare was not an enviable roll to have in operational flying, especially if you were the navigator!
I found the Records Office a fantastic place for providing information. All operational squadrons had their records held on microfilm and every operation throughout the war was accessible. Other documents such as RAF Station records and medal award citations were the original documents, but surprisingly still available on request. Harvey's DFC citation was in great detail and stated his award was long overdue. He had clocked up 390 operational hours in the Middle East in 1940-41.
Mel Rolfe and 'Flying into Hell'
During the period 1999 - 2000, Laurie was in touch with Mel Rolfe, the author of two successful books about crews' experiences in Bomber Command, and was planning to write a third book. As a result of this meeting, Laurie, Johnny and I (but Laurie being the prime subject) featured in one of 20 chapters in the book entitled 'Flying into Hell', which was published in 2001. Our chapter focussed on our first operation, mine-laying, during which we were badly hit by flak and had to bring damaged mines back, in an aircraft without radar or hydraulic power. And our last operation, when we were shot down over Berlin by an ace night fighter plane, with incredible escapes for the four survivors.
In order to advertise his book, Mel Rolfe contacted local newspapers and BBC Radio and gave them the addresses of those mentioned in the chapters. Laurie, Johnny and I, all gave newspaper interviews. Laurie and I also gave 25 minutes live radio interviews, Laurie from Leeds and I from Essex. We were able to get copies of the newspaper articles and tapes of the radio broadcasts. Sadly George Griffiths, our pilot, who had the most remarkable escape, had died suddenly in 1998 and thus could not be featured in any interviews.
Planned visit to the Stalag1VB site
In year 2000 the son of a member of Stalag1VB ex-POW Group, Tony Drewitt, offered to organise a visit to Muhlberg and the Stalag 1VB site, which was enthusiastically taken up by the members of the Group (this included Tom Nelson, Johnny Bushell and myself).
In 1944 Tony Drewitt's father (Harry Drewitt) had lost his best friend in 1VB. His friend had been shot dead by a guard, as he leaned over the trip wire to pick some wild strawberries. In recent years Tony and family have gone to
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Germany, visited Muhlberg Stalag1VB site and the Berlin 1939-45 War Cemetery. His friend and all those British & Commonwealth POWs who died in Stalag1VB, (previously interred in Neuburxdorf cemetery), are buried there.
On these visits to the Stalag1VB site, the Drewitt family met Mayor Brendel and others who, since 1990 (after the Russians and the GDR had left), have openly publicised the atrocities perpetrated in Muhlberg Special Internment Camp No. 1, (previously Stalag1VB). To this end they have formed the Munlberg Initiative Group, to make the Muhlberg Camp a permanent memorial. They have cleaned up the main road through it, marking out the various areas of the camp, and where the mass graves and memorial of the Special Camp No. 1 is situated. Where possible, they have revealed the foundations of the cookhouses, barrack washhouses and latrines etc, which is all that is left of the original camp - see my notes about Stalag 1VB under 'Tom Nelson'.
Mayor Brendel and the Muhlberg Initiative Group welcomed the idea that a party of British ex-POWs and families might wish to visit the site, and said that Muhlberg would like to host to the visit.
Every year ex-kriegies from Poland, France and other countries visit the Neuburxdorf cemetery (about 4000 POWs who dies in 1VB were buried here originally). It now has a War Memorial to represent all the nations who had prisoners there. This visit is now combined with the service, held in the Muhlberg Camp, for the German civilian post war victims who died in the Special Internment Camp No. 1.
As a result, Tony Drewitt agreed with Mayor Brendel that she would arrange the hotel accommodation in Muhlberg, and host an evening dinner with the Initiative Group. The date would coincide with the remembrance services at Neuburxdorf cemetery and Muhlberg Camp site. Coaches would be available for all planned visits.
Visit to Berlin, Muhlberg, Stalag1VB, related sites and Colditz
Day 1
There were over 90 ex-POWs, family and friends including Tom Nelson, Johnny Bushell, Barbara and myself, who flew to Schonefeld, Berlin on 6 September 2001. (The airfield was only a few miles from where I landed by parachute on 20 January 1944)
We were taken in two coaches (which, with their drivers and guides, were to 'look after us' for the rest of our visit), to Treff Park Hotel, about 6 miles southeast of Brandenburg Gate. We had dinner, and then a coach tour of central Berlin. Although the tour was impromptu, with a helpful but inexpert guide, it was sufficient to give us a glimpse of the contrasts between 'East' and 'West'. We had a passing view of the main shopping centres which showed that the 'East' looked deprived with poor buildings, displays and lighting etc. We also viewed the famous graffiti on the remains of the Berlin
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Wall and, at my request, the new Kaiser Wilhelm Memorial Church alongside the ruins of the original. The original church was destroyed on 22 November 1943, the second Berlin raid that I was on. It was a somewhat similar Memorial to that of Coventry Cathedral, destroyed in 1940, with the exception that Coventry Cathedral was deliberately destroyed.
Day 2
The following morning we were taken to the 1939 - 45 British War Cemetery, where nearly 2900 RAF aircrew, killed furing the Battle of Berlin and other raids in East Germany, are buried. (Only 800 of the 4000 shot down in the Battle of Berlin, survived this operation - John and I are two of these). Many whole crews are buried together, in lines of seven graves, running up to the Stone of Remembrance and on as far as the Cross.
The Cemetery is situated in an area of woodland, which is part of the Grunewald Forest in the district of Charlottenburg, west of Berlin. It was beautifully maintained, as are all British War Graves. Barbara and I together with Johnny Bushell, took some time locating and placing poppies on the graves of our two crew members who are buried here: F/Sgt. K F Stanbridge (Co-Pilot), and P/O. E Church (Wireless Operator), as they were not side-by-side, but on opposite ends of the Cemetery. We found Ken Stanbridge's grave first and I remembered that Ken had passed George Griffith's parachute to him, not long before the aircraft went into a spiral dive. George lived and Ken didn't. Visiting Eric Church's grave had a particular significance for me, as he had helped Laurie Underwood and me, kick out the jammed escape hatch, and he should have followed us out. But the 'plane must have gone into the spiral dive immediately after we had baled out, and he had no chance to bale out - just a few seconds, between life and death. George, Laurie, John and I, were incredibly lucky to survive this event.
Following personal visits to the graves of colleagues, Reverend Michael Whelton (a friend of Tony Drewitt who was acting as the 'Padre' for the party) held a short but emotional service. Then a wreath was placed on the Stone of Remembrance before we continued our itinerary to the centre of Berlin.
I was glad that Johnny and I had been able to make this visit to the Cemetery after so many years and it closes a chapter in my mind.
In Berlin, we first visited the Brandenburg Gate. This also had some significance for me, for it was 18000 ft. above here that we were attacked by a night fighter and shot down in 1944. Our target had been Hitler's Chancery which was just south of the Gate. Our second visit was to the Reichstag, a short distance away. The Reichstag was not destroyed during WW2. After the re-unification of East and West Germany in October 1990, when Berlin became the Capital again, it was to house the German Parliament. It was renovated by the British Architect Sir Norman Foster, who had been chosen to do the work. His idea was to enlarge the Plenary Hall and add a new modern glass cupola, from which the public could view Parliament in action - its main feature. The task was completed in 1999. Although the cupola could be seen
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from outside the building, we didn't have time to go inside to view it, before we continued our journey south to Muhlberg.
We travelled about 75 miles to Muhlberg through mostly open countryside, passing several buildings or barracks that were once occupied by the Russians, and were now in a dilapidated state.
Muhlberg is a small town on the river Elbe, noted for its number of Renaissance buildings (which luckily escaped damage when the Russians advanced through it on their way to Berlin in April 1945). But today the town is also remembered for its close proximity to the Prisoner of War Camp, Stalag1VB which, post-war, became 'Special Internment Camp No. 1' where German civilians suffered under Russian Occupation.
On arrival we were met by Mayor Brendel and a number of helpers, who took us to our small hotels or private accommodation dotted around the town. In the evening we were invited to a reception in the Town Hall organised by Mayor Brendel and the Muhlberg Initiative Group.
The reception was addressed by a Representative from Berlin, to all of us from the Stalag1VB ex-POW Group and those connected with the Muhlberg Initiative Group; this being the 11th. Anniversary of their Memorial and Remembrance Meetings.
In the address he explained that Initiative Groups were formed all over Germany (after the Reunification in 1990), by survivors of the Special Internment Camps, to remember and make known the atrocities perpetrated by the Russians during their occupation. To this end the Initiative Groups have preserved sites like Muhlberg, Buchenwald, Sachsenhausen etc, and set up small museums, containing documents and photographs, so that the younger generations (their children and grandchildren) will know about these dark days of their history. To these memories they have added the wartime atrocities of Nazi Germany, in their own country and the occupied countries of Europe. In Muhlberg, they have also included Stalag1VB, as it is said hundreds of thousands of POWs from all over the world, passing through the camp from 1939-1945, suffered from cold, damp, overcrowding, poor inadequate food and lack of hygiene. There were many deaths, many more than those recorded in Neuburxdorf Cemetery, including thousands of Russian POWs who died of typhus in the early years of the war and were buried elsewhere.
After the address, to complete the evening we were hosted to a fantastic buffet dinner, provided by the people of Muhlberg, who really did appreciate our visit to their town.
Day 3
The following day (punctuated by heavy bouts of rain) we visited the small Muhlberg museum which had, apart from their local history, records, drawings and artefacts donated by ex POWs from 1VB. This was followed by a lunch of
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soup, goulash, hunks of bread and coffee (warming and very welcome), provided by the Town Fire Service. Luckily it was in a Marquee, erected for the occasion, which sheltered us from the drenching downpours.
In the afternoon we were taken in our coaches to Neuburxdorf and we viewed the railway sidings, where all POW's had 'disembarked' from their cattletrucks, for their march to the sinister Stalag1VB in the middle of the flat fields of Saxony. I recall the ground was covered with slushy snow and the camp site looked as if [it] were in the extremities of Siberia!
After the visit we proceeded to the Neuburxdorf Cemetery to attend the annual memorial service for all POWs (Polish, French, British, etc.), who died in 1VB and were buried here. During this service, our exPOW Stalag1VB Group dedicated a plaque, which was laid in the Cemetery as a Memorial to the 60 British POWs, who were buried here and now removed to the Berlin site. The plaque was donated by the Canadian RCAF.
To complete the day's visits we travelled the short distance to the Stalag![1] VB site. We drove through what was originally the East Gate. The lagerstrasse or main road was still there, but now flanked with birch trees and undergrowth which covered the whole site. As described earlier, the Muhlberg Initative Group and associates had cleared some parts of the camp to reveal the concrete foundations of washhouses and latrines. They had marked out the areas of the various compounds and the two cookhouses. As my barracks was close to the French cookhouse, Barbara, John, Tom Nelson and I, were able to locate the area of the barracks, but due to the undergrowth we were unable to reach it. But we were able to get to the site of our 40-holer latrine, which still had (though somewhat crumbled) the concrete foundation and septic tank below. It still had four open channels in the concrete base. Over each channel there had been a long wooden rectangular box as a seat with ten holes in it, (so 40 of us could be there at one sitting!)
We were only a short distance away from the mass burial site of the victims of Special Camp No. 1, just a few yards to the north-east of us. Here, there is now a large Cross erected as a Memorial to the 6700 German detainees who died of starvation and disease (1945-48). Amongst the undergrowth, near the Cross, there were many smaller crosses put there by relatives and friends over previous years.
We joined the Muhlberg Initiative Group, again in a drenching downpour, with relatives and friends (of several nationalities), for their annual service of remembrance, at the Memorial. Then we made a further inspection of the remnants of the Camp, nearer the West Gate entrance, before returning in our coaches to Muhlberg.
So we said 'goodbye' to the site of Stalag1VB and Special Camp No. 1. It was now a 'sleeping forest' of birch trees, encompassing (in this terrible place) the memories and miseries of probably hundreds of thousands of 'prisoners' from many nations, who passed through it during the war years and the aftermath.
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On return to Muhlberg, we attended yet another Memorial Service in the Church, just for ourselves this time, before we had our evening meal in the Town Hall. This was followed by Lew Parsons (our Chairman) giving a slide presentation of photographs of Stalag1VB to local people, including some older children, who afterwards asked us questions about the camp and WW2.
Day 4
On our 4th day we visited two preserved POW Camp sites, Jacobsthal and Zeithain. Both were originally slave camps for Russion POWs. Later Jacobsthal was a punishment camp for Stalag1VB I believe, (though Zeithan seemed to have more evidence of Russion prisoners). We were told that many tens of thousands of Russians who died of a typhus epidemic in 1941-42, are buried in mass graves beneath the lawns at the entrance to this camp. It now has a Memorial Archway, erected by the Russians during their occupation after the war.
At Zeithain, the Initiative Group had built a wooden hut to illustrate the type of barracks used to house POWs. We had to criticise it, as it did not illustrate the conditions under which prisoners had to live. It had no rickety three-tier bunks, it was not overcrowded or dilapidated, it had no floor of bricks set in earth, and it did not indicate the unhygienic state of living. They also had a small museum which included photographs showing guards and others, mistreating and punishing prisoners.
Our next visit was 30 miles or so southwest, for a tour of Colditz Castle. We had lunch in a restaurant first and then (in the pouring rain again), we made our way up hill to this gaunt formidable place.
Colditz Castle, first mentioned in 1014, built on a hill overlooking the rive Mulde, was never used as a stronghold. It was destroyed by fire in 1504, and rebuilt in 1583. Used as a residence and then a hunting lodge, the building was not popular and fell into decay. In the 1800s the State took it over as an alms house and then a workhouse. In 1929 it was used as an asylum, then a prison for anti-fascists and finally an old folks' home until 1939, when it became a POW Camp until 1945.
Colditz was used for high ranking officers and persistent escapees, as it was considered to be, because of its design and location, virtually escape proof. In fact it became an 'academy for escapers'. Over the period of the war, 300 escape attempts were made - only 120 prisoners got out but were recaptured, 31 escapees got home. The camp was a hive of ingenuity, manufacturing German uniforms, forging documents, and finding ways to get out via the main gates. The most audacious plan was to build a glider for two escapees, to be launched from the roof. It was to be catapulted to give it gliding speed to get over the river Mulde. This was to be achieved by dropping a bath tub filled with concrete, 60 feet 'through' the floors of the castle, to pull a cable attached to the glider. The glider was built in an attic, behind a false wall above the Chapel, but the plan was never carried out as the war ended sooner than expected. (Later another glider was built to the plan specifications and tested
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successfully!) One of the first British escapers to get home was Airey Neave. Post-war he became an MP and was murdered by the IRA, when his car was blown up by a bomb in the Palace of Westminster car park.
Our visit to Colditz covered only a small part of the building, mainly the rooms adjacent to the spiral staircase. At the top of the building we saw a copy of the famous glider and some of the rooms of the high ranking POWs. A museum covered several floors with photographs, displays of escape clothing, forged keys and documents, 'rubber stamps' for approving passes etc., a sewing machine made of wood and several other artefacts. A 'tunnel' constructed by the French POWs was exposed. It was unusual, in that it was made up of channels located between walls and floors and not as you would think, dug underground. My general impression was that Colditz was a claustrophobic place compared with the three camps I experienced. But they were probably better supplied with food than we were and had better amenities.
The camp was liberated on 16 April 1945 by American forces. They had made rapid advances to the east and did not know that this castle was a POW camp. The Germans were still defending the town and castle approaches. The Volkssturn ('Home Guard'), now integrated with the Wehrmacht by Hitler, were also active in its defence. The American Commander was just about to order the shelling of the Castle, when Allied flags were waved from windows high up in the building! This saved the day and the order was cancelled - another bout of 'friendly fire' was averted, and no doubt casualties as well!
After this visit we returned to Muhlberg, stopping on the way to view Strehla on the river Elbe, where the Americans and the Russians met in April 1945. It was fifteen miles or so south of Torgau, which was later named as the official meeting place, on 4 May 1945. In the evening we returned to the Town Hall for our final meal of the tour.
Day 5
After breakfast we assembled at the Town Hall and said goodbye to the people of Muhlberg. We travelled, accompanied by Mayor Brendel, to Holzdoff Airbase (where her son was stationed) for a presentation by the Stn. Commander.
Holzdoff was a Helicopter Base (a part of the new German Airforce) and was involved in civil duties. The Commander gave a detailed talk about the work of the station. We were given a tour of the hanger[sic] responsible for the maintenance of the helicopters and a demonstration by the fire fighting services. This was followed by a snack, before we continued our journey to Schonefeld and back to Stansted.
We arrived back in Stansted on the evening of 10th September, after a very busy and successful tour. We were to find that we were back 'in the present day' - just a few hours before the atrocities perpetrated by terrorists in New York (nine/eleven!) were to make a 'world change' of momentous proportions.
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Tom Nelson and his American wife, both knew New York well, and were very upset about what had happened. Sadly Tom, who had not been completely fit for some time, died suddenly later that year, in November 2001.
Stalag1VB ex-POW Group Reunions in Peterborough
The 1VB reunions were held every year over the weekend nearest to the 23 April, which was the day the camp was liberated by the Russians. Barbara and I have attended these in April, years 2002-4 and we will attend next year, which will be the 60th anniversary of liberation day, Saturday 23 April 2005, and the final reunion for the Group. This will be a memorable occasion. No doubt the day will end with an even more rousing rendition of 'Land of Hope and Glory' which is sung every year. It was sung in 1VB, in place of the National Anthem, which was disallowed.
Medals
After my 80th birthday I decided that, for the sake of my children and grandchildren, I should claim my medals. According to my assessment I was entitled to four. If Bomber Command had been awarded a campaign medal, it would have been five. Air Chief Marshall Sir Arthur Harris said that 'every butcher, baker, and candlestick maker' within 200 miles of the front got a campaign medal ... but not Bomber Command'. The post-war government was embarrassed about the heavy loss of life in the bombing of Dresden, and the aircrews got the blame for it! As a result a campaign medal was not granted, despite their courage and dedication, in high risk bombing operations night after night. Bomber Command aircrews, mostly in their early twenties, carried out orders in a total war situation, and suffered the highest casualties of all the British and Commonwealth forces during the whole of WW2.
In fact my claim for medals finally amounted to three; the fourth medal, the Defence Medal, required three years' non-active service. After deducting elevan and half months training time abroad, I could only muster two years nine months, even adding my Home Guard time before I joined the RAF. The rest of my war service (one year three months) was as a POW, and I was told by a civil servant in the Medal Agency, that the time as a POW didn't count! (In America, there was an additional medal - for being a POW!)
My medals are:-
* 1939 - 1945 Star - active service.
* Aircrew Europe Star - aircrew active service Europe 1939 - D Day 1944
* War Medal - general service.
These are still in a small cardboard box with a piece of ribbon for each rolled up in it, sent to me by registered post. There was no covering letter, only a printed list of all the medals available, with their ribbon colours, so that you can match the medal to the ribbon yourself.
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Footprints on the Sands of Time (Bomber Command Prisoners of War in Germany 1939 - 45) by Oliver Clutton-Brock
This unique book, published in 2003, covers the German POW Camps. It includes anecdotes and stories of aircrew in the camps, covering capture, escape, liberation, those who were wounded, suffered illness and many that were murdered. It lists all the 10,999 POWs, who did not suffer in any way like those in the 'Holocaust' yet, nevertheless, experienced poor living conditions in German hand. They owe their health and many of them their lives, largely due to the food, clothing etc. supplied to the camps by the International Red Cross.
I add a few comments here about the treatment of POWs featured in this book, which I have not referred to directly in my experiences. It is important to include them here, as they are the additional risks that aircrew were exposed to, when they baled out near or in the target area, in the last two years of the war.
Also I refer to escaping and getting back to England, which only a tiny number succeeded in doing, despite the large number of prisoners who attempted it.
Additional risks to Aircrew in 1943-45
From mid-1943 onwards, after baling out into enemy territory, the treatment received on capture was a matter of luck. Many were humiliated, beaten and murdered. It was estimated, that one-in-twenty captured aircrew never returned home, overall more than 800 RAF were lynched or shot.
Personally my capture was reasonably civilised. Apart from the hint, at a suburban police station, that I was a 'terrorflieger', and experiencing with a part of other captured RAF, ugly threats from a crowd of civilians at a Berlin main railway station, I was ok. But of course we were under armed guard at the time!
Interrogation at Dulag Luft for me was a relatively mild experience, and the 'heat treatment' I received lasted only a couple of days. However this book states the Kommandant and some of his staff were tried for War Crimes in 1945, and he was given five years' imprisonment for his use of heat treatment (from 1943 onwards), and for withholding urgent medical attention from some wounded aircrew whilst they were being interrogated.
Following the Hamburg raids in August 1943 when the port and town were virtually destroyed, Himmler ordered the police not to interfere with the lynching of aircrew (who had baled out) by the civilian population. In March 1944 after the murder of the 50 escapees from Stalag Luft 3 POW Camp, Hitler ordered that airmen making emergency landings in Germany should not be protected by Wehrmacht from the atrocities perpetrated by the enraged population. In June 1944 Goring, Ribbentrop, and Himmler stated that airmen
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strafing trains, non military targets etc, would not be protected as POWs. In 1944 generally, there was a 'drip down' from the Nazi leaders to all the Military and Luftwaffe, not to interfere when civilians had taken action against captured airmen. They were also encouraged to take the lives of the hated 'terrorflieger'. After the Dresden bombing in February 1945, Goebbels stated that the 1929 Geneva Convention wasn't worth the paper it was written on. He hinted to the neutral Swedish press, that more heavy raids could result in all RAF and American airmen POWs, now in custody, being summarily executed! Hitler subsequently dropped the plan.
Churchill, early in 1945, was fearful of reprisals against all POWs in Germany. He suggested to Roosevelt and Stalin that a warning to Germany - not to maltreat prisoners - should be made by the Allies. But it was not until 23 April 1945, (due to the prevarication of Stalin,) that warning leaflets were dropped over Germany. By that time the war was almost over.
The worst excesses of murder happened during the last 12 months of the war and this book describes a number of them. The following example relates to what happened to a flight sergeant rear funner from my squadron (102). On 24 December 1944, a Halifax on a raid to Mulheim, was shot down near Neuss. All seven crew baled out, but only F/Sgt J G Williams was known to be captured at the time. He was taken by car, by the police, and handed over to Kreisliter Johannes Esser (Nazi Party Official) who took him to a room where he was reproached and beaten for bombing the town. He was then shot in the head and his body taken to a cellar, where it was wrapped in paper and sacking and tied with string. Esser and another, then took the body by car and threw it into a stream running into the Rhine.
On 28 September 1946, Esser was sentenced to death by a Military Court and hanged in Hameln prison, on 23 January 1947.
It is possible that the pilot and mid-upper gunner were also murdered on the same day. No details are known, but a letter from the MOD, as late as 1982, to their next of kin, suggests that a war crime was committed against them and four Germans were tried for the killings, in 1948. Looking up 102 Squadron records, I find that three of the crew were killed (murdered?) and the remaining four survived as POWs. This is an example of the 'hairs breadth', between life and death, when members of the same crew were captured by different Germans, probably only a few hundred yards apart.
Escaping - 1939 to 45
Despite the large number of Bomber Command POWs, there were only 34 successful escapes from prison camps, of aircrew, during 1939 - 45. Most of these were by aircrew, exchanging their identities with working parties who worked and lived outside the main prison camps. There were eleven (over the war period) who made their escape from Stalag V111B by this means. Not all got back to England in good time; some former Polish aircrew (now in RAF) stayed with the Polish Resistance until the war ended! Others stayed with Underground Forces until liberated by the Allies.
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There were two escapes, both from Stalag Luft 3 that were made via tunnels. The most famous, the 'Great Escape': 76 POWS (out of 200 planned) managed to get out before the tunnel was discovered. Unfortunately 73 were recaptured and Hitler ordered the murder of 50 of them, as a reprisal. Only three, two Norwegians and one Dutchman, all in the RAF, managed to get back to England.
The other, earlier escape, planned at the beginning of summer 1943, 'The Wooden Horse', was probably the most ingenious and most successful of them all. Everyday a wooden vaulting horse was carried out to the same spot, only 30 metres from the wire. While other prisoners exercised, Eric Williams, Michael Codner and Oliver Philpot, would dig from a trap door beneath it. After 114 days of work, the three men finally escaped on 29 October 1943. All three, Oliver Philpot separately, caught a train from the local station, Sagan. Philpot posing as a Norwegian reached Danzig, slipped aboard a ship and arrive in Sweden on 3 November and was taken by police to the British Legation in Stockholme the next day. The other two got to Stettin, then by ship to Copenhagen, and finally to Sweden and the British Legation in Stockholm on 13 November. After being delayed by a spell of bad weather, they were flown home at the end of December.
I met Oliver Philpot at the end of the 1950s, when he was Chairman of Truefoods (a Baby Foods Company), then owned by Unilever. I was in Organisation Division and doing an assignment there. Shortly afterwards he was made the Head Office Manager of Unilever House.
Memories of my RAF service
1. These are contained in the following documents, computer files and on floppy disc:-
BOMBER - deals with my time in the RAF until I was shot down.
NOEL COWARD - a poem paying tribute to Bomber Command
POW DAYS - covering my prisoner of war days to the end of the war
POW Days Postscript - covering events post war until 2004
2. There are also other records and papers:-
* Pilots Log Book and Observers/Navigators Log Book.
* A wartime log written as a POW, which also contains photos and sketches (unfortunately not completed).
* Two binders
Red - containing telegrams and letters from relatives and friends, and memorabilia, after I was shot down and became a POW.
Blue - containing details or [of] my bombing raids and when I was shot down over Berlin, with drawings and photographs.
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* All my POW letters to my parents.
* There are short one-page descriptions of the following events
- 'RAF arrive with pyjamas'
- 'Friendly Fire'
- Our Incredible Escape'
* The following events covered in my documents have supporting records
- 50th anniversary of our survival, celebrated at the Post House, Peterborough: there are photographs, a 3 minute video tape broadcast over the BBC 'Look East' network; a 3 minute radio tape of me and George Griffiths (Pilot) broadcast several times over BBC Cambridge Radio; Laurie Underwood also produced a video tape of the whole event.
- Attending Runneymede Memorial Service (ACA) to pay our respects to the two of our crew who have no known graves - photographs and programme of the service.
- Laurie Underwood's golden wedding anniversary, visit to the Yorkshire Air Museum to see the Halifax Bomber being rebuilt - photographs
- Tom Nelson meetings - his Daily Mail newspaper article re Christmas at Stalag1VB, photographs, drawings, poems of Stalag1VB, also photographs obtained from the Stalag1VB website
- Visit to Kew Public Records Office - extracts from 102 Squadron micro film operational records, original records of Pocklington Station and S/Ldr Harvey's DFC citation.
- Visit to Germany covering Berlin, Muhlberg, Stalag 1Vb site etc. - photos and data (including descriptions of Stalag 1VB post war from the German Muhlberg Initiative Group). There is also a map of the area highlighting places connected to our visit and when I was shot down.
- Two local newspaper articles and two 25 minute radio tapes (also recorded on a CD), of live interviews of me at BBC Radio Essex and Laurie Underwood via a telephone link to BBC Radio Leeds, used to advertise the book 'Flying into Hell'.
3 A number of books about Bomber Command, the Berlin Raids, a book and two journals about 102 Squadron, and two books about RAF POWs were used in making my own records
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4 Sundry items that support my records:-
- Banner of all Bomber Command Squadrons
- Banner of all Halifax Bomber Squadrons
- My Commission Parchment
- Framed picture and separate copies (one black & white and one coloured picture) of Stalag 1VB layout.
- Photo album of my training days in USA and Canada
- Photo of a Halifax 3 Bomber and a large model, made by my son-in-law, David Hughes
March 2005
19
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Title
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My POW Days - Postscript
Description
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Reg starts with a page about the Caterpillar Club then describes his life after the war. Over the years he had many reunions and he undertook research regarding the four crew members who died the night they were shot down. In 2001 he and 90 or so ex-prisoners of war went on a tour of German war graves, Stalag IVB and Colditz.
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Reg Wilson
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2005-03
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Great Britain
England--Craven Arms
England--London
England--London
England--Peterborough
Germany--Lübeck
England--Runnymede
England--Wetherby
Scotland--Edinburgh
Germany--Mühlberg (Bad Liebenwerda)
England--London
Germany--Berlin
Germany--Colditz
Germany--Torgau
Germany--Dresden
Germany--Hamburg
Germany--Mülheim an der Ruhr
Germany--Neuss
Poland--Żagań
Poland--Gdańsk
Sweden--Stockholm
Poland--Szczecin
Denmark--Copenhagen
Poland
Germany
Denmark
Sweden
Germany--Ruhr (Region)
England--Shropshire
England--Sussex
England--Yorkshire
England--Surrey
England--Bishop's Stortford
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Royal Air Force
Royal Air Force. Bomber Command
Royal Canadian Air Force
Wehrmacht
Wehrmacht. Luftwaffe
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eng
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19 printed sheets
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MWilsonRC1389401-170113-100002
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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IBCC Digital Archive
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Pending text-based transcription. Under review
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Sue Smith
102 Squadron
aircrew
anti-aircraft fire
bale out
bombing
Caterpillar Club
Churchill, Winston (1874-1965)
Distinguished Flying Cross
Dulag Luft
escaping
final resting place
Goebbels, Joseph (1897-1945)
Goering, Hermann (1893-1946)
Halifax
Halifax Mk 3
Harris, Arthur Travers (1892-1984)
Hitler, Adolf (1889-1945)
Lancaster
memorial
mine laying
navigator
pilot
prisoner of war
RAF Elvington
RAF Hendon
RAF Hornchurch
RAF Pocklington
Red Cross
Roosevelt, Franklin Delano (1882-1945)
Stalag 8B
Stalag Luft 3
Stalin, Joseph (1878-1953)
the long march
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1794/35818/BBainesCOBrienCv1.1.pdf
e1b2af064d885cd5e5dc26a62ab00415
Dublin Core
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Title
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Wilson, Reginald Charles
R C Wilson
Description
An account of the resource
166 items. The collection concerns Reginald Charles Wilson (b. 1923, 1389401 Royal Air Force) and contains his wartime log, photographs, documents and correspondence. He few operations as a navigator with 102 Squadron. He was shot down on 20 January 1944 and became a prisoner of war.
The collection has been donated to the IBCC Digital Archive by Janet Hughes and catalogued by Barry Hunter.
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IBCC Digital Archive
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2017-01-13
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
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Wilson, RC
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I never knew my Uncle Cecil O'Brien for he was missing in action over Germany and presumed to be dead, before I was born in country NSW in the autumn of 1944. Cecil, who was born in Sydney in 1916, was the youngest of three boys and the son of John Francis O'Brien and Mary Julia Mann. John, senior, was from a pioneering Irish background and Mary Mann was born in Mousehole, Cornwall in 1886 and came to Australia aged four years with her family on the ship [italics] Oruba [/italics] in 1890.
The three boys, John, who was my father, George and Cecil grew up in the garden suburb of Daceyville in Sydney's Eastern suburbs, not far from famous beaches such as Bondi, or Maroubra, perhaps less well known, but the place they most often went to swim. The eastern beach suburbs of the city are milder in winter and a lovely afternoon breeze makes them pleasant in the heat of summer. Not too far away was the Sydney Cricket Ground and, most exciting of all, Kingsford Smith Airport. The boys were active and swam and loved to play cricket in the local park. It was during one such game in 1930 that George was struck on the head by a cricket ball and later died in Sydney Hospital. The family was bereaved again by the death of their mother, Mary, to cancer, in 1932.
[photograph]
It was with some trepidation that my grandfather watched as Cecil signed up with the Airforce Reserve on October 11, 1941. He had married his fiancée Norma Sumner in April that year. My father John signed up some months later after some deliberation for he was also married, a father of one son, and a school teacher. He went on to serve with 466 Squadron as a navigator, after training in Australia and Canada, and happily returned to civilian life at war's end.
The brothers enthusiastically answered the call to young men to join the Empire Training Scheme (EATS) by which Australia agreed to train and send 36% of the pilots, observers, wireless operators and gunners required by the RAF to fight the war. Approximately 27,800 men were trained by the RAAF in Australia, mostly at an elementary level. Soon after joining the Reserve Cecil was recruited by Air Crew 2 and completed his elementary flying training in the outer suburbs of Sydney, country NSW and Queensland. A week before his 26th birthday on July 13, 1942 Cecil was awarded his flying badge. By November Cecil was on his way to the UK on board a troop ship and attached to the RAF.
Letters to his father in Sydney that have survived for over 60 years have enabled me to gain and [sic] idea of what life was like for my Uncle during his year in England as he trained with Bomber Command to become a well qualified pilot. Although at no time could he reveal to his father where he was situated, or the finer details of his training, further
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research has helped me to decipher the abbreviations on his service record papers and reveal where he was attached and posted.
On disembarkation the men were sent to 11 PDRC at Bournemouth in SW England. They were issued with kit, given a general review and instructional course and then immediately sent on 14 days leave as part of the Dominion Troops Scheme. They were chomping at the bit to get flying again.[italics] 'I am going into bombers and hope to get the best little plane in all the world which of course is the Mosquito,' [/italics] Cecil wrote to his father. But he was cooling his heels as the guest of an Australian woman, Mrs. Milne, in her large and comfortable home, Broadkeys, at Lake Windermere, and left to admire the beautiful English countryside swathed in light drifts of snow. The lads were entertained by a special dance held for them, good food, a [italics] 'wonderful room with a feather bed,' [/italics] and tobogganing in the snow.
Back at the original camp at Bournemouth after the leave, and two days at Ealing, Cecil was required to complete a Commando course which seems to have been in the North, at Whitley Bay. Cecil expressed his relief to be back to what was a well organized billet after contracting a severe cold in the chilling weather of NE England. Meanwhile John had commenced his training in Australia and Cecil was waiting patiently for the day when his brother would arrive in England. For the Australian airmen letters from home and the occasional parcel from the Australian Comfort Fund, or home, were much appreciated and looked for. Such a parcel might contain items like fruit cake, cans of peaches, tins of cream, chocolate, tobacco, shaving cream, toothpaste and a brush, paper and envelopes.
Letters tended to come in batches. There would be no mail for weeks and then an avalanche of letters. Part of the problem was that that [sic] the men moved on as they trained and the mail had to follow. This resulted in airmen spending many a spare moment writing replies. John O'Brien senior sent Cressy Comfort Fund Canteen Orders because he read in the paper that England was short of food, although Cecil reassured him, [italics] 'believe it or not there is plenty of food. Certain items are scarce but there is more than plenty for everyone. From the stories we heard we thought everyone would be perpetually hungry.' [/italics] Cecil did ask for sweeteners for his tea for sugar was in short supply. Norma numbered all her letter [s] to Cecil but they tended not to arrive numerically.
In March, after completing a course on the links trainer Cecil and his cohorts were granted three short periods of leave enabling them to visit Reading, Birmingham and beautiful Winchester, while they waited for a training post to become available. It was one thing to ship in air crew but quite another to have them continually training in the air. On March 22 the group was sent to Anstey near Leicester to 9EFTS to train on Tiger Moths. For reasons not explained this did not work out and the men were returned to base at Bournemouth. Another posting was found with 50 Group Pool on April 9, with 18 EFTS, where the lads threw themselves with gusto into the 6 day week of training on old Tiger Moths. They regarded this as fun as they were fully aerobatic. Cecil's morale lifted as he was busy again, [italics] 'This is a grand place. We are well billeted and well treated in a lovely spot. The country around here is beautiful with its spring mantle.' [/italics]
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The group was separated at the end of this training and Cecil found most of his cobbers were sent to other stations, except one Australian who had been with him all along. They were posted to 15 (P) AFU at Ramsbury from April 16 to May 25 for intensive training on Airspeed Oxfords. [italics] 'We touch on quite a bit of new work, mostly wireless aids, such as Beam approach and Homing at night etc. I must mention my respect and liking for the 'Pommy' instructors. There is no bull about them at all and they are most courteous and friendly. Not in a condescending way, they just treat us as pals which make learning so much easier.' [/italics] Equipped with hydraulic undercarriage there was no winding up as Cecil had to do with the old Anson in earlier training. At this base there was time enough to visit the local village and explore the country side. But there was en [sic] element of home sickness in letters home when Cecil wrote that [italics] 'the time can't come soon enough for me to be on my way home.' [/italics] This was constant message in his letters over the year of training. He expressed his desire to have the war over and be home again soon.
By the end of May, with a good assessment and 300 hours of flying in his log book the boys were with 1518 BAT flight at the famous Scampton base continuing intensive training on Oxfords and logging up hours of night flying. The operational station was home to 617 Dambuster Squadron and the boys were told in real terms what it was like to fly a raid. [italics] 'This is a wonderful place,' [/italics] wrote Cecil to home. They were provided with first class billets and mess. On May 27 the King and Queen visited to award Guy Gibson his VC and Cecil had a good view of the proceedings.
Cecil got an above average assessment at the end of his course and returned to the Satellite base at Ramsbury on May 31. While waiting for a posting his duties were odd flying duties and duty pilot. Cecil wrote to this father commenting on night flying saying that [italics] 'with the modern aids flying the kites was a piece of cake.' [/italics] The posting came through to 29 OTU at Bruntingthorpe, Leicestershire, on June 29. The base was much dispersed and Cecil and friends found themselves having to walk miles as they began each day at 6.30 am with PT. As the daylight of summer continued till near midnight the lads had trouble falling asleep. They were used to going to bed in darkness because the Australian summer sun slips below the horizon early in the evening and darkness falls quickly. To get to meals on time they went to town and bought themselves bikes. [italics] 'There is a fair bit to learn and our crews to select but it won't be a hell of a while now. I'm afraid there isn't much I can tell you about it except that I will be in heavy stuff for ops,' [/italics] Cecil warned his father
By July 27 Cecil was happier at a new station in the midlands. Unfortunately the records do not give any details but presumably he was still with 29 OTU at this new base. What is known is that the [sic] he was flying a plane that was very heavy at the controls and may have been a Manchester. Cecil had selected some of his crew. The first was an Australian wireless operator named William Simpson, from Guyra, NSW who, coincidentally, just happened to be a relative of a maternal Great Uncle. He chose an English navigator and his pal, Gerald Sudds, as bomb aimer. The air gunner was expected to arrive the following week
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A lot of night flying followed and Cecil said he had [italics] 'seem [sic] more dawns in the Air Force than I have seen in the rest of my life.' [/italics] The training continued full time with no day off in a month as the work was intensified in the lead up to the bombing of Berlin. There was time spent waiting for kites be serviced and for the weather to clear and time spent on long range country flying. Surrounding this dome were farms with heavy crops and herds of cattle grazing contentedly. [italics] 'The cattle look beautiful and seem pretty hefty. I'd like to cut a steak off one of them,' [/italics] wrote Cecil. Food was an ever important subject. [italics] 'We have just returned from a Satellite dome [sic] (possibly Ramsbury) where we could occasionally get eggs and chips for tea from a cafe near the gates. We usually get good breakfasts and lunch on camp but tea is usually terrible and as we were night flying we were not wanted in the afternoon.' [/italics]
As September began Cecil heard that his brother John was training in Toronto, Canada. The invasion of Italy has begun. Twelve letters arrived from Australia and Cecil was looking forward to leave coming up at the end of his operational training. The hazards of night flying became real for Cecil when he was lost one night close to a balloon barrage area and another tine [sic] he just saw another aircraft in time to avert a collision. [italics] 'I put my plane into a violent dive and busted a few pipes, and my rear gunner's head, but other than that everything went very well and we passed out with very favorable [sic] reports.' [/italics]
Some well earned leave was taken as guests of Bomb Aimer Gerald Sudds and his parents at Applegarth Farm, Sevenoaks, in Kent. [italics] 'Eggs and bacon every morning, lots of good food and a feather bed. It was such a break from service life.' [/italics] On their return there was no transport to meet them and they were sent to the wrong station and had to spend a night under canvas before they were picked up. A week of commando training was set down for them at HQ 51 base before the new posting to 1661 Conversion Unit based at Winthorpe, Nottinghamshire, came through on October 3.
Boosted by the change Cecil wrote enthusiastically of the [italics] 'beaut 4 engined Lancaster, the best heavy bomber in the world. It is streets ahead of anything else in the heavy class and we are fortunate to be posted to them. Also we are going to the best group in bomber command and with any luck may be attached to an Aussie squadron which is perhaps the best in the group. If we can make ourselves the best crew in the squadron we would be the best crew, on the best bomber, in the best squadron, in the best group, of the best Airforce in the world. The best crew in the world. What an aspiration!' [/italics]
Cecil found the aircraft relatively easy to handle and most maneuverable [sic]. [italics] 'They are really a lovely aircraft. I am amazed at what well over 20 tons of aircraft can do' [/italics]. Food parcels had arrived from Australia. There were three cakes from Norma and a parcel from work colleagues, tins of fruit from the Sumner family and Saxin tablets to replace sugar in tea. It was now just over a year since Cecil had left Australia and he was expecting to be commissioned as an officer before Christmas
By December 12 the men were posted to 467 Squadron at Waddington air base. This was the most comfortable base to date. They had centrally heated billets with showers and
4
[page break]
ablutions attached. The mess had billiards tables and a camp cinema with a change of programs three times a week. There was a sunray lamp in the officer's mess, a little touch of luxury. A telegram had arrived from John saying he had arrived in England to begin service. He was stationed at Driffield with 466 Squadron. Cecil travelled to the base for a reunion with his brother. They spent a day and night together and John had chocolates and soap from America for Cecil. They parted with John intending to join Cecil at Waddington when his leave came up. When Cecil returned to base another parcel containing a Christmas cake and chocolate had arrived from Australia, sewn into a calico bag to protect it on the journey.
The crew had their photograph taken as a group and Cecil posted it home to his father and wife Norma. [italics] 'I'm sorry I won't be home for Christmas but I will be thinking of you all and hope to be home for the next,' [/italics] he wrote to his father. Instead of singing [sic] his letter with the usual, [italics] 'Cheers,' [/italics] he wrote an affectionate, [italics] 'love to all.' [/italics] Christmas day was rather festive at Waddington and the crews were on general stand down from 10am. They helped serve the airmen their dinner then retired to the officer's mess for drinks before a meal of turkey and pudding. A dance was held before Christmas and there was generally a round of entertainment on off nights which helped to make spirits bright. Cecil reported feeling in the pink and that everyone was ok.
Found among my mother's papers following her death in 2008 were letters from Cecil to my father, John, of 466 Squadron. As Cecil was writing to his brother, now stationed in England, he was able to express himself without the censor to strike out any information. He wrote on December 28 that he had done two trips. One was to Berlin on December 16 and the other to Frankfurt on 20th. The dentist u/sed [sic] Cecil for the next Berlin raid because of a bad toothache. [italics] 'I did a cross country exercise one night and it ached like buggery all the way round. [/italics]
Writing on a Sunday which must have been at the end of December Cecil told his brother he was due for leave about January 4. As it turned out he left on January 6. He planned to go down to Cornwall to his mother's birthplace Mousehole. [italics] 'I've done three trips now. Two to Berlin and one to Frankfurt. The last Berlin was a bit shaky, the winds reared round and we got over Kiepzig and had a hot time there with flack. We were followed by fighters for a while shortly afterwards but they weren't in the show to shoot as I was weaving like buggery. We were late at Berlin and the attack had finished and we had plenty of attention. We were hit by one lot of flack and didn't know how lucky we were until the next morning when we found a hole in the oil tank and an engine strut almost severed besides a few other holes. I should have been in the last two shows but have been unlucky with kites and didn't get off.' [/italics] Cecil's commission came through that day of letter writing, January 3, 1944 along with a food parcel form [sic] Norma. It contained a Christmas cake and a big tin of sweets.
The trip to Cornwall to his mother's birthplace did not happen for Cecil found he could not afford such a long trip after having to go to London to arrange for his officer's uniform. Instead he travelled to Applegarth Farm with Gerald Sudds. Upon his return he
5
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did two more trips with 467 Squadron. Writing to John again on a Sunday, [italics] ' We have done two trips since I got back to Berlin and Magdeburg. Both as uneventful as a trip can be which isn't very. These long stooges are grim. We were shot at and followed by the Gerry fighters but came back without a scratch. I have yet to see anything like Magdeburg. The cloud had broken through and the whole area was a mass of coloured target marker planes explosions enclosed in the brilliant white fires of burning incendiaries. I was going out tonight but a snow storm decided against it.' [/italics] Cecil's final word to his brother who was yet to begin his tour of operations was, [italics] 'Be careful.' [/italics]
On January 27 1944 another major raid on Berlin's western and southern districts was planned. Cecil was on his fourth trip as the sole pilot, but his sixth trip in total. His first two trips to Berlin and Frankfurt were as 2nd pilot with F/L D.S Symonds and P/O D. Harvey at the controls, as was the custom for the initial raids. The Lancaster ED539 PO.V MKIII as reported missing on January 28 1944. In Australia John O'Brien received the dreaded telegram, not knowing until he opened it which if his sons it related to.
[ telegram letterhead]
423 MELBOURNW 130/1 5-20 P
[missing letters]STAL ACKNOWLEDGEMENT [inserted] 2970 [/inserted]
[missing letters]LIVERY PERSONAL . . . MR J.F. OBRIEN
[missing letters]ILLS CRESCENT DACEYVILLE NSW
20250 PILOT OFFICER C OBRIEN MISSING STOP REGRET TO INFORM YOU THAT YOUR SON PILOT OFFICER CECIL OBRIEN IS MISSING AS RESULT AIR OPERATIONS ON NIGHT 27/28 JANUARY 1944 STOP KNOWN DETAILS ARE HE [missing word] MEMBER OF CREW LANCASTER AIRCRAFT DETAILED TO ATTACK BERLIN GERMANY WHICH FAILED TO RETURN TO BASE PRESUMABLY DUE TO ENEMY ACTION [missing word] REQUEST YOU INFORM NEXT OF KIN MRS CECIL OBRIEN 262 RAINBOW STREET COOGEE IMMEDIATELY IN ACCORDANCE WITH THIS OFFICERS WISHES NOTED IN HIS RECORDS STOP THE MINISTER FOR AIR JOINS WITH AIR BOARD IN EXPRESSING SINCERE SYMPATHY IN YOUR ANXIETY STOP WHEN ANY FURTHER INFORMATION IS RECEIVED IT WILL BE CONVEYED TO YOU IMMEDIATELY
The tattered and folded nature of this small document is evidence of the many times over the years my grandfather opened this to read it. It was as if the profound shock of his loss was and [sic] experience that he relived many times.
6
[page break]
Cecil's brother, John, did not know his sibling was missing until a cable from his family in Australia on February 2 informed him of the loss. John took leave and travelled to Waddington where Mrs Kenrick, a friend of the Group Captain's wife at Waddington was about to write to John in case he had not heard the news. The only information Waddington had was that no radio communication was received from the plane once it left base and no other aircraft reported seeing any incident involving ED 539.
There followed an agonizing wait for official confirmation that Cecil was indeed dead and that did not come until a letter was received from the Department of Air on March 6, 1945. Further details were received in an aerogram from Mrs. J. Doncaster, the transcript of which is as follows;
[italics] AIR MINISTRY
Casualty Branch
73-77, Oxford Street,
W.1.
4th June 1946
Madam,
I am directed to refer to your letter of the 3rd May 1846 [sic], regarding your son, Sergeant F.H. Doncaster, and to inform you with deep regret that the confirmation of his death has been obtained from captured German documents which state that his aircraft crashed at 8.38pm on the 27th January 1944, 'Berlin-Kopenick, 239 and 254 Wendenschloss Road or Street. No information as to his place of burial is given, and every effort will be made by the Royal Air Force Missing and Enquiry Service to ascertain these details.
I am to express the sincere sympathy of the Department with you in your loss.
I am Madam,
Your Obedient Servant,
A.W. Livingston
For Director of Personal Services.
Mrs. J.A. Doncaster
16, Top Row.
Beacon Hill Newark [/italics]
A letter from the Department of Air was sent in 1945 expressing sympathy but giving few details.
7
[page break]
[Australian Coat of Arms]
COMMONWEALTH OF AUSTRALIA
Casualty Section,
DEPARTMENT OF AIR,
391 Lit. Collins St.,
150867
RAAF.166/31/143(23A)
Dear Sir,
It is with deep regret that I have to inform you that the death of your son, Pilot Officer Cecil O'Brien, occurred on the 28th January, 1944.
The operation in respect of which your late son was reported missing took place on the night of the 27/28th January, 1944, and Overseas Headquarters, Royal Australian Air Force, London, had presumed that the casualty occurred on the 28th January, 1944.
The Minister for Air and members of the Air Board desire me to express their profound sympathy. It is hoped that the accompanying enclosures will contain information of assistance to you.
Yours faithfully,
[signature]
(M.C. Langstow)
[underlined] SECRETARY. [/underlined]
Enc. 4.
Mr. J. F. O'Brien,
4 Wills Crescent,
[underlined] DACEYVILLE. [/underlined] N.S.W.
The final letter from the Department of Air gave details of the crash and was received in
8
[page break]
May 1948. The letter is attached as a separate file.
Thus it was that the boy from the Eastern suburbs of Sydney, who so longed to go home again, was never to have that opportunity and, neither did his mate from the Guyra bush. We are proud that he rose to the demands of the training and the task of flying with 467 Squadron. We are sure that the families of all the crew killed in action that January night have mourned, as we have, over the years, the loss of their sons.
May they rest in peace.
The crew of ED 539 PO.V lost over Berlin 28-1-1944 were;
Pilot Officer Cecil O'Brien, 420250 RAAF aged 27. Son of John Francis and Mary Julia O'Brien; husband of Norma Ellen O'Brien of Maroubra, NSW Australia. No known grave. Commemorated at Runnymede.
F/S William John Simpson 421693 RAAF aged 23. Son of William Henry and Mary Ellen Simpson of Guyra NSW Australia. No known grave. Commemorated at Runnymede.
F/O Gerald Henry Sudds Bomb Aimer 136393 RAFVR aged 22. May have been born in district of Malling, Kent in December quarter 1922. Son of Mr and Mrs Sudds of Applegarth Farm, Sevenoaks, Kent. Berlin War Cemetery, 1939-1945. Grave 5-K-36.
Sgt Harold Boardley Navigator 159485 RAFVR aged 22, May have been born at Mutford in 1922? No known grave. Commemorated at Runnymede
Sgt Douglas James Coombe Flight Engineer 1582983 RAFVR age 19. May have been born at Blaby in June 1924. Berlin War Cemetery 1939-1945. Grave 5-K-37.
Sgt Francis Herbert Doncaster Rear Gunner 1013809 RAFVR age 23. Born Newark in June 1920. No known grave. Commemorated at Runnymede.
Sgt Joseph James Melling Mid Upper Gunner. 1017778 RAFVR age 27. May have been born at Barnsley, Yorkshire in March quarter 1917. No known grave. Commemorated at Runnymede.
Photograph of crew follows.
9
[page break]
[photograph]
Crew of flight ED 539 PO.V 467 Squadron
Front row left: Sgt William Simpson Wireless Operator: F/O Gerald Sudds Bomb Aimer; P/O Cecil O'Brien:
Remainder of crew, not identified,
Sgt Harold Boardley, Navigator
Sgt Douglas Coombe Air Gunner (maybe airman on first right second row?)
Sgt Francis Doncaster
Sgt Joseph Melling.
Colleen Baines
Sydney
Australia
28 May 2009
10
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Cecil O'Brien Biography
Description
An account of the resource
A biography of Cecil written by his niece. It is based on letters he wrote to his brother, Colleen's father. She explains his training and the various locations where he served. He was lost 27 January 1944 over Berlin.
Creator
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Colleen Baines
Date
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2009-05-28
Spatial Coverage
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Germany
Ireland
England--Mousehole
Australia
New South Wales--Sydney
New South Wales--Maroubra
New South Wales--Kingsford Smith
Great Britain
England--Bournemouth
England--Ealing
England--Whitley Bay
England--Reading
England--Birmingham
England--Winchester
England--Anstey (Leicestershire)
New South Wales--Guyra
Germany--Berlin
Canada
Ontario--Toronto
Italy
England--Sevenoaks
Germany--Frankfurt am Main
Germany--Leipzig
England--London
Germany--Magdeburg
England--Runnymede
England--West Malling
England--Mutford
England--Blaby
England--Newark (Nottinghamshire)
New South Wales
Ontario
England--Berkshire
England--Hampshire
England--Kent
England--Leicestershire
England--Middlesex
England--Northumberland
England--Suffolk
England--Yorkshire
England--Nottinghamshire
England--Surrey
England--Warwickshire
England--Barnsley (South Yorkshire)
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Royal Australian Air Force
Language
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eng
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Text
Text. Personal research
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Ten printed sheets
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BBainesCOBrienCv1
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1944-01-27
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
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IBCC Digital Archive
Contributor
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Sue Smith
29 OTU
466 Squadron
467 Squadron
617 Squadron
Advanced Flying Unit
air gunner
aircrew
Anson
bomb aimer
crewing up
entertainment
final resting place
Flying Training School
George Cross
George VI, King of Great Britain (1895-1952)
Gibson, Guy Penrose (1918-1944)
Heavy Conversion Unit
killed in action
Lancaster
Manchester
memorial
missing in action
Mosquito
navigator
observer
Operational Training Unit
Oxford
pilot
RAF Ansty
RAF Bruntingthorpe
RAF Driffield
RAF Scampton
RAF Waddington
RAF Winthorpe
sport
Tiger Moth
training
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1794/35819/BWilsonRCWilsonRCv1.2.pdf
46537616119db7e3fe539c2255ec6eb9
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Wilson, Reginald Charles
R C Wilson
Description
An account of the resource
166 items. The collection concerns Reginald Charles Wilson (b. 1923, 1389401 Royal Air Force) and contains his wartime log, photographs, documents and correspondence. He few operations as a navigator with 102 Squadron. He was shot down on 20 January 1944 and became a prisoner of war.
The collection has been donated to the IBCC Digital Archive by Janet Hughes and catalogued by Barry Hunter.
Publisher
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IBCC Digital Archive
Date
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2017-01-13
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
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Wilson, RC
Transcribed document
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Transcription
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October 2001
[underlined] BOMBER COMMAND & NOTES OF SOME OF MY EXPERIENCES DURING 1941 – 1945 [/underlined]
[underlined] Churchill's Minute of 8 July 1940 about Bomber Command to Beaverbrook (Minister for Aircraft Production) [/underlined] – made [italics] after the fall of France and the retreat of the British Forces from Dunkirk, when Britain stood alone against the might of Germany under the control of Hitler. [/italics]
"But when I look round to see how we can win the war I see that there is only one sure path. We have no Continental army which can defeat the German military power. The blockade is broken and Hitler has Asia and probably Africa to draw from. Should he be repulsed here or not try invasion he will recoil eastward, and we have nothing to stop him. But there is one thing that will bring him back and bring him down, and that is an absolutely devasting, exterminating attack by very heavy bombers from this country upon the Nazi homeland. We must be able to overwhelm them by this means, without which I do not see a way through."
A sustained air bombardment of Germany was therefore a major instrument of military policy, all the more appealing to the Nation as a whole because of the Blitz – As Churchill himself said, the almost universal cry was "Give it to them back!" (Extract from Most Secret War – R.V. Jones)
With regard to the Blitz, I personally experienced before I joined Aircrew in August 1941, seventy-eight consecutive nights when the German Bombers flew up the Thames and bombed London (East London had extensive damage and suffered many thousands of civilian casualties).
One of the last of these raids, and also the worst, occurred on 29 December 1940 when 300 tons of bombs (mostly incendiary bombs) were dropped on the City and surrounding area. The whole area was a mass of flames. (There is a famous photograph of St. Paul's in sharp relief against a skyline of fire). I walked through the devastated area the next morning on my way to Unilever House (my place of work before I joined the RAFVR).
On 29 December 1943 [underlined] exactly three years later to the night [/underlined], I 'gave it to them back!' I flew as navigator, in a Halifax Bomber as one of a force of over 700 Bombers to Berlin. It was the fifth heaviest raid ever made against Berlin and over 2300 tons of incendiaries and bombs were dropped in about twenty minutes!
[underlined] When Britain stood alone [/underlined]
After Dunkirk in 1940 there was no hope of bringing the war [underlined] to Germany [/underlined] on land until the success of the Second Front in 1944 and the Invasion of Germany in 1945. For the first three and a half years only one force, [underlined] Bomber Command [/underlined] was able to do so from the Air, and keep the torch of freedom burning for Britain and occupied Europe.
[page break]
2
For the rest of the war Bomber Command was joined by the American Airforce who supported the air war with a substantial heavy bomber force operating in daytime from East Anglia.
[underlined] 1943 – The growth point for Bomber Command [/underlined]
By 1943 Bomber Command, now under the direction of Air Chief Marshall Arthur Harris, had grown into a powerful heavy bomber force. A famous biblical quotation used by Arthur Harris about Germany's earlier bombing of British cities, summed up the future for Germany's industrial heartland – "they have sown the wind, and they shall reap the whirlwind".
Bomber Command was able to sustain some 700 to 1000 aircraft, which could deliver in excess of 2000 tons of bombs on a target in one bombing raid. It flew at night throughout the year at relatively high altitudes; and in all weathers. It also used the long winter nights to penetrate deep into Germany to reach their industrial cities. Flying at over 10000ft required crew to wear oxygen masks and at 20000ft., temperatures could be minus 40 degrees centigrade! The sole heating for the crews would be from movable flexible pipes from the engines, or for the air gunners, electrically heated suits. Only fog, snow and ice around their base airfields and perhaps a full moon, would hold the squadrons back from operational flying.
Bomber Command flew in a concentrated stream and bombed targets in a matter of 20 minutes or so. Techniques were developed to smother the ground-to-air radar defences by all aircraft dropping metalised strips ('window') en route and over the target. The mass of strips obliterated the German radar responses from the bombers, so that the ground defences were unable to direct nightfighters or ack-ack to their quarry. Ground control of the nightfighters was also broken by jamming their intercom frequencies. Bomber wireless operators would tune to the nightfighters' frequencies and transmit engine noise to drown out communication. Specially equipped squadrons flying in or near the bomber stream would carry out operations known as ABC (Airborne Cigar), which interfered with radar responses from nightfighters, causing confusion in ground control operations. These squadrons would also tune to the ground control frequencies and with the aid of German speaking specialists gave false directions to the German pilots. When the German defences resorted to broadcasting coded music over national broadcasting channels, to indicate to the nightfighters where the targets were, these were jammed by over-playing the broadcasts, very loudly, with previously recorded Hitler speeches!
The development of the Pathfinder Force and the introduction of more sophisticated radar aids, especially H2S, enabled Bomber Command to keep closely to prescribed routes and to locate targets more accurately. This was achieved by the Pathfinders dropping coloured sky or ground markers near turning points and directly on the target, the whole operation being directed by Master Bomber crews flying at the forefront of the main force. In addition, other radar techniques for guiding bombers and indicating the release point for bombs, known as Oboe and G – H, were very accurate methods for pinpointing targets, especially in areas like the Ruhr Valley. All these techniques helped to produce highly concentrated bombing results.
These successes however were not without heavy losses to Bomber Command * as the German ground control revised their procedures and the German nightfighter force expanded. The nightfighter force (especially squadrons equipped with twin
[page break]
3
engined aircraft) became more freelance and extremely skilled due to the re-equipment of their aircraft with cannon firepower and radar air interception and homing techniques.
Bomber Command took a major part in destroying much of German's industrial base. It also caused the German ground defence forces to divert, in 1943-45, a huge number of men (almost 900,000) and all types of artillery (56,500) from the Western and Eastern Fronts to defend the skies over German cities, especially Berlin and cities in the Ruhr Valley. Additionally 1,200,000 civilians were employed in civil defence and in repair work.
Bomber Command delayed the use of the V weapons in 1944 by many months, and saved thousands of lives and possible destruction of much of London, especially the eastern areas of Greater London.
It was responsible, along with the American Airforce, for destroying in 1944-45 much of the armament, transport, radar and communications infrastructure in occupied Europe and Germany. Additionally the German oil refining industry was destroyed. These successes eventually grounded the German Airforce, paralysed the German Army, and advanced their surrender.
[underlined] *Bomber Command suffered very heavy losses [/underlined]
From 1939 – 1945 Bomber Command suffered some 60% casualties; a number greater than any other British and Commonwealth Force during the Second World War (only exceeded by the German U-Boat Force who suffered some 70% casualties).
Out of a force of 125000 Aircrew:
* 56000 were killed (equivalent to almost one fifth of all the deaths sustained by the British and Commonwealth forces for World War 2, and equal to all the Officer deaths on the Western Front – Vimy Ridge, the Somme, Passchendaele, Ypres etc during World War 1).
* 9000 were injured or wounded.
* 11000 were POWs or were missing.
In the peak times of 1943 and 1944 less than 10 crews in a 100 crews would survive their first tour of 30 operations. The Halifax and Lancaster Bomber would have an average life of 40 operational hours – about 5 or 6 missions.
The worst month of the war for aircraft losses was January 1944 when 633 aircraft were lost out of 6278 sorties – just over 10%.
This was also the month I was shot down over Berlin on my tenth operation, when my Squadron (102) lost 7 out of 15 aircraft – a loss of 47% (a loss of aircraft in percentage terms greater than that suffered by 617 Squadron on the Dam Busters Raid). The following night my Squadron lost a further 4 aircraft out of 16 on a mission to Magdeburg, Germany. Shortly after these disastrous losses, the Squadron was withdrawn from operations over Germany until they were re-equipped with the improved aircraft, the Halifax MK 3.
The worst single operation of the war was in March 1944, when 94 aircraft were lost on the Nurnberg raid with 14 more aircraft crashing on return to UK. On this raid more aircrew in Bomber Command were killed, than were killed in Fighter Command for the whole of the Battle of Britain.
[page break]
4
[underlined] Battle of Berlin [/underlined]
There were 16 raids during the Battle of Berlin from the end of 1943 to early 1944. In this time some 500 aircraft were lost on the Berlin raids. Over 3500 aircrew were lost, of which some 80% were killed! More than 2000 of them lie buried in the British War Graves Cemetery in West Berlin – two of my crew are buried there, two others who have no known graves are remembered on the RAF War Memorial at Runnymede.
[underlined] Bomber Command was heavily criticised for the destruction of Dresden and Chemnitz in February 1945 [/underlined]
Dresden and Chemnitz were regarded as non-military targets. Dresden in particular was a cultural and arts centre since medieval times. They were also great fire risks because of their wooden architecture.
As the Russian Forces on the Eastern Front entered East Germany in 1945, Stalin requested to Allied Command that Leipzig, Chemnitz and Dresden be bombed [underlined] as these cities were strategic railheads for moving German troops to the Eastern Front. [/underlined]
At that time I was a POW at Stalag IVB (Muhlberg on Elbe) and I was being moved to Oflag VIIB (Eichstat, Bavaria) with four other POW's. The route took us through Chemnitz station and we spent the best part of a day waiting with our German guards on the station for a connection to go south to Bavaria. [underlined] During this time we witnessed several German Panzer troop trains en route for the Eastern Front pass through the station. [/underlined] The date was 2 February 1945 just 10 days before Chemnitz and Dresden were bombed. I understand since, that the information about the date of these troop movements was not known at the time; otherwise the Allied Command might have taken action earlier.
Nevertheless Stalin was right, they were strategic railheads, and we (POW's) were [underlined] in the unique position of being the only Allied witnesses to see it. [/underlined] (I have a reference to this event in my wartime log entered whilst I was still a POW in Oflag VIIB).
The bombing was shared by Bomber Command and the American Airforce. The towns were burnt out and the casualties were very high indeed.
Personally I refute the charge, having seen the Panzer troop trains passing through Chemnitz, that these were open cities, wilfully destroyed. The Allied Airforces carried out what they were ordered to do – to aid the Russian Forces in what was total war in those days.
These charges of wanton destruction were, after the war, levelled at Air Chief Marshall Arthur Harris (who was denied a Peerage), and Bomber Command by the post war Labour Government. The accusations have been made ever since by all and sundry. They choose to forget that some 60,000 British civilians were killed as a result of German Airforce bombing and use of V weapons, on London and other Cities.
As a result campaign medals were not awarded to Bomber Command.
Arthur Harris said "Every butcher, baker, and candlestick maker, within two hundred miles of the Front got a campaign medal, but not Bomber Command".
When one reflects on the contribution that Bomber Command (a front line force without doubt) made to the success of World War 2; and the casualties and the
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stress the aircrew (mostly in their early 20's) suffered in achieving it, it is a travesty of justice to level the accusation of wanton destruction. Fortunately, with more thorough research, especially involving veterans of Bomber Command, the books of recent years have put the records straight.
[underlined] Summary of my aircrew training days [/underlined]
I joined the RAFVR in August 1941, wore a white flash in my forage cap to indicate aircrew; and after a long wait at St John's Wood, London, I was posted to Initial Training Wing Torquay, Devon.
Here I learnt the rudiments of subjects such as meteorology, air navigation, aircraft recognition, wireless telegraphy etc, alongside some square bashing and clay pigeon shooting.
I was promoted from AC2 to LAC and posted to Marshalls Airfield, Cambridge for a flying test. I flew with an instructor in a Tiger Moth for about eight hours and passed the initial experience requirement necessary to join the Arnold Training Scheme in the USA.
After some Christmas leave and a short stay at Heaton Park, Manchester, I joined the troopship 'Montcalm' at Gourock, on the Clyde, bound for Halifax, Canada. We were accompanied by another troopship the 'Vollendam' and we were supposed to have had a destroyer as escort for the crossing. Unfortunately the destroyer had to return to base. (It was a World War 1 American destroyer, one of fifty given to Britain in exchange for the use of Bermuda I believe, and it could not cope with the bad weather we were experiencing).
Luckily our two weeks crossing in January 1942 was uneventful although half a dozen ships were sunk in the same area of the Atlantic as ourselves. At this time in the war as many as 60 ships a week were sunk by German U boats in the North Atlantic.
From Halifax we were the first RAF aircrew trainees to travel to the USA in uniform. America had become our Ally just a few weeks before, (after the infamy of the Japanese who had bombed Pearl Harbour, on 7 December 1941, without formal declaration of war, sinking much of the Pacific fleet).
After suffering the privations in Britain – bombing, blackout, blockade, rationing of virtually everything, and the military setbacks such as experienced in Norway, France and the Middle East, America was no doubt the land of milk and honey.
We travelled to 'Turner Field' in Albany, Georgia for a month's acclimatisation, during which time I celebrated my 19th birthday. It was a base for the American Army Aircorps cadets.
Here we were given Army Aircorps clothing and were to be treated like the cadets to all their style of intake training such as:-
– drilling and physical training (callisthenics at 6 o'clock in the morning)
– being given literature on expected behaviour and etiquette!
– marching behind a brass band, playing Army Aircorps music, to all meals and to Retreat (lowering of the American Flag in the evening).
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Having endured basic rations in Britain for a considerable time, every meal at 'Turner Field' was a feast, and as cadets, we were waited on hand and foot by coloured waiters (at this time in the South, coloured people were not considered equal to whites; they were required to sit in the back of buses and in separate parts of the cinema etc and were treated generally as second class citizens). Back in Britain you had to queue up for your meals, get all your meal on one plate, take your own cutlery (in your gas mask case) and wash it up afterwards in a tank of tepid greasy water.
After a month I was posted to Lakeland, Florida (in March 1942) to a Civilian Flying School for Primary Flying Training.
Here I had a very pleasant time indeed. I went solo in a 'Stearman' biplane after the Instructor had 'buzzed off' a herd of cows from the auxillary [sic] landing field by diving at them! I had 40 hours solo, much of which was aerobatics – stalls, spins, loops etc. The flying was over lakes and orange groves in the Florida sunshine. As English Cadets we had much hospitality with local American families and their daughters!
After completion of the Course, we had a few days leave, and a colleague and I hitched a lift to West Palm Beach. We booked into an hotel, but within a short while we were invited to stay with an American lady (Mrs Hubbard), who turned out to be the daughter of Rockefeller (a multi-millionaire and philanthropist). She had an English lady staying with her (who had a son in the RAF) and between them they looked after us for the next two days, like two long lost sons. Her home could have been in Hollywood; it had a beautiful swimming pool within a magnificant [sic] Italian styled garden, with an arcaded drinks bar at one end.
My greatest memory of this occasion, was to meet – and be photographed with – one of the few surviving Fleet Air Arm pilots, who in the previous year had torpedoed the pocket battleship 'Bismark', damaged its rudder, and enabled the British Fleet to sink it in the English Channel. He was touring America as a hero and had been invited to Mrs Hubbard's home. (The sinking of the Bismark was a great British victory, it having sunk the battleship 'Hood', with the loss of nearly 1500 lives.)
After this short break (at the end of April 1942) we were posted to an Army Aircorps Flying School in Georgia for Intermediate Training. Here I started a course of flying on a basic trainer with an Army Instructor. After a number of flying lessons I was unable to convince my Instructor I was safe to go solo on this plane and that was the end of my pilot training. (The US Army Aircorps had a policy of failing a high proportion of cadets and I was one of them; had I been trained in an RAF Flying School in the States the story might have been different). I was disheartened at the time but took the view that I could have killed myself, as one of my friends did shortly afterwards!
I took the train back to Canada (in June 1942) to the RCAF Camp at Trenton, Ontario, and after some interviews and an exam I remustered to U/T Navigator. This transfer did at least give me a chance to see some more of Canada, and I was able to visit Lake Ontario, Toronto and Niagara Falls before I moved on.
A party of us were moved westward for a day or so by train, through impressive Canadian countryside with pine forests and rivers solid with floating logs. The train was pulled by an enormous steam engine, snorting its way through this majestic
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scenery with hardly a sign of civilisation anywhere. We stopped eventually at Brandon, Manitoba, where we stayed awaiting a posting to an Air Navigation School. Whilst at Brandon I managed to spend a weekend at Clear Lake about 60 miles north. It was a beautiful lake surrounded by pine forests (with log cabins, a restaurant, a central hall), where swimming, fishing, and rowing facilities were available. In the evening dances were held in the hall and a Royal Canadian Mounted Policeman was in attendance – it was just like a picture post card! At the dance I met a girl who lived in Winnipeg, who I was able to see again on a number of occasions, as I was posted to the Winnipeg Air Navigation School about a week later (August 1942).
Winnipeg Air Navigation School services were run by civilians, with the teaching of all the subjects by the RCAF.
Winnipeg was situated in the vast grain growing area of Manitoba which was as flat as a pancake – when flying at a few thousand feet you had an unrestricted view to the horizon. The towns, marked by grain elevators and water towers (with the town's name painted on the side), were spaced along the railway line, with other towns scattered in the countryside. All were visible on any cross country route, thus it was impossible to get lost during navigational exercises, even at night, as there was no blackout in Canada!
It was a pleasant, comfortable three months training, spending about half our time in the class room and half on air exercises. We flew in ancient Anson aircraft with civilian pilots, and apart from our air exercises we had to wind up the wheels on take off and down on landing!
The main things I can remember were: the crash of a light aircraft only a few yards away, and the raging fire that ensued that made it impossible to rescue the pilot; the freezing nights practising astro sextant shots. And the more pleasant activitity [sic] of eating Christmas-like turkey dinners every Sunday, and going to dances in Winnipeg, with my friend whom I had met at Clear Lake, Brandon, at weekends. I was awarded my Navigator's Wing on 20 November 1942 and was promoted to Sergeant (I was just a few marks short of getting a Commission).
A few days later we were all on the long train journey back to Moncton, Halifax, breaking our journey for a memorable stopover in Montreal. We returned to England on the luxury liner the Queen Elizabeth, which had been converted into a troopship. We had two meals a day, there were 17 bunks to a state cabin, and we travelled without escort taking only four days to cross the North Atlantic. We were home on leave for Christmas – just one year had elapsed since I was on embarkation leave for my training in North America.
The beginning of 1943 brought about a glut of trained aircrew from the North American and Commonwealth Training Schools.
As a result many hundreds of us were held in holding centres in Harrogate and Bournemouth to await postings. To fill in the time I was posted with others to an RAF Regiment Training Course at Whitley Bay on the coast near Newcastle in the freezing weather of February 1943.
It was not until late April 1943 that we took up flying again, when a party of us were posted to the RAF Air Navigation School at Jurby, at the northern end of the Isle of Man.
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For the next three weeks, still flying in Ansons, I brushed up my navigation (not having flown for five months) with day and night cross country exercises around the Irish Sea, the east coast of Northern Ireland and the west coast of Britain. The weather was quite cool and we even experienced snow in the first two weeks of May. On free days we would take the small 'toast rack' railway from Jurby to Douglas (capital of the Isle of Man) for a day out – it was very quiet in wartime. The only feature I can remember was that all the hotels along the sea front were wired off, as they housed many of the aliens that had been interned for the duration of the war.
On the completion of the course we had some leave and I was posted to the RAF Operational Training Unit at Kinloss, Scotland, on the Moray Firth. I was now set for 'crewing up' in Bomber Command and getting nearer to operational flying.
I arrived at Kinloss in the first week in June. The weather was marvellous and stayed like it for the six weeks we were there. For part of the time a party of us were housed in a large mansion-like property (just for sleeping purposes) and each of us was given a bike to get to and from the airfield. The countryside was beautiful and with the consistent fine weather and the birds singing in the trees and hedgerows, cycling was an added pleasure. It was so peaceful the war seemed very far away indeed. RAF Kinloss was equipped with Whitley Bombers (withdrawn from operational flying in 1942) and were known as 'flying coffins' as they were very sluggish responding to the flying controls – a major defect we were to discover when flying in formation over Elgin (to celebrate a special occasion).
After a few days we were crewed up and our crew consisted of:-
F/O S.R. Vivian – Pilot – 'Viv'
F/Sgt R.C. Wilson – Navigator – 'Reg'
F/O L.A. Underwood – Bombaimer – 'Laurie'
Sgt W. Ross – W/OP AG – 'Bill'
Sgt J. Bushell – Rear AG – 'John'
During the ensuing six weeks we had day and night flying fairly frequently, carrying out exercises such as cross country and formation flying, airfiring, fighter affiliation and bombing practice.
We had some ground work also. I can remember being introduced to the Distant Reading Compass, located near the tail of the aircraft away from magnetic influences. It was a giro-controlled compass, very stable (which could be adjusted by the navigator for the earth's magnetic variation to give true north readings), with electric repeaters for the pilot, navigator and bomb aimer.
I can also remember flying at night, trying to practise astro-navigation, with the sky being barely dark. In the north of Scotland in mid-summer at a height of 10000 ft the sun's glow was present on the horizon most of the night. In this light the Grampian mountains and the Highlands below looked very gaunt and awesome indeed.
At the end of our training our crew had become great friends. We spent time together at Findhorn Bay (on the Moray Firth) on some afternoons, and in the pub in Forres town on some Saturdays. And once in the Mess all one weekend, when we were confined to the Station by the C.O. because we landed in error at RAF Lossiemouth (an adjacent airfield on the Moray Firth) instead of Kinloss! But we drank a lot of beer that weekend!
We left Kinloss for some leave towards the end of July, never to see 'Viv' our pilot again. Little did we know that 'Viv' would be killed in three weeks (just a few days
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after getting married on leave). This was before we even reached RAF Rufforth in Yorkshire, our Conversion Unit for Halifax Heavy Bombers.
We arrived at RAF Rufforth in the middle of August to find that 'Viv' had been reported missing on 10 August 1941 flying as second pilot on a raid to Nurnburg. (I have learned since that the aircraft crashed near Ramsen/Bollanden, Germany. Six were killed including 'Viv' and two became POWs).
All pilots, as captains of their aircraft, had to have two operational flights – 'second dickey trips' – before they could fly their own crews on operations. 'Viv' was on the second of his flights.
We were now a headless crew, awaiting the appointment of another pilot.
From now on it would be apparent that our lives in Bomber Command were becoming a lottery. There was no way we could tell, even at a Conversion Unit before Operations, whether from day to day we would live or die.
During our short stay at Rufforth, about 60 aircrew were killed due to mechanical failure or accidents. Among other accidents, I can remember that two aircraft collided in mid-air, another crashed when a propellor flew off into the fuselage, and a further aircraft crashed at night on a practice bombing raid exercise.
After a few days F/L PGA Harvey was appointed as our pilot, Sgt A McCarroll as our mid/upper gunner (formerly the drummer in Maurice Winnick's dance band – well known on BBC radio pre-war) and Sgt J McArdle as our flight engineer. This completed the crew for our 4 engined bomber, i.e. the Halifax.
F/L Harvey was an experienced pilot having two operational tours in the Middle East in 1941 on Wellington Bombers. It was a mystery to us why he was taking on another tour. Flying on operations deep inside Germany in 1943 was another dimension for him, (with cities heavily defended by ack-ack and night fighters armed with cannon and equipped with radar homing devices), to what he had experienced in the Middle East in 1941. Especially as many of his sorties (whilst being in a war zone) had not been bombing missions.
As F/L Harvey was an experienced pilot, the minimum time was taken to crew up, get familiar with the Halifax, and take on the new disciplines of a flight engineer and a mid/upper gunner. For my part I had to learn how to use 'Gee', a radar device for measuring pulses from two transmitting stations displayed on a cathode ray tube, which were then plotted on a special gridded map, to give pinpoint accuracy of your ground position.
There were air exercises for bombing, airfiring and fighter affiliation. The latter was an exercise to remember (the date was 2 September 1943). For this exercise we flew at 10000ft and a fighter would 'attack' from behind. The two gunners would then cooperate with the pilot so that he could take evasive action. F/L Harvey in taking evasive action managed [underlined] to turn the aircraft on its back, [/underlined] and it was several thousand feet later before the aircraft was righted again. I had spun round in the nose of the 'plane, broken rivits [sic] were rattling around inside the fuselage, and the chemical Elsan toilet at the back of the aircraft had emptied its contents all over the rear of the plane. We were all shaken up by the experience, especially as F/L Harvey had [underlined] 390 operational flying hours to his credit [/underlined] and we did not expect him to lose control. However some good came out of it, in that John the rear gunner decided that from then on he would store his parachute in his gun turret, rather than in the fuselage as required by regulations – this action would later save his life!
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I also decided I would be prepared and have a routine to cover baling out and I learnt the following procedure:-
'Helmet off' – You could break your neck with the helmet still attached to the oxygen supply and intercom!
'Parachute on' – You could jump out without it!
'Handle on the left hand side' – I was left handed (aircrew have been killed with an un-opened parachute with the handle – D ring – on the 'wrong' side!).
In addition (as navigator) I decided that over the target I had a minute or so to spare, so I could fold back my seat, lift up the navigation table clear of the escape hatch and be ready to bale out immediately if necessary. I believe these plans gave me and Laurie (bomb aimer) additional vital seconds, and with the action John took, the three of us saved our lives nearly five months later.
In a week or so we were posted to 102 Squadron to commence our operational service.
[underlined] 102 Squadron 4 Group Bomber Command – Pocklington Yorkshire [/underlined]
Pocklington airfield was situated 12 miles south-east of York, with 800ft hills 3.5 miles NE of the airfield. (Whilst I was there two Halifaxes with heavy bomb loads crashed into these hills after takeoff – that particular runway was not used after that.) It was a wartime airfield with only temporary accommodation, thus all our billets were in Nissen Huts. They had semi-circular corrugated iron roofs and walls, with concrete ends and were dispersed in fields nearby. They were dreary inhospitable places in winter, each heated only by a small central coal burning stove.
Where possible, when not on duty, we sought refuge and relaxation in the 'comfort' of the Sergeants' Mess or in the pubs (i.e. Betty's Bar) or dance halls (i.e. DeGrey Rooms) in the city of York.
Pocklington had three affiliated aifields [sic] – Elvington, Full Sutton and Melbourne. All the airfields were commanded by Air Commodore 'Gus' Walker, at that time the youngest Air Commodore at age 31 in the RAF. He had lost his right arm when a Lancaster exploded on the ground at the airfield he commanded, Syerston, in 1942.
We arrived at Pocklington in mid-September 1943. F/L Harvey was promoted to Acting Squadron Leader in charge of 'A' Flight and we became his crew, which meant we would not fly as frequently on operations as other crews. (This was considered to be a mixed blessing as a tour – 30 operations – would take longer.)
Over the next two weeks we completed a number of cross country exercises, mostly for me to practise my navigation with new equipment. At Rufforth I had 'Gee' radar which enabled me to plot accurate ground positions essential for calculating wind velocities – the basis of all air navigation. Unfortunately the Germans were able to jam this equipment, so that as an aircraft approached the coastline of Continental Europe, the radar pulses were obliterated. Thus the navigator had a race against time to get as much data as possible before we reached the 'Enemy Coast'.
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At Pocklington we had a very new piece of radar equipment called 'H2S' (height to surface). Located in the aircraft it sent out pulses to the ground around the aircraft for 15/20 miles. Reflections were received back as bright specks on a cathode ray tube. The density of the reflections depended on whether the aircraft was flying over sea, land, hills, rivers, cities, lakes etc thus a rough topographical map of the ground (the quality of the picture varied) was displayed on the cathode ray screen.
Best map results were between land and sea, but provided the navigator was reasonably aware of his ground position, he could recognise coastlines, large rivers and lakes, and sizable towns, to and from the target. Thus he could plot accurately the bearing and distance from these land marks, and be able to recalculate wind/velocities maintain required tracks, ground speeds and times to the target. For some more experienced navigators, they would have the ability to blind bomb, without the need to use the markers dropped by Pathfinders (who incidentally also used H2S equipment).
H2S could not be jammed, but nightfighters could 'home on' to the H2S frequency if it was continuously switched on (a hazard not known to aircrews for some time after the system was in operation!). Some aircraft were shot down this way. Another new piece of equipment called the 'airplot indicator' was available to the navigator. This linked the giro compass and airspeed indicator to provide a continuous read out of the air position in latitude and longitude. It was a useful guide to have available, but no navigator would rely on it entirely and give up his own airplot drawn on his own navigational chart.
We also had a hand held 'I.C.A.N. computer', a manually operated vectoring device on which we could plot a course and calculate the airspeed (to make good our desired track and ground speed), before we added this information to our main chart. Two other navigational aids we had used in training were radio bearings taken by the wireless operator and our own astro sight shots. The astro shots were converted to position lines by use of air almanacs. Both these methods were not practical when operating over 'enemy territory'. Even more so when considering that operational aircraft were faster, and the need at any moment to take evasive action (because of flak or nightfighters) would make these methods inoperable.
There were times when navigational aids were not available to us and map-reading over cloud or at night, especially at high altitude, was not possible. Then fall back on 'dead reckoning' methods was necessary. This required accurate plotting of the air position and the use of wind velocities supplied by the Meterology [sic] Officer, or use of those already calculated by the navigator en route. In both these cases they would need to be modified to cater for forecast weather and wind velocity changes and any alterations in altitude during the flight.
Preparing for a bombing mission on an operational squadron was quite a lengthy procedure, occupying a good a [sic] part of the day prior to the night's operation. About mid-morning 'Ops On' would be announced if there was to be a raid that night. Soon the ground crew were busy checking each aircraft's radar, guns, engines etc and filling the wing tanks with over 2000 gallons of fuel. Armourers would load the guns with ammunition and bring up and mount a mix of high explosive and incendiary bombs in the bomb bays for that night's target. (The bombs were stored in a remote part of the airfield for safety, behind blast walls. They would be fused for the target and towed on long low trolleys, by tractor, to the aircraft dispersal points.) Although the target was not disclosed at this stage because of the strict security rules, ground
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crews would have a good idea from the amount of fuel loaded and the type of bomb load, as to where the target would be.
About the same time as the ground crew activities, aircrew would be briefed by their respective leaders. There would be a leader for each discipline e.g. pilots, navigators, bomb aimers etc. The navigator would be one of the busiest; the navigation leader would issue them with flight plans and meteorological information (they would be the first to know the target). They would then plot the route on their chart and smaller topographical maps highlighting towns, lakes and rivers near to their track. Initial courses and airspeeds would be calculated from the wind velocities supplied (these would be modified as more information was gained from 'Gee' and 'H2S' during the flight). It was essential that they kept to their prescribed altitudes, tracks and time table, to maintain concentration of the bomber stream and their time slot over the target (no more than three minutes long).
The aircrew would then go to the Mess, have their operational meal of eggs and bacon (civilians were lucky to get one egg a month!), and fill their thermos flasks with coffee. They would also draw their flying rations of chocolate and orange juice to sustain them during the long night. They would also have available caffeine tablets to keep them alert.
The squadron briefing would follow when all aircrew operational that night (about 150 personnel) were assembled in front of a large wall map of Europe, showing the route and the target. If it was the 'Big City' (Berlin) a gasp would go round the hut, as it was considered to be the most dangerous target of them all. The briefing was carried out by the Squadron Commander, the Intelligence officer, the Meteorology officer and any other specialist whose views were pertinent to that night's raid. The briefing would cover overall details of the operation such as:
– size of the bombing force and the objective of any diversionary raids taking place.
– the weather en route and when returning to base; the forecast wind changes; the extent of cloud on route and over the target; icing risks at various altitudes.
– how the pathfinders would be marking the route and target.
– danger spots for flak and nightfighters.
Finally, all personnel, especially navigators, were asked to synchronise their watches (to the second) to GMT
After this the aircrew drew their Parachutes and Mae Wests, left any personal items in a bag to be picked up when they returned(!), and departed by truck to their dispersal points around the airfield.
At the dispersal point they had time to smoke a cigarette outside the aircraft (not frowned upon in those days), and then to check their equipment thoroughly before they took off. The airgunners checked their guns over the North Sea!
(At times they would get to this point of preparation and have to wait for clearance of fog. The 'Met' officer had guaranteed it would clear but mostly it did not, and the operation had to be abandoned!)
At last it was take-off time and they were directed by the Airfield Controller to the runway, where many of the groundcrew would wave them off into the gathering darkness. Then commenced the long ordeal (5-8 hours) of freezing cold and the heavy vibration and incessant roar of four Rolls Royce Merlin engines, in an unpressurised aircraft, until they returned (with luck unscathed) in the early hours the following morning. On return they went to the de-briefing hut where they were given hot coffee and a tot of rum dispensed by the Padre(!) Then followed by a debriefing
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by the Intelligence officer, who took notes about their bombing run and any details of flak and nightfighters they had experienced during the night. After an egg and bacon breakfast, they trekked back to their respective Nissen huts, crawled into bed and attempted to get some sleep if that was at all possible, and await the next call.
After ten days of cross country flights at Pocklington as S/L Harvey's crew and practising with 'Gee' and 'H2S' equipment, we were considered ready for our first operation. This was a mine-laying trip (described as 'Gardening and planting vegetables') to the coastal waters on the east side of Denmark. Mine-laying was regarded as a reasonably safe and easy task and ideally suited to be a first mission – this turned out not to be so!
On 2 October 1943 we took off, carrying in the bomb bay two mines and their parachutes. 117 aircraft took part mining various places from Lorient to Heligoland. We climbed on track across the North Sea to a height of 10000ft. About halfway across the North Sea, S/L Harvey asked Laurie to take over the controls whilst he visited the toilet at rear of the aircraft. Laurie as bomb aimer would have had some training to assist the pilot on take off but not to fly the 'plane. In fact Laurie had never sat in the pilot's seat of a Halifax before.
[underlined] Now Laurie was asked to fly the 'plane on his first operation and, even worse, as we approached the 'enemy coast'! [/underlined] S/L Harvey really must have had an urgent call of nature! If the rest of us had known at the time what a predicament he was putting Laurie in, then I think we would all have needed 'to go', as well! Luckily for everyone S/L Harvey was back in his place before we crossed the Danish coast.
On crossing the coast there was a loud bang which lifted the aircraft alarmingly, afterwards restoring to level flight. At this point both 'Gee' and 'H2S' went out of action, but we continued across Denmark to our dropping zone described as the 'Samso Belt', which we identified visually through broken cloud.
The bomb doors were opened and we made our dropping run at 8000ft. We then attempted to release the mines but they would not drop. Several attempts were made to release them manually but without success. S/L Harvey then decided to return to base with the mines and tried to close the bomb doors. These would not close. It was now evident that the hydraulic system had been damaged as well as the radar equipment, probably caused by a flak ship as we crossed the Danish coast earlier.
We reduced our height to 2000ft to get under the cloud base and some nasty electric storms across the North Sea; also to pick out a landfall as soon as possible, as I had only 'dead reckoning' means by which to navigate!
As we did not need oxygen at this height I decided to visit the Elsan toilet at the rear of the aircraft. Taking a torch I groped my way to the back in the darkness. I was just stepping over the main spar when by torchlight I noticed a gaping hole beneath me; had I completed the step I would have fallen 2000 ft. into the North Sea! I relieved myself through the hole! I returned to the nose section immediately to confirm to S/L Harvey that there was no doubt that we had been hit by flak. I then had a drink of coffee from my thermos flask to restore my shattered nerves.
It was now obvious the damage was more serious than we first thought. Loss of hydraulic power meant that not only were the bomb doors down, but when the flaps and wheels were lowered for landing, the bomb doors, flaps and wheels could not be
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raised again. If we were to overshoot the runway on landing, we would have crashed – with two mines still on board!
These thoughts kept us silent, with all eyes skinned for our landfall 'Flamborough Head' on the Yorkshire coast, and the sight of of [sic] the flashing pundit that would indicate the close proximity of our airfield.
Luckily my dead reckoning navigation brought us back home on course and we landed safely (otherwise these notes would not have been written).
On landing one of the mines fell out onto the runway. At our dispersal point the ground staff were amazed that we had survived as a crew without a scratch.
Both mines, their release mechanism, the bomb doors and the fuselage had been damaged by shrapnel, and the parachutes badly torn. The hydraulics were severed, the 'Gee' and 'H2S' also damaged. Above the flak hole we discovered the fuselage was peppered with shrapnel holes within inches of the mid-upper gunner's turret.
We were told originally that the aircraft would be written off, but I learned since that the aircraft was repaired. It carried out a number of missions, including targets such as Kassel and Berlin, but sadly was shot down by a nightfighter off Denmark in April 1944, again on a minelaying operation. All the crew died when the aircraft crashed into the sea. (This crew had saved their lives three months before, coincidentally on the night we were shot down, having baled out of a Halifax, short of petrol. Such was the fragility of life in Bomber Command at that time).
Reading the [underlined] Squadron's [/underlined] Operational Record after the war, I found S/L Harvey's statement on our minelaying mission to be totally inaccurate. There was no mention of flak damage and having to bring the mines back, though the [underlined] Pocklington Station [/underlined] Operations Record did report it accurately. I believe S/L Harvey wanted to have a successful tour of operations and a possible DFC award later on.
Having had a near miss with shrapnel close to his turret, Alec McCarroll the mid-upper gunner, decided to report sick before the next operation. In fact he never flew again, and sadly he was labelled LMF (Lack of Moral Fibre), reduced from Sergeant to AC2 and posted to Elvington (one or our affiliated airfields) to general duties. Such arbitrary action was taken by Commanding Officers as a deterrent to all aircrew.
At this time losses in aircrew were extremely high, so much so that one crew hardly knew another before one of them went missing (often becoming obvious by a number of empty beds in your Nissen Hut). Every operation to Germany, especially to places such as Berlin, was almost like 'going over the top'. A succession of such raids could bring on exhaustion and a fit of nerves to anyone. The threat of being branded LMF was made to prevent the possibility of some aircrew refusing to fly. In point of fact only about 0.4% of all aircrew in Bomber Command were branded like this during the war. Nevertheless some, who had as many as 20 operations before they came off flying, were cashiered or demoted with ignominy. For these, it was a great injustice, especially as there were many civilians of military age (in reserved occupations) who would never be exposed [to] such risks. And a large proportion of servicemen, in all Services, who fortunately would not have to face the high risk of death on [underlined] every [/underlined] operational mission.
As the minelaying mission was my first operation and because of the experiences I had on that flight, the Squadron Navigation Officer decided to check through my log
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15
and chart. He found both completely accurate and commended me on the results which he knew were made under testing conditions. Later he informed me that he was recommending me for a Commission. (Actually this was long overdue and should have been made at the time I qualified as a navigator).
Our next operation was on 4 October 1943 to Frankfurt. This was not a success as firstly S/L Harvey decided to weave all the way to Germany (not normally done unless there is some predicted flak or there are nightfighters about, as it doesn't aid good navigation!). Then without explanation he turned back to base, dropping our bombs into the North Sea on the way. (We had flown five hours out of about seven to complete the bombing operation and had been less than a 100 miles from the target.)
S/L Harvey reported in the Squadron Operations Record "Overload petrol pump U/S. Returned early". I had a feeling that S/L Harvey wasn't very happy that night after our minelaying experiences just two days before. It was frustrating for us, having got near the target, as this raid turned out to be the first serious blow on Frankfurt so far in the war.
Later the flight engineer went sick and as far as I can recall he did not fly again.
Our third operation was on 8 October 1943 to Hanover, when 504 aircraft took part. This mission went without mishap. No trouble on route, it was clear over the target, we bombed on red target indicators (Pathfinder markers) from 17200 ft, and fires were see [sic] to start. This raid was reported as the most successful attack on Hanover of the war. We began to think we were at last OK as a crew but this proved not so.
Apart from a cross country flight and an air test we did not fly any more operations in October. In fact we did not fly any more missions again with S/L Harvey(!) although 'officially' he remained the 'A' Flight Commander until the end of November 1943. Shortly after our third operation I was interviewed by Air Commodore 'Gus' Walker for my Commission. During that meeting he informed me that S/L Harvey was being withdrawn from operational flying, indicating that he had had enough. It did not really surprise me though, especially as Bomber Command had entered a phase when life was becoming very fragile indeed. What did surprise me however was to learn (only recently) that at the end of November 1943 when he relinquished command of 'A' Flight, S/L Harvey was recommended for a DFC. The award was described as "long overdue" for his tours in the Middle East in 1941 and his operations over Germany (one in June 1942 and two with us in October 1943, which included the 'returned early' operation). He was awarded the DFC on 28 December 1943.
Now we were a headless crew all over again, awaiting the posting of another pilot. In the meantime destined to fly as spares, replacing crew members in other crews who were sick or otherwise unable to fly. This was a very demoralising position to be in. As a crew you develop a team spirit and a trust in each other; without a crew you are just a floating part. You have little or no faith in the crew you are joining for that night, or for that matter neither are they likely to have any faith in you. Your life is in their hands and their lives are in yours!
I complained on one occasion to the Acting 'A' Flight Commander about flying as a spare. His reply was "You will probably just carry on like it, until one day you don't come back". Later I checked his career and luckily he survived his first tour and got a
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DFC at the end of May 1944. I have often wondered whether [underlined] he [/underlined] survived the rest of the war!
Laurie Underwood, John Bushell and I (the wireless operator seemed to have disappeared), then flew as spares for the next five or so operations, which was one of the most potentially unnerving periods I can remember.
More than a month had elapsed since I flew on the Hanover operation, before my next mission on 11 November '43 minelaying off the Frisian Islands (near the Dutch coast). I flew with F/O Eddy and 45 aircraft took part. We dropped our mines from 6000ft and we lost one aircraft from our Squadron, shot down by a flak ship. The aircraft ditched in the North Sea. All the crew were missing presumed killed. This was the same aircraft that I flew with S/L Harvey when we went to Frankfurt and returned early on 4 October '43!
My fifth operation was on 18 November '43 to Mannheim/Ludwigshafen flying as a spare with P/O Jackson (Australian pilot) when 395 aircraft took part. It was a raid to divert German nightfighters away from the main force of bombers who were bombing Berlin. We bombed from 17000ft on the green target indicators – bombing was well concentrated. The diversion was successful in that the main force only suffered 2% losses, whereas our losses were high at 5.8%. 102 Squadron did not lose any aircraft that night.
I flew again as spare with F/O Jackson on 22 November '43 to the 'Big City' – Berlin – the most heavily defended city in Germany. 764 aircraft took part, dropping 2501 tons of incendiaries and high explosive in about 20 minutes. This was the second out of 16 raids described as the Battle of Berlin. For all raids the target was the centre of Berlin (Hitler's Chancery) and for each raid the City was approached from a different point of the compass. Unless Pathfinders directed otherwise, bombing on each raid would 'creep back' like a wedge from the target point; thus the whole city over the period of 16 raids would be covered by bombing.
This night our bombing run was from the west and we bombed at 18000ft on the centre of the flares (checked by H2S). A glow of fires were seen through 9/10 clouds. This raid was the third heaviest of the war on Berlin and it was also the most successful. Much damage was done to industrial areas and munitions factories, the Ministry of Weapons and Munitions and many political and administrative buildings. The Kaiser Wilhelm Memorial Church was also badly damaged, and post war was part restored and became a Berlin tourist attraction. (I suppose it can be compared with Coventry Cathedral, which back in 1940 was ruined by the German Airforce when they devasted the City. And after the War, a new Cathedral was built alongside the ruins of the old.)
The equivalent of nearly three German Army Divisions were drafted in, to tackle the fires and clear the damage which extended from the centre to the western limits of the City. Luckily we experienced no nightfighter attacks or flak damage, and we narrowly missed an accident on return to Pocklington;
Whilst we were still on the outer circuit waiting to land, another Halifax from our Squadron flying on the same outer circuit as ourselves, had met head-on with a Halifax from 77 Squadron. It had been returning to our affiliate airfield at Full Sutton and was also on its outer circuit preparing to land. The two outer circuits unfortunately overlapped and as a result of the mid-air collision both crews were killed outright –
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we had missed that fate by a small margin! John Bushell (rear gunner in our crew also now flying as a spare) had the unenviable task of representing 102 Squadron at the funeral of one of those killed.
I continued my time as spare, flying with F/O Jackson (his navigator must have had a long time off for sickness or, for some other reason, was not flying). This time, 25 November '43, our target was Frankfurt and only 262 aircraft took part. The flight was uneventful, although the gunners had heated discussions about seeing nightfighters, until F/O Jackson, in his casual Australian voice, settled the argument by saying "If they've only got two engines, shoot the bastards down!". We bombed on the red target indicators from 17500ft. Some fires were seen, but it was cloudy over target and the bombing appeared to be scattered. Despite the small force of aircraft, 102 Squadron managed to lose 2 aircraft over Germany, keeping up its record for high losses.
We had hardly got to bed after debriefing from the Frankfurt raid in the early hours of 26 November, when the tannoys blared out for all aircrew to report to their sections to be briefed for another raid that night. We were supplied with caffeine tablets and given 'pink gins' to drink in the hopes that it would keep us 'on our toes' that night. I flew again with F/O Jackson with a small force of 178 aircraft to Stuttgart. This was a diversionary raid to draw off German nightfighters from the main force of bombers whose target was yet again Berlin. We bombed on the red target indicators from 17500ft. Large fires were seen and bombing was scattered but, as planned, a part of the German nightfighter force was drawn off from the main bomber force sucessfully [sic]. We lost one aircraft which crashed near Pocklington and one returned badly damaged by nightfighter (airgunner killed).
We were diverted to Hartford Bridge airfield in the south, so that the main force of Lancasters could use 4 Group airfields, as some of their airfields were fog bound. They were also short of petrol after an exceptionally long flight. Nevertheless 14 Lancasters crashed in England that night. We returned to Pocklington after a weekend in Hartford Bridge, on three engines after one engine failed on take off. This was my last flight with F/O Jackson, who incidently [sic] was previously awarded the DFM. He finished his tour and was awarded the DFC in June 1944 – perhaps I should have stayed with him rather than return to my original crew!
Before Laurie Underwood and John Bushell and I came together again as a crew, I had just one other experience when I was due to fly as a spare. Fortunately the pilot, prior to take off, taxied off the concrete dispersal point into the mud of the outfield and the flight had to be abandoned. Just as well, as I had premonitions about flying that night with this particular crew.
The month of December 1943 proved to be a month of non activity first there was a full moor, then the weather was poor. I was also waiting for a week's leave to get my officer's uniform (my promotion, although it had been approved had not yet been promulgated) and we were awaiting the names to complete our crew.
Eventually, besides Laurie, John and myself, we learned the additional names to the crew. They were:
Pilot – F/O G.A. Griffiths DFM 'Griff' – On his second tour
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Flight Engineer – Sgt J. Bremner ) all had previous ops. as spare crew
Wireless Op. – F/S E.A. Church ) all had previous ops. as spare crew
Mid/Upper Gr. – F/S C.G. Dupuies (French Canadian) ) all had previous ops. as spare crew
It seemed beyond belief that our new Flight Commander did not authorise any cross country 'runs' for us to gain crew experience, or to practise H2S, bombing and gunnery procedures, before we flew on operations together. However it was not to be, and on 29 December '43 we were scheduled on a main force operation to Berlin.
This was the eighth raid on Berlin and the fifth heaviest. 712 aircraft took part, and 2314 tons of incendiaries and high explosives were dropped in 20 minutes. It was an uneventful flight. I remember clearly seeing the outline of the Zuider Zee on the radar screen (H2S always at its best on coastal outlines) as we flew over Northern Holland. Bad weather restricted the German nighfighters [sic] to 66, but these were the more experienced crews with air interception and H2S homing radar and upward firng [sic] cannon. Fortunately, due to two spoof raids by RAF Mosquitos the nightfighters reached Berlin too late to be effective.
We flew into Berlin from the southeast and dropped our bombs from 17500ft on the target indicators but no results were seen owing to 10/10ths cloud. Aircraft losses that night were down to 2.8%, but 102 Squadron yet again managed to beat the average with two aircraft missing! In one of these aircraft Harold Paar, a Chigwell neighbour of mine, was shot down on his first operation. He became a POW in the same camp – Stalag IVB – indeed the same hut, as myself. (I discovered he was a neighbour when my son met Harold's son in the same class at the same grammar school some 20 years later.)
January 1944 began as another month of inactivity, again as a mixture of bad weather. Also a full moon period prevailed, and there was a reluctance to send Halifax 2's out to Berlin because of their increasing vulnerability. However another maximum effort to Berlin was ordered, so our second operation, as full crew again, was scheduled for Berlin on 20 January '44. In addition a second pilot Sgt K F Stanbridge (flying as a 2nd dickey pilot for operational experience) was also included in the crew.
For this operation I was responsible as one of four navigators operating H2S equipment in 4 Group (4 Group comprised of 15 squadrons totalling 250/300 aircraft), to radio at intervals my calculated wind velocities back to 4 Group. These wind velocities from the four navigators were to be averaged and rebroadcast to the whole of 4 Group for their use in maintaining concentration in the bomber stream. In addition I was to do my own blind bombing that night (not bombing on Pathfinder markers), using H2S to identify the homing point for a timed run into Berlin.
This bombing raid on 20 January '44 was to be the ninth raid and the fourth heaviest on Berlin; 769 aircraft took part and 2400 tons of incendiary and high explosive bombs were dropped in 20 minutes. This riad was considered to have been successful although less concentrated than planned. Due to bad weather again over Germany, the German nightfighters were limited to 98 experienced crews equipped with 'schrage musik' upward firing cannon, and radar interception and H2S homing devices. The nightfighters (all twin engined) were also operating a new procedure called 'tame boar', where they were directed by ground control into the bomber stream at intervals and over the target. From this point they could fly freelance and
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use their own equipment to locate bombers, fly beneath them out of sight of the bomber's gunners and fire cannon shells into their petrol laden wings. Additionally on this night, thin cloud covering Berlin with tops about 12000ft was illuminated from below by many searchlights, allowing the nightfighters flying above the bomber stream to locate them, silhouetted against this bright backcloth. Thus, despite the limitation of nightfighters, it was a highly successful night for them, as they claimed 33 victories (nine of them over Berlin) out of the 35 bombers lost.
We took off at 1630hrs GMT on 20 January 1944 in a Halifax nicknamed 'Old Flo' by the ground crew and were soon flying above 10/10ths cloud. Using Gee radar initially and then H2S to 'map read', we flew uninterrupted over a northerly route into Germany, turning southeast about 60 miles from Berlin. Berlin was a large city and there were too many stray reflections on the H2S screen to identify the target position. I was instructed personally at the navigators' briefing in Pocklington to identify a turning point, by taking a precise bearing and distance on my H2S screen, of a small town about 10 miles north of Berlin. This was the commencement of a timed bombing run to the target – Hitler's Chancery. We flew in straight and level at 18000ft, maintaining a pre-calculated track and groundspeed, and at the time set by stop watch we dropped our bombs (2000hrs GMT).
This bombing procedure made us a sitting target for the nightfighter expertise available that night, for we had hardly closed our bomb doors when we were hit by a nightfighter. He had trailed behind and below our aircraft, waiting for our bombs to be released, then fired cannon shells upwards into our starboard wing. With more than 1000 gallons of petrol still aboard it was only seconds before the whole wing was aflame.
I heard 'Griff' our pilot call out; "graveners, Engineer!". (These were switches to activate the engine fire extinguishers.) This was to no avail, and the blaze was so fierce 'Griff' realised the aircraft was stricken and immediately called out; "parachute, parachute, bale out!". I already had my parachute on, and my seat and navigator's table folded back clear of the escape hatch (a discipline I always carried out over a target). I lifted the escape hatch door and dropped it diagonally through the escape hatch, but it caught the slipstream and jammed half in and half out of the aircraft. With the combined efforts of myself, the wireless operator and Laurie, we managed to kick the hatch door clear. I sat on the edge of the escape hatch and dropped through immediately, followed closely by Laurie. The wireless operator had no time to follow us and was killed. I believe after Laurie dropped out, the blazing aircraft went out of control and into a spiral dive.
After baling out at 17000ft, I spun over a few times, then pulled the rip cord. The canopy opened and my harness tightened with a jerk around my crutch, which brought me to my senses in double quick time! Below me and to my left I could see another parachute; it might have been Laurie but I couldn't be sure (I didn't see him again until his wedding after the war!). I was over a layer of light cloud and could see the glow of fires beneath it, and coming up was plenty of heavy flak and tracer shells hosepiping around the sky – I prayed it wouldn't come too near!
I floated down for 10/15 minutes; somehow I didn't feel too cold although it would have been minus 34 centigrade when I jumped out! With a 60 mph northerly wind prevailing I soon drifted away from being near to the centre of the City. The deafening noise from the aircraft's engines, present during flight, had gone and now the sound
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of bursting flak had died away. Instead there was an uncanny silence and the blackness of the night, as I decended [sic]through cloud which covered the area. Nearing the ground I thought I was going to land in marshes and my hand was on the lever to inflate my 'Mae West' (lifejacket), but it turned out to be the tops of trees of a small wood in a southern suburb of Berlin. I crashed through these, falling the last 15 feet and finishing up with a grazed face and a sprained ankle. I think it was remarkable that this was the only injury I sustained throughout this ordeal.
In less than 20 minutes my life had gone through a dramatic change. I had survived death by a hair's breadth. I was elated at being alive, but what of my crew, were they alive or dead? What traumas will my family suffer when they are informed by telegram that I am missing tomorrow morning? A few hours before I was eating my eggs and bacon (only available before operational flights) in the mess at Pocklington, my aircrew colleagues were around me, the friendly town of York was only 12 miles away and home leave to get my officer's kit was imminent.
I was now in hostile Germany, probably in the south-east suburbs of Berlin. What would happen if I were caught by civilians, having just bombed their City? There was nobody here who would care if I lived or died. Germany was now in the depth of winter. I was in enemy territory 600 miles from home, with only some french francs, a handkerchief with a map of France printed on it, and a magnetic trouser button (with a white spot on it which, when cut off my flies and balanced on a pencil point, would point north!). And a tin of Horlicks tablets. Only these to sustain me, whilst I evaded capture and got back to England!
I was a still in my F/Sgt's uniform although Commissioned on 1 December 1943 and I was five days off my 21st. birthday.
About eight hours, later having disturbed a dog whilst trying to hide up in a barn, I was captured by the civilian police. From here to the end of the war will have to be another story.
Laurie 'blacked out' I believe during part of his parachute drop, but landed uninjured and was captured by the Military early the next day.
Out of our crew of eight, only four survived. The other two survivors, 'Griff' (pilot) and John Bushell (rear gunner), had most remarkable escapes from death!
After Laurie and I baled out and the aircraft had gone into a spiral dive, 'Griff' was thrown forward towards the controls. He was held in his seat by the 'G' of the spiral dive. He saw the altimeter unwind past 7000ft and wondered when his end would come, before going unconscious. I believe the petrol tanks of the blazing aircraft exploded and 'Griff' was blown out, regaining consciousness just in time to pull his ripcord a few hundred feet from the ground. His parachute was still on the swing when he thumped down amongst the debris of the aircraft on waste ground in Berlin! He was uninjured but in shock. He wrapped himself in his parachute and went to sleep under a bush nearby, where he was discovered the next morning by a party of civilians led by a soldier.
John was thrown over his guns when the aircraft went into the spiral dive and he lost consciousness. He also 'came to' in the air in similar circumstances to 'Griff' and opened his parachute near the ground, but landed close to a searchlight battery and was captured immediately. John had a bad cut over his right eye and bruised face but otherwise was OK.
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The four crew who were killed, strangely, were all those fairly new to us. The wireless operator and co-pilot were buried in the British War Cemetery in Berlin. When he was captured 'Griff' our pilot was asked by the German Military "Tell us the name of your wireless operator so that we can bury him with a name". The flight engineer and mid upper gunner were not found nor identified, and having no known graves are remembered only on the War Memorial at Runneymede.
It was very sad that the mid upper gunner, F/S C G Dupuies, had avoided flying to Berlin on his 13th operation by flying on a comparatively 'safe' mission instead; only to be killed on this raid to Berlin, his 14th operation. The lucky rabbit's foot he always carried with him was to no avail. I also regret that I had said to the wireless operator, F/S E.A. Church, before this operation, he shouldn't take milk from the Sergeant's Mess for his own use. I had not known that it was for his young wife living near Pocklington who had just had a baby.
After the war we survivors came to realise that 20 January 1944 was a night to remember. We learned through a German archivist that we had been shot down by an ace nightfighter pilot, Hptm L Fellerer, in a twin engined Messerschmitt Bf 110 G 4 nightfighter. He had 41 victories to his credit, had been awarded the Knights Cross and had shot down five aircraft including ourselves on the night of 20 January 1944! He became Gruppenkommandeur of the Nightfighter Group 11/NJG5 at Parchim near Berlin. After the war he became a high ranking officer in the Austrian Airforce but was killed in a Cessna flying accident in the 1970's.
The archivist also gave us a map of Berlin showing where our aircraft crashed, which was about seven miles southeast of Hitler's Chancery at Oberspree. This confirms that we were on target that night, as the crash point was on our track less than two minutes flying time from the release of our bombs.
20 January 1944 was also a significant date for 102 Squadron, as the following extract from the Squadron Operation Record summary on that date shows (microfilm held at the Public Records Office Kew):
"Weather foggy clearing later, Vis: mod to good. Wind s'ly 20 - 25 mph.
[underlined] 16 Aircraft detailed to attack Berlin on what proved to be probably the most disastrous operation embarked by the Squadron [/underlined] which suffered the loss of 5 crews missing (F/O Griffiths DFM, PO Dean, F/S Render, W/O Wilding, & F/S Compton)
Moreover two aircraft were lost in this country, F/O Hall short of petrol had to abandon his aircraft near Driffield, the whole crew baling out successfully. F/S Proctor crash landed near Norwich, the Airbomber F/O Turnbull unfortunately dying from his injuries. The rest of the crew suffered minor injuries as a result. [underlined] Thus no less than 7 of the 16 aircraft which took off were lost including 5 crews – fortunately, an exceptional night of misfortune & unlikely to be repeated. There was also one early return, [/underlined] F/O W.B. Dean, 'W'."
So this was the end of our time in Bomber Command. After re-forming as a crew again, we had done only two more operations making for me only 10 in all.
2 October 1943 – Minelaying (Denmark)
4 October 1943 – Frankfurt
8 October 1943 – Hanover
11 November 1943 – Minelaying (Frisian Islands)
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22
18 November 1943 – Ludwigshaven
22 November 1943 – Berlin
25 November 1943 – Frankfurt
26 November 1943 – Stuttgart
29 December 1943 – Berlin
20 January 1944 – Berlin
Nevertheless we will go down in the annals of 102 Squadron as being shot down on the night when the Squadron suffered the loss of 7 out of 15 operational aircraft, a 47% loss, [underlined] which was a loss greater than in any other operation in the Squadron's history in both world wars. [/underlined]
102 Squadron was not a lucky squadron; after the disastrous night of 20 January 1944, another 4 aircraft were lost on the following night's raid to Magdeburg.
Shortly after this, as the losses continued, the Squadron was ordered not to operate over Germany. Subsequently the Halifax 2's were withdrawn to be replaced by the Halifax 3's, which were equal to the Lancasters of that time in their operational efficiency.
(Unfortunately for our crew the new aircraft arrived too late for us, otherwise we might have had a better chance of survival and been able to complete at least one tour – 30 operations – and perhaps been able to enjoy freedom for the rest of the war).
[underlined] In World War 2, 102 Squadron suffered the highest losses in 4 Group Bomber Command (15 Squadrons), and the 3rd highest losses in the whole of Bomber Command (93 Squadrons). [/underlined]
January 2000
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Title
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Bomber Command and Notes of Some of My Experiences During 1941-1945
Description
An account of the resource
Reg summarises Bomber Command's role in the war then details his personal experiences from training days. He covers in detail the navigational techniques he used. He describes the operation he was on when he was shot down.
Creator
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Reg Wilson
Date
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2000-01
Spatial Coverage
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Germany--Berlin
Great Britain
England--London
France--Dunkerque
Germany--Magdeburg
England--Runnymede
Germany--Dresden
Germany--Chemnitz
Germany--Leipzig
Germany--Mühlberg (Bad Liebenwerda)
Germany--Eichstätt
England--Torquay
England--Cambridge
England--Manchester
Scotland--Gourock
Canada
Nova Scotia--Halifax
United States
Georgia--Albany
Florida--Lakeland
Florida--West Palm Beach
Ontario--Trenton
Lake Ontario
Ontario--Toronto
Manitoba--Brandon
Manitoba--Winnipeg
New Brunswick--Moncton
England--Harrogate
England--Bournemouth
England--Whitley Bay
Great Britain Miscellaneous Island Dependencies--Douglas (Isle of Man)
Scotland--Elgin
Scotland--Findhorn
Scotland--Forres
Germany--Ramsen
England--York
France--Lorient
Germany--Helgoland
England--Flamborough Head
Germany--Kassel
Germany--Frankfurt am Main
Germany--Hannover
Germany--Mannheim
Germany--Ludwigshafen am Rhein
Germany--Stuttgart
Netherlands--IJssel Lake
England--Chigwell
England--Kew
England--Norwich
Europe--Frisian Islands
Florida
France
Georgia
Ontario
New Brunswick
Germany
Nova Scotia
Netherlands
North America--Niagara Falls
Germany--Nuremberg
Germany--Ruhr (Region)
England--Devon
England--Essex
England--Hampshire
England--Norfolk
England--Northumberland
England--Surrey
England--Yorkshire
England--Lancashire
England--Surrey
Manitoba
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
United States Army Air Force
Language
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eng
Type
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Text
Text. Memoir
Format
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22 printed sheets
Identifier
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BWilsonRCWilsonRCv1
Temporal Coverage
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1941
1942
1943
1944
1943-10-02
1943-10-03
1943-10-04
1943-10-08
1943-10-09
1943-11-11
1943-11-12
1943-11-18
1943-11-19
1943-11-22
1943-11-23
1943-11-25
1943-11-26
1943-11-27
1943-12-29
1943-12-30
1944-01-20
1944-01-21
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
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IBCC Digital Archive
Contributor
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Sue Smith
102 Squadron
4 Group
617 Squadron
77 Squadron
air gunner
Air Observers School
aircrew
Anson
anti-aircraft fire
bale out
Bismarck
bomb aimer
bomb trolley
bombing
bombing of Dresden (13 - 15 February 1945)
Churchill, Winston (1874-1965)
crewing up
Distinguished Flying Cross
Distinguished Flying Medal
entertainment
Flying Training School
Gee
H2S
Halifax
Halifax Mk 2
Halifax Mk 3
Harris, Arthur Travers (1892-1984)
Heavy Conversion Unit
Hitler, Adolf (1889-1945)
Initial Training Wing
killed in action
lack of moral fibre
Lancaster
Me 110
memorial
mid-air collision
military living conditions
military service conditions
mine laying
missing in action
navigator
Nissen hut
Oboe
Operational Training Unit
Pathfinders
perception of bombing war
pilot
prisoner of war
RAF Driffield
RAF Elvington
RAF Full Sutton
RAF Hartford Bridge
RAF Jurby
RAF Kinloss
RAF Lossiemouth
RAF Melbourne
RAF Pocklington
RAF Rufforth
RAF Syerston
RAF Torquay
service vehicle
Stalin, Joseph (1878-1953)
Stearman
target indicator
Tiger Moth
training
V-1
V-2
V-weapon
Wellington
Whitley
Window
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1881/36451/SChristianAL29160v10070.2.jpg
571b4856e948303a0ba9295ff474899c
Dublin Core
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Title
A name given to the resource
Christian, Arnold Louis
A L Christian
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
2017-06-26
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Christian, AL
Description
An account of the resource
93 items. The collection concerns Wing Commander <span>Arnold Louis</span> <span>Christian </span>(1906 - 1941, 29160 Royal Air Force) and contains his log book, documents and photographs. He flew operation as a pilot with 105 Squadron and was killed 8 May 1941.<br /><br />The collection has been donated to the IBCC Digital Archive by Steven Christian and catalogued by Barry Hunter.<br /><br />Additional information on <span>Arnold Louis</span> <span>Christian</span> is available via the <a href="https://losses.internationalbcc.co.uk/loss/204958/">IBCC Losses Database.</a>
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Wing Commander Arnold Louis Christian, RAF, was posted missing as the result of air operations against enemy shipping in the area of Stavanger harbor, Norway, on Thursday 8th May 1941 and later, for government purposes, presumed killed in action as a result of those operations.
At the time of his death he left a widow, Catherine Allan Christian, less than one month past her 30th birthday, and three young children under the age of eight – Brian Arnold, Derek Allan & June Margaret.
As the Commanding Officer of No 105 Bomber Squadron he was responsible for some 20 Bristol Blenheim mark IV bomber aircraft each with 3 crew members, plus the associated ground crews. The squadron was part of No 2 Group, Bomber Command, the only major command in the British forces at that time capable of, and so instructed by Winston Churchill, to take the war directly to the enemy.
During the latter part of 1940 the squadron, which was based at RAF Swanton Morley, near East Dereham, Norfolk, was carrying out night bombing operations against enemy aerodromes in occupied Europe, and against other targets including Hamburg & Boulogne. In early 1941 No 2 Group was tasked to concentrate on attacking enemy shipping and coastal targets in Western Norway and the Heligoland Bight area of Germany & Holland.
As a result, the Commanding Officer of 105 Squadron had to rapidly retrain his crews to convert from medium level night bombing of land targets to low level daylight bombing of shipping – sometimes down as low as 50 feet above sea level. It was a wholly new discipline for the crews. The Blenheim aircraft were already obsolete and not satisfactory for the task but were all the nation and the air force had for the job. In early May 1941, 105 Squadron temporarily detached from its home base at Swanton Morley and relocated to RAF Lossiemouth near Elgin on the Moray Firth, Scotland, so that they could be closer to enemy targets in Norway.
At 05:10 on Thursday 8th May 1941, six Blenheim aircraft of 105 Squadron led by their CO lifted from Lossiemouth and turned east for the Norwegian coast at Stavanger. To the crews, that area was known as Beat 2 and their job was to attack any enemy shipping found there. Three aircraft at the northern end of the beat area returned to Lossiemouth having found no shipping. The remaining three aircraft, one being that of the CO, found a convoy of 20 ships, including six flak ships, at the southern end of the beat area and the engagement began. After the attack, the CO’s aircraft was seen to have been hit, with the port (left) engine ablaze, and descending toward the surface. Witnessed by a Norwegian fisherman, Herr Leidland, it crashed into the sea at the entrance to the Hardangerfjiord to the north of Stavanger. The same fisherman recovered a flying boot from one of the crew, Flight Sergeant Hancock, (it had his name in it), and handed it over at the end of the war. Nothing else was recovered from the crash area. The remaining two aircraft returned safely to Lossiemouth.
The CO of 105 Squadron was a regular RAF officer having joined the Royal Air Force as a pilot in 1930. He had flown aerobatics in some of the popular Hendon air displays of the 30’s, and in 1935 was sent to Atbara in the British Protectorate of Sudan for 9 months during the insurrection there.
In October 1939 he was the navigator on the maiden flight of the Handley Page Halifax heavy bomber from RAF Bicester, Oxfordshire, and carried out further trials with the aircraft.
In 1940 he was twice mentioned in dispatches to HM King George VI for gallant and distinguished action.
Bomber Command losses were disproportionately high with No 2 Group losses the highest within Bomber Command. Of all major British commands, Bomber Command lost the most men at some 55000+. Of these, 20000 including the Commanding Officer of 105 Squadron, Wing Commander Arnold Louis Christian, have no known resting place. His name, along with those others, is inscribed at the Royal Air Forces Memorial, near Runnymede.
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Title
A name given to the resource
105 Squadron and Arnold Christian
Description
An account of the resource
A brief biography of Arnold and his time with 105 Squadron.
Spatial Coverage
Spatial characteristics of the resource.
Norway--Stavanger
Germany--Hamburg
France--Boulogne-sur-Mer
Atlantic Ocean--Helgoland Bight
Great Britain
Scotland--Elgin
Norway--Hardanger
England--Runnymede
France
Sudan
North Africa
Germany
Norway
England--Surrey
Sudan--ʻAṭbarah
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Personal research
Format
The file format, physical medium, or dimensions of the resource
One typewritten sheet
Identifier
An unambiguous reference to the resource within a given context
SChristianAL29160v10070
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
Steve Baldwin
105 Squadron
2 Group
aircrew
Blenheim
Churchill, Winston (1874-1965)
crash
Halifax
killed in action
navigator
pilot
RAF Hendon
RAF Lossiemouth
RAF Swanton Morley
shot down
-
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Title
A name given to the resource
Oates, James
J Oates
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
2017-12-07
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
Oates, J
Description
An account of the resource
91 items. The collection concerns Warrant Officer James Oates (1489926 Royal Air Force) and contains his log book, documents and photographs. He flew paratrooper drops and glider towing operations as a navigator with 196 Squadron.
The collection has been donated to the IBCC Digital Archive by Gina E Welsh and catalogued by Barry Hunter.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[a] Date [b] Sqn [c] Aircraft type [d] Target [e] Crash location [f] Crew Details [g] Fate
[a] 5/6 June 1944 [b] 299 [c] Stirling LJ819 [d] Paratroop Operation "Tenga" airborne invasion force over Caen [e] Not known [f] F/Sgt L J Gilbert, F/O A G Franklin, Sgt L G Knight, F/Sgt B A Croft, Sgt R H Fizer, Sgt F L McMahon [g] All killed and they have no known grave. Therefore they are commemerated [sic] on the RAF Memorial to the Missing at Runnymede
[a] 31 March 1945 [b] 196 [c] Stirling LX197 [d] Supply dropping in Norway [e] Not known [f] P/O C Campbell, F/Sgt K W Linney, F/Sgt F W Matthews, W/O G G Allman, F/Sgt F C Brenner, F/Sgt E S Lloyd [g] All killed, they have no known grave and therefore P/O Campbell and his comrades are commemorated on the Runnymede Memorial
[a] 2 April 1945 [b] 196 [c] Stirling LX193 [d] Container dropping over Denmark [e] In the North Sea, off Cromer, Norfolk [f] F/O M Carroll, W/O G Hughes, W/O S J V Philco, W/O J Grain, F/Sgt A O Bennett, F/Sgt R E Marshall [g] All killed. The bodies were recovered from the sea and buried in Cambridge Borough Cemetery on 13 April 1945, except F/Sgt Bennett who is buried in Barwell Cemetery. Our records show that F/Sgt Cayley was not a member of this crew.
[a] 31 March 1945 [b] 196 [c] Stirling LJ888 [d] Dropping supplies to Norwegian Forces (30 miles North of Kravera) [e] Braasted Wood near the Ostre-Moland border, approximately 2 miles north west of Arendal [f] F/Sgt D V Catterall, F/Sgt G S Reed, F/Sgt R S Harding-Klemanek, F/Sgt T L Brunton, Sgt P M Myers, F/Sgt J R Cross [g] All the crew are buried in Collective Grave No 9, Row 5 in Arendal Civil Cemetery
[a] 31 March 1945 [b] 299 [c] Stirling LX332 [d] Supply dropping in Southern Norway [e] Crashed at Vierli on Vegars Moor [f] F/Lt R Trevor-Roper, DFC, AFC, F/O H W Ricketts, F/O D Peat, Sgt K C Hayward, Sgt J A Elliott, W/O P S Brinkworth [g] All of the crew were killed in the crash and they are buried in Indre Sondeled Cemetery, 50 miles north east of Khristiansand, Norway
[a] 31 March 1945 [b] 161 [c] Stirling LX119 [d] Supply dropping over Southern Norway [e] Shot down over the headland at Holt near Arendal [f] F/Lt E P C Kidd, DFC, F/Sgt G A Heath, DFM, F/O T S Macaulay, W/O A M Taylor, Sgt R A Burgess, F/Sgt A D Shopland, F/Sgt H Minshull [g] All the crew are buried in Arendal Civil Cemetery, Norway
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Title
A name given to the resource
List of Crashed Stirlings
Description
An account of the resource
Six crashed Stirlings listed with the date, squadron, operation, location (where known), crew and fate.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Runnymede
England--Cromer
England--Cambridge
Norway--Arendal
France--Caen
Denmark
England--Norfolk
England--Surrey
Atlantic Ocean--North Sea
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
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Format
The file format, physical medium, or dimensions of the resource
One printed sheet
Identifier
An unambiguous reference to the resource within a given context
MOates1489926-171207-15
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1944-06-05
1944-06-06
1945-03-31
1945-04-02
Contributor
An entity responsible for making contributions to the resource
Sue Smith
161 Squadron
196 Squadron
299 Squadron
aircrew
crash
final resting place
killed in action
memorial
missing in action
Normandy campaign (6 June – 21 August 1944)
Stirling
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2180/38350/S102SqnRAF19170809v20006.1.jpg
ef21f2a5f85685f175ed8c365d840718
Dublin Core
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Title
A name given to the resource
102 Squadron Collection
Description
An account of the resource
Thirty-one items.
The collection concerns material from the 102 Squadron Association and contains part of a Tee Emm magazine, documents, photographs, accounts of Ceylonese in the RAF, a biography, poems, a log book, cartoons, intelligence and operational reports, an operations order and an account by a United States Army Air Force officers secret trip to Great Britain to arrange facilities for American forces.
The collection has been loaned to the IBCC Digital Archive for digitisation by Harry Bartlett and catalogued by Nigel Huckins.
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-05-23
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
102 Squadron Association
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[margin] [italics] “The odds were great: our margins small; the stakes infinite” [/italics] [/margin]
A Wooded hill
[italics] Returning from operational missions in the dusk or the dawn, countless airmen of the Second World War saw below their wing tips the faint and silvered gleam of the Thames, a wooded hill and a green meadow, and wearily yet gladly were aware of homecoming. The hill is called [underlined] Cooper’s Hill [/underlined], and the meadow over which it looks has its centuries’ old fame as Runnymede . . .
On Cooper’s Hill to day, this October afternoon when the War is more than eight years past, there is unveiled by the QUEEN, in the presence of a great and distinguished concourse, a memorial to more than 20,000 members of the Air Forces of the Commonwealth who died in operations over Britain and N.W. Europe and have no known grave. [/italics] [symbol] [symbol] [symbol]
[margin] [symbol] Lest we forget [/margin]
On Another, smaller memorial in remote kohima on the Assam-Burma border, there are inscribed a few words which are especially applicable to this memorial and this ceremony: “ FOR YOUR TO-MORROW WE GAVE OUR TO-DAY”.
[italics] HERE is that to-morrow, earned by courage and endurance, and sanctified by sacrifice. The hill, the meadow and the river, the little villages and towns of all the smiling valley, are at peace now – a peace bought by the valour of those whose names are inscribed upon this memorial. [symbol] [symbol] [symbol]
They came not home from a long fighter patrol over the Channel or the North Sea, from a grim Bomber Command mission into the heart of Germany.
Day after day, night after night, for nearly six years their battle endured. Few, indeed, of those who were in it at the outset survived to see its culmination, its victory and its vindication, and most of those few were scarred by their ordeal, grounded and deskbound. [/italics]
[margin] [crest] [/margin]
[italics] YET the tradition of the R.A.F. and of all its sister Forces from the rest of the Commonwealth was sustained from the first day to the last; and it was strangely ironic that, while the back-to-the wall days of 1940 had their joy and their zest, the days of overwhelming triumph were deeply tinged with sadness, sadness for the youth and the beauty that were lost.
Now it is all remembered history. The hymn peals out in the still bright air; and as the bugle proclaims the salute of the living to the dead, joy and grief are mingled and the last, clear, undying note asserts the simple stern truth that this is a story without end . . Yesterday passes the torch to to-morrow and another young generation looks eagerly to the skies to find new adventures new endeavours, new duties. [/italics]
TO [symbol] THE [symbol] GLORY [symbol] OF [symbol] GOD For World Peace
Illustrated & Scribed by E.W. Hugh White. Flight Lieutenant 88902. November 11th 1953 AD.
R.A.F V.R. (CTD.AM.OPERATIONAL 1939/45
Dublin Core
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Title
A name given to the resource
Wooded Hill
Description
An account of the resource
Eulogy concerning unveiling of the Runnymede memorial and those who died with no known grave. Also acknowledges the Kohima memorial. Goes on with brief explanation of RAF role in the war.
Creator
An entity primarily responsible for making the resource
E W Hugh White
Date
A point or period of time associated with an event in the lifecycle of the resource
1953
Temporal Coverage
Temporal characteristics of the resource.
1953
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Surrey
England--Runnymede
India
India--Kohima
England--Surrey
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
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Format
The file format, physical medium, or dimensions of the resource
One page printed document
Identifier
An unambiguous reference to the resource within a given context
S102SqnRAF19170809v20006
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
Paul Ross
memorial
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1913/41104/EHayLWhitehouseJ950811-0001.1.jpg
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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1913/41104/EHayLWhitehouseJ950811-0004.1.jpg
f6cb62d5da09177e2a7874126b280570
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
Holden, John
J Holden
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. 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
Holden, J
Description
An account of the resource
30 items. The collection concerns Sergeant John Holden (1521290 Royal Air Force) and contains photographs, documents and correspondence. he flew operations as a wireless operator with 49 Squadron and was killed 10 June 1944.<br /> <br />The collection has been loaned to the IBCC Digital Archive for digitisation by Andrew Whitehouse and catalogued by Barry Hunter. <br /><br />Additional information on John Holden is available via the <a href="https://losses.internationalbcc.co.uk/loss/110983/">IBCC Losses Database.</a>
Dublin Core
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Title
A name given to the resource
Letter to Jose from Leslie Hay
Description
An account of the resource
The letter lists 49 Squadron operations from May 1944 to 10 June 1944 when John Holden died.
Creator
An entity primarily responsible for making the resource
Leslie Hay
Date
A point or period of time associated with an event in the lifecycle of the resource
1995-08-11
Spatial Coverage
Spatial characteristics of the resource.
France--Amiens
Germany--Kiel
Germany--Braunschweig
France--Normandy
France--Wimereux
France--La Pernelle
France--Caen
France--Manche
France--Bayeux
Great Britain
England--Runnymede
Germany
France--Morigny-Champigny
France--Lyons-la-Forêt
France--Eure
France--Rouen
France--Etrépagny
France--Étampes (Essonne)
France--Beauvais
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Format
The file format, physical medium, or dimensions of the resource
Four printed sheets
Identifier
An unambiguous reference to the resource within a given context
EHayLWhitehouseJ950811-0001, EHayLWhitehouseJ950811-0002, EHayLWhitehouseJ950811-0003, EHayLWhitehouseJ950811-0004
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Temporal Coverage
Temporal characteristics of the resource.
1944-05
1944-06
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription
49 Squadron
5 Group
aircrew
anti-aircraft fire
bale out
bomb aimer
bombing
bombing of the Normandy coastal batteries (5/6 June 1944)
crash
final resting place
flight engineer
killed in action
Lancaster
memorial
mine laying
Mosquito
Normandy campaign (6 June – 21 August 1944)
Pathfinders
pilot
prisoner of war
RAF Fiskerton
RAF Woodbridge
Stalag Luft 3
target indicator
-
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Dublin Core
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Title
A name given to the resource
Carter, Ronald
Description
An account of the resource
32 items. The collection concerns Sergeant Ronald Carter (1924 - 2014, 1620578 Royal Air Force) and contains his biography, research, documents and photographs. He flew operations as a rear gunner with 44 Squadron before becoming a prisoner of war.
The collection has been loaned to the IBCC Digital Archive for digitisation by Susan Margaret Perrow and catalogued by Barry Hunter.
Date
A point or period of time associated with an event in the lifecycle of the resource
2021-12-06
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Carter, R
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
Ron Carter's Crew when Shot Down
Description
An account of the resource
A list of the seven crew on the day they were shot down.
Temporal Coverage
Temporal characteristics of the resource.
1944-07-17
Spatial Coverage
Spatial characteristics of the resource.
France
France--Caen
Great Britain
England--Runnymede
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Format
The file format, physical medium, or dimensions of the resource
One printed sheet
Identifier
An unambiguous reference to the resource within a given context
SCarterR1620578v10003-0002
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
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription
44 Squadron
aircrew
killed in action
Normandy campaign (6 June – 21 August 1944)
prisoner of war
RAF Dunholme Lodge
shot down
tactical support for Normandy troops
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1954/44213/MBroderickKJ115109-170928-02.2.jpg
2b3195f73be00a7e9fba8d8df3516481
Dublin Core
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Title
A name given to the resource
Broderick, Kenneth James
K J Broderick
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
2017-09-28
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Broderick, KJ
Description
An account of the resource
20 items. The collection concerns Pilot Officer Kenneth James Broderick (115109 Royal Air Force) and contains documents, correspondence and photographs. He flew operations as a pilot with 106 Squadron and was killed 8/9 July 1942. <br /><br />The collection was loaned to the IBCC Digital Archive for digitisation by Judith Conway and catalogued by Benjamin Turner. <br /><br />Additional information on Kenneth James Broderick is available via the <a href="https://losses.internationalbcc.co.uk/loss/102722/">IBCC Losses Database.</a>
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
8th July 1942
Runnymede
115109 Pilot Officer Kenneth James Broderick
1379704 Sergeant Ottwell Francis Lodge
978358 Sergeant William Leslie Schlater
A401369 Sergeant K.E. Dare
932145 Sergeant Sidney Arthur Roberts
Sage War Cemetery, Oldenburg, Germany
R80999 Flight Sergeant Robert Ward Woolner
Delfzyl General Cemetery, Netherlands
921828 Sergeant William Henry Curtis
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
Aircrew commemorations
Description
An account of the resource
A list of aircrewmen who went missing or died on the 8th July 1942. The list includes Kenneth James Broderick. The document also shows where each aircrewman is commemorated.
Temporal Coverage
Temporal characteristics of the resource.
1942-07-08
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Surrey
England--Runnymede
Germany
Germany--Oldenburg
Netherlands
Netherlands--Groningen
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Format
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Single page hand written document
Identifier
An unambiguous reference to the resource within a given context
MBroderickKJ115109-170928-02
Publisher
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IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Alan Brammer
final resting place
killed in action