2
25
122
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/875/17106/LHollisAN124522v1.2.pdf
6bdf3d962aff2148ccc8110ac086f315
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
Hollis, Arthur
Arthur Norman Hollis
A N Hollis
Description
An account of the resource
56 items. The collection concerns Arthur Hollis (b. 1922) who joined the RAF in 1940 and after training completed a tour on 50 Squadron before becoming an instructor. At the end of the war he was deployed as part of Tiger Force. Collection contains a biography and memoir, his logbook, correspondence, training records, photographs of people, aircraft and places, his medals and flying jacket. It includes an oral history interview with his son, Richard Hollis.
The collection has been loaned to the IBCC Digital Archive for digitisation by Richard Hollis and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-11-07
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. 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
Hollis, AN
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Arthur Norman Hollis’ Royal Canadian Air Force pilots flying log book
Conforms To
An established standard to which the described resource conforms.
Pending review
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
Description
An account of the resource
Royal Canadian Air Force pilots flying log book for Arthur Norman Hollis, covering the period from 12 December 1941 to 3 May 1946. Detailing his flying training, operations flown and instructor duties. He was stationed at RAF Clewiston, RAF Little Rissington, RAF Wattisham, RAF North Luffenham, RAF Swinderby, RAF Skellingthorpe, RAF Westcott, RAF Lulsgate Bottom, RAF Upper Heyford, RAF Cranwell, RAF Turweston, RAF Hereford and RAF Hong Kong. Aircraft flown were, Stearman PT17, Vultee BT13a, North American AT6b, Oxford, Wellington, Manchester, Lancaster, Martinet, Tiger Moth, Hurricane, Master, Sunderland and C-47. He flew a total of 28 night operations with 50 Squadron. Targets were, Stuttgart, St Nazaire, Berlin, Cordouan, Essen, Kiel, Pilsen, Stettin, Dortmund, Duisberg, Wuppertal, Dusseldorf, Bochum, Friedrickshafen, Spezia, Gelsenkirchen, Cologne, Hamburg and Milan. His pilot for his first 'second dickie' operation was Flying Officer Gilmour.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Canadian Air Force
Royal Air Force
Royal Air Force. Bomber Command
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LHollisAN124522v1
Spatial Coverage
Spatial characteristics of the resource.
Czech Republic
China
France
Germany
Great Britain
Italy
Poland
United States
Atlantic Ocean--Baltic Sea
Atlantic Ocean--Bay of Biscay
Czech Republic--Pilsen Basin
China--Hong Kong
England--Buckinghamshire
England--Gloucestershire
England--Herefordshire
England--Lincolnshire
England--Oxfordshire
England--Rutland
England--Somerset
England--Suffolk
Florida--Clewiston
France--Gironde Estuary
France--Saint-Nazaire
Germany--Berlin
Germany--Bochum
Germany--Cologne
Germany--Dortmund
Germany--Duisburg
Germany--Düsseldorf
Germany--Essen
Germany--Friedrichshafen
Germany--Gelsenkirchen
Germany--Hamburg
Germany--Kiel
Germany--Stuttgart
Germany--Wuppertal
Italy--La Spezia
Italy--Milan
Poland--Szczecin
Florida
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1941
1942
1943
1944
1945
1946
1943-03-11
1943-03-12
1943-03-22
1943-03-23
1943-03-27
1943-03-28
1943-03-29
1943-04-02
1943-04-03
1943-04-04
1943-04-05
1943-04-16
1943-04-17
1943-04-20
1943-04-21
1943-04-26
1943-04-27
1943-04-28
1943-04-29
1943-04-30
1943-05-01
1943-05-04
1943-05-05
1943-05-12
1943-05-13
1943-05-14
1943-05-30
1943-05-31
1943-06-11
1943-06-12
1943-06-13
1943-06-20
1943-06-21
1943-06-23
1943-06-24
1943-06-25
1943-06-26
1943-06-29
1943-06-30
1943-07-03
1943-07-04
1943-07-08
1943-07-09
1943-07-24
1943-07-25
1943-07-26
1943-07-29
1943-07-30
1943-08-12
1943-08-13
1943-08-15
1943-08-16
11 OTU
1660 HCU
29 OTU
5 BFTS
50 Squadron
Advanced Flying Unit
aircrew
bombing
bombing of Hamburg (24-31 July 1943)
British Flying Training School Program
C-47
Flying Training School
Heavy Conversion Unit
Hurricane
Lancaster
Manchester
Martinet
mid-air collision
mine laying
Operational Training Unit
Oxford
pilot
RAF Cranwell
RAF Little Rissington
RAF North Luffenham
RAF Skellingthorpe
RAF Swinderby
RAF Turweston
RAF Upper Heyford
RAF Wattisham
RAF Westcott
Stearman
Sunderland
Tiger Moth
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/510/22829/LDunnGC149315v1.1.pdf
fcfad9b0b8798eadff914a6413250601
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
Dunn, George
George Charles Dunn
G C Dunn
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Dunn, GC
Description
An account of the resource
Six items. Two oral history interviews with George Dunn DFC (1922 1333537, 149315 Royal Air Force), a photograph a document and two log books. He flew operations as a pilot with 10, 76, and 608 Squadrons then transferred to 1409 Meteorological Flight.
There is a sub collection of his photographs from Egypt.
The collection was catalogued by IBCC Digital Archive staff.
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-03-08
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
George C Dunn’s pilot's flying log book. One
Description
An account of the resource
Pilot's flying log book one, for George C Dunn, covering the period from 11 January 1942 to 30 July 1945. Detailing his flying training, operations flown and instructor duties. He was stationed at RCAF Caron, RCAF Weyburn, RAF Chipping Norton, RAF Lossiemouth, RAF Melbourne, RAF Rufforth, RAF Driffield, RAF Linton on Ouse, RAF Finningley, RAF Worksop, RAF Church Broughton, RAF Lulsgate Bottom, RAF Upper Heyford, RAF Barford St John, RAF Downham Market, RAF Wyton and RAF Upwood. Aircraft flown in were Tiger Moth, Anson, Oxford, Wellington, Halifax, Mosquito and Lancaster. He flew a total of 42 night operations, 2 with 10 squadron, 28 with 76 squadron and 12 with 608 Squadron. Targets were Essen, Kiel, Dortmund, Dusseldorf, Wuppertal, Krefeld, Mulheim, Bochum, Gelsenkirchen, Cologne, Aachen, Montbeliard, Hamburg, Remscheid, Manheim, Milan, Peenemunde, Leverkusen, Berlin, Munich, Montlucon, Modane and Kassel. His pilot for his first 'second dickie' operation was Pilot Officer Hellis. The log book also contains two target photographs of Berlin and an aerial photo of an airfield.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LDunnGC149315v1
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.
Canada
France
Germany
Great Britain
Italy
Atlantic Ocean--Baltic Sea
England--Cambridgeshire
England--Derbyshire
England--Norfolk
England--Nottinghamshire
England--Oxfordshire
England--Somerset
England--Yorkshire
France--Modane
France--Montbéliard
France--Montluçon
Germany--Aachen
Germany--Berlin
Germany--Bochum
Germany--Cologne
Germany--Dortmund
Germany--Essen
Germany--Gelsenkirchen
Germany--Hamburg
Germany--Kassel
Germany--Kiel
Germany--Krefeld
Germany--Leverkusen
Germany--Mülheim an der Ruhr
Germany--Munich
Germany--Peenemünde
Germany--Remscheid
Germany--Wuppertal
Italy--Milan
Saskatchewan--Moose Jaw
Saskatchewan--Weyburn
Scotland--Moray
Germany--Mannheim
Saskatchewan
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1944
1945
1943-04-03
1943-04-04
1943-04-05
1943-05-23
1943-05-24
1943-05-25
1943-05-26
1943-05-27
1943-05-28
1943-05-29
1943-05-30
1943-06-11
1943-06-12
1943-06-13
1943-06-21
1943-06-22
1943-06-23
1943-06-24
1943-06-25
1943-06-26
1943-06-28
1943-06-29
1943-07-03
1943-07-04
1943-07-09
1943-07-10
1943-07-13
1943-07-14
1943-07-15
1943-07-16
1943-07-29
1943-07-30
1943-07-31
1943-08-02
1943-08-03
1943-08-09
1943-08-10
1943-08-12
1943-08-13
1943-08-17
1943-08-18
1943-08-22
1943-08-23
1943-08-24
1943-09-06
1943-09-07
1943-09-15
1943-09-16
1943-09-17
1943-09-29
1943-09-30
1943-10-03
1943-10-04
1945-03-01
1945-03-02
1945-03-03
1945-03-04
1945-03-05
1945-03-06
1945-03-07
1945-03-08
1945-03-09
1945-03-10
1945-03-11
1945-03-12
1945-03-13
1945-03-14
1945-03-15
1945-03-16
1945-03-17
1945-03-18
1945-03-29
1945-03-30
1945-04-09
1945-04-10
1945-04-12
1945-04-13
1945-04-14
1945-04-15
1945-04-16
1945-04-17
1945-05-11
1945-05-14
1945-05-23
1945-05-28
1945-05-31
1945-06-16
1945-06-22
10 Squadron
16 OTU
1663 HCU
18 OTU
20 OTU
608 Squadron
76 Squadron
Advanced Flying Unit
aerial photograph
aircrew
Anson
bombing
bombing of Hamburg (24-31 July 1943)
Bombing of Peenemünde (17/18 August 1943)
Cook’s tour
Flying Training School
Halifax
Heavy Conversion Unit
Lancaster
Mosquito
Operational Training Unit
Oxford
pilot
RAF Barford St John
RAF Chipping Norton
RAF Church Broughton
RAF Downham Market
RAF Driffield
RAF Finningley
RAF Linton on Ouse
RAF Lossiemouth
RAF Melbourne
RAF Rufforth
RAF Upper Heyford
RAF Upwood
RAF Worksop
RAF Wyton
target photograph
Tiger Moth
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1376/23936/LFordTA1585520v1.1.pdf
8664680a859101acafed56e7902bb393
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
Ford, Terry
Ford, T
Description
An account of the resource
135 items. The collection concerns Terry Ford. He flew operations as a pilot with 75 Squadron. It contains photographs, his log book, operational maps, letters home during training, and documents including emergency drills. There are two albums of photographs, one of navigation logs, and another of target photographs.
The collection has been donated to the IBCC Digital Archive by Julia Burke and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-03-13
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
Ford, T
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Terry Ford’s Royal Canadian Air Force pilot’s flying log book. One
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Description
An account of the resource
Flying Officer T.A. Ford’s RCAF Pilot’s Flying Log Book, from 11th July 1942 to 27th August 1950, detailing his training in Great Britain and Canada and operations as a pilot and flying instructor. Also includes post-war duties with Transport Command. He was stationed at RAF Desford (7 EFTS), RCAF Neepawa (35 EFTS), RCAF Weyburn (41 SFTS), RCAF Charlottetown (31 GRS), RAF Dalcross (19(P) AFU), RAF Perton (21(P) AFU), RAF Desborugh (84 OTU), RAF Chedburgh (1653 Heavy Conversion Unit), RAF Feltwell (3 LFS), RAF Mepal (75(NZ)) Squadron, RAF Lossiemouth (20 OTU), RAF Lulsgate Bottom (No 3 FIS), RAF Lyneham (246 and 511 Squadrons), RAF Holmsley (246 Squadron) and RAF Filton (12 Reserve Flying School). Aircraft in which flown: Tiger Moth, DH82C, Harvard, Anson I, Oxford, Wellington III, Wellington X, Stirling III, Lancaster Mk I, Lancaster Mk 3, Lancaster X, York C1. He flew a total of 35 operations (12 night, 23 day) with 75(NZ) Squadron Bomber Command RAF on the following targets in France, Germany and the Netherlands: Bonn, Calais, Cologne, Dortmund, Duisburg, Eindhoven, Emmerich, Essen, Flushing, Frankfurt, Gelsenkirchen, Hamm, Homberg, Kattegat, Koblenz, Le Havre, Leuna (Merseberg), Oberhausen, Osterfeld, Pont-Remy, Saarbrucken, Solingen, Stettin, Stuttgart and Westkapelle Dyke. <span>He flew as a second pilot on operations with </span>Flight Lieutenant Washer.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Contributor
An entity responsible for making contributions to the resource
David Leitch
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LFordTA1585520v1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Air Force. Transport Command
Spatial Coverage
Spatial characteristics of the resource.
Canada
France
Germany
Great Britain
Netherlands
Atlantic Ocean--Baltic Sea
Atlantic Ocean--English Channel
England--Cambridgeshire
England--Hampshire
England--Leicestershire
England--Lincolnshire
England--Norfolk
England--Northamptonshire
England--Somerset
England--Gloucestershire
England--Staffordshire
England--Suffolk
England--Wiltshire
Atlantic Ocean--Kattegat (Baltic Sea)
France--Calais
France--Le Havre
France--Pont-Remy
Germany--Bonn
Germany--Cologne
Germany--Dortmund
Germany--Duisburg
Germany--Emmerich
Germany--Essen
Germany--Frankfurt am Main
Germany--Gelsenkirchen
Germany--Hamm (North Rhine-Westphalia)
Germany--Homberg (Kassel)
Germany--Koblenz
Germany--Leuna
Germany--Oberhausen (Düsseldorf)
Germany--Osterfeld
Germany--Saarbrücken
Germany--Solingen
Germany--Stuttgart
Manitoba--Neepawa
Netherlands--Eindhoven
Netherlands--Walcheren
Prince Edward Island--Charlottetown
Saskatchewan--Weyburn
Scotland--Inverness
Poland--Szczecin
Netherlands--Vlissingen
Poland
Prince Edward Island
Saskatchewan
Germany--Ruhr (Region)
England--Gloucestershire
Manitoba
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1944
1945
1946
1947
1948
1949
1950
1944-08-08
1944-08-09
1944-08-31
1944-09-03
1944-09-05
1944-09-06
1944-09-08
1944-09-10
1944-09-11
1944-09-12
1944-09-13
1944-09-24
1944-09-27
1944-09-28
1944-09-29
1944-09-30
1944-10-03
1944-10-05
1944-10-06
1944-10-07
1944-10-14
1944-10-15
1944-10-18
1944-10-19
1944-10-20
1944-10-21
1944-10-23
1944-10-24
1944-10-25
1944-11-05
1944-11-06
1944-11-07
1944-11-14
1944-11-15
1944-11-20
1944-11-21
1944-11-23
1944-11-27
1944-11-30
1944-12-02
1944-12-03
1944-12-06
1944-12-07
1653 HCU
20 OTU
75 Squadron
84 OTU
Advanced Flying Unit
aircrew
Anson
bombing
Flying Training School
Harvard
Heavy Conversion Unit
Initial Training Wing
Lancaster
Lancaster Finishing School
Lancaster Mk 1
Lancaster Mk 3
mine laying
Operational Training Unit
Oxford
pilot
RAF Chedburgh
RAF Dalcross
RAF Desford
RAF Feltwell
RAF Filton
RAF Lossiemouth
RAF Lyneham
RAF Mepal
Stirling
Tiger Moth
training
Wellington
York
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1436/28604/LWallaceCM413159v1.1.pdf
64199d84e11bf0577a3ba92ddbf4168c
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
Wallace, Colin
C M Wallace
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
2015-08-29
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Wallace, CM
Description
An account of the resource
One item. Colin Wallace DFM flew operations as a pilot with 467 Squadron. The collection contains his log book.
The collection has been donated to the IBCC Digital Archive by Jude Mathew Taylor and catalogued by IBCC Digital Archive staff.
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
Colin Wallace's Royal New Zealand Air Force pilot's flying log book
Description
An account of the resource
C M Wallace’s Flying Log Book as pilot covering the period from 8 July 1941 to 20 January 1945. Detailing his flying training and operations flown as pilot. He was stationed at RNZAF Whenuapai (4 EFTS), RCAF Saskatoon (4 SFTS), RAF Little Rissington (6 PAFU), RAF Docking (1525 BAT Flight), RAF Kinloss (19 OTU), RAF Wigsley (1654 HCU), RAF Bottesford and RAF Waddington (467 RAAF Squadron), RAF Upper Heyford and RAF Barford St John (16 OTU) and RAF Lulsgate Bottom (3 FIS). Aircraft flown in were Tiger Moth, Crane, Oxford, Whitley, Manchester, Lancaster and Wellington. Targets were Lorient, Nuremburg, Gironde (mining), Denmark (mining), St Nazaire, Essen, Bochum, Oberhausen, Cologne, Turin, Hamburg, Milan, Berlin, Munchen-Gladbach, Munster, Kassel, Stuttgart and Hannover, He flew 28 operations (including one early return) with 467 (RAAF) Squadron. His pilots for his first 'second dickie' operations were Flight Lieutenant McKenzie and Flight Lieutenant Theile DSC DSO.
Identifier
An unambiguous reference to the resource within a given context
LWallaceCM413159v1
Temporal Coverage
Temporal characteristics of the resource.
1941
1942
1943
1944
1945
1943-02-13
1943-02-14
1943-03-08
1943-03-09
1943-03-11
1943-03-12
1943-03-13
1943-03-14
1943-03-22
1943-03-23
1943-05-27
1943-05-28
1943-06-11
1943-06-12
1943-06-13
1943-06-14
1943-06-15
1943-06-28
1943-06-29
1943-07-03
1943-07-04
1943-07-08
1943-07-09
1943-07-12
1943-07-13
1943-07-23
1943-07-24
1943-07-29
1943-07-30
1943-08-15
1943-08-16
1943-08-23
1943-08-24
1943-08-30
1943-08-31
1943-09-01
1943-09-03
1943-09-04
1943-09-06
1943-09-07
1943-10-02
1943-10-03
1943-10-04
1943-10-07
1943-10-08
1943-10-18
1943-10-19
1943-11-18
1943-11-19
1943-11-23
1943-11-24
1943-11-26
1943-11-27
Spatial Coverage
Spatial characteristics of the resource.
Canada
Denmark
France
Germany
Great Britain
Italy
New Zealand
England--Lincolnshire
England--Norfolk
England--Nottinghamshire
England--Oxfordshire
England--Somerset
France--Lorient
France--Saint-Nazaire
Germany--Berlin
Germany--Bochum
Germany--Cologne
Germany--Essen
Germany--Hamburg
Germany--Hannover
Germany--Kassel
Germany--Mönchengladbach
Germany--Münster in Westfalen
Germany--Nuremberg
Germany--Oberhausen (Düsseldorf)
Germany--Stuttgart
Italy--Milan
Italy--Turin
New Zealand--Waitemata Harbour
Saskatchewan--Saskatoon
Scotland--Moray
Saskatchewan
Germany--Ruhr (Region)
France--Pauillac (Gironde)
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Terry Hancock
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal New Zealand Air Force
Royal Australian Air Force
16 OTU
1654 HCU
19 OTU
467 Squadron
Advanced Flying Unit
aircrew
bombing
bombing of Hamburg (24-31 July 1943)
Distinguished Flying Cross
Distinguished Flying Medal
Flying Training School
forced landing
Heavy Conversion Unit
Ju 88
Lancaster
Lancaster Mk 1
Lancaster Mk 3
Manchester
Me 109
mine laying
Operational Training Unit
Oxford
pilot
RAF Barford St John
RAF Bottesford
RAF Kinloss
RAF Little Rissington
RAF Upper Heyford
RAF Waddington
RAF Wigsley
Tiger Moth
training
Wellington
Whitley
Window
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1671/30470/LCameronD173516v2.1.pdf
9909f78d20b7acfc578dc3f2efa9da88
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
Cameron, Don
D Cameron
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
2020-08-20
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
Cameron, D
Description
An account of the resource
90 items. The collection concerns Flight Lieutenant Don Cameron (173516, Royal Air Force) a pilot who flew Lancaster on 115 Squadron. Collection contains his log books, a memoir, a aircrew categorisation card and photographs.
The collection has been donated to the IBCC Digital Archive by Neil Cameron and catalogued by Nigel Huckins.
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Don Cameron’s Royal Canadian Air Force pilots flying log book. Two
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LCameronD173516v2
Conforms To
An established standard to which the described resource conforms.
Pending review
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Description
An account of the resource
Royal Canadian Air Force Pilots flying log book two, for Don Cameron, covering the period from 24 January 1943 to 1 October 1947. Detailing his flying training, operations flown, instructor duties and post war flying duties with 246 and 242 squadrons. He was stationed at USAAF Napier Field, RAF Windrush, RAF Docking, RAF Little Rissington, RAF Wing, RAF Little Horwood, RAF Silverstone, RAF Wratting Common, RAF Waterbeach, RAF Witchford, RAF Feltwell, RAF Lindholme, RAF Lulsgate Bottom, RAF Finningley, RAF Snaith, RAF Dishforth, RAF Homsley South, RAF Oakington and RAF Full Sutton. Aircraft flown in were Harvard, Oxford, Wellington, Stirling, Lancaster, and York. He flew a total of 33 operations with 115 squadron, 5 daylight and 28 night. Targets were Berlin, Schweinfurt, Augsburg, Frankfurt, Villeneuve St George, Laon, Rouen, Cologne, Dusseldorf, Karlsruhe, Nantes, Cap Griz Nez, Courtrai, Le Mans, Duisburg, Dortmund-Ems Canal, Boulogne, Aachen, Calais, Ouistreham, Le Havre, Valenciennes, Mont Didier, Domleger, L’Hey. Biennaise, Villers Bocage, Beauvoir, Watten, Vaires and Nucourt. His pilots on operations were Flight Lieutenant Halley, Warrant Officer Jolly, Pilot Officer Cameron and Flight Sergeant Rellew.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Callum Davies
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
France
Belgium
Germany
Great Britain
United States
Atlantic Ocean--English Channel
Alabama--Dothan
Belgium--Kortrijk
England--Buckinghamshire
England--Cambridgeshire
England--Gloucestershire
England--Hampshire
England--Norfolk
England--Northamptonshire
England--Somerset
England--Yorkshire
France--Amiens Region
France--Beauvoir-sur-Mer
France--Boulogne-sur-Mer
France--Caen Region
France--Calais
France--Laon
France--Le Havre
France--Le Mans
France--Montdidier (Hauts-de-France)
France--Nantes
France--Nucourt
France--Pas-de-Calais
France--Paris
France--Rouen
France--Vaires-sur-Marne
France--Valenciennes
France--Villers-Bocage (Calvados)
France--Watten
Germany--Aachen
Germany--Augsburg
Germany--Berlin
Germany--Cologne
Germany--Dortmund-Ems Canal
Germany--Duisburg
Germany--Düsseldorf
Germany--Frankfurt am Main
Germany--Karlsruhe
Germany--Schweinfurt
Alabama
Germany--Ruhr (Region)
France--Ouistreham
France--Domléger-Longvillers
Temporal Coverage
Temporal characteristics of the resource.
1944-01-30
1944-01-31
1944-02-15
1944-02-16
1944-02-24
1944-02-25
1944-02-26
1944-03-22
1944-03-24
1944-03-25
1944-04-09
1944-04-10
1944-04-11
1944-04-18
1944-04-19
1944-04-21
1944-04-22
1944-04-23
1944-04-24
1944-04-25
1944-05-08
1944-05-10
1944-05-11
1944-05-19
1944-05-20
1944-05-21
1944-05-22
1944-05-23
1944-05-25
1944-05-28
1944-06-04
1944-06-06
1944-06-14
1944-06-15
1944-06-16
1944-06-18
1944-06-21
1944-06-23
1944-06-24
1944-06-27
1944-06-28
1944-06-30
1944-07-02
1944-07-05
1944-07-06
1944-07-07
1944-07-08
1944-07-10
115 Squadron
1651 HCU
1656 HCU
1678 HCU
17 OTU
242 Squadron
26 OTU
aircrew
bombing
bombing of the Le Havre E-boat pens (14/15 June 1944)
bombing of the Normandy coastal batteries (5/6 June 1944)
Cook’s tour
Flying Training School
Harvard
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
Lancaster Mk 1
Lancaster Mk 2
Lancaster Mk 3
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
Oxford
pilot
RAF Dishforth
RAF Feltwell
RAF Finningley
RAF Full Sutton
RAF Lindholme
RAF Little Horwood
RAF Little Rissington
RAF Oakington
RAF Silverstone
RAF Snaith
RAF Waterbeach
RAF Windrush
RAF Wing
RAF Witchford
RAF Wratting Common
Stirling
tactical support for Normandy troops
training
Wellington
York
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/753/31389/LCotterJDP168678v1.1.pdf
2e158e31a5b92398f6315ebfee77f5de
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
Cotter, John David Pennington
J D P Cotter
Description
An account of the resource
Three items. The collection concerns Wing Commander John Cotter DFC (b. 1923, Royal Canadian Air Force) and contains an oral history interview, his log book and a memoir. He flew operations as a pilot with 158 and 640 Squadrons.
The collection has been loaned to the IBCC Digital Archive for digitisation by John Cotter and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-08-28
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
Cotter, JDP
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
J D Cotter’s Royal Canadian Air Force pilots flying log book
Description
An account of the resource
Royal Canadian Air Force pilots flying log book for J D Cotter, covering the period from 11 January 1942 to 22 April 1944. Detailing his flying training and operations flown. He was stationed at RCAF Caron, RCAF North Battleford, RAF Swanton Morley, RAF South Cerney, RAF Lulsgate Bottom, RAF Wymeswold, RAF Marston Moor, RAF Lissett and RAF Leconfield. Aircraft flown were, Tiger Moth, Oxford, Wellington and Halifax. He flew a total of 34 operations. One operation with 28 operational training unit, one with 1652 conversion unit 19 with 158 Squadron and 13 with 640 squadron. Targets were, Rouen, Cologne, Hamburg, Mannheim, Peenemunde, Leverkusen, Berlin, Modane, Hannover, Bochum, Kassel, Frankfurt, Dusseldorf, Stuttgart, Leipzig, Schweinfurt, Trappes, Le Mans, Nuremberg, Paris and Tergnier. His first or second pilots on operations were Sergeant Mottershead and Pilot Officer Maxwell.
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LCotterJDP168678v1
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 Canadian Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Canada
France
Germany
Great Britain
Atlantic Ocean--English Channel
Atlantic Ocean--Baltic Sea
England--Gloucestershire
England--Leicestershire
England--Norfolk
England--Somerset
England--Yorkshire
France--Le Mans
France--Modane
France--Paris
France--Rouen
France--Tergnier (Canton)
France--Yvelines
Germany--Berlin
Germany--Bochum
Germany--Cologne
Germany--Düsseldorf
Germany--Frankfurt am Main
Germany--Hamburg
Germany--Kassel
Germany--Hannover
Germany--Leipzig
Germany--Leverkusen
Germany--Mannheim
Germany--Nuremberg
Germany--Peenemünde
Germany--Schweinfurt
Germany--Stuttgart
Saskatchewan--North Battleford
Saskatchewan--Regina
Saskatchewan
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1944
1943-05-04
1943-05-05
1943-06-28
1943-06-29
1943-07-24
1943-07-25
1943-07-27
1943-07-28
1943-07-29
1943-07-30
1943-08-02
1943-08-03
1943-08-09
1943-08-10
1943-08-17
1943-08-18
1943-08-22
1943-08-23
1943-08-24
1943-08-25
1943-09-16
1943-09-17
1943-09-22
1943-09-23
1943-09-24
1943-09-27
1943-09-28
1943-09-29
1943-10-03
1943-10-04
1943-10-05
1943-10-08
1943-10-09
1943-10-23
1943-10-24
1943-11-03
1943-11-04
1943-11-22
1943-11-23
1943-11-25
1943-11-26
1943-11-27
1943-12-02
1943-12-03
1944-01-30
1944-01-31
1944-02-15
1944-02-16
1944-02-19
1944-02-20
1944-02-21
1944-02-24
1944-02-25
1944-03-06
1944-03-07
1944-03-08
1944-03-15
1944-03-16
1944-03-30
1944-03-31
1944-04-09
1944-04-10
1944-04-11
1944-04-17
1944-04-18
1944-04-22
1944-04-23
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.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Conforms To
An established standard to which the described resource conforms.
Pending review
158 Squadron
1652 HCU
20 OTU
28 OTU
640 Squadron
Advanced Flying Unit
aircrew
bombing of Hamburg (24-31 July 1943)
bombing of Kassel (22/23 October 1943)
bombing of Nuremberg (30 / 31 March 1944)
Bombing of Peenemünde (17/18 August 1943)
Flying Training School
Halifax
Heavy Conversion Unit
Operational Training Unit
Oxford
pilot
RAF Leconfield
RAF Lissett
RAF Marston Moor
RAF South Cerney
RAF Swanton Morley
RAF Wymeswold
Tiger Moth
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1786/33584/LSandlandCB19230612v1.2.pdf
83285f5c13ff6d9126b3aa9c901bdf14
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
Sandland, Charles Bertram
C B Sandland
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
2020-10-21
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
Sandland, CB
Description
An account of the resource
One item. The collection concerns Flying Officer Charles Bertram Sandland and contains his log book. He flew operations as a pilot with 514 Squadron before being posted to Transport Command.
The collection has been donated to the IBCC Digital Archive by Sue Fowler and catalogued by IBCC Digital Archive staff.
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
Charles Bertram Sandland’s Royal Canadian Air Force pilot’s flying log book
Description
An account of the resource
Flying Officer C. B. Sandland’s RCAF Pilot’s Flying Log Book, from June 1942 to 22nd May 1946, recording training, operations, instructional and Transport Command flights to Europe, India, the Middle and Far East.
Based at: Marshall’s Flying School Cambridge (22 Elementary Flying Training School), Ponca City (6 British Flying Training School), RAF Banff (14 AFU), RAF Wing (No. 26 OTU), RAF Waterbeach (1678 CU and 514 Squadron), RAF Lulsgate Bottom (No. 3 Flying Instructors School), RAF Feltwell (3 Lancaster Finishing School), and RAF Lyneham (511 Squadron).
Aircraft in which flown: DH82A, PT-17A, AT-6A, Oxford, Wellington III, Wellington X, Lancaster I, Lancaster II, Lancaster III, York, Lancastrian.
Records a total of 31 operations (6 day, 25 night). Targets in Belgium, France, Germany: Angers, Aulnoye, Beauvoir, Boulogne, Caen area, Cap Gris-Nez, Chalons Sur Marne, Courtrai, Duisberg, Emieville, Gelsenkirchen, Homburg, Kiel, Le Catelliers, Le Havre, Le Mans, Louvain, Massy Palaisieu, Nantes, Ouistreham, Paris Vaires, Pas de Calais - L’Hey, Rimeux, Stuttgart, Trappes (Paris), Valenciennes, Villers Bocage, Watten - Pas de Calais.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
David Leitch
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LSandlandCB19230612v1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Air Force. Transport Command
Spatial Coverage
Spatial characteristics of the resource.
Belgium
France
Germany
Great Britain
India
United States
Atlantic Ocean--Baltic Sea
Atlantic Ocean--English Channel
Middle East
Belgium--Kortrijk
Belgium--Louvain
England--Buckinghamshire
England--Cambridgeshire
England--Cambridge
England--Norfolk
England--Somerset
England--Wiltshire
France--Angers
France--Boulogne-sur-Mer
France--Le Havre
France--Le Mans
France--Nantes
France--Nord (Department)
France--Normandy
France--Opale Coast
France--Paris
France--Pas-de-Calais
France--Saint-Omer (Pas-de-Calais)
France--Vaires-sur-Marne
France--Valenciennes
France--Villers-Bocage (Calvados)
France--Yvelines
Germany--Duisburg
Germany--Gelsenkirchen
Germany--Homberg (Kassel)
Germany--Kiel
Germany--Stuttgart
Oklahoma--Ponca City
Scotland--Aberdeenshire
France--Châlons-en-Champagne
Oklahoma
Germany--Ruhr (Region)
France--Ouistreham
France--Les Catelliers
France--Watten
France--Calvados
France--Cap Gris Nez
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1944-05-08
1944-05-09
1944-05-10
1944-05-11
1944-05-12
1944-05-19
1944-05-20
1944-05-21
1944-05-22
1944-05-25
1944-05-28
1944-05-29
1944-05-31
1944-06-01
1944-06-06
1944-06-08
1944-06-11
1944-06-12
1944-06-13
1944-06-14
1944-06-15
1944-06-16
1944-06-23
1944-06-24
1944-06-25
1944-06-30
1944-07-02
1944-07-05
1944-07-06
1944-07-07
1944-07-08
1944-07-12
1944-07-15
1944-07-16
1944-07-18
1944-07-19
1944-07-20
1944-07-21
1944-07-23
1944-07-24
1944-07-25
1944-07-27
1944-07-30
1945
1946
1944-06-05
1678 HCU
26 OTU
514 Squadron
6 BFTS
Advanced Flying Unit
aircrew
bombing
bombing of the Le Havre E-boat pens (14/15 June 1944)
bombing of the Normandy coastal batteries (5/6 June 1944)
bombing of the Pas de Calais V-1 sites (24/25 June 1944)
British Flying Training School Program
Flying Training School
Harvard
Heavy Conversion Unit
Initial Training Wing
Lancaster
Lancaster Finishing School
Lancaster Mk 1
Lancaster Mk 2
Lancaster Mk 3
Lancastrian
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
Oxford
pilot
RAF Feltwell
RAF Lyneham
RAF Waterbeach
Stearman
tactical support for Normandy troops
Tiger Moth
training
Wellington
York
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/345/34358/LWarmingtonI150280v10002.2.pdf
49989e368e54a7ee09cd9eaf34192f86
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
Warmington, Ivon
I Warmington
Description
An account of the resource
Four items. One oral history interview with Ivon Warmington (b. 1922, 150280 Royal Air Force) and his flying log books.
The collection was catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-10-29
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Warmington, I
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
Ivon Warmington’s pilots flying log book. Two
Description
An account of the resource
Pilots flying log book two, for W I Warmington, covering the period from 15 November 1943 to 31 March 1945. Detailing his flying training, Operations flown and instructor duties. He was stationed at RAF Hixon, RAF Blyton, RAF Hemswell, RAF Kirmington, RAF Peplow, RAF Lulsgate Bottom, RAF Gamston and RAF Upper Heyford. Aircraft flown were, Wellington, Halifax, Lancaster, Oxford. He completed a total of 30 operations with 166 Squadron. Part of the log book is missing listing operation 20 to 27. Targets listed were, Maintenon, Mailley, Rennes, Aachen, Calais, Wimeraux, Crisbicq, Acheres, Versailles, Le Havre, Sterkrade, Aulnoye, Mimoyecques, Saintes, Flers, Chateaux Bernapre, Oisemeont and Normandy. The log book also contains several aircraft pictures and a photo of pilots from the Operational Training Unit. His first or second pilots on operations were Pilot Officer Myers and Flight Sergeant Miller. This item was sent to the IBCC Digital Archive already in digital form. No better quality copies are available.
Date
A point or period of time associated with an event in the lifecycle of the resource
1943
1944
1945
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
1944-06
1944-07
1944-08
1944-06-05
1944-06-06
1944-06-14
1944-06-15
1944-06-24
1944-06-25
1944-07-30
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
Atlantic Ocean--English Channel
England--Lincolnshire
England--Nottinghamshire
England--Oxfordshire
England--Shropshire
England--Somerset
England--Staffordshire
France--Flers-de-l'Orne
France--Le Havre
France--Mailly-le-Camp
France--Maintenon
France--Manche
France--Nord (Department)
France--Normandy
France--Oise
France--Oisemont (Canton)
France--Pas-de-Calais
France--Rennes
France--Saintes
France--Versailles
France--Wimereux
France--Yvelines
Germany--Aachen
Germany--Oberhausen (Düsseldorf)
Germany--Ruhr (Region)
France--Bermesnil
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Format
The file format, physical medium, or dimensions of the resource
One booklet
Identifier
An unambiguous reference to the resource within a given context
LWarmingtonI150280v10002
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
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
128 Squadron
16 OTU
166 Squadron
1662 HCU
30 OTU
83 OTU
Advanced Flying Unit
aircrew
bombing
Bombing of Mailly-le-Camp (3/4 May 1944)
bombing of the Le Havre E-boat pens (14/15 June 1944)
bombing of the Normandy coastal batteries (5/6 June 1944)
bombing of the Pas de Calais V-1 sites (24/25 June 1944)
Flying Training School
Halifax
Heavy Conversion Unit
Initial Training Wing
Lancaster
Lancaster Finishing School
Lancaster Mk 1
Lancaster Mk 3
Me 410
Normandy campaign (6 June – 21 August 1944)
nose art
Operational Training Unit
Oxford
pilot
RAF Blyton
RAF Gamston
RAF Hemswell
RAF Hixon
RAF Kirmington
RAF Paignton
RAF Peplow
RAF Upper Heyford
tactical support for Normandy troops
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2082/34447/SWeirG19660703v030002.2.pdf
6093cee04ee3743562a569c79a567a0f
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
Weir, Greg. Ross, Joseph
Description
An account of the resource
Eight items. Collection concerns Joseph Ross a Halifax pilot who flew operations on 102 Squadron from July to December 1944. Contains propaganda leaflet, a map and five flying log books.
The collection was catalogued by Nigel Huckins.
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-04-26
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
Weir, G
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
J S Ross’s pilots flying log book. Two
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
Format
The file format, physical medium, or dimensions of the resource
One booklet
Identifier
An unambiguous reference to the resource within a given context
SWeirG19660703v030002
Type
The nature or genre of the resource
Text
Text. Log book and record book
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
Description
An account of the resource
Pilots flying log book for J S Ross covering the period from 21 January 1943 to 12 March 1946. Detailing his instructor duties, operations flown, flying training and post war duties with 246 Squadron and 511 Squadron. He was stationed at RAF Tatenhill, RAF Grove, RAF Ramsbury, RAF Little Rissington, RAF Windrush, RAF Bruntingthorpe, RAF Bitteswell, RAF Marston Moor, RAF Pocklington, RAF Merryfield, RAF Nutts Corner, RAF Holmsley South and RAF Lyneham. Aircraft flown in were Oxford, Magister, Wellington, Halifax, Stirling, York, Dakota, and Lancaster. He flew a total of 34 operations with 102 Squadron. Targets were St Martin L’Hortier, Domleger, Mimoyecque, Caen, St Nazaire, Hauts Boissons, Stuttgart, Wanne Eickel, Le Foret de Nieppe, La Belle Croix les Eroyerus, Somain, Brunswick, Sterkrade, Lumbres, Venlo, Gelsenkirchen, Buer, Duisburg, Essen, Dusseldorf, Julech, Horten, Hagan, Soest, Osnabruck and Drams Fjord. This item was sent to the IBCC Digital Archive already in digital form. No better quality copies are available.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal air Force
Temporal Coverage
Temporal characteristics of the resource.
1943
1944-07-01
1944-07-04
1944-07-06
1944-07-07
1944-07-09
1944-07-10
1944-07-23
1944-07-24
1944-07-25
1944-07-26
1944-07-28
1944-08-02
1944-08-03
1944-08-05
1944-08-06
1944-08-08
1944-08-11
1944-08-12
1944-08-13
1944-08-18
1944-08-19
1944-08-31
1944-09-03
1944-09-11
1944-10-06
1944-10-14
1944-10-15
1944-10-21
1944-10-23
1944-10-24
1944-10-25
1944-11-02
1944-11-03
1944-11-16
1944-11-27
1944-11-28
1944-11-30
1944-12-01
1944-12-02
1944-12-03
1944-12-05
1944-12-06
1944-12-07
1944-12-12
1944-12-13
1944-12-14
1944-12-17
1944-12-18
1945
1946
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
Netherlands
Norway
Atlantic Ocean--Bay of Biscay
Atlantic Ocean--Dramsfjorden
England--Gloucestershire
England--Hampshire
England--Leicestershire
England--Oxfordshire
England--Somerset
England--Staffordshire
England--Wiltshire
England--Yorkshire
France--Amiens Region
France--Caen
France--Calais
France--Fougères Region (Ille-et-Vilaine)
France--Lumbres
France--Neufchâtel-en-Bray
France--Nieppe Forest
France--Saint-Nazaire
France--Somain
Germany--Braunschweig
Germany--Duisburg
Germany--Düsseldorf
Germany--Essen
Germany--Gelsenkirchen
Germany--Hagen (Arnsberg)
Germany--Jülich
Germany--Oberhausen (Düsseldorf)
Germany--Osnabrück
Germany--Soest
Germany--Stuttgart
Germany--Wanne-Eickel
Netherlands--Venlo
Northern Ireland--Antrim (County)
Norway--Horten
Great Britain
Germany--Ruhr (Region)
France--Domléger-Longvillers
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Conforms To
An established standard to which the described resource conforms.
Geolocated
102 Squadron
1652 HCU
29 OTU
Advanced Flying Unit
aerial photograph
aircrew
bombing
bombing of the Mimoyecques V-3 site (6 July 1944)
C-47
Cheshire, Geoffrey Leonard (1917-1992)
Flying Training School
Halifax
Halifax Mk 2
Halifax Mk 3
Heavy Conversion Unit
Lancaster
Magister
mine laying
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
Oxford
pilot
RAF Bitteswell
RAF Bruntingthorpe
RAF Little Rissington
RAF Lyneham
RAF Marston Moor
RAF Nutts Corner
RAF Pocklington
RAF Windrush
Stirling
tactical support for Normandy troops
target photograph
training
V-1
V-weapon
Wellington
York
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/632/35811/LRichardsonF146443v2.1.2.pdf
f9df367b4bc34be854c6e74670081902
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
Richardson, Frederic James
F J Richardson
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Richardson, FJ
Description
An account of the resource
13 items. An oral history interview with Flight Lieutenant Frederic Richardson ( - 2020, 1234575, 146433 Royal Air Force), his log books and photographs. He flew operations as a pilot with 207 Squadron.
The collection has been loaned to the IBCC Digital Archive for digitisation by Frederic Richardson and catalogued by Barry Hunter.
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-06-08
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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
Fred Richardson's log book. Two
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Format
The file format, physical medium, or dimensions of the resource
One booklet
Conforms To
An established standard to which the described resource conforms.
Pending review
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
LRichardsonF146443v2
Description
An account of the resource
Pilots flying log book 2 for F J Richardson, covering the period from 3 March 1943 to 8 October 1945. Detailing his operations flown, flying training and instructor duties. He was stationed at RAF Langar, RAF Ossington, RAF Church Broughton, RAF Gamston, RAF Castle Combe and RAF Lulsgate Bottom. Aircraft flown were Lancaster, Oxford, Tiger Moth and Wellington. He flew a total of 25 operations with 207 Squadron. Targets were Hamburg, Saint Nazaire, Berlin, Kiel, Duisberg, Spezia, Stuttgart, Stettin, La Rochelle, Essen, Pilsen, Dortmund, Wuppertal, Dusseldorf, Bochum, Friedrichshaven, Cologne, Gelsenkirchen, Turin, Cislago and Leghorn. A second pilot on an operation was Flight Sergeant Kirkwood.
Temporal Coverage
Temporal characteristics of the resource.
1943-03-03
1943-03-04
1943-03-22
1943-03-23
1943-03-27
1943-03-28
1943-03-29
1943-03-30
1943-04-03
1943-04-04
1943-04-05
1943-04-08
1943-04-09
1943-04-10
1943-04-13
1943-04-14
1943-04-15
1943-04-20
1943-04-21
1943-04-26
1943-04-27
1943-04-28
1943-04-30
1943-05-01
1943-05-13
1943-05-14
1943-05-23
1943-05-24
1943-05-29
1943-05-30
1943-06-11
1943-06-12
1943-06-13
1943-06-20
1943-06-21
1943-06-23
1943-06-24
1943-07-08
1943-07-09
1943-07-10
1943-07-12
1943-07-13
1943-07-16
1943-07-17
1943-07-24
1943-07-25
1943-07-29
1943-07-30
Spatial Coverage
Spatial characteristics of the resource.
Czech Republic
France
Germany
Great Britain
Italy
Poland
Atlantic Ocean--Baltic Sea
Atlantic Ocean--Bay of Biscay
Czech Republic--Plzeň
England--Derbyshire
England--Somerset
England--Wiltshire
England--Nottinghamshire
France--La Rochelle
France--Saint-Nazaire
Germany--Berlin
Germany--Bochum
Germany--Cologne
Germany--Dortmund
Germany--Duisburg
Germany--Düsseldorf
Germany--Essen
Germany--Friedrichshafen
Germany--Gelsenkirchen
Germany--Hamburg
Germany--Kiel
Germany--Stuttgart
Germany--Wuppertal
Italy--La Spezia
Italy--Livorno
Italy--Turin
Italy--Varese
Poland--Szczecin
Germany--Ruhr (Region)
Date
A point or period of time associated with an event in the lifecycle of the resource
1943
1944
1945
207 Squadron
82 OTU
aircrew
bombing of Hamburg (24-31 July 1943)
Lancaster
mine laying
Operational Training Unit
Oxford
pilot
RAF Castle Combe
RAF Church Broughton
RAF Gamston
RAF Langar
RAF Ossington
Tiger Moth
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1545/36135/LKennedyJL19210211v1.1.pdf
3f86ab857a9f2e2281142d6e63a322d1
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
Kennedy, J L
Kennedy, John Lyle
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
2016-10-01
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
Kennedy, JL
Description
An account of the resource
Two items. The collection concerns Flight Lieutenant John Lyle Kennedy DFC and DSO (1921 - 1998, Royal Air Force) and contains his log book and pilot's notes for Wellington. He flew operations as a pilot with 192 Squadron.
The collection has been donated to the IBCC Digital Archive by Campbell Kennedy and catalogued by IBCC Digital Archive staff.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
John L Kennedy’s pilots flying log book
Description
An account of the resource
Pilots flying log book for John L Kennedy, covering the period from 2 February 1942 to 30 November 1945. Detailing his flying training, operations flown and instructor duties. He was stationed at RAF Induna, RAF Kumalo, RAF Perth, RAF South Cerney, RAF Wing, RAF Feltwell, RAF Foulsham, RAF Lossiemouth and RAF Lulsgate Bottom. Aircraft flown in were Tiger Moth, Oxford, Wellington, Halifax, Mosquito, Martinet, Harvard, Fairchild, Anson, Master, Lancaster and C-47 Dakota. He flew total of 34 operations with 192 Squadron. Operations flown are listed as Special Duty operations, carrying out radar countermeasures but targets are not named.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1944
1945
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Zimbabwe
England--Buckinghamshire
England--Gloucestershire
England--Norfolk
England--Somerset
Scotland--Moray
Scotland--Perthshire
Zimbabwe--Bulawayo
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Format
The file format, physical medium, or dimensions of the resource
One booklet
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Identifier
An unambiguous reference to the resource within a given context
LKennedyJL19210211v1
1660 HCU
192 Squadron
20 OTU
26 OTU
Advanced Flying Unit
aircrew
Anson
bombing
C-47
Flying Training School
Halifax
Harvard
Heavy Conversion Unit
Initial Training Wing
Lancaster
Martinet
Mosquito
Operational Training Unit
Oxford
pilot
radar
RAF Feltwell
RAF Foulsham
RAF Lossiemouth
RAF South Cerney
RAF Torquay
RAF Wing
Tiger Moth
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1908/36270/LPerryWRP1317696v2.2.pdf
9604690923d02c4524cfb2508421ca0c
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Perry, Pete
W R P Perry
Publisher
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
2017-07-19
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
Perry, WRP
Description
An account of the resource
Sixty-nine items and an album sub collection with twenty-four pages of photographs.
The collection concerns Flight Lieutenant WR Pete Perry DFC (1923 - 2006, 1317696, 146323 Royal Air Force) and contains his log books, photographs, correspondence, memoirs and documents. He flew operations as a pilot with 106 Squadron.
The collection has been donated to the IBCC Digital Archive by Helen Verity and catalogued by Nigel Huckins.
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
W R P Perry pilot's flying log book. Two
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Air Force. Transport Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Format
The file format, physical medium, or dimensions of the resource
One booklet
Identifier
An unambiguous reference to the resource within a given context
LPerryWRP1317696v2
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Temporal Coverage
Temporal characteristics of the resource.
1943-04-27
1943-04-28
1943-06-21
1943-06-22
1943-06-24
1943-06-25
1943-06-26
1943-06-28
1943-06-29
1943-07-03
1943-07-04
1943-07-12
1943-07-13
1943-08-07
1943-08-08
1943-08-10
1943-08-11
1943-08-15
1943-08-16
1943-08-22
1943-08-23
1943-08-27
1943-08-28
1943-08-30
1943-08-31
1943-09-03
1943-09-04
1943-09-27
1943-09-28
1943-09-29
1943-09-30
1943-10-19
1943-10-20
1943-10-22
1943-10-23
1943-11-03
1943-11-04
1943-11-10
1943-11-11
1943-11-18
1943-11-19
1943-12-16
1943-12-17
1943-12-20
1943-12-21
1943-12-29
1943-12-30
1944-01-05
1944-01-06
1944-01-14
1944-01-15
1944-01-27
1944-01-28
1944-01-29
1944-02-15
1944-02-16
1945-04-04
1945-04-08
1945-04-09
1945-04-16
1945-04-17
1946
Spatial Coverage
Spatial characteristics of the resource.
Czech Republic
France
Germany
Great Britain
Italy
Poland
Atlantic Ocean--Baltic Sea
Czech Republic--Plzeň
England--Cambridgeshire
England--Hampshire
England--Lincolnshire
England--Nottinghamshire
England--Rutland
England--Somerset
England--Yorkshire
France--Limoges
France--Modane
Germany--Aachen
Germany--Berlin
Germany--Braunschweig
Germany--Cologne
Germany--Düsseldorf
Germany--Frankfurt am Main
Germany--Gelsenkirchen
Germany--Hannover
Germany--Kassel
Germany--Krefeld
Germany--Leipzig
Germany--Leverkusen
Germany--Merseburg Region
Germany--Mönchengladbach
Germany--Nordhausen (Thuringia)
Germany--Nuremberg
Germany--Wuppertal
Italy--Milan
Italy--Turin
Poland--Szczecin
Germany--Ruhr (Region)
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Description
An account of the resource
Pilots flying log book two, for W R P Perry, covering the period from 27 April 1943 to 26 September 1946. Detailing his flying training, operations flown, instructor duties and post war flying with 242 Squadron. He was stationed at RAF North Luffenham, RAF Wigsley, RAF Syerston, RAF Metheringham, RAF Balderton, RAF Snaith, RAF Stoney Cross, RAF Merryfield, RAF Oakington and RAF Full Sutton. Aircraft flown in were Wellington, Manchester, Lancaster, Oxford, Dakota, Anson, Stirling, and York. He flew a total of 32 operations, one with 29 Operational Training Unit, 31 with 106 Squadron, 30 Night and one daylight. Targets were Limoges, Krefeld, Wuppertal, Gelsenkirchen, Cologne, Turin, Milan, Nuremberg, Leverkusen, Mönchengladbach, Berlin, Hannover, Aachen, Leipzig, Kassel, Dusseldorf, Modane, Frankfurt, Stettin, Brunswick, Nordhausen, Lutzkendorf and Pilsen. Post-war Cook's Tour and Operation Dodge flights are recorded. His pilot for his first ‘second dickie’ operation was Flying Officer Rosner.
106 Squadron
1654 HCU
227 Squadron
242 Squadron
29 OTU
Advanced Flying Unit
aircrew
Anson
bombing
bombing of Kassel (22/23 October 1943)
C-47
Cook’s tour
Flying Training School
Heavy Conversion Unit
Initial Training Wing
Lancaster
Lancaster Finishing School
Lancaster Mk 1
Lancaster Mk 3
Manchester
Operation Dodge (1945)
Operational Training Unit
Oxford
pilot
RAF Balderton
RAF Full Sutton
RAF Metheringham
RAF North Luffenham
RAF Oakington
RAF Ossington
RAF Scampton
RAF Snaith
RAF Stoney Cross
RAF Syerston
RAF Wigsley
RAF Woolfox Lodge
Stirling
training
Wellington
York
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1908/36271/LPerryWRP1317696v3.2.pdf
07554cff9c29e584702881af14734014
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Perry, Pete
W R P Perry
Publisher
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
2017-07-19
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
Perry, WRP
Description
An account of the resource
Sixty-nine items and an album sub collection with twenty-four pages of photographs.
The collection concerns Flight Lieutenant WR Pete Perry DFC (1923 - 2006, 1317696, 146323 Royal Air Force) and contains his log books, photographs, correspondence, memoirs and documents. He flew operations as a pilot with 106 Squadron.
The collection has been donated to the IBCC Digital Archive by Helen Verity and catalogued by Nigel Huckins.
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
W R P Perry pilot's flying log book. Three
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Format
The file format, physical medium, or dimensions of the resource
One booklet
Identifier
An unambiguous reference to the resource within a given context
LPerryWRP1317696v3
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Temporal Coverage
Temporal characteristics of the resource.
1943-04-27
1943-04-28
1943-06-21
1943-06-22
1943-06-24
1943-06-25
1943-06-26
1943-06-28
1943-06-29
1943-07-03
1943-07-04
1943-07-12
1943-07-13
1943-08-07
1943-08-08
1943-08-10
1943-08-11
1943-08-15
1943-08-16
1943-08-22
1943-08-23
1943-08-27
1943-08-28
1943-08-30
1943-08-31
1943-09-03
1943-09-04
1943-09-27
1943-09-28
1943-09-29
1943-09-30
1943-10-19
1943-10-20
1943-10-22
1943-10-23
1943-11-03
1943-11-04
1943-11-10
1943-11-11
1943-11-18
1943-11-19
1943-12-16
1943-12-17
1943-12-20
1943-12-21
1943-12-29
1943-12-30
1944-01-05
1944-01-06
1944-01-14
1944-01-15
1944-01-27
1944-01-28
1944-01-29
1944-02-15
1944-02-16
1945-04-04
1945-04-08
1945-04-09
1945-04-16
1945-04-17
1946
Spatial Coverage
Spatial characteristics of the resource.
Czech Republic
France
Germany
Great Britain
Italy
Poland
Atlantic Ocean--Baltic Sea
Czech Republic--Plzeň
England--Cambridgeshire
England--Hampshire
England--Lincolnshire
England--Nottinghamshire
England--Somerset
England--Yorkshire
France--Limoges
France--Modane
Germany--Aachen
Germany--Berlin
Germany--Braunschweig
Germany--Cologne
Germany--Düsseldorf
Germany--Frankfurt am Main
Germany--Gelsenkirchen
Germany--Hannover
Germany--Kassel
Germany--Krefeld
Germany--Leipzig
Germany--Leverkusen
Germany--Merseburg Region
Germany--Mönchengladbach
Germany--Nordhausen (Thuringia)
Germany--Nuremberg
Germany--Wuppertal
Italy--Milan
Italy--Turin
Poland--Szczecin
Germany--Ruhr (Region)
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Description
An account of the resource
Pilots flying log book three, for W R Perry. Covering the period from 21 June 1943 to 30 May 1946. Detailing his operations flown, instructor duties and post war flying with 242 squadron. He was stationed at RAF Syerston, RAF Balderton, RAF Metheringham, RAF Stoney Cross, RAF Merryfield and RAF Oakington. Aircraft flown in were Lancaster, Oxford, Dakota, Anson, Stirling and York. He flew 32 operations, one with 29 Operational Training Unit and 31 with 106 Squadron, 30 Night and one daylight. Targets were Limoges, Krefeld, Wuppertal, Gelsenkirchen, Cologne, Turin, Milan, Nuremberg, Leverkusen, Mönchengladbach, Berlin, Hannover, Aachen, Leipzig, Kassel, Dusseldorf, Modane, Frankfurt, Stettin, Brunswick, Nordhausen, Lutzkendorf and Pilsen. Post-war Cook's Tour and Operation Dodge flights are recorded. His pilot on his first ‘second dickie’ operation was Flying Officer Rosner.
106 Squadron
1654 HCU
227 Squadron
242 Squadron
29 OTU
Advanced Flying Unit
aircrew
Anson
bombing
bombing of Kassel (22/23 October 1943)
C-47
Cook’s tour
Flying Training School
Heavy Conversion Unit
Initial Training Wing
Ju 88
Lancaster
Lancaster Finishing School
Lancaster Mk 1
Lancaster Mk 3
Operation Dodge (1945)
Operational Training Unit
Oxford
pilot
RAF Balderton
RAF Metheringham
RAF North Luffenham
RAF Oakington
RAF Ossington
RAF Syerston
RAF Wigsley
Stirling
training
York
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2179/38424/LCuthillCR574146v1.2.pdf
10979f850adf3b73e1376823395da21c
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
Cuthill, Charles
Cuthill, CR
Description
An account of the resource
27 items. The collection concerns Flight Lieutenant Charles 'Charlie' R Cuthill (574146, 56121 Royal Air Force) and contains his log book, photographs, documents and dog mascot.
The collection has been loaned to the IBCC Digital Archive for digitisation by Matt Nichol and catalogued by Nigel Huckins.
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-08-18
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Cuthill, CR
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
Charles Cuthill’s pilots flying log book
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Format
The file format, physical medium, or dimensions of the resource
One booklet
Identifier
An unambiguous reference to the resource within a given context
LCuthillCR574146v1
Description
An account of the resource
Pilots flying log book for C R Cuthill, covering the period from 11 June 1942 to 30 April 1948. Detailing his flying training, operations flown and instructor duties. He was stationed at RAF Perth, US NAS Gross ile, US NAS Pensacola, RCAF Charlotte Town, RAF Little Rissington, RAF Chipping Warden, RAF Edgehill (aka RAF Shenington), RAF Stradishall, RAF Feltwell, RAF Methwold, RAF Gamston, RAF Lulsgate Bottom, RAF Finningly, RAF Abingdon, RAF Silverston and RAF Swinderby. Aircraft flown in were Tiger Moth, N3N, SNV-1 Valiant, Texan, P2Y-3, Catalina, Stearman, Oxford, Wellington, Stirling, Lancaster, Master, Dominie, Anson, and Proctor. He flew a total of 27 operations with 149 Squadron, 20 daylight and 7 night. Targets were Calais, Saarbrucken, Dortmund, Duisburg, Bonn, Stuttgart, Neuss, Essen, Walcheren, Homberg, Icken, Heinsburg, Gelsenkirchen, Fulda, Cologne, Osterfeld, Oberhausen, Merseburg, Witten and Ludwigshafen.
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1944-09-25
1944-09-26
1944-10-05
1944-10-06
1944-10-07
1944-10-14
1944-10-15
1944-10-18
1944-10-19
1944-10-20
1944-10-22
1944-10-23
1944-10-24
1944-10-25
1944-10-28
1944-11-08
1944-11-11
1944-11-15
1944-11-16
1944-11-20
1944-11-21
1944-11-23
1944-11-26
1944-11-27
1944-11-30
1944-12-04
1944-12-06
1944-12-07
1944-12-08
1944-12-11
1944-12-12
1945-01-05
1946
1947
1948
Spatial Coverage
Spatial characteristics of the resource.
Canada
France
Germany
Great Britain
Netherlands
United States
Atlantic Ocean--English Channel
Atlantic Ocean--North Sea
Germany--Ruhr (Region)
England--Gloucestershire
England--Lincolnshire
England--Norfolk
England--Northamptonshire
England--Oxfordshire
England--Somerset
England--Suffolk
Florida--Pensacola
France--Calais
Germany--Bonn
Germany--Cologne
Germany--Dortmund
Germany--Duisburg
Germany--Essen
Germany--Fulda
Germany--Gelsenkirchen
Germany--Homberg (Kassel)
Germany--Ludwigshafen am Rhein
Germany--Merseburg
Germany--Neuss
Germany--Oberhausen (Düsseldorf)
Germany--Osterfeld
Germany--Recklinghausen (Kreis)
Germany--Saarbrücken
Germany--Stuttgart
Germany--Witten
Michigan--Grosse Ile
Netherlands--Walcheren
Prince Edward Island--Charlottetown
Scotland--Perthshire
Germany--Heinsberg (Heinsberg)
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
10 OTU
12 OTU
149 Squadron
1657 HCU
17 OTU
30 OTU
Advanced Flying Unit
aircrew
Anson
bombing
Catalina
Dominie
Flying Training School
Gee
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
Mosquito
Operational Training Unit
Oxford
pilot
Proctor
RAF Abingdon
RAF Chipping Warden
RAF Feltwell
RAF Finningley
RAF Gamston
RAF Little Rissington
RAF Methwold
RAF Shenington
RAF Silverstone
RAF Stradishall
RAF Swinderby
Stearman
Stirling
Tiger Moth
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/535/16662/MWarrenHJ619608-160425-02.2.pdf
fe65b739f1aa29d1651f56b8dcec3e97
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
Warren, Harold James
H J Warren
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Warren, HJ
Description
An account of the resource
10 items. Two oral history interviews with Harold James Warren (1921 - 2017, 619608 Royal Air Force) service material, a note book, diary and photographs. He Joined the RAF in 1938, and after training as ground crew but remustered and after training in Canada, became a flight engineer.
The collection has been loaned to the IBCC Digital Archive for digitisation by Harold Warren and catalogued by Peter Adams.
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-10-22
2015-10-30
2016-07-12
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] [inserted] 619608 WARREN [/inserted][/underlined]
[inserted] Rough not [indecipherable word] [/inserted]
[inserted] 4 [indecipherable letters] [/inserted]
[inserted] 609608 [/inserted]
[RAF large notebook in printed square] [inserted] WARREN [/inserted]
[page break]
R.A.F .12.
H Warren [drawing]
[deleted] Coombe Farm [/deleted] Herridge
[deleted] Crewkerne [/deleted] Somerset [two indecipherable words]
619608 WARREN. H J.
Hut A 9. No 2 Wing
Royal. Air. Force.
Glam. S Wales
[zig zag underline]
619608 Warren H [deleted] J [/deleted] J
Hut A 9 No 2 Wing [scribble]
Royal Air Force
Glam S Wales [row of ticks inserted]
[broken underline]
[inserted] 619608 Lac [indecipherable letter] [/inserted]
619608 Warren H J – LAC.
Hut A9A No 2 Wing [inserted] 619608. [/inserted]
Royal Air Force
[underlined] Glamorgan S Wales [/underlined] [inserted] [tick symbol] [/inserted]
[deleted] S [/deleted]
Spark Test
Metal.-
[page break]
[underlined] Spark Test [/underlined]
Metal Spark
Wrought Iron Bright Yellow. Non Burst
Mild Steel. [ditto symbol] [ditto symbol] Few Bursting
High Carbon [ditto symbol] Flimsy Golden. All Bursting
Lungster Steel Dull Red Non Bursting
Nickel Chrome [ditto symbol] Yellow. Few [ditto symbol]
Grey Cast Iron Dull Red Non [ditto symbol]
Temperature Chart [indecipherable initials]
Very Pale Yellow 430°F
Straw [ditto symbol] 460°F
Brown [ditto symbol] 500°F
Light Purple 530°F
Dark [ditto symbol] 550°F
Dark Blue 570°F
Pale [ditto symbol] 610°F
[horizontal line]
Heat Treatment of Steel.
There are three general heat treatments annealing, hardening and Tempering. The controlling factor in all heat treatment is temperature. Process of hardnening [sic] steel consists of [deleted] hardning [sic] [/deleted] [inserted] heating [/inserted] to required temperature and quenching suddenly in cold water. Main points to watch when heating are small
[page break]
projections or cutting edges are not heated more [indecipherable letter] rapidly than the body of meteral,[sic] i.e. all parts are heated at the same rate and temperature. Tempering is removing some of the hardness by adding some heat to the required temperature. When heating steel there are two critical points, recalescence and decalescence that occur in the chemical composion [sic] of the steel at certain temperatures. The decalescence point is the correct hardening temperature. The recalescence point is when steel becomes soft when slowly cooled after heating.
[two short horizontal parallel lines]
Annealing is heating a steel to a medium red heat and allowing it to cool slowly. The slower the cooling the softer the steel becomes
[two short parallel lines]
normalising is when a metal is forged , bent or rolled into shape it becomes strained by heating the steel to a medium red heat and keeping it at that temperature depending upon the bulk and severity
[page break]
of the strain and allowing it to cool f off in air.
[horizontal line]
[indecipherable signature]
[calculations]
[six indecipherable words]
[two drawings of planes]
[page break]
Principle of Fuselages and their construction
A Fuselage is the main body of the aircraft to which main planes and other components are attached.
[underlined] Longerons.) [/underlined] [inserted] Underline headings [/inserted]
Longerons are the main longtitudeale [corrected by marker to] longtitudinal [/corrected] members of the Fuselage running from font to rear.
[underlined] Engine Bearer. (or plate.) [/underlined]
The engine bearer is the foremost member of the fuselage.
[underlined] Stern Post [/underlined]
The stern post is the rearmost member of the fuselage to which the rudder is hinged.
Struts.
Struts are located between the Longerons and the name of the strut relates to its position.
Fuselage bracing.
There are three types of frames, 1/ Imperfect frame, which is [deleted] located [/deleted] insufficently [sic] braced to withstand any load.
2/ Perfect frame is one that has to [sic] many or [deleted] tw [/deleted] to [sic] few members and is
[page break]
rolled into parts which are riveted together.
[underlined] Struts and Longerons. [/underlined]
Struts & Longerons are braced with diogonal [sic] struts.
If a frame is under a single load and bracing wires are used only one wire is intensioned and the other carries no load.
When diagonal struts are used the struts take the place of wires taking booth [sic] loads and tension.
[underlined] Metal and Composite Fuselage. [/underlined]
These are divided into 3 portions
1/ Engine bay or fore portion which carries the power part.
11/ Centre portion in which is situated the pilots cock and which carries the main plane.
3/ Rear portion which carries the tail unit. Each portion is constructed eg front portion, solid, centre portion tubular riveted structure, rear portion, wood or light metal.
[page break]
[drawing of Fairy Gordon airframe]
[drawing of Hawker double N girder airframe]
[underlined] Monocoque. [/underlined]
This fuselage is designed on the principle that the skin shall be stiff and strong to carry the loads.
Bulkheads varie [sic] in types, are inserted down the Fuselage to increase stiffness and carry certain
[page break]
types of loads.
But it is virtually the skin which takes the majority and is the main component.
[drawing of stressed skin]
Types of joints.
1/ Stainless Steel side plates
[diagrams of types of joints]
[page break]
2/ Cup Bolts and Ballended Strut (HAWKER)
[five diagrams of frames and joints]
[page break]
[diagrams of joint and rivet]
[inserted] [underlined] Good Drawing [/underlined] [/inserted]
[inserted] indecipherable signature [/inserted]
[underlined] Supporting the Fuselage. [/underlined]
The Fuselage must be supported upon trestles at convient [corrected by marker] convenient working points. Care must be taken that the trestles are placed under the correct jacking points, front and rear, if no sutch [sic] points are marked trestles must be placed under parts where there is additional strength, such as the undercarriage fittings or a robust strut fitting, they should never be placed under an unsupporting part of the Longeron
[underlined] Care in Hanling. [sic] [/underlined]
1/ Do not stand on the Longeron when working on the Fuselage.
2/ Constantly check Longerons
[page break]
and struts for bowing.
3/ Do not use adjustable spanner for adjusting streamline wire or see that all lock nuts are undone before attempting to turn wire, otherwise the threads will strip.
4/ Never tighten a wire untill [sic] its opposite number has been slackened off.
5/ Give an equal number of turns to each wire.
6/ Constantly check when truing and adjusting wires.
[short horizontal line]
Rigging Tools and Instruments.
1/ Straightedge.
Best type made of steel but owing to its weight it is unsuitable for Rigging. Hard wood are the most suitable and used extensivly [sic]. These must be frequently tested and care must be taken in storing them, otherwise they become distorted.
2/ Spiritlevel. [sic]
Used in conjunction with a straightedge in checking
[page break]
parts for being level and horizontally. [sic]
3/ Trammel Points.
These consists [sic] of rods which can slide along and be secured to a beam. They are used for transfering [sic] and comparing distances which should be equal, such as cross bracing wires.
4/ Plumb Bobs.
Made from brass with steel points and attached to cords to form a Plumb line, this line will give a true vertical line from the point of vast contrast.
It is used to find out by visual comparison whether the object should be lined up is vertical.
5/Adjustable Level
An instrument for measuring accurately the angle of a component set to [deleted] a [/deleted] the horizontil. [sic] Measures from nought to ten in degrees and minaites. [sic]
[page break]
Truing Fairey Gordon Fuselage.
The Rigging position of this Fuselage is the attitude which the aircraft adopts in normal flight.
This is obtained on the Gordon by adjusting on the [inserted] front [/inserted] trestle under frame 3 untill [sic] the rear sprar[sic] tube is level laterally.
Adjust on the rear trestle under frame 10 untill [sic] no 3 bottom cross strut is 2 1/8 ins below no 2 and no 3 top cross strut is 5 13/16 ins in advance of no 3 bottom cross strut.
The position of the Datum line is along the centre top Longeron from no 1 point. Starting from front to rear trammel from the internal cross bracing from the pin centre until corresponding diagonals bring the Fuselage true and in view. Trammel and adjust top and bottom until Fuselage is true in plan view The Fuselage is then placed in position and points are measured down all side struts and equal distances from the top Longeron.
Straight edges are then clamped
[page break]
on frame 1 and 2 so that the top edge cuts the marked points.
Cords are then stretched over the top outside the Fuselage and side cross bracings is adjusted until all the points on side struts cut side lines. Stern post is adjusted to be vertical by the diagonal tubes in bays.
Final Check and Inspection.
Plumb bobs are then dropped from the top of the Stern Post and from the centre of the front straight edge.
The ground line is then set up to coincide with these Plumb bobs and further Plumb bobs are dropped from mid points or all top cross struts, these should coincide with the ground line.
On compleation [sic] of truing are systematical check and inspection of all components should be made for Longerons and struts, for bowing wires being locked and in safety.
[page break]
Truing a Hawker Fuselage.
At convient [sic] working places, place the Fuselage on trestles under joint Y.O, slacken bracing wires, mark trammel points on top face of top Longeron and bottom face of bottom Longeron commencing at A.B.
Tension and Trammel internal cross bracings and then bottom and top cross bracing of the centre portion.
The same procedure is carried out on front and rear portions and finally the side cross bracings of the stern is adjusted to even tension.
Final Check.
The Fuselage is then placed in rigging position by leveling [sic] laterally with spirit level across the top Longeron at E.G. Plumb lines are then dropped from the middle point of a straight edge across the engine bearer from the top of the stern post.
A ground line is streched [sic] to cut
[page break]
these Plumb lines, further Plumb lines being dropped from the mid point of each cross strut.
The engine blocks should be level fore and aft laterally 17 of the 1/4 “ between centres, an allowance of a 33nd [sic]between port and starboard blocks and 3 32 nd on the front blocks.
The stern post must be vertical and is trued by the top cross bracing wire. Finally inspect Fuselage check components for bowing, wires in correct tension, in safety and not butting and blocked.
Chaffing plates to be fitted where r wires cross.
[diagram of metal section]
[page break]
[diagram of main plane construction]
[page break]
[underlined] Main Spars [/underlined]
Main Spars are the main longtitudinal [sic] members running throughout the length. They are so designed to take the loads of sheer mending and end loads. Meterial [sic] wood, solid drawn steel tubes and high tensile steel strip The top and bottom pieces of the spar are called [deleted] stang [/deleted] strang and boon and the inside called the web.
[two short horizontal lines]
[four section diagrams]
[indecipherable signature]
[page break]
[diagram of box]
[two short horizontal lines]
Ribs.
Large ribs, compression ribs used to brace the main spars.
Camber ribs are lighter in construction and used to transmit loads to the spars and preserve the shape of the mainplane.
Drag struts are usually tubular members fitted between spars to brace the structure.
In other types of construction compression ribs take their place with the advantage of supporting the spar under [deleted] loads [/deleted] twisting loads.
Drag wires, cross bracing wires running from the front spar uutwards [sic] prevents the structure from collapseing [sic] backwards.
Anti drag wires appose [sic] the above and prevent structure from collapsing forwards
[page break]
[underline] Nose Ribs & Riblets. [/ underline]
These are small ribs running from front spar to leading edge to brace that portion where the loads are greatest.
[underline] Leading and Trailing Edges. [/underline]
Made of light metal tubing or wood (Spruce). Root end that part of the mainplane near the Fuselage. Wing tip end farthest from Fuselage being a l continuation of leading & trailing edges.
[underline] Types of Construction [/underline]
1/ [underlined] Wooden. [/underlined] Spars & Ribs – (Spruce)
Fairing – Three Ply
Spars – Sowd [sic], Spindled & Laminated
2/ [underlined] Composite. [/underlined] Spars and Drag Struts, Ribs & Riblets L/E. & T/E Wood (Spruce)
3/ All Metal Spars. Solid drawn steel tubes & Steel strip.
Ribs. Light alloy. (Duralumin & Alclad. (3Ply.
[three diagrams to illustrate spindled, laminated and box]
[page break]
Mono Spar.
This type of construction a single spar is used to withstand and transfer all the loads imposed on the wing. The spar is located in the deepest part of the section of the wing.
Stiffened to withstand tortion [sic] by a system of diagonal or Pyramid bracing.
Along a spar at suitable intervalls [sic] are a number of cross members, tubes or special ribs and midway between these are short bracing wires which run from top and bottom langes [sic] of the spar to the ends of the tubes.
The advantage of the Mono spar is that the main plane is modified.
With two spar construction the mainplane must have a certain depth to allow for the rear spar so that the design is affected at two point [sic] instead of one.
[page break]
Mainplane Truing.
Support the mainplane at convient [sic] working point on three trestles evenly spaced and the same height to ensure that the spars are not bowed.
Without Sweepback
Place Aluminium clips along the spars at each drag strut. Start at root end and work towards the tip.
Place straight edge across two spars at second drag strut and parallel to it. Check by placing two fitters squares on the straight edge and so that they just tuch [sic] drag strut.
Mark the clips [deleted] where the clips [/deleted] then find centre of spar at these points. Place the Blades of the square against spar face & halve distance between them.
With Trammels set at a distance from the mark along the front spar mark the clip at first drag strut.
Transfer this distance to the rear spar & find centre of the spar at this part.
[page break]
Repeat at third strut & transfer to rear spar.
Repeat on all other struts. Slacken cross bracing wires, Trammel diagonals and adjust wires untill [sic] they are equal starting at No 1 bay.
To check, Trammel 1 & 2 bays as one 3&4 as one. Obtain 3 blocks of equal size, place 1 at each end and on top of the spar.
Streach [sic] a line tightly over these blocks & use the third as a testing block.
[underline] Truing a Mainplane With Sweepback [/underline]
Support the Mainplane on trestles as before, mark Trammeling points at each drag strut starting from the Formula 2 π / 360 RN where R is the distance between spar centres and N is a number of degrees of sweepback. Measure in from the root along the rear spar a given distance, say 1”. Measure along the front spar the same distance (1”) plus the result of the Formula.
[page break]
Find the centres of spars at these and they are your first Trammel points.
Carry on marking other points at other drag [deleted] points [/deleted] struts and proceed to true up as with the normal Mainplane.
Check as before, Trammeling two bays as one.
Check struts for squareness find the centre line of the strut, measure along the Longeron for equal distances either side.
Mark a point up the strut any distance and check the length of the diagonal which are to be equal.
A.G.S.
[underlined} Aircraft Generall [sic] Stores [/underlined]
Comprises all items that can be fitted to any aircraft irrespective of type and design. e.g. nuts, bolts, split pins, taper pins, etc etc are common to all types.
RAF Wires = Medium Carbon Steel. 9% mangnase [sic] Cold Rolled. – Tensile Steel. 52-65 Tons/0” Elliptical or Oval Section used for
[page break]
internal & extrenal bracings.
A. Length – Overall Length.
B. “ – Length between Shoulder.
C. Cropping Exact length before rolling.
Identified by numbers on a tab or round part of the wire giving the “A” length & Diam. [diameter]
To find Diam of wire from figures add 5 to first figure of 3 figured number and call them 1/32”.
Example – [boxed] 5W3310 [/boxed] = 310/5/8 = 8/32” =1/4”
[underlined] A.G.S. [/underlined]
Every wire of certain Diam increase in lengths of 4”, to find length in inches subtract 1 from last 2 figures, multiply by 4, add minium [sic] length. (from table).
Example – [boxed] 5W.3310 [/boxed] (1/19) x 4 = (36)+11=47” long
[page break]
[table illustrating diameter of thread, wire number, minimum length and fork joint number]
Threads conform to BA & BSF.
Left hand always to the top RH supplied longer to enable wire to be shortened if required.
Protected against corrosion by Cadmium coating. Cleaned with Parrafin [sic] rag dried. thouroughly [sic] & Sozzle mixture (Grease) applied.
[page break]
[underlined] Tie & Swaged Rods [/underlined]
Spec W8. Medium Carbon Steel round section used soly [sic] for internal bracing & connecting links in controll [sic] system.
[underlined] Fork Joints [/underlined]
Used for connection R.A.F. wires & swaged rods to wiring plate & lugs form part of tension rod turnbuckle. Low carbon Steel 35 Tons / [square drawn] in “
Thread BA & BSF – RH & LH. 4 BA – 1 3/8 BSE identified by numbers stamped on body (see Table). Size determined by subtraction 406 fom number 1 3 1/32 (except BAS 7/32” 9/32” 5/8 BSF
[underlined] Zinc or Cadmium Coating [/underlined]
Distorted forks not to be used.
Material. (Identifation [sic]).
Mild Steel - Plain Collar.
High Tensile Steel – Grooved Collar
Stainless Steel = No Collar
Stainless Steel = Stamped SS
[page break]
[underlined] Shackle Pins. [/underlined]
HT Alloy Steel, Zinc or Cadmium coating Size. Diam & length measuring from under head to inside edge of split pin hole.
[underlined] Diam. [/underlined] Denoted by letter stamped on head A=5/32 increasing by 1/32” (See Table)
[underlined] Length. [/underlined] Denoted by number.-No l=25”(1/4) increasing by 1” from l”
Example H19
AGS. (Bolts). Identifation [sic]
Meteral .[sic]
Mild Steel – Plain Head.
High Tensile Steel –Grove [sic] round Hexogun. [sic]
Stainles [sic] Steel – Stamped S.S.
[underlined] Sizes [/underlined] – 6 BA – 1/2 BSF most commonly used, Diam denoted by a letter on head (See Table).
[underlined] Length. [/underlined] Smallest 6” increases by 4” for each size. Identified by number which when divided by 10 will give length in inches
Example
[diagram and calculations]
[page break]
B.A sizes are not, [inserted] marked [/inserted] packages are labelled.
B.A – British Assocation [sic]
BSF British Standard Fine
[curly bracket to include above two lines] Typ [sic] & number of threads per inch
[underlined] Nuts [/underlined]
M.S. Plain
HTS Graved. [sic]
Nuts above 1/4 “ in Diam are stamped on one flat with letters to denote size, also stamped with L.
Example 3/8 left hand thread.
[diagram to illustrate]
Lock Nuts.
Half thickness of [deleted] thickness [/deleted] ordinary nuts.
Brass. –Soft Yellow Colour
Cast Iron – 2 flats only others rounded off
[arrow pointing at illustration]
Brass used extensivly [sic] for marine aircraft owing to non-corrodibility
Reason for use. To avoid damage to wire in event of over tightning. [sic]
A.G.S
[list of bolts]
Locking Devices.
[underlined]1[/underlined] Slotted Nut & Split Pin.
[underlined]2[/underlined] Burring.
[underlined]3[/underlined] Centre Pop (3 Marks).
[underlined]4[/underlined] Simmonds Self-Locking Nut.
[drawing self locking nut and locking ring]
[underlined]5[/underlined] Double Lock Nut
[underlined]6[/underlined] Locking Ring.
[underlined]7[/underlined] Locking Plate & Grub Screw.
[underlined]8[/underlined] Tab Washer.
[page break]
[underlined]9[/underlined] Spring Washer.
[underlined]10[/underlined] Soft Iron Locking Wire.
[underlined]11[/underlined] Terry Safety Pin.
[drawing of locking plate]
[drawing of tab washer]
A.G.S
Tubular Rivets. (Identification)
Spec. T1. Medium Carbon Steel – 1 Flat.
“ T26 Mild Carbon Steel – 2 Flat.
“ T9 Aluminium – 1 Flat.
“ DTD97. Stainless Steel. – No Flat.
Taper Pins.
Conform to:-
R.A.F. Taper Pins – 1 in 48.
Morse. 1 in 20.
Measured by length & Diam of smallest ind.
[page break]
A Reamer Fit. (Method of Locking.)
[underlined]1[/underlined] End split & opened out.
[underlined]2[/underlined] End threaded Nut & Spring Washer.
[underlined]3[/underlined] Small end burred over.
Large end must protude [sic] more than 1/8” and small end no more than 1/16”
U Shackles.
Size governed by size of Pin used.
[deleted]W[/deleted] Turnbuckles. Two types.
[underlined]1[/underlined] Tension rod type. [underlined]2[/underlined] Barrel type.
Used for adjusting control cables. No 1 Locked with 18 gauge soft iron locking wire (figure of 8) & brass or cast iron lock nuts. In safety when threads are past the pin hole in fork joint. No 2 replaced by No 1. Locked with sort iron locking wire in shape of letter S. In safety when all threads are inside barrel.
[drawing of Tension Rod]
Wheels. (Types).
A Wire braced with floating bushes
[page break]
B) Wire braced with floating [deleted] booshs [/deleted] bushes. & braced across shims.
C) Plain disc wheels, non floating bushes.
D) Wire braced with brakes, floating bushes.
E) Disc wheels with brakes, non-floating bushes.
F) Intermediate low pressure.
G) Full low pressure.
H) Intermediate low pressure, with brakes.
Bushes made of Phosphon [sic] Bronze.
Bushes in C & E are a force fit- extractors will be required to remove.
[handwritten indecipherable signature] 19.11.38
Wheels. (Shims).
Shims may be fitted when wear occurs on bushes 20 SWG.
Brass Hard Sheets.
To be loose fit on axle 1 – 5 in number.
[underlined]ON.[/underlined] Unbreaked [sic] & breaked [sic] wheels with roller bearings, shims on the outside
[underlined] ON [/underlined] [deleted] UnBreaked [sic] wheels & Unbreaked [sic] wheels
[page break]
with roller bearings shims on outside [/deleted]
ON Breaked [sic] wheel with plain bearings (D & E) shims on outer face first, then inner face – alternately.
24/1/39 [handwritten indecipherable signature]
[underlined] [underlined] Types of Undercarriages. [/underlined] [/underlined]
1) [underlined] 1 [/underlined] Through axle.
[drawing of undercarriage] [drawing of undercarriage]
HAWKER
2) Divided u/c.
[drawing of undercarriage] GAUNTLET [deleted] GAANTLET. [/deleted] GLADIATOR.
[page break]
[underlined] 3 [/underlined] Split Axle.
[drawing of undercarriage] MOTH.
[drawing of undercarriage] HEAVY BOMBER (WHITLEY). Now Obselete.
[deleted] Splicing (1st Tuck) (Heart strand)
.020 200
[page break]
Splicing
1st Tuck Heart strand straight forward. Three on each side.
[underlined] 1 [/underlined] No 3 goes in under one. 2 to the left
[underlined] 2 [/underlined] “ 1 “ “ Where no 3 comes out. Under 2 strands.
[underlined] 3 [/underlined] “ 2 “ “ “ “ “ “ “ 1 “.
[underlined] 4 [/underlined] “ 4 “ “ 1 to the right of where no 3 went under 1.
[underlined] 5 [/underlined] “ 5 “ “ “ “ “ “ “ “ 4 “ “ “ “
[underlined] 6 [/underlined] “ 6 “ “ “ “ “ “ “ “ 5 “ “ “ “
2 Tuck
Start no 5 (1 to right of heart) tucked over one & under one.
4 “ “ “ “
3 “ “ “ “
2 “ “ “ “
1 “ “ “ “
6 “ “ “ “
Cable.
Extra flexible high tensile steel wire rope; 19 wires to a strand; 7 strands to a cable. Size denoted by its safe working load in cwts. Most common used in R.A.F. 5, 15, 25, 45 cwts. Extensively used for bracing & controls [sic] .
[page break]
5 cwts – Actuating Gear.
15 “ - Flying Control[deleted] l [/deleted] s
25 & 45 “ – Bracing.
Connected to component by loop or roller spliced into the ends.
[page break]
[missing page]
[page break]
The
[underlined] 4 [/underlined] Fin stabilises the machine directionally. It is sometimes ofset [sic] to counteract the effect of the slipstream.
[underlined] 5 [/underlined] Gap is the distance between top & bottom plane. The reason for not having to [sic] small a gap is that there should be no interference in the airflow.
[underlined] 6 [/underlined] Chord is the distance between leading & trailing edges on an aerofoil.
[underlined] 7 [/underlined] Angle of incidence is the angle which chord line of the aerofoil makes with the relative airflow
[underlined] 8 [/underlined] Dihedral angle is the angle at which the main planes are set to the horizontal when viewing machine from front.
Stagger is the horizontal distance one plane is set in front of, or in rear of another.
Ailerons are attached to the rear spar of the mainplane near the wing tip. They control the rolling movement with natural control & one continuous system.
Flaps usually
[page break]
Fitted are in rear of M/P to widen range of speed.
Slats are small aerofoil sections fitted to the leading edge of the top M/P at the wing tip to give increased angle of stall & decrease the stalling speed by smoothing out eddies which form at stalling speed.
[underlined] 1 [/underlined] Yawing. Inclination of the A/C to move to left or right.
[underlined] 2 [/underlined] Rolling is inclination of the A/C to move [deleted] about [/deleted] out of its fore & aft axis
[underlined] 3 [/underlined] Hitching is the movement of an A/C about its lateral axis.
Thrust is the name given to a force applied by the rotation of the Airscrew ie forward motion of the A/C.
Slipstream is the helical column of air set up by the rotation of the airscrew.
Airscrew Torque is the tendency of a machine to turn in the opposite direction to which the airscrew rotates.
Tail Incidence Gear or Actuating Gear is a device for altering the angle of incidence of a tail plane & carried
[page break]
out by raising or lowering the rear spar of the tail-plane. It is operated by a wheel in the pilots cockpit from which cables are taken to the vertical tail-jack
[underlined] Nose or tail too heavy [/underlined]
This is a tendency for a machine to fly with its nose up or down and counteracted by the actuating gear.
[underlined] Downwash [/underlined] is the flow of air deflected by the inclined surface of an aerofoil passing through it.
[underlined] Stalling Speed [/underlined]
An aircraft is said to be at stalling speed when the airspeed is at the minimum necessary to support it.
Leading Particulars (Fairey 3F)
[underlined] Engine [/underlined] – Napier – W/C.
[underlined] Duty [/underlined] Generall [sic] Purpose.
[underlined] Type [/underlined] Two seater, Bi-Plane & convertible to seaplane
[page break]
Main Dimensions.
Span – 45 ft. 9”
Height – (over sling) 13 ft.
Chord – 5 ft. 6”
Gap - 5 “ 7 “
Stagger – Nil.
Incidence – 4o
Dihedral – 2o 15’
Tail Plane.
Incidence to datum plus 5o 50’ plus 5o 50’ to 0o 6’Jacking points
Frames no 1, 14 & 10
Bracing or Balance Trestle.
Rigging Position
When equipment is scarce the U/C may be used as the jacking point provided that it has been trued up & the legs hardened with wood blocks.
To check rigging position
[underlined] 1 [/underlined] Slacken balance trestles. Check lateral level with makers cross level under the spool joint of no 2 frames & adjust on front trestle if necessary.
[underlined] 2 [/underlined] Check longitudinal truth with
[page break]
makers fore & aft level placed under front & rear spar tubes. Adjust on rear trestles if necessary.
[underlined] 3 [/underlined] Adjust on balance trestle untill [sic] it just takes a bearing.
Sequence of Assembly
Fuselage trued.
[underlined] 1 [/underlined] Erect & true U/C
[underlined] 2 [/underlined] “ “ “ C/S
[underlined] 3 [/underlined] “ “ “ T/U
[underlined] 4 [/underlined] Box, erect & true main planes.
Attaching & Truing the Undercarriage.
[underlined] 1 [/underlined] Wheels and Oleo legs are attached to the axle.
[underlined] 2 [/underlined] [symbol] U/C wheeled under fuselage. Oleo legs are attached [deleted] to the [/deleted] first with bolt head forward.
[underlined] 3 [/underlined] Radius rods are attached with [deleted] e [/deleted] their bolt heads downwards.
[underlined] 4 [/underlined] Bracing wires attached, bolt heads downwards & top starboard to bottom port uppermost.
[underlined] 5 [/underlined] Tension & trammel cross bracing wires.
[underlined] 6 [/underlined] Check rigging position.
[underlined] 7 [/underlined] Suspend plumb lines from inside face of bottom spool joint,
[page break]
number two frame & mark points of axle with chalk & pencill [sic] measuring from grease points.
[underlined] 8 [/underlined] Distance from plumb to marked points equal. Adjust cables if necessary. Check for squrness [sic] .
[underlined] 9 [/underlined] Check cables for safety, lock up & split pins.
Centre Section.
[underlined] 1 [/underlined] Support centre section upside down on felt covered trestles.
Fit [deleted] trestles [/deleted] struts, longest in front, rear starboard carries brackets for ASI, inboards & on top.
[underlined] 2 [/underlined] Place C/S bracing wires front & rear swaw [sic] rods, Bottom starboard, top parts nearest tanks side drag wires 607 & 608. 607 nearest tanks. All RH thread at bottom equally engaged in fork joints points for swag rods heads forwards.
[page break]
[underlined] Rigging Iinstruments [sic]
[underlined] I [/underlined] By Makers Instrument Board.
[underlined] II [/underlined] Abney Level.
[underlined] III [/underlined] Incidence Board or Dihedral Board
[underlined] IV [/underlined] Spirit Level
[drawing of calculating angle of 4o]
[underlined] Problem [/underlined]
To find angle of 4o on A, B, C, D.
[underlined] Construction] [/underlined]
With compasses & radius 57.3” scribe an arc. EH from point A. From line AD mark off 4” along HE & call it F.
Join AF & produce to G. [symbol] Angle between AG & AD must be 4o.
[page break]
Truing Main Planes.
[underlined] Tolerances [/underlined]
[drawing of plan view of A/C]
[drawing of side view of aerofoil]
[page break]
[underlined] [underlined] Undercarriage. [/underlined] [/underlined]
[drawing of undercarriage]
[drawing of undercarriage]
[drawing of unknown]
[page break]
[drawing of Aileron controls]
Ailerons 24o UP.
“ “ 24o Down.
[underlined] Differential Control [/underlined]
[underlined] 1 [/underlined] Rigging Position
[underlined] 2 [/underlined] Test control column in central position [inserted] AFT [/inserted] 30/14
[underlined] 3 [/underlined] Test that aileron control attachments both on the cam is vertically in line with the centre of each chain sprocket & the chains are equally disposed about the sprockets.
[underlined] 4 [/underlined] Adjust aileron controls until ailerons continuation with the flaps are set at normal 4o.
[page break]
Adjust on gap wires until the ailerons are normal.
[underlined] v [/underlined] Release C/C & check aileron [deleted] s [/deleted] travel with straight edge & Abney level on underside of selected rib.
[underlined] 24 Up & DOWN. [/underlined]
Abney Level reading.
[underlined] 20o up – 28o DOWN [/underlined]
[underlined] I [/underlined] [underlined] R.P. [/underlined]
[underlined] II [/underlined] [deleted] Adjust [/deleted] Wind wheel forward & check that trunions are fully outward.
[underlined] III [/underlined] Adjust controls & check with straight edge & Abney level under a flap rib so that the flap is 5o UP.
Wind wheel back & check trunio [inserted] n [/inserted] s for being in right inboard & flap for being 16o Down from normal. Wind flaps to normal in continuation with M/P check Top Flap Gap wire adjustment.
[page break]
Strut at 90o to an airflow.
Same with strut 45o to an Airflow.
[drawing of strut]
[underlined] Sections round which air flows. [/underlined]
[page break]
[drawing of pressure curve]
[drawing of pressure curve]
Pressure curves & centre of Pressure.
Pressure curves at 4o & 14o.
Postive [sic] angles of attack.
The top surface of an aerofoil 4/5 of the complete lift while the bottom only produce 1/5
[page break]
[drawing of manometer]
[underlined] Manometer [/underlined]
Flight of curvature called the camber while the ratio of chord to span is called the aspect ratio.
Datum line otherwise chord line from wick [sic] all measurements are taken. Highest point of curature [sic] 1/3 from leading edge.
[page break]
[drawing illustrating turning moment]
The turning effect of a force (moment) Moment produced by AB. – 10LB 5x2 = 20LB – 1 FT. 10x5.
[drawing of high aspect ratio]
[drawing of low aspect ratio]
[page break]
Lamantation of Span.
[table of bending moment]
[two drawings relating to bending moment table]
[page break]
Development of the bi-plane.
[drawing of cross section of monoplane and bi-plane]
[page break]
Effect of forward & backward Stagger.
([underlined] Blind Areas. [/underlined] )
[drawing of blind areas]
[page break]
[drawing of a couple]
Calculation of a couple may be defined as 2 equal forces acting in opposite direction some distance apart so as to cause rotation.
[page break]
Effects of Stagger
[drawing of interference]
[drawing of non-interference]
[page break]
Air – Speed Indicator
The Pitot tube records the difference between the wind pressure due to the passage of the A/C. through the air & the pressure of the sorrounding [sic] still air.
[drawing of pitot/static head]
[drawing]
[page break]
Air Speed Indicator.
[drawing of air speed indicator]
Altimeter
The Altimeter is a instrument to tell the heigh [sic] of the A/C.
[underlined] Fore & Aft Levels [/underlined] .
Fore & Aft levels are instruments used [deleted] to [/deleted] on A/C to indicate the angle between horizontal axis & longtitudanals. Consists of a glass shaped triangular container of round section one side being set vertical & facing the instrument board.
When liquid is above zero mark the nose of the A/C is tilted upwards, when below zero mark nose of A/C is tilted downwards.
[page break]
Turn Indicator.
Designed to help pilot keep on straight course to give him a clear visible indication of flight.
The complete instrument comprises of an indication coupled to a venturi head.
The venturi head is put in the slipstream while the Pitot head is [deleted] as [/deleted] outside the slipstream.
TURN INDICATOR.
[drawing of turn indicator]
The needle in relation to zero mark
[page break]
Turn Indicator Venturi.
[drawing of turn indicator venturi]
[drawing]
Oleo Legs.
An oleo leg is a telescopic contravance [sic] forming one of the main parts of the U/C designed to absorb landing & taxying [sic] shock.
The shock exsorbing [sic] qualities derived by causing oil which compressioned [sic] to be forced through holes which are arranged to decrease proggressively [sic] inside [inserted] as [/inserted] the leg. telescopes.
Oil action is assisted usually by one of the following. Rubber, Air & Springs.
[inserted] Good Drawing [signature] [/inserted] [page break]
FURY OLEO LEG
[diagram of Fury oleo leg] [page break]
[underlined] WAPITI [/underlined] [diagram of Wapiti oleo leg]
[page break]
[underlined] HORSLEY [/underlined] [diagram of Horsley oleo leg]
[page break] [blank page]
[inserted] Don’t Waste Space [/inserted] [page break]
Faults, Reasons, & Remidies [sic] for Oleo Legs.
[underlined] A [/underlined] Piston does not move or only moves a small amount.
[underlined] Reason. [/underlined] Air Pressure too high or gland become gummy through long period of use.
[underlined] Remedie. [sic] [/underlined] Reduce Air Pressure.
[underlined] B [/underlined] Piston does not extend to normal & machine wobles [sic] on a turn. [underlined] Reason. [/underlined] Air Pressure to [sic] low.
[underlined] C [/underlined] Piston extends normaly [sic] & air pressure is correct but machine rolls badly on a turn.
[underlined] Reason. [/underlined] Oil level to [sic] low & air pressure does not increase fast enough with motion of piston.
[underlined] Remedie. [sic] [/underlined] Check oil level.
D Piston at normal extension & air pressure correct but machine very harsh in taxying [sic].
[underlined] Reason. [/underlined] Oil level too high. causing ondue [sic] increase of air pressure. with movement of piston.
[underlined] Remedie. [sic] [/underlined] Check oil level.
E There is loss of oil at main gland, if leakage is slow keep unit in [page break]
commission by maintaining air pressure. Replace complete unit as convient [sic]. The gland of the departure unit must be dismantled & faulty packing rings replaced.
F If the air pressure in the unit is not maintained ascertain that all valves are tight & if the leak still persists detach unit & submerge unit in water to locate fault.
[underlined] Vickers Air Brakes [/underlined]
[underlined] I [/underlined] This is shown diagrammatically in scetch [sic].
[underlined] II [/underlined] The wheel brakes are operated by compressed air drawn from the main system.
The brakes are applied by hand & operation of the rudder bar normally assists steering on the ground by giving differential braking.
[underlined] III [/underlined] The chief component of the brake systems are:- A Pilots hand lever.
B Brake control valve.
C Independent parking control.
D Wheel brake unit [page break]
E Duplex pressure gauge.
F The pipes are of small diameter & metal couplings are used throughout the complete piping system shewn [sic] in the diagram.
G The pilots hand lever control fitted on the control column handle & connected to the control valve by Bowden transmission Operation at this lever give braking protortion [sic] to the load applied.
[underlined] 5 [/underlined] Brake control valve.
This is [deleted] a [/deleted] in effect a sensative [sic] duplex, relay, valve enabling high braking forces to be devoloped [sic] although relitivly [sic] in a small load are applied to the controls.
This valve admits compressed air to brakes motors up to a predetermined pressure, this being also coupled to the rudder controls. This allows the braking forces on the wheel to be varied thus assisting ground monoeurvers [sic].
[underlined] 6 [/underlined] The independent parking control is used for running up the engine [page break]
& parking A/C.
It is governed by a small catch on the C/C.
The control must only be used when the A/C is at rest on the ground, also in gusty weather the rudder bar must be locked to avoid loss of air due to rudder movements.
[underlined] 7 [/underlined] Thes [sic] are Vickers standard type 2 shoe brake. [underlined] 8 [/underlined] The Duplex pressure gauge.
Reading [deleted] to [/deleted] 0 to 100 lb per sq in but 200 lb per sq in over load is fitted on the changing panel on the S Board side of the pilot & indicate the pressure in the brake motors. Pressure is shown at all times but need only be refined when testing.
[underlined] 9 [/underlined] The minimum pressure normaly [sic] required in the brakes is 35 lb per sq in when rudder bar is in neutral position & hand lever off it stops the “Parking Pressure” it is also 35 lb per sq in.
The brake pressure [page break]
or inner wheel does not rise above the normal, the turning effects are obtained by allowing the pressure to fall away in outer wheel brake.
[underlined] 10 [/underlined] The hand lever must be used for compensated braking, turns must be made with rudder.
The parking control must be used when A/C is at rest on ground. Brakes must be tested before taking off.
[underlined] Tests [/underlined]
[underlined] 1 [/underlined] Ascertain that the pressure in air bottle is 150 to 200 lb per sq in.
[underlined] 2 [/underlined] Apply the brakes by hand lever, rudder nuteral [sic], the pressure in the Duplex should indicate 35 lb per sq in.
[underlined] 3 [/underlined] Still holding the hand lever on the stop, move the rudder bar for a turn to Port, gauge should indicate – Port 35 lb per sq in S Board zero.
[page break]
4 Repeat this for a turn to S B gauge should now indicate – S Board 35 lb per sq in – Port zero.
[underlined] 5 [/underlined] Bring rudder bar to nuteral [sic], the pressure should now equalise at 35 lb per sq in.
[underlined] 6 [/underlined] With hand lever released oscillate the rudder bar to its full angle as in flight; gauge should still indicate zero.
[underlined] 7 [/underlined] Throw over the parking catch, a pressure of 35 lb per sq in should be indicated on gauge.
Brakes
12 In order to reduce to a minimum the amount of air used in applying brakes, it is advisable to take up the wear in the shoes by lengthening the brake motor about 0.25 to 0.25 of an inc [sic] axial measurment [sic] of rod should be allowed when brakes are on
13 An even check on the pressure in the system should be made when A/C is parked. 14 The A/C wheels are fitted with oil seals to keep oil from shoes
[page break]
should the brakes seem affected at any time, although air pressure is normal it is advisible [sic] to [one indecipherable word] shoes for oil
[underlined] 15 [/underlined] [underlined] Brake control valve [/underlined]
This is main control valve having many duties to perform, the following notes show its action & in case of emergency will enable replacements & minor adjustments to be made.
[underlined] 16 [/underlined] The valve governs maximum pressure which may be applied to brakes, it responds to movements of hand lever on the control column & to [deleted] to [/deleted] those of [deleted] of [/deleted] the rudder bar or else to parking control.
[underlined] 17 [/underlined] The valve box contain 2 identical groups of mechanism of which control the Port & S Board brakes; both groups consisting of the following parts –
2 inlet pressure valves connected to air resivour [sic] & 2 ( exhaust ) valves. The [inserted] inlet [/inserted] exhaust valves of each group contained in same [page break]
stem.
The cam, common to both groups of [deleted] mechanism [/deleted] The levers of the cam following.
The governer [sic] spring with their assocated [sic] diaphram [sic]. [deleted] The [/deleted]
[underlined] 18 [/underlined] Diaphragm of each group is acted upon by the load by the governor spring on the other side & by the pressure in the brake chamber on the other.
This chamber is in communaction [sic] with the corresponding brake load.
When a balance exists between these two forces the pressure in the brake motor, & consequently the braking force leaves a direct reletive [sic] to the governer [sic] spring which is directly acted upon by the hand lever.
The inlet & exhaust valves are closed do not open again untill [sic] the state of balance refered to a body above is altered.
[page break]
[underlined] 19 [/underlined] Only the inlet pressure valve to the state of balance becomes smaller & smaller when the valves closes [sic]
[underlined] 20 [/underlined] If the braking is increased release [?] hand lever allows the load to fall causing the diaphragm to move upwards opening the exhaust valve. This allows air from the brake motor to escape until the pressure of the brake chamber again balances the spring load.
[underlined] 21 [/underlined] With brake released entirely there is no load on the spring & exhaust release valve is permantly [sic] open. The pressure in the system is then atmospheric.
[underlined] 22 [/underlined] It will be seen from the foregoing that the max pressure obtained in the brake motors depends on the movement which loads the governor spring. This movement being limited by adjustable stops.
[underlined] 23 [/underlined] The load on the governor spring are affected by the position of the rudder bar which is assumed is in the neteral [sic]
[page break] position.
When it moves this allows the pressure in one brake to fall.
[underlined] 24 [/underlined] The only parts of the complete assembly wich [sic] are likely to need attention are the valve units.
Should it leak it is best to replace the complete valve box by a new; faulty valve can be examined, the valve units removed & replaced by spare ones being made to a jig
[underlined] 25 [/underlined] In order to prevent any foreign matter getting into the valves a horse hair filter is fitted into the pressure inlet manifold which can esily [sic] be removed for cleaning in petrol by unscrewing a cap.
[page break]
[diagram of Vickers air brakes] [page break]
[underlined] Benedix Brakes [/underlined]
Advantages of Uses
[underlined] I [/underlined] Reduction of landing run enabling higher speeds to be used with safetfy. [underlined] II [/underlined] Control of landing run useful in cross wind landing.
[underlined] 3 [/underlined] Greater manouverability [sic] on the ground. [underlined] 4 [/underlined] Easyer [sic], Safer & Faster Taxying [sic]. [underlined] 5 [/underlined] Making possible use of tail wheel instead of skid.
[underlined] 6 [/underlined] Useful for parking & may be used in an emergency for engine testing on ground.
Disadvantages
[underlined] I [/underlined] Extra weight.
[underlined] II [/underlined] More maintainance [sic] required.
[underlined] 3 [/underlined] Slightly more chance of putting A/C on nose in landing. Types
[underlined] I [/underlined] Mechanically operated. [underlined] II [/underlined] Hydralic [sic] (Fluid). [underlined] III [/underlined] Pneumatic. (Air). [page break]
[diagram of Bendix brake] [page break]
Maintainance [sic] of Palmer Brakes
[underlined] Defects [/underlined] [underlined] Causes [/underlined] [underlined] Remidies [sic] [/underlined]
[underlined] I [/underlined] Air Lock.
To [sic] much travel with spongy feling [sic]
Reprime
[underlined] 2 [/underlined] Non return of valve in motor. Complete renewal of affected part in motor.
[underlined] 3 [/underlined] Leaking joint causing loss of pressure, air in resuvoir [sic] when pedal is depressed.
Removal of faulty clips etc.
[underlined] 4 [/underlined] Sedgment [sic] damaged & worn Renewal of expansion chamber complet [sic]
5 Brake sedgment [sic] partly worn
Fitting special rubber bands of adhesive tape butt jointed in base of costlated [sic] to channel
[page break] D C R
[underlined] 6 [/underlined] Resuvoir [sic] leaking
Careful tensioning of tail rod passing through base of resuvoir [sic] & renew rubber bands. [underlined] 7 [/underlined] Rubber bag in motor deflected
Change bag [page break]
[diagram of hydraulic system 1 & 2] [page break]
[diagram of hydraulic system 3] [page break]
[diagram of hydraulic system 4] [page break]
Dowdy Hydraulic System.
Consists of Retractable U/C, Tail Wheel & Flaps.
Oil for Dowdy System – “Slamavo” (DTD44B). [underlined] no other oil must be used [/underlined]. Should throttle be shut & U/C up a warning buzzer blows in the pilots cockpit to warn him his U/C is up. Oil to be maintained level by the filler plug in resevoir [sic].
[inserted] [signature] 16.3. 39 CI [/inserted] [page break]
[underlined] BASIC . CARPENTERING. [/underlined]
[diagram of wood with marking gauge] [page break]
[diagram of halved joint] [page break]
[diagram of wood joint] [page break]
[underlined] TOOLS. (FOUR MAIN GROUPS) [/underlined]
[underlined] 1 [/underlined] Cutting. Saws.
Planes. Chisels. Spokeshave. Gauges.
Marking. Pencils
Scribing [one indecipherable word] Gauges.
Compass.
Testing Rule.
Try Square Winding Batten Bevels.
Boring Brace & Bit Gimlet Bradawl
Tenon Saw used for small jobs, 7 to 10 points to an inch.
Dove Tail saw used for verry [sic] minute work [underlined] 5 to 7 points to an inch. [/underlined]
[underlined] Chisels /[/underlined] Paring. [underlined] Morticeing [sic] [/underlined] [underlined] Gouges [underlined] / Firmer. [underlined] Scribing. [/underlined]
Gauges / Marking.
[underlined] Morticeing [sic] Gauge. [/underlined] Scribing knife.
[page break]
[diagram of dovetail joint] [page break]
[second diagram of dovetail joint] [page break]
[third diagram of dovetail joint] [page break]
Sequence of Operation.
[underlined] 1 [/underlined] Mark cut as in Fig [underlined] 1 [/underlined], use level for lines at 80 [degree symbol].
[underlined] 2 [/underlined] Gauge depth to half thickness from face side.
[underlined] 3 [/underlined] With Chisel cut “v” groove in shaded portion “A” to form channels for saw
[underlined] 4 [/underlined] Pare out shaded portion “A” with chisel. [underlined] 5 [/underlined] Next remove waste “C” using saw.
[underlined] 6 [/underlined] Fit together & square off the end using smoothing plane only.
Mortice & Tenon Joint
[diagram and measurements of the joint]
Sequence of Operation
[page break]
[drawing & measurements]
Good
[underlined] JW [/underlined]
31/3/39
[page break]
4 Main Timbers used in Aero Construction
[deleted] Sisques [/deleted] [inserted] Sitka [/inserted] Spruce
Ash
Mahogany
Walnut
Red Deal
[deleted] This is [/deleted] Used to distinguish [deleted] ed [/deleted] the light & less resiness from those containing more turpentin [sic] & with much stronger marked anual [sic] rings.
Scotch Fir or Northern Pine.
The difference in the types of this timber is due chiefly to the soil & the altitude at which it grows
The best red & yellow fir comes from Prussia & Hemel. Height 30 to 40 ft, logs 13 to 16 inc [sic] [deleted] s [/deleted] square.
Seasoning.
This means the submitting of freshly felled [deleted] to [/deleted] trees to the action of the weather for severall [sic] seasons. When this is done the naturall [sic] juices dry up.
Naturall [sic] seasoning has the better effect of preserving the strength.
In preserving timber the tree is looped of its branches, its trunk is skinned & squared the stacked in the open air.
Wet Seasoning
To shortening the time this method is used.
The root end is put toward the flow of a running stream but this method deminshes [sic] strength of the timber
Desication [sic] Method
This is kilne [sic] drying. The wood is submitted in closed chambers with [deleted] methods [/deleted] moving currents of warm air which ebsorbs [sic] the moisture.
Time 3 days
[page break]
[characteristics of the 4 types of wood]
[page break]
[characteristics of the 4 types of wood]
Scarf Joint [drawing of the joint]
Rebate Joint [drawing of the joint]
Classification of Joints
Joints are arranged for convience [sic] of reference in groups
[underlined] 1. [/underlined] Framing Joints. such as in doors, sashes & frame structures of all kinds.
Under this group are :-
Mortice & Tennon.
Halfing [sic] Joints
[underlined] 2. [/underlined] Widening Joint
Used for uniting the edges of 2 peices [sic] of wood or more to increase the width
Under this group we have the rubbed joint, Plough & Joint. Plough & Feather, Slotted Screw & Rebate Joint.
[underlined] 3. [/underlined] Lengthening Joints
Used to unite two members such as Longerons [sic] & Spaxs [sic] in A/C end to end.
They are the Scarf Joint, Butt Joint, (Fish Plates.)
When these Joints are used they are protected with Egypitian [sic] tape which is bound
[page break]
& glued.
[underlined] Principles Governing Construction of Joints [/underlined]
[underlined] 1 [/underlined] To cut the joints & arrange the fastenings so as not to weaken the peices [sic]of timber that they connect.
[underlined] 2 [/underlined] To proportion the area of each a butting [deleted] joi [/deleted] surface to the pressure which it has to bear so that the timber may be saved against injury [deleted] against [/deleted] inder [sic] heavyest [sic] loads & to form a fit each surface accaratly [sic] in order to distribute the stress uniformly.
[underlined] Methods of Fastening. [/underlined]
One of the most important duties is the fitting together in such a manner that the complete structure may have greatest possible strength. The methods used vary but they fall into groups acording [sic] to the principles of construction when the connection is a effected entirely by means of the timber fitted together is called a joint most commonly however the joint is strengthened & secured by bolts, iron straps, screws, nails, wedges & glue.
Wood Screws for fastening on Composite A/C are nemerious [sic]. They are used to give added strength in making a splice. In securing the skin wether [sic] Ply wood or metal to wood members the holding power is attained by the thread.
It is always necesscary [sic] to bore to some extent for a screw.
A wood screw should be twice the thickness in length at the meterial [sic] being screwed.
They can be obtained varying from 1/4 to 6” & in gauge from & 9 to 26. Heads are eighter [sic] round, countersunk or raised.
To find the gauge of a wood screw measure the diameter of the shank then subtract one 1/32 & the result is in 64 [underlined] ths. [/underlined]
Shank diameter – 3/16
Gauge – 3/16 = 1/32
= 6-1/32 = 5/32 = 10/64 = Screw No 10
When ordering screws the particulars must be given, Length, Type, of Head, Quantity in number
[page break]
ie Doz Gross.
Then screws are made mostly from Steel Brass or Dural.
If the screws are used for securing the skin of Dural or Alclad [sic] to wooder [sic] formers they must be Cadmium [underlined] coated [/underlined]
[underlined] Nails [/underlined]
[underlined] 1 [/underlined] Wire.
[underlined] 2 [/underlined] Round.
[underlined] 3 [/underlined] Oval
[underlined] 4 [/underlined ] Square varying from 6” downward
[underlined] 5 [/underlined] Tacks, small nails made from iron or copper having round flat heads.
Clout nails, iron, large round heads used for securing felt, [deleted] felt [/deleted] sheet metal,
Wire, iron, brass flat heads used for aero carpentery [sic] for securine [sic] gusset peices [sic], ribs etc.
Panel Pins & needle points.
Gimp Pin.
The holding power of nails is friction & grip.
Some nails
cut the fibre & some compress it.
[underlined] Glues [/underlined]
Glue is a very important factor in the construction of modern composite A/C so that the method of repairing it deserves some concederation [sic]. Glue is briefly gelatinous extracts from bones, hide & hornes. [sic]
[deleted] If [/deleted] It has a great affinity for water & will absorb it from the atmosphere, however old it may be.
Fish glue is the strongest & is known as [deleted] soo [/deleted] Scotch.
Cold water glue is made from dried curd of cows milk which is pounded & washed & has a small quantity of lime water.
Care must be taken in complying with the instruction on the tin.
Casein glue is also used on composite A/C
[page break]
[underlined] Composite Repa [inserted] I [/inserted] nces. REPAIRS. [/underlined]
Trailing Edge Repair. )Leading edge repair is cut opposite way.
[drawing showing trailing edge repair cut]
Joints secured by gluing & b [deleted] inding [/deleted] [inserted] ound [/inserted] with [deleted] 2 1/2 “ Brass [underlined] Brads. [/deleted] Egypitian [sic] [/underlined] Tape. EGYPTIAN.
[underlined] Ply Wood Patches. [/underlined]
Ply Frame glued to underside of skin.
[drawing showing location of wood screws]
[Fig 1 & Fig 2 drawings]
Sequence of Operation.
[underlined] 1 [/underlined] Mark out on a straight & true surface a line 5 7 1/3”, scribe [deleted] & true [/deleted] an arc of that radius & on it mark the number of degrees in inches [example 3 o 9 = 3 3/20]
[underlined] 2 [/underlined] Select & clean a straight piece of timber, quarter cut, & true up to size of board required.
[underlined] 3 [/underlined] Transfer the angle obtained in Fig [underlined] 1 [/underlined] on to timber to be used allowing enough timber to be left on for strength, cut off waste, [Fig 2 (A)]
[page break]
[underlined] 4 [/underlined] Fix a locating peg arc on Front of incidence board.
[underlined] 5 [/underlined] Place incidence board in position on plane to obtain length of pegs which must rest on centre of spars. The lengths are obtained by getting edge of board parallel with the chord line.
[underlined] 6 [/underlined] his board is used in conjunction with ordinary spirit length resting on board at point A1
[underlined] Plywood [/underlined]
Methods of Manufacture & [underlined] Preservation. [/underlined]
Built up of layers (or veneers)
[underlined] Methods of Cutting Veneers. [/underlined]
[underlined] I [/underlined] Rotary cut.
[underlined] II [/underlined] Knife Cut. (Slicing)
[underlined] III [/underlined] Saw Cut.
[underlined] I [/underlined] The Rotary Cut.
Log revolves against stationery knife.
[underlined] II [/underlined] Saw Cut.
Cut with a special type of circular saw.
[underlined] III [/underlined] Knife Cut.
Log is squared up & fastened to a base plate which moves forward & downwards.
Thickness of Plywoods.
[underlined] 1/16 & 1mm. [/underlined]
[underlined] Types of Plywoods. [/underlined]
a) Three Ply [3 ply]
B) Multi Ply [When 3 or more veneers are used.]
[underlined] Veneers. [/underlined]
[deleted] Is [/deleted] [inserted] ARE [/inserted] glued together with grains at different angles. [deleted] are dried to r [/deleted]
Veneers are dried to moisture content by 10%.
Glue is spread on two faced layers above & below the top of middle layers.
Preservation of Plywood.
When stored seal edges with parrafin [sic] wax to stop any
[page break]
moisture getting in or out.
Inspect at periods.
Storeroom must be well ventilated and even temperature kept.
Stack flat & weigh surface.
[underlined] Repair Schemes [/underlined]
See that correct thickness & quality is obtained.
Faults to look for in
[underlined] Plywood [/underlined]
A) Blisters.
B) Wrin [deleted] c [/deleted] [inserted] k [/inserted] les.
C) Ply Seperation [sic] &
D) Decay.
[underlined] Spruce. [/underlined]
Lightness with strength straight grain.
[underlined] Ash [/underlined]
Strong, tough & elestic [sic]
[underlined] Mahogany & Walnut [/underlined]
Strong, hard,
& straight grained.
Minimium [sic] shrinkage & has glue retaining qualities.
[underlined] Steam Bending [/underlined]
Used where continious [sic] curves of fibres is required; sometimes used for longerons,[sic] wing tips, etc. Ash generally used.
[underlined] Methods [/underlined]
Meterial [sic] is placed in steam chest to soften fibre. Duration of steaming depends on size of meterial [sic] & nature of bend.
Temperature of chest not to exceed 220 o. After steaming, work is placed in a gig.
[underlined] Laminated Components [/underlined]
Built up components are often used for wing tips bends.
They are stronger & less liable
[page break]
to alter shape.
[underlined] Types of Wood Spars. [/underlined]
[Ref. Form 1107]
[underlined] I [/underlined] Solid Spindle
[underlined] II [/underlined] Laminated Spindle
[underlined] III [/underlined] Box.
[underlined] Spars. [/underlined]
Tests for truth
Similar to iron spars.
Examination of wooden components.
Causes of any trouble
[underlined] I [/underlined] Slack wires & shrinkage
[underlined] II [/underlined] Plywood Sagging
[underlined] III [/underlined] Compression Ribs shakes I look for cracks in varnish or dope.
[underlined] 5 [/underlined] Crushing of fibre (overtightining [sic] of bolts etc.
Exercise II
[underlined] EXERSISE II [/underlined]
[drawing of broken rib]
Skin Ply & Stringers Brocken [sic]
[underlined] Top of ply [/underlined]
Feathered Edge
Damaged Panel to be cut out to edges of reinforcing strip and rib Booms, and new stringers fitted flush with the origonal [sic] skin.
[page break]
[underlined] EXERCIZE [sic] 2 [/underlined]
Repair to skin Plywood where trimmed hole does not exceed 4” x 4”
[drawing of damaged ply]
New Plywood Patch cut to shape at trimmed hole & inlaid & glued to margin of split patch
[underlined] EXERSIZE [sic] 4 Leading edge Ply Repair. [/underlined]
[2 drawings showing patches]
Hole to be trimmed with 3/16” R at corner and split Patch inserted.
Then glue and screw stiffeners as b [inserted] e [/inserted] low.
[2 drawings showing screws & spruce stiffener]
[page break]
[underlined] EXERSIZE [sic] 5 ) Leading edge Ply Repair. New Panel to be inlaid
[3 drawings showing damaged panel]
Damaged Panel to be cut out & new stringers fitted flush with origonal [sic] skin & new panel fitted flush with the origonal [sic] skin, glued & bradded to spar
[signature 15/6/34]
[underlined] Standard Type Rib. Stringing. [/underlined]
Knots are 3” apart. Double knot to start & finish, also one every 18”
Egyptian tape reinforcement for stringing.
Stringing cord, braided, beeswaxed.
[underlined] Reason for stringing. [/underlined]
To prevent ballooning of cover.
Preserve the aerofoil shape.
Means of attachment of fibre cover at the ribs.
[underlined] Linen fabric plain. [/underlined]
Unbleached, thus retaining its strength
[weft drawing]
YARNS
CROSSEWRISE
WEFT
INTERSTICKS.
[page break]
[underlined] Woods Patent Inspection Ports. [/underlined]
Celluloid frames stuck down by means of red dope
[drawing of celluloid frame]
[underlined] Hand closing or locking stitch [/underlined]
Approx. 8 stitches to the 1”. Double lock to start & finish, als [sic] one every 6”
Maddapollam cotton bleached fibre for use over plywood.
Glued or doped into position. Fibre plain, if a paint finish it must be washed.
[underlined] METAL REPAIRS
THE GORDON FUSELAGE. [/underlined]
The construction of this Fuselage is made of cold rolled steel tube of a tensile strength of 50 Tons per square inch. The secondry [sic] structure is of Duralumin & aluminium. The members of the Fuselage. [underlined] am. [/underlined] The engine ring, [deleted] cross [/deleted] front & rear cross transverse members, Pilots & Observers ring & the Stern Post.
When damaged these are replaced & [underlined] NOT [/underlined] repaired the joints being secured with AGS spares such as Spool joints. etc. These are welded into position & are all in direct avail loading.
The engine ring is a welded steel tube to which are welded [underlined] 21 [/underlined] phosphos [sic] Bronze lugs to which engine is bolted. The catipult [sic] members are of low carbon nickel chrome ste [inserted] e [/inserted] l [deleted] l [/deleted] with a tensile strength of 85 to 100 Tons per square inc.
This Fuselage is
[page break]
made up of Longerons (Top & Bottom), Side Struts, Compression Struts, R.A.F. cross bracing wires.
The Fuselage is divided into 4 sections, Front – (Engine & Fuel), Second for Pilot, Third Observer, Fo [inserted] u [/inserted] rth, rear portion for load.
When examining for damage it must be carried out systemmetrically [sic] being sometimes necessary with a magnyfying [sic] glass. Then classify the damage
[deleted] For damage [/deleted]
For tubes 1” or less .050 = 1/20 + 18
O/D or over .20 = 1/50 [underlined] NOT [/underlined] repair.
Minor :-
.150 x Dia. Length .700 x D14
By Patching
Major
Replacments [sic]. Insuration [sic] or sleves [sic].
[underlined] EXAMINATION FOR DAMAGE. [/underlined]
[2 drawings of how to examine for damage]
[underlined] The aximation [sic] of a Major damage. [/underlined]
Clean all damaged parts & rub down with emery cloth, then clean with paraffin & wipe dry, then smear defected parts with oil & wipe dry.
With a mixture of French chalk & methalated [sic] spirit, paint the damaged with the mixture. Should a crack or fracture be in the fuselage or damaged part the oil will seap [sic] through the French chalk.
This portion will then be cut away & repaired by inserting a new length & secured by two new sleves [sic].
[underlined] Negilable [sic] Damage [/underlined]
Small a smoth [sic] dents without
[page break]
sharp corners need not be repaired providing hey are not in the middle thirds of the length between the joint & do not exceed the following depth :-
For Tubes of 1” O/D or U less [deleted] than [/deleted] .150
“ “ “ 1 1/8 “ “ or more .020
[underlined] Minor Repair. [/underlined]
These are repairable by patching. Dents of the following dimensions may be repaired.
Tubes of 1” or more, Depth .150 of the diam, Length .700. Width 15 of the circumference.
[underlined] Major Damage. [/underlined]
Repair by inseration [sic] or sleeving. Damage in excess of the above dimensions may be repaired by cutting away [underlined] part of [/underlined] damaged part of tube & inserting a new section in place.
Thes [sic] are secured by 2 sle [inserted] e [/inserted] ves & are pinned at each end.
After repair the tube must be [deleted] secured [/deleted] checked for straightness
[underlined] Formula for Head of Rivet. [/underlined]
M.S.T. Snap H 1 . 6 ‘ & 1.75 x Dia
S.S.T. “ “ 1.25 x ‘ ‘
Alm & Dural 1 . 6 & 1.75 x ‘ ‘
M.S.(T) .5 x ‘ ‘
[2 drawings showing direct axial loading]
[underlined] Sleeving Gauges. [/underlined]
The best sleeving fits are obtained with tubes of 17 standard wire gauge and 22 standard wire gauge.
The gauges allow the necessary clearance for sliding fit. The 17 S.W.G. has a wall thickness of 1/16 & the 22 S.W.G has a thickness of 1/32.
The general rule is that tubes to be sleeved should be sleeved with sleeve of the same thickness but never with a thinner gauge but all tubes of 11/8” outside diam [sic] must be sleeved with M.S. wire gauge.
[underlined] The Identification of Metals[/underlined]
Bars, Tubes & sheet metal not marked by identification colour must not be used for repairing purposes.
The identification colour will be painted on the tube or bar. The colour for sheet metal will be painted across the surface.
Tubes are stove enameled [sic] & the colour painted at each end.
[drawing captioned in red ‘Jury Rigging 22 May 1939 with a signature]
[page break]
[underlined] THE HAWKER HART FUSELAGE. [/underlined]
An all metal construction & for the greater part consists of cold [deleted] rolled [/deleted] drawn seamless steel tube of a tensile strength of 50 Tons per square inch.
The rear, side & compression struts are made of Dural tube (T4), tensile strength of 25 to 28 Tons per square inch. Stern Post & Frame are made of cold drawn seamless steel tube of a tensile strength of 38 tons per square inch. The longerons & struts are cut to length according to the specification on the drawing (BP)
These longerons & struts are again cold rolled to a size & shape at the required positioning which form points of attachments which make a [deleted] varying [/deleted] bearing
Surface for the 2 “SS” (Nickel Chrome) side plates for securing the Longerons & struts into position & held by “HT” steel furrels [sic] & M Steel Tubular rivet snapped over “HT” steel bolts and castle nuts & split pins
In event of damage the fuselage must be cleaned & wiped dry & all damage to members must be subjected to a critical examination.
When a fracture or crack in any of the members which cannot clearly be seen the following method must be used (Same method used as on Fairey Gordon).
[underlined] Negligible Damage. [/underlined]
The bow in a Fuselage member must not exceed 1 in 600 ([deleted] 1020 per ft [/deleted] .020 per ft). The Bow limit for an axle must not exceed 1 in 100 [deleted] (1000 per ft) [/deleted]A smooth dent without cracks or sharp edges are not repaired providing they not in the middle third. The length being measured between the joints.
The dents must not be 1/30 of the O/D of the strut for Dural & 1/30 O/D for steel tubes.
[underlined] Minor Damage. [/underlined]
[underlined] Repairable by Patching. [/underlined]
If the dent does not exceed 1/8 of the O/D of the tube in the outer thirds of any members a repair by patching which is composed of
[page break]
2 half round SS flange plates (DTD 166) are secured together with 4 DA & nuts, care being taken that the dents are under the flange. The patch finally being secured by drilling through the plates & member & fitting HT steel [deleted] furse [/deleted] ferruls [sic] and M.S.T rivets snapped over.
[underlined] Major Damage. [/underlined]
[underlined] By Sleeving or Inserations. [sic] [/underlined]
Should the damage be in such a position & in excess of the Diam [sic] already given in minor repair the damage is cut out & a new piece of tubing of the same Diam [sic] and specification using standard sleeves for securing each end by drilling & reaming & fitting RAF taper pins (1 in 48).
[underlined] Damage that needs replacement. [/underlined]
Any tube so badly damaged that it cannot be repaired must be replaced & it is assential [sic] to ensure that the replacements are in accordance with the drawing (BP) and specification.
[underlined] Jury Rigging. [/underlined]
In carrying out repairs suitable jury rigging must be applied to prevent distortion of the Fuselage when the damaged part is being moved. It must be carefully noted that when cutting out damaged portion the stub ends of the damaged members must be in the outer thirds & long enough to take the half length of sleeve
[underlined] Minor Repair [/underlined
[drawing showing Patch Plate. Note adjacent to drawing ‘This sketch is not complete’]
[page break]
[underlined] Replacements [/underlined]
When fitting a new member it is essential that rolling the the squares or rectangular shapes or the parts of the member which are secured by 2 SS side plates by HT steel [deleted] plates [/deleted] bolts & nuts & HT steel ferrules & MS tubular rivets snapped over. As the members are of various dimensions the forming of their respective sizes are signed to the pair of rolls & a number
The top roll is so fitted that it is adjusted in a sliding bracket & is operated by a screw the screw pressure being gradually applied forms the size and shape.
[unfinished sketch showing this technique]
[underlined] HAWKER TYPE [/underlined]
[unfinished sketch showing tubular joints] [on the page in a different hand 31 may 1939 and initials]
[page break]
[underlined] IIII TERM RAF Maintenance System [/underlined]
To every type of machine there is a set of APs for the guidance of all personel [sic] who may be detailed to work on it. The APs are divided into volumes & parts in the following way:-
[sketch showing the layout of the Air Publications for Nimrod AP 1426A]
[underlined] Handbook (Vol I of AP [/underlined]
Contains all particulars about the type of Machine, type of construction, rigging position, how to true up etc.
[underlined] General Orders & Modifications (Part I of Vol II) [/underlined]
Contains all particulars regarding modifications which are brought about periodically, how to carry out the work, parts to remove & replace etc.
[underlined] Maintenance Schedule (Part II of Vol II) [/underlined]
Contains the sequence of inspections, how to inspect a machine for defects. This is the only inspection for a machine under normal conditions. When this book is altered by Squadron Commander to cover local flying conditions it is then called “[deleted] W [/deleted[ [inserted] U [/inserted] M.O’s” Part II &I
[underlined] Repair Scheme (Part III of Vol II.) [/underlined]
This explains exactly how to carry out a repair on any part of the A/C & how to classify any damage.
[underlined] Schedule of Spares Vol III)
Contains a complete [inserted] list [/inserted] of all the parts that go to make the A/C with the stores reference & part number.
[underlined] Unit Maintenance Orders. [/underlined]
These are divided into two parts,
[underlined] U.M.Os Part I. [/underlined] These are issued by the Station Commander & contain the allotment of duties for the various people working on the unit to ensure the high efficient working of the station. It also contains the use of the Form 700 & how maintenance should be conducted throughout the station.
[underlined] U.M.Os (Part II. [/underlined]
These orders issued by the Station commander consists of the maintenance
[page break]
schedule (Part II Vol II) amplified [deleted] f [/deleted] or amendin [deleted]g [/deleted] [inserted] g [/inserted] to suit local flying conditions.
[underlined] AP 1086 Stores Vocabulary of the RAF. [/underlined]
It contains reference nos & part numbers of all [deleted] all [/deleted] general [deleted] l [/deleted] stores. All stores have a class letter to denote what should be done with them after use when worn out.
“A” Stores is makers exchange.
“B” Stores is Unit exchange.
“C” Stores is Consumable stores.
When either “A” or “B” stores are being replaced, they must be returned to stores before the new part is issued & the voucher used for this transaction is the form 637 Exchange Voucher. [underlined] (Black Print.) [/underlined]
[underlined] AP 1464 Engineering Manual (R.A.F). [/underlined]
Contains all types of engineering used for the service, of course engineering regarding any A/C is contained in its handbook. AP 1464 is divided into 2 Vols which are sub divided into parts in alphabetical order.
[underlined] Part D Vol II [/underlined]
Deals with the maintenance of aircraft in flights, such as the size of the locking wire in turnbuckles, types of lubricant to be use & how to take up wheels etc.
[underlined] AP 1574 Aeroplane Maintenance Regulations [/underlined]
Contains regulations laid down by AM governing the maintenance of aeroplane throughout its service.
[underlined] AP 1107 Rigging Manual (R.A.F) [/underlined]
Forms of publications carried in a machine when on cross country flight.
1. Handbook (Vol I of Aps).
2. U.M.Os Part 2 Maintenance schedules
3. Repair Scheme (Part II of Vol II)
4. Form 700 (Travelling copy)
5.Form 171 forced landing report)
These forms are carried on A/C to assist the personel. [sic]
[underlined] Flight Desk. [/underlined]
Contains all necessary orders, Aps Repair Schemes, Watch etc.
[underlined] Serviceability board. [/underlined]
This is a board to protect F700 & A/C Maintenance Form fitted with a flap & indicator whether machine is Serviceable or unserviceable. Posted inside are the instructions for use of the F700. This board is hung in a
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Prominent position on the A/C when on the ground & hung on a roller at the Flight Desk when machine is in the air.
[underlined] form 79 Daily flight book. [/underlined]
The flight commander makes this form out each day detailing each A/C & pilot & crew.
[underlined] Inspections [/underlined]
Each initial equipment of an aeroplane must be normally inspected .
1. Daily
2. Between Flights.
3. Periodically at intervals of 10, 20, 40 and 120 hours of flight.
An aeroplane must be placed U/S by an NCO I/C Flight for all periodical inspections. Each inspection is divided into groups.
[table of groups]
[underlined] Daily Inspections. [/underlined]
After a D/I an aircraft may be considered as serviceable to fly for 24 hours unless:-
1. A defect is reported.
2. A M/C becomes due for a periodical inspection.
3. If the A/C is carrying out night flying.
4. If the A/C is not flying D/Is can be waivered up to a period of 1 week by the authority of the Flight Commander. An inspection being done at least once a week.
[underlined] Between Flight Inspections. [/underlined]
This is not recorded in the F700 except for capacity of fuel, oil & water before carrying out BF/I the F700 must be examined for any reorts.
[underlined] Periodical inspections. [/underlined
[table showing periodicity and definitions of inspections]
[page break]
[table showing sequence of inspections as a/c flies]
[underlined] Periodical Inspection [/underlined
This may be delayed 2 hours each way on a Minor (10, 20, 400 and 10 hours on a Major (120). The delay of a minor inspection does not affect the time atn which the minor is due e.g. Should a 10 hr inspection be carried out on a M/C after it has flown 2 hours the next inspection will fall due at 12 hrs but on the other hand if that 10 hr inspection had been carried out after the M/C had flown12 hrs then it would only have 8 hrs to go to the next 20 hr inspection.
Directly a Major servicing has been carried out sequence starts again so that first major was carried out & the larger inspection includes all the work [deleted] layed [/deleted] [inserted] laid [/inserted] down [inserted] in the smaller inspections [/inserted]
If an extension of 10 hrs is required on a Major the 10 hr must be carried out before the extension is granted.
[underlined] Check Inspection [/underlined]
These are carried out by an NCO i/c [deleted] Flight [/deleted] [inserted] Trade [/inserted] & are done in any order & at any time but they must completely cover one set of DI groups & checks in one month on a periodical inspection they must completely [inserted] cover [/inserted] one set of 10, 20 & 40 hr inspections.
Pilots carry out one DI & one check per wk & one or two checks 10, 20 or 40 hr inspection groups before the next 120 hr inspection.
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[underlined]Aeroplane Maintenance Form F700 [initials and a date 15/6/39][/underlined]
This form is designed to obtain an [sic] history of the M/C & the signatures of personel [sic] that work on it for a certain period of its life. The duration of that period is layed [sic] down by CO of the station in U.M.O (Part I)
[underlined]Front Page.
Change of Serviceability & Repair Log[/underlined]
A M/C can be made U/S by any responsible person filling in columns 1, 2, 3, 4 & 6 the M/C can only be made S again by the signatures of either the Flight C or NCO I/C Flight (Pilot column 14)
The serial number [deleted] bare for [/deleted][inserted] of [/inserted]a repair is the number of repairs done since new. If an extension of flying time is required beyond the time an inspection is due authority in red ink must be obtained on this page, hour [inserted] s of [/inserted] extension in column 9 & signature of person giving extension. (Column 14) A pilot making a report of the flying affects of his M/C do so on this page but will enter word “S” (Column 9)
[underlined] Middle Page [/underlined]
Headings of this page are filled in by NCO I/C Flight before issue. The serial number of F700 is the number of period the M/C has been in it.
[underlined] Daily Inspection Certificate [/underlined]
All tradesmen completing DI on the machine signs it in the appropriate column of this page.
[underlined] Auxulary [sic] Power Unit [/underline]
All Auto controls is the robot. Condition of the tanks must be stated prior to each trip signified & the Pilot will sign each trip signifying he knows the condition of the tanks. Should a tradesman be releived [sic] for a period under 24 hrs a note is made by NCO I/C Flight in DI certificate but should the releif [sic] be over 24 hrs the releifs [sic] name is entered in the head of this page & initialled by the Flight Commander.
[underlined] Back Page
Periodical Inspection Certificate. [/underlined]
If a periodical inspection has been completely done by a tradesman he will sign for that periodical inspection by initialing [sic column 6 & NCO I/C Flight to carry on checks & fill in columns 7, 8, & 9. Minor Periodicals may be carried
[page break]
Out by groups & if an inspection is not completed, groups done are placed in Column 7 drawing dioganal [sic] lines through column 8 & 9.
[underlined] Travelling Form 700 [/underlined]
This is an ordinary F700 placed in the M/C when it is on a country flight. That is to say sending the origonil [sic] which may be lost if the M/C crashes. On return of the M/C the particulars are entered into the origonal [sic] form from the travelling copy & certified by the pilot. All entries on F700 should be in made in ink & any alterations in red ink and initialled. At the end of each period the entries of the F700 must be copied in the log book F700 is then signed by the pilot, NCO I/C Flight 7 Flight Commander at the bottom of the front page. It is then filed for 2 years.
[underlined] F700 M (Multi Engine)
Between Flight Inspections [/underlined]
See any reports on F700. See that detachments are secure & tyre pressure normal.
C/O. Examine all parts & see that loose articles are securely fastened, clean windscreen.
[underlined] Note [/underlined] If a M/C has been standing for a long period the windscreen must be protected from strong sun.
F/U Examine all panels.
T/A Examine tail wheel or skid.
P/L Examine Interplane bracing wires.
A/S Examine Airscrew for cracks.
G/E Make entries for condition of tanks on F700 & get pilot to sign before taking off.
[underlined] DI. [/underlined]
See any reports on F700 & U/C
1. Clean & examine joint and end of axle
2. Examine U/C bracing wires.[underlined] Note [/underlined] if slack find the reason before tightening
3. Examine all attachments & tyre pressure [underlined] Note [/underlined] small cracks in outer cover not U/S. Only pin holes in inner tube may be repaired by patching.
4. Check oleo legs. Rock wing tip to see they don’t stick.
C/O 1. Examine all controls & see that they move freely & in the right direction & that the C/C is not fouled by other controls.
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2. Check the trimming flaps & se [sic] that instruments are giving the correct readings.
3. Examine the fire extinguisher. (for quick release)
4. Check the windscreens. [underlined] Note [/underlined] If cracked a temporary measure is to give the crack a coat of thin varnish.
5. See that instruments are not damaged
6. See that all loose [deleted] instruments [/deleted] articles are secured.
F/U Examine fabric panels.
C/a1. Inspect tail, rudder & fin for damage.
2. Check attachment rods.
3. Check bracing wires & struts.
4. Check tail skid & shoe or wheel.
5. Check security of control surfaces.
P/L 1. Check M/P fabric.
2. Check M/P interplane bracing wires.
A/S 1. Examine airscrew for cracks.
G/E 1. See that all panels are secure.
2. Keep A/C clean. Do not wash with petrol
3. make necessary entries in F700
[underlined] 10 HR Inspection [/underlined]
This inspection comprises chiefly of lubrication A chart will be found in the hand book Vol 1
[underlined] Lubrication of Airframe [/underlined]
Types of lubrication
[table of grease and oils and their uses]
U/C. See that there is no excess of slackness on the wheels. [underlined] Note [/underlined] Any play on wheels can be taken up by fitting shims. Maximum number allowed 5. Un braked wheel fit shim on the outside. Breaked [sic] wheel fit alternately first on the outside.
[underlined] See that all [/underlined] fairings on the struts & oleo legs are not damaged. Lubricate all moveable parts [underline] Note [/underlined] Do not overoil the brakes.
C/O 1. Inspect all controls for frays at the
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Fairleads & pulleys.
2. Test C/C & rudder bar for play at the bearings.
3. Lubricate all movable parts.
F/U 1. Inspect all bearings of tanks & see that all bracing wires in these bays are secure.
T/A 1. Examine fittings of the rear bay of the fuselage for damage see that the bracing wires are in tension. Check all the levers at the king post for security
2. Lubricate all movable parts.
P/L 1. Examine ailerons for security.
2. Examine the interplane struts & attachments. [underlined] Note [/underlined] limit of bow for struts 1 in 600
A/S & GE same as for DI.
[underlined] 20 HR Inspection [/underlined]
A/C 1. Jack up U/C 7 remove the wheels & inspect the axle ends and fittings for damage.
2. See that the brake shoes were clean & free from oil.
3. inspect wheels for corrosion & see that the hub nuts are tight. [underlined] Note [/underlined] If the spokes are loose change wheel
4. Check tyre pressure with gauge
5. [underlined] Brakes Hydraulic. [/underlined]
Replenish resuvoir [sic] & check for leaks.
6. Try the brakes for correct operation & see that the shoes are not rubbing when in off position.
[underlined] Defects with Palmer Brakes. [/underlined]
A. If on compression oil rises in the resuvoir [sic] this denotes faulty return valve.
B. The brakes should be hard on about 2/3 of pedal travel & if they feel spongy this denotes an air lock. (Reprime) [underlined] Note [/underlined] use oil brake [sic] operating only (Anti freeze type “A”)
C. Examine axle and bracings limit for axle bow 1 in 100 in a strut 1 in 600.
C/O 1. Check windscreen.
F/U 1. Inspect controls in the rear bay for frays at the fairleads & pulleys.
T/A Examine actuating screw for damage
P/L 1. See that the interplane bracings wires are free from corrosion. [underlined] Note [/underlined] Clean only with paraffin and wipe dry & to reprotect [sic] give coat of varnish or lanoline.
2. Check Air speed indicator & pipe lines for leaks [underlined] Note [/underlined] Roll a piece of rubber tube unto [sic] pressure head & watch instrument.
[page break]
3. Inspect all controls & Main planes
A/S & G/E same as for 10 hr DI
[underlined] 40 HR Inspection [/underlined]
U/C Check alignment of complete U/C either trammel cross bracing wires or make diagonal & side checks.
C/O 1. See that the levers at the elevator control transveverse [sic] shaft in the cockpit are securely attached to the bar.
2. Remove and examine the fire extinguisher seal.
F/U 1. Open the fuselage cover & inspect all fittings, struts, wires & longerons & controls for cracks, corrosion, bowing & fraying. Limit of bow for fuselage member 1 in 500.
2. Inspect all stringers.
3. Inspect the Engine bearers & Engine mountings members for damage & corrosion
4. Inspect all removeable panels & doors [underlined] Note [/underlined] If Fleet Air Arm M/C examine the catapult struts, arrestor gear & flotation bags.
F/A Ascertain by external inspection that no internal cross bracing wires are loose or broken.
P/L 1. Examine the ribs and internal cross bracing wires
2. Inspect interplane struts for bow. Limit 1 in 600.
3. Inspect leading & trailing edges.
4. inspect any tanks in C/s or M/P for security & corrosion.
A/S 1. Examine the airscrew for fractures at the boss & in the region of the bolt holes.
2. Check airscrew for static balance.
G/E If Fleet Air Arm M/C test all collapseable [sic] dignies [sic] for leaks. Test all C/O 2 bottles by weighing & test all connections.
[underlined] 120 HR Inspection. [/underlined]
U/C 1. Remove and inspect all the attachment bolts
2. Inspect the oleo legs & shock obsorber [sic] for deteration [sic]
T/A 1. Remove & inspect all the attachment bolts on the tail [deleted] bolts [/deleted] bolts.
2. Inspect tail skid & shock osorber [sic]
P/L Inspect root attachment bolts & fittings
G/E Carry out complete check of the rigging of the fuselage.
[page break]
[underlined] Renewing a Control Cable. [/underlined]
A. Splice end of cable or drum.
B. Measure length cable required & allow sufficient for splice. Bind 11/4” back, cut out 4 strands & allow the remaining 3 to fray out.
C. On condemmed [sic] cable 11/2” back cut off old splice, cut out 4 strands & allow other 3 to fray out.
D. Bind frayed edge together with thread & draw new cable through pulleys & fairleads withdrawing old cable.
E. Set C/C neutral & turnbuckles half travel & cut length of splice.
F. Splice to eye end, split pin shackles and inspect.
[underlined]Inspection of Streamlined wire.[/underlined]
(AP1464) During inspection of streamlined wires tie rods, particular attension [sic] should be given to the portion of the wire under the identification tab as this is a likely place for corrosion. The tab should be moved along the wire for a short distance to facilitate inspection but great care should be taken to avoid damaging the cadmium plating on the wire.
Corrosion on the wire or rods must be removed with paraffin rag before the final application of the approved protective coating adopting by the command. The tabs should be replace on a new portion of the wire while the protective coating is wet & a liberal quantity of the protective introduced under the tab.
[underlined] Modifacations [sic] [/underlined]
“A” modification. Carried out by the makers before the A/C is accepted into service.
“B” Service.
Class 1. Immedeietely [sic] on receipt of parts.
Class 2. At first convient [sic] oppurtunity [sic] & not later than next 40hr inspection after receipt of parts.
Class 3. At first convient[sic] oppurtunity [sic] not less than the next 140 hr inspection.
Class 4. At first convient [sic] oppurtunity [sic] not less than the next complete overhaul (4804)
Class 5. When existing parts become U/S.
Class 6. At first convient [sic] opportunity [sic] on receipt of item of equipment to be installed. Will apply normaly [sic] to modifacations [sic] which are to be embodied when a new item of equipment is issiued [sic] either initially or in replacement of an earlyier [sic] type with which it is not strictly interchangeable.
[page break]
[underlined] Inspection after a bad landing. [/underlined]
1. Jack up under F/U untill [sic] wheels are free from the ground
2. Remove wheels and examine wheels & brakes.
3. Check U/C struts for straightness. Renew if bowed or damaged & inspect all points of attachments bolts & pins for partial shear & holes for elongation.
4. Disconnect oleo leg at lower end & check for alignment.
5. Remove tail wheel or skid assembly. Examine for distortion & excessive play & inspect the structure at the point of attachment & along those members of the frame through which loads are distributed. Set F/U in rigging position & check all rigging dimensions.
6. Remove all inspection covers & check internal cross bracing wires. If these are very carry out further inspections of internal fittings, spars & attachment points. Never tighten bracing wires until the cause of the slackness has been discovered.
7. Unlace F/U bag & examine internal structure for damage to longerons, struts, fairings & bracing wires.
8. Inspect all controls. If the A/C is fitted with folding wings they must be tested for correct folding & an examination made of attachments & locking arrangements.
9. Should the wing tip come into contact heavily wit the ground examine the points where interplane struts are attached to the wing.
Carefully inspect rear spar & aileron attachments also the wing root fittings, if the fabric is puckered the components affected must be opened up & checked internally, also the spars carefully inspected for fractures i.e. splitting, crushing, compression shakes. It is most important that a systematic inspection be carried out after a bad landing & to emphasise the importance of the fact it must be remembered that the load on the bottom plane spars may been transferred by the struts & bracing wires to the upper plane spars & by virtue of the lift wires may have given compressive stresses to those members. These stresses can again have been
[page break]
Reduced or increased by the tension in the front & compression on the rear spars caused by the drag component of the force applied by [deleted] the [/deleted] meeting the ground or any other obstacles.
It should be realised that damage may occur in a region remote from the point f contact especially in the locality at the wing cellule & also the anchorages of points carrying concentrated loads e.g. petrol tanks, engine mountings. etc.
[underlined] Handling Aircraft. [/underlined]
When an A/C is being moved one man will supervise & direct operations.
Care must be taken to see that no damage is caused to the aircraft.
The tail of the A/C must only be lifted at the points marked by the makers, normally under the vertical strut of the F/U. Before attempting to lift the tail of an A/C see that there are no trestles, ladders or platforms in the way & that the A/C is in the horizontal position. Care must be taken to see that the A/C does not overbalance.
The U/C must be moved by pressure on the base of the interplane struts & solid parts of the U/C & not the leading or trailing edges of planes or fairings.
A/C not fitted with tail [inserted] wheels [/inserted] should be moved in & out of hangar [sic] by means of a tail trolley care being taken to prevent wing tips striking doors.
One man should be stationed at each wing tip to guide and steady the wings & one at the tail to work the tail trolley.
Whenever possible A/C must be moved tail first as [inserted] this [/inserted] tends to keep the tail skid on the trolley. When A/C is moved nose first there is a tendency to lift the tail skid off the trolley & tip the A/C onto its nose.
If the A/C must be moved during windy weather the A/C must be lashed. Before an A/C is moved over rough ground the person in charge must inspect
the ground ahead to see that holes or any obstacles may be avoided.
a/c on soft ground may require a track formed of planks layed [sic] on the ground to assist in moving out of the mud unto a track part of the weight may be taken off the wheels by men pressing up and under the main soar directly under the interplane struts with their shoulders.
Nautical terms will be when moving a/c ÷ Ahead, Astern, port, S board, hard to port, hard to S board.
[underlined] To change on a wheel on arodrome [sic] arc under [deleted] first [/deleted] forced landing conditions E inst method [/underlined]
[underlined] Using a screw jack [/underlined]
Place screw jack under axle at base of O leo leg with wood packing blocks between jack & axle. Operate jack untill [sic] wheel is free.
[underlined] Second Method [/underlined] (Using lever jack)
Place jack in front of axle with the hollowed lever part under the axle at base of
[page break]
O leo leg, press down on lever untill [sic] wheel leaves ground.
[underlined] Third method [/underlined] (With or without the use of axle trestles.
Raise m/p on one side by lifting under the spars at the outer interplane strats & depress the opposite m/p untill [sic] the wheel is free.
Place axle trestle under axle at base of O leo leg or if no trestles are available continue to support m/p by hand.
[deleted] Chanal [/deleted]
[underlined] Changing O le leg. (Under foregoing conditions) [/underlined]
[underlined] First method [/underlined] (Equipment required).
U/c tail trestles, 2 screw jacks, tail weights, wood packing blocks & planks for soft ground.
Place u/c trestles between O leo legs under the front Fuselage jacking points, raise the tail to get the jacking points as level as possible by supporting tail, place screw jacks on front trestle, one under each jacking point with wood packing blocks between faces at jacks & jacking point, operate jack
[page break]
untill [sic] jacks are forced off ground.
Weigh down tail & secure. Planks will then be placed under the trestles if ground is soft.
Make sure jacking is safe before commencing to remove O leo leg.
Second Method
Equipment Required.
As for first method less for 2 screw jacks
Place u/c trestle between oleo legs under the front fuselage jacking points, & pack with wood packing blocks between jack and jacking point with tail [deleted] off [/deleted] [inserted] on [/inserted] the ground.
[deleted] untill [sic] the [/deleted] Raise the tail untill [sic] the weight of the a/c is taken by the packing blocks on the trestles & the wheels are clear if the ground.
Support tail by trestles at the jacking point. Weigh down tail
[underlined] Third Method [/underlined]
[underlined] Equipment Required. [/underlined]
Wing & tail trestle or other suitable supports, planks, tail [deleted] trestles [/deleted] [inserted] weights [/inserted].
Raise wheel off the oleo leg clear off the ground by lifting under the lower m/p spars at the outer interplane
[page break]
struts & depress opposite m/p
Place wing trestle under the raised plane at the outer interplane struts using felt packing between top of trestle & plane to avoid damaging the spar & fittings
If [deleted] using [/deleted] [inserted] wing [/inserted] trestles are not adjustable the tail must be raised to level the front & rear spars.
Other suitable supports may be used when trestles are not available.
[underlined] To change Undercarriage [/underlined]
Jack up F/U as described in first & second method in changing ole leg.
To change bottom plane in aerodrome.
Equipment Required.
Rigging trestles, tall steps, flat top 6’ steps, felt covered planks. u/c trestle, tail trestle. tail weights, wheel chocks & planks for soft ground.
Support the a/c as for changing [deleted][indecipherable word][/deleted] u/c, set that the weight is just taken off the wheels at the front jacking point to prevent the a/c from rocking lateraly [sic].
Place trestles or tall steps front & rear of m/ps. place felt covered planks under the top plane the ends
[page break]
of the planks being supporting on the trestles or steps & clear of the outer interplane struts
Adjust the plank untill [sic] the top plane is supported. If tall steps or trestles are not available the top plane must be supported by a man standing in steps or other suitable elevation, the oppressed plane being supported under the lower m/p spars at the interplane struts.
To change top Main plane.
[underlined] Equipment required [/underlined]
Wing tip trestles, flat top steps, planks, tail trestles tail weights & u/c trestle.
Support a/c as for [deleted] chant [/deleted] changing u/c except that the weight must be taken just enought [sic] to prevent a/c from rocking.
[underlined] To change top main – plane [/underlined]
[underlined] Equipment Required [/underlined]
Wing tip trestle. flat top steps, planks. Tail trestle, t[inserted]a[/inserted]il [sic] weights & u/c trestle.
Support a/c as for changing u/c except that the weight must be taken just enough to prevent a/c from rocking laterally.
Support the lower m/p placing a trestle under the
[page break]
spars of each lower plane at the interplane struts the top of trestles being suitably packed with felt to prevent damage to spar fittings & spars.
[aeroplane diagram]
[underlined] Tyres [/underlined]
The purpose of the aeroplane tyre is to interpose a pneumatic cushion between the ground & the aeroplane & to prevent undue shock being transmitted to the a/c. The successful use if pneumatic
[page break]
tyres depends on the maintenance whether the tyres be in service or not.
The correct pressure for the load is the most important.
[underlined] Maintenance [/underlined]
[underlined] 1 [/underlined] Excessive wear may be due to the wheels not being in line. (Out of tract)
[underlined] 11 [/underlined] Keep tyres free from oil & grease.
[underlined] 3 [/underlined] Remove all flints & other sharp objects from the tyre.
[underlined] 4 [/underlined] Inspect tyres periodically for signs of perishing.
5 If conditions permit cover tyres from strong sun.
[underlined] 6 [/underlined] Should a/c be stored it should [deleted] it should] [/deleted] be jacked up so that no weight remains on the tyres, if this cannot be done the machine should be moved periodically to ensure a fresh tyre area touching the ground & they should be stored in a dark room.
[underlined] Tyre Pressures [/underlined]
They should always be tested with a tyre guage.
Beaded edge type used with pattern “A” wheels maximum 70 lbs per square
[page break]
inch, minimum 60 LBS per square inch, normal 65 LBS per square inch.
Wire edge type used with “B & C” wheels, maximum pressure 60 LBS per square inch, minimum 50 LBS per square inch, normal 55 LBS per square inch.
Low pressure tyres 25 LBS per square inch, medeum [sic] 30 to 35. These pressures are obtained in VOL [underlined] 1 [/underlined] of AP & vary according to the loading of the a/c.
[underlined] Identification of Pipe lines [/underlined]
Red. Fuel. √
Black. Oil. √
Blue. Water. √
Yellow. Air. √
Green. Engine Starting √
Brown. Auto Control √
Grey. Hydraulic Services
[underlined] White. Sychronising [sic] Gear [/underlined]
[underlined] Axle Boons [/underlined]
[underlined] Transverse Horizontal Members [/underlined]
These form part of the u/c of a seaplane Troughs built in the tops or crown of floats being intrical [sic] with main structure at that point & designed to receive
[page break]
Axle boons.
[underlined] Aero Structure [/underlined]
[underlined] Equipment Required [/underlined]
[underlined] I [/underlined] One set of type “A” or type “B” sheerlegs.
[underlined] II[/underlined] Airscrew extracting tool
[underlined] III [/underlined] Trestles.
[underlined] 4 [/underlined] Fitters & Riggers Tool kits.
[underlined] 5 [/underlined] H and saws. Ropes + padded packing peices [sic].
[underlined] 6 [/underlined] Engine, Cockpit & Airscrew Covers.
[underlined] 7 [/underlined] Electric hand lamp with portable accumalator [sic] or hand torcks.
[underlined] 8 [/underlined] Empty petrol tins for salving petrol.
[underlined] 9 [/underlined] Timber as required.
[underlined] 10 [/underlined] Tentage. rations. blankets. etc.
[underlined] 11 [/underlined] Lorries & flat top trailer.
[underlined] 12 [/underlined] First Aid Box.
[underlined] 13 [underlined] Picks & Shovels.
The heavy type of sheer legs (Type “A”) lift 2 1/2 TONS to a height of 15’
Type “B” sheer legs will lift 100 LBS to a height if 20’
The weight lifted must never exceed more than 3/4 of the weight marked on the sheer legs.
[page break]
On seeing an a/c crash the first & most important thing to do is as follows:-
[underlined] 1 [/underlined] Prevention of fire.
[underlined] 2 [/underlined] Prevention of injury to personel [sic].
[underlined] 3 [/underlined] “ “ [Prevention of] damage to Air Ministry Property.
[underlined] 4 [/underlined] Prevention of damage to Third Party.
[underlined] Piqueting down an Aircraft [/underlined]
[underlined] 1 [/underlined] Find a sheltered spot such as a haystack, hedge or house.
[underlined] 2 [/underlined] Place the machine nose into wind to the leeward side of the shelter.
[underlined] 3 [/underlined] Chock the wheels fore & aft & place tail skid on a flat board or stone
[underlined] 4 [/underlined] Climb into cockpit & ascertain that [underlined] all [/underlined] switches are in the off position, lash c/c & rudder bar & wind actuation gear wheel fully back.
[underlined] 5 [/underlined] Cover cockpit & place a/c in the horizontal position & cover it if it is a wooden airscew [sic].
[underlined] 6 [/underlined] Drain off water if there is a lekilihood [sic] of frost if it does not contain Anti Freeze mixture.
[underlined] 7 [/underlined] Screw in piqueting screw fore of the m/p pass the rope through the
[page break]
ring to the screw aft of the m/p.
The correct angle is 45o for the screws.
[underlined] 8 [/underlined] Screw down tail skid with 2 screws on each side.
The angle is 30o on each side of the rudder.
[underlined] 9 [/underlined] Next toggle all control surfaces making sure that the toggles are secure & are not slack in any way.
[underlined] 10 [/underlined] A responsible guard must be found such as a po[deleted]el[/deleted][inserted]lic[/inserted]eman, coastguard or any person serving in the Navy or Army.
If the a/c has made a forced landing on sand the former method of piqueting will be of no use.
Plenty of sacks will be needed which will be 8 parts filled with sand. The piqueting rope will then be tied around the middle of the sack through the piqueting ring I & then tied to another sand bag where the piqueting screws would normaly [sic] be
The sacks will then be buried with sand or stones
[page break]
The petat tube, venturi head & all engine inlets & outlets [symbol] must be covered to prevent sand from blowing into them.
If the machine has been forced down on frozen ground & it has to be piqueted down plenty of sacks will be necescary [sic].
These will be 3/4 filled with lumps of frozen earth, stones etc the same method carryied [sic] out as in the preceeding one.
If a machine has been forced down on snow & has to be piqueted down plenty of sacks will be needed.
These will be 3/4 filled with snow & buried where the piqueting would normaly [sic] be & the ropes attached as before.
Snow will then be heaped up around the sacks & melted with a blowlamp. then beaten down.
This proceedure [sic] will be carried out untill [sic] it is strong enough to hold the machine
[page break]
[Night flying diagrams]
[page break]
[underlined] Airial [sic] Lighthouses [/underlined]
These will be held on a certain station. their function is to indicate a pre determined position which may or may not be an aerodrome.
They are portable & mounted on a standard trailer & they will flash a white characteristic normally visible for about 60 miles.
[underlined] Portable Landmarks or (Aerodrome) Beacons [/underlined]
These flash a red characteristic & are supplied to all aerodromes & indicate a landing ground.
They are normally connected to station electric supply with a control situated in the watch office.
[underlined] Aerodrome Beacons [/underlined]
The aerodrome beacon is the same as the landmark beacon only it gets its electric supply from portable accumulators.
[underlined] Illuminated Wind Indicator [/underlined]
These indicate wind direction & strength. On permanent aerodrome it may be situated near the watch office or near the floodlights. On temporary aerodromes it must be at the landing boundary.
[page break]
[underlined] Obstruction Lighting [/underlined]
Consists of red lights. For a temporary obstruction glim lamps should be used with red globes.
[underlined] Boundary Lighting [/underlined]
Consists of [deleted] red [/deleted] glim lamps with [deleted] red [/deleted] yellow globes to indicate extremities of safe landing ground.
[underlined] Emergency Proceedure [sic] [/underlined]
When night flying lights are required quickly in an emergency the following sequence is to be followed:-
[underlined] 1 [/underlined] The landmark or aerodrome beacon obstruction lights & illuminated landing T is to be switched on.
[underlined] II [/underlined] Flares, glim lamps, goose neck or monery flares according to weather are to be placed in the position of NO [underlined] 1 [/underlined] [underlined] 6 [/underlined] & [underlined 8 [/underlined] of a standard flare path.
[underlined] 3 [/underlined] If time permits “A” The standard flare path should be completed. “B” The floodlight should be placed into position if visibility permits its use
[underlined] Night Flying Equipment [/underlined]
The aerodrome officer will have under his control + order the following vehicles & personel [sic] in charge.
[page break]
[underlined 1 [/underlined] Fire Tender
[underlined] II [/underlined] Ambulance.
[underlined] 3 [/underlined] Mechanical starter. (if used.)
[underlined] 4 [/underlined] Trailer.
[underlined] 5 [/underlined] If available a tracklaying tractor with wire cable for clearing aerodrome in event of crash.
[underlined] For Signaling [sic] Purposes [/underlined]
[underlined] 1 [/underlined] 2 Signaling [sic] cartridge pistols.
[underlined] 2 [/underlined] Signal cartridges of 3 colours:- red. green, & white.
[underlined] 3 [/underlined] 2 signaling [sic] lamps with leads to battery with red & green screens. (aldis lamps)
[underlined] 4 [/underlined] Hand electric lamps, 5 spare flares.
[underlined] 5 [/underlined] Red emergency lamp.
[underlined] 6 [/underlined] Search light or rocket
[underlined] Cleaning of Aircraft [/underlined]
[underlined] Meterial [sic] Required [/underlined]
[underlined] 1 [/underlined] Steps & planks to reach top m/p.
[underlined] 2 [/underlined] Warm Water.
[underlined] 3 [/underlined] Worn scrubbing brush or sponge
[underlined] 4 [/underlined] Non Acid Soap.
[underlined] 5 [/underlined] Clean linen rag
[underlined] 6 [/underlined] Paraffin rag for rusty parts.
Rubber shoes should be worn. Cleaning should start from the top
[page break]
The Bristol Beaufighter
[drawing of aircraft by H J Warren]
[page break]
The Bristol “[underlined] Beaufighter [/underlined] I
Type – Long-range fighter
Crew – Two
[indecipherable word] – Four cannon & six machine-guns
[Details of dimensions of aircraft]
Chief Designer L.G. Frise Esq.
P.T.O [symbol]
[page break]
AVRO “MANCHESTER” I
[drawings of aircraft]
SHORT “STIRLING” I
[drawing of aircraft]
HANDLEY PAGE – “HAMPDEN” I
[drawing of aircraft]
WESTLAND “WHIRLWIND” I
[drawing of aircraft]
BLACKBURN – “ROC” I
[drawing if aircraft]
All Drawn By H. J. Warren Aged 12 yrs 11 mths (Sept 5 1943)
Dublin Core
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Title
A name given to the resource
Harold Warren's note book
Description
An account of the resource
Form 407, RAF Large Note Book, belonging to Harold Warren, and consisting of 90 pages of notes and drawings relative to his training.
Creator
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Harold Warren
Format
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90-page notebook
Language
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eng
Type
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Text
Text. Training material
Identifier
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MWarrenHJ619608-160425-02
Coverage
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Royal Air Force. Bomber Command
Royal Air Force
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.
Spatial Coverage
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Great Britain
England--Somerset
Wales--Glamorgan
Contributor
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David Bloomfield
Eileen Reddish
Peter Bradbury
Nicki Brain
Anita Raine
Trevor Hardcastle
Tricia Marshall
ground crew
ground personnel
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/685/9232/PBainH1602.1.jpg
4d26cdaaef8b0dc19f50caf8afa14fff
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/685/9232/ABainB160621.1.mp3
3b630711e99201ce7186dbc025872749
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
Bain, Bettie
Helen Bain
H Bain
Description
An account of the resource
An oral history interview with Betty Bain. She served in the Auxiliary Territorial Service during the war.
The collection was catalogued by IBCC Digital Archive staff.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-06-21
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Bain, B
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
HH: It is Tuesday the 21st of June 2016 and I’m Heather Hughes for the International Bomber Command Centre. And I’m talking today in [buzzing noise] with Mrs Helen Bain. Bettie Bain.
BB: Helen Bain.
HH: Who lives [buzzing noise] also present at the interview is Andy Bain, Bettie’s nephew. Thank you, Bettie for agreeing to talk to us today.
BB: Not at all.
HH: I wonder if we could start off with you just telling us a little bit about your very early life. Where you were born and grew up and how you came to be in the ATS during the war. But start from the beginning.
BB: The very beginning.
HH: Yes. The very beginning.
BB: Well, I was born in Wakefield of Yorkshire parents and I lived in Wakefield until I was eleven and then they moved to Doncaster. And I lived in Doncaster with my parents until I was twenty one. And at twenty one I joined the ATS. I couldn’t join the RAF which I wanted to because I’d already met my husband and I wanted to be in the RAF but they were not taking any new recruits. They were full up at that time. Mind you they were looking for them later on but they wouldn’t, wouldn’t take anybody in to the navy — into the what, the WRNS. And they weren’t taking anybody in to the RAF but they were taking place people for the army because that was the least glamourous of the, of the three you see. Or the uniform was the least glamourous. So I went into the army when I was twenty one and not before then because my parents weren’t very keen. And when I was twenty one I could do as I liked so I went in the army. And three weeks basic training.
HH: And where was that?
BB: In York. And then several of us we had to fill in lots of not certificates, lots of [pause] come on what is it?
AB: Forms.
BB: This is where my memory goes.
AB: Forms.
HH: Forms.
BB: Forms. Yes. Forms. And you were chosen for what you were thought to be more suitable for. And so they picked out certain of us and we were sent to Trowbridge. To the barracks in Trowbridge where they had SOBs. They had the Training Centre for the special wireless operators. And that took five months. After which I was, I could instruct in what I was doing to squads of girls. And some squads of men too which was rather nice. What next?
HH: So what was your rank, Bettie?
BB: Before I, before I left Trowbridge I was corporal and then I was sent to the Isle of Man. We all were. For six, for six, I was there about six weeks I think. And while I was on the Isle of Man I was put up for a commission. So I went off to Leeds and to this house in the depth of the country where we were put through absolute, it was hair raising. It was called a WOSB, which was War Office training board thing. And we were put through all sorts of things that we, I never expected. Anyway, I got through that and went back to my unit on the Isle of Man waiting for a call for when the next whatnot started. The next, you know lot of training started. And while I was there, oh in between then I got married. I’d forgotten about that bit. I got married when I was in the ATS and there’s the picture.
HH: Oh, that’s your wedding day.
BB: Yeah. Yes. And that’s when I first met Jim. That one there. When he looked so young. Yes. That one.
HH: And what was the date of your marriage, Bettie?
BB: It was the 19th of September 1942. And when I was ready to go to one of the new what do they call it — course, started for my training for, to be commissioned I was pregnant. Wouldn’t you know. So, I never quite got to the, to that stage. And then three months later I think my husband was sent to South Africa because he was a, he was a wireless operator in that one. But when he came from South Africa he was a pilot.
HH: Pilot officer.
BB: Which he’d always wanted to do. And where were we now?
HH: So, how had you met your husband?
BB: Oh, that was interesting. When I was, before I went into the army I used to work in an office doing dictaphone typing and invoicing and things. You know. General office secretarial work. And in order to do something to help the war effort, it was all war effort in those days, everybody had to do something for the war effort we used to go to — the YMCA had a café. It wasn’t a restaurant. It was a café. Near the station. Near Doncaster station. And I used to go twice a week with my friend and make cups of coffee and egg and chips and all this business for them or whatever they wanted. Sausages and things we used to cook. And the evening I was there, one of the evenings I was there Jim and his crew came in to Doncaster station about, I suppose it would be about 9 o’clock. And he, his transport to take him out to Finningley where they were going didn’t turn up so the five of them trooped into the YMCA which was next door to the station to get some food and drink. And there I was. And there he was. Love at first sight I’ll tell you. Boom. Just like that. And that’s how we met.
HH: And how did you manage to keep up contact and a relationship under wartime conditions when you were in the ATS and he was in Bomber Command?
BB: I was in Trow, I was in Trowbridge in [pause] I’ve lost the county. Not Dorset. Somerset.
HH: Somerset.
BB: In Somerset. And he was flying. He was on flying duties from Finningley. Well, I don’t know how we kept it up. He wrote to me at Christmas. Sent me a Christmas card. Wrote to me at Christmas. Well, we saw each other from that night. And I was having a difficult time because I was engaged to somebody else.
HH: That was a bit complicated.
BB: I was a quite presentable at that time [laughs] and I got engaged to this man. And I’d known him for four years and we had the ring since July and it was September and I didn’t want to be engaged really. I was enjoying myself too much. So I [pause] what happened next? Wait a minute. Oh, so we were having tea at my fiancé’s house one Sunday afternoon and I said to him, ‘Is this what you want?’ No. That’s not what I said to him that’s what I’m saying to you.
HH: Yes.
BB: ‘Is this what you want?’ And so, I said to him, ‘Let’s have a look at the ring,’ because it was an absolutely gorgeous ring. It was a lovely big [pause] not square. I was going to say perpendicular. I’ve lost the word.
HH: Oblong. Rectangular.
BB: No.
HH: Diamond shaped. I wonder what other —
BB: No. Like this you know.
AB: Oval. Oval.
BB: No. What was the other word you said? This is where you can tell I’m ninety six.
HH: Well, you’re doing better than I am.
BB: You know. The square. And then there’s — is that rectangular? Was it?
HH: Yes. It’s a rectangle.
BB: Rectangle. Yes. Rectangle.
HH: Which is longer in —
BB: Yeah.
HH: Longer —
BB: Longer going upwards than downwards.
HH: Yeah. Yeah.
BB: It was a beautiful ring and I thought, oh gorgeous. You see. We were lucky. And he said to me, ‘Why don’t you keep it on?’ So I’d got nobody else in tow and so I said, ‘Well why not? I might as well.’ He said, ‘Well then we’ll have to get engaged properly.’ So, I put it on and I kept it on. But the very next day I met Jim and it was a coup de foudre I’ll tell you.
HH: Wonderful.
BB: And so we had to struggle along with two. One was working in Peterborough and one was in the air force.
HH: You were in the middle.
BB: I was in Somerset. But it worked out anyway. And I had a bit of a job with my parents because they kept saying, ‘You don’t know this man. You don’t know this man. You don’t know this man from Adam. He could be married with three children,’ Blah blah blah and so on. And they weren’t very supportive but they were when they, once met him. You know, once he came. They were so nice, you know, ‘Come in James. Have a coffee James,’ Oh yeah. Having put me through agony. So, that was the difficult bit. That was the difficult bit. After that it was fairly straightforward after I’d got my engagement broken off and we sort of got properly together.
HH: And then after your marriage. How did, how did you manage?
BB: Well, we were always apart.
HH: Yeah.
BB: Apart from when we had leave.
HH: That must have been very tough.
BB: For quite a while while the war was in the early stages if your husband had leave you were allowed to have leave at the same time. But it didn’t last through ‘til the end of the war when things got more and more difficult. That’s, that’s how that happened. So, well we managed. We managed to get leaves together. Or Jim, if Jim had, he got more leave than I did with being on Bomber Command and he used to come down or get a flight down that was flying down to Trowbridge or somewhere near Trowbridge and hitch lifts to come and we used to see each other like that. And I was still doing my job and we sort of met in the evenings when he was on leave but it wasn’t easy.
HH: No.
BB: But then it wasn’t easy for anyone.
HH: No. But it must have been especially difficult having a husband in Bomber Command.
BB: It was.
HH: Because everybody knew how dangerous it was.
BB: Oh, it was terrible. It was terrible. Every single — Jim did fifty four trips. Sorties. Fifty four over Germany or occupied France or where ever and every single trip I thought was his last. Truly. I thought that was the last trip. Every good bye we said in the evening.
HH: Yes.
BB: I didn’t think he’d be here the next day. And he always turned up. And he used to say to me at night when we left each other. ‘My lucky.’ I used to cry you see. And he used to say, ‘Come on. Cheer up. My lucky star is always shining.’ And it was.
HH: Yeah.
BB: Now, you’ll probably want to cut this bit out. Am I telling you what you want to hear? Or is this —
HH: This is wonderful. No. This is absolutely perfect.
BB: Is this what you wanted.
HH: Yes.
BB: Oh. That’s alright then.
HH: And what about after you had had your child, your first child?
BB: Yeah.
HH: Where did you then settle?
BB: Well, I was settled in —
HH: To make your home.
BB: Doncaster with my father and mother.
HH: Ok. So you went back to Doncaster did you?
BB: Yes. I went back to Doncaster.
HH: Ok.
BB: I had Christopher while I was with my mother and father and when the war ended, of course first of all Jim got back from South Africa and he went to Harrogate for some leave. So I left the baby with my mother and father and went up for a week or a fortnight or a weekend. I know they thought it was too long for me to have stayed away and that didn’t go down very well. But anyway and then after some time when he got to a permanent station he found some rooms for us in the local [pause] what do you call the house that is attached to a church? Not the monastery.
HH: A sort of rectory.
BB: Rectory. Yes. A local rectory. And she was a widow in this rectory and I stayed there for about, oh it must have been six weeks or a couple of months while he was at a place called Blakehill Farm. That was the name of the station. Blakehill Farm it was called. And while I was there he was getting up at four and five in the morning. Getting to the station for six. And I had Christopher with me. I had the little boy with me. Getting to the station for six and he was in the air at seven picking up twenty or so — as many prisoners of war as he could cram in to this Dakota and bringing them home again. Most of them in tears when they saw the White Cliffs of Dover. You know. It’s quite true what you see on the, on the thingy. You just can’t take it in today. And anyway eventually he was demobbed.
HH: Was that at the end of war?
BB: He then went on. After he’d brought the prisoners of war home and the war was nearly at an end he [pause] what did he — oh he flew long range to India. Bringing soldiers back also and taking stuff out and bringing stuff back and whatnot. And he was demobbed while he was doing that sort of work.
HH: And what then?
BB: And what then? Well, he had a job you see. He worked for BP. British Petroleum. And they kept his job open for him so when he came back he had, we had some leave together with Christopher and what did we [pause] I’m just trying to think of the sequence. We had some leave together in Doncaster and then we went down to Ashford where Andrew’s grandparents were living. Where Jim’s mother and father were living and we got —there was no houses. I mean anywhere near London was bombed to bits and there just weren’t. You couldn’t buy a house. We had some money to buy a house. We’d saved up to buy a small house. Anyway, the local council gave us a prefab. And that was a, that was an experience in itself.
HH: That was in, was that in Ashford?
BB: It was in Stanwell, which is the next village to Ashford. But it really was quite a super little place. It wasn’t really big enough for four. But we had, we had everything. We had a wonderful kitchen. Three dish kitchen. And we stayed there for eighteen months. And then Jim was, got some promotion and was sent up to Nottingham. And then from then on we, he was not in the forces anymore and I was out of the forces of course when I had my first baby. But I did have another one. I had another one when we were [pause] when we were living in Peterhouse. Do you remember Peterhouse?
AB: No. I don’t, Bettie.
BB: No. I’m thinking. I’m thinking that you’re Christopher and you’re not are you?
AB: No. No [laughs]
BB: You’re a generation down.
AB: I am. Yes.
BB: Or two.
AB: Yeah.
BB: Is it one or two?
AB: It’s one generation.
BB: One generation down. Yeah.
HH: One generation down.
BB: And then, you know it was just an ordinary civilian life. But we went slowly up the ladder until he was administrative director for BP.
HH: Gosh.
BB: At the refinery in Scotland.
HH: Is that up near Aberdeen?
BB: No. No. It was in —
AB: Grangemouth.
HH: Grangemouth.
BB: Grangemouth. That’s right.
HH: That’s Edinburgh way.
BB: Grangemouth. Yeah.
HH: Yeah. Yeah.
BB: And so on and so on.
HH: Yeah. And so you moved around quite a lot did you?
BB: Yes. We did. Yeah.
HH: In your, in your civilian life after the war.
BB: Yes. We did. We were in — where did we start? We started in this prefab and then we went into a house in Ashford. And then when he got this promotion he was sent to Nottingham where they have — in Kirklington Hall in Southall. Near Southall. They have [pause] they used to have, not a research station. They used to have, you know where they had all the nodding donkeys?
HH: Oh yeah. The little kind of oil wells. Yeah.
BB: Oil wells. Little oil wells. Yes. And he was sent up there and he never really looked back after that. We went from there back to London and then we went from London, that was Purley. Then we went from Purley to Libya.
HH: Wow.
BB: And we spent nearly five years in Libya. And then we came back and [unclear] to Scotland.
HH: You’ve been around.
BB: Yes. And then when we left there we went back to London and back to Purley and it was about just, Jim had got to his pension time by this time. I mean this didn’t happen in a tiny space of time.
HH: Yeah.
BB: And he decided to leave BP and he was offered a job with an American company in England. And he decided to leave because he had got his pension thing and he left and he went to this company and it was called the Ralph M Parsons Company. And he became administrative director there.
HH: Wow. Did that involve travelling?
BB: And then he got fed up.
HH: Oh. Did that involve travelling to the states at all? Or was that —
BB: No. No. He didn’t. He would have done if he’d stayed much longer. He stayed with them about six years I think. And then he thought he’d had enough and he would pack up.
HH: So, how did you find your way to Lincoln?
BB: Well, you see we were, when Jim retired from civil life, civilian life — no. Do I mean that? Yes. And he retired completely we were living in Purley where we’d lived twice before and liked very much at the time. I had a good circle of friends. But just a minute. I’m getting lost. But he retired. We didn’t want to stay in Purley when he retired, we wanted, it was too near to Croydon and so on and so on. Although I liked it there. But we went to Dorset. And we had a lovely house in Dorset didn’t we?
AB: You did. Yes.
BB: A lovely house in Dorset. And we stayed there for ten years. And then we had a brainstorm. Both of us. And we sold the house and all the furniture and everything and we took off for Majorca. And we, that was when I was, I think I was sixty seven then and Jim would have been sixty eight. I wouldn’t swear to that but I think that’s about what we were. And we lived there for five years. And then I very much wanted to come home and I had to have — I had two knees which needed completely replacing and we didn’t fancy Spanish hospitals. Either of us. And we got a good offer for the house and, the villa they called it. The villa there. And we didn’t know where to go because I never believe in going back although I love Dorset. It’s a lovely county. And we were sitting one night wondering what we were going to do and I said, ‘Well, I’d like to live in Harrogate. I’ve always wanted to live in Harrogate.’ ‘Oh. Harrogate.’ Hmmn. You know the, you know — yeah. Anyway, he said, ‘Well, I’m not going any further north than Lincoln.’ You know. Foot down. ‘I’m not going any further than Lincoln.’ I said, ‘Oh. Lincoln. I have very happy memories of Lincoln because you were there. That’s where we were married and that’s when you were flying.’ ‘Well then,’ he said, ‘Why don’t we go to Lincoln?’ So, we came to have a look and we had a look at all the villages and what not but we couldn’t find a house. But eventually we found a house. You came to the house didn’t you?
AB: Yes. Yes.
BB: We found a house in Lakelands. Where all the lakes are. And we were in that house for ten years. Then I got itchy feet and I got tired of the traffic so we moved again. And we only moved about a mile away to a house that backed on to one of the lakes. A really nice house and it backed on one of the lakes and I could really have stayed there forever. Until my husband died. And that was all very sad. I think that’s about all I can tell you.
HH: Well, it’s, it’s an, it’s an interesting life you lead.
BB: A very interesting life.
HH: Well, you’ve lived a lovely life and it sounds like you know you’ve got fantastic memories.
BB: I have.
HH: Yeah.
BB: Yes. I have.
HH: Wonderful memories.
BB: And I’ve still got the memories. I mean I’ve still got enough to remember them.
HH: Wonderful. Yeah.
BB: But I do lose my way occasionally. You know, I am ninety six.
HH: It’s remarkable. Yeah. Well, I hope I am as fit and as in control of my memories as you.
BB: As I am.
HH: If I ever get to ninety six which I doubt.
BB: Well, I never thought I would. Never did I ever think I would.
HH: Yeah. It’s wonderful. It’s a real achievement. Yeah. You must be very proud.
BB: I’m not. I don’t even think about it really. I don’t think about it really.
HH: Yeah.
BB: But that’s how it happened. I may have left some little bits out but that’s, that’s how it was.
HH: Did you —
BB: We had, you know after all that, after that, after all that we had sixty seven years of marriage.
HH: Happy marriage it sounds like.
BB: Happily married weren’t we?
AB: Sixty seven years.
BB: Jim worshipped the ground I walked on.
HH: Sixty seven years.
BB: And I thought there was nobody on earth like him.
HH: You see that’s, that’s a very high recommendation for love at first sight isn’t it?
BB: Yeah.
AB: Yes.
BB: Yeah. My parents were very concerned about him though. Until they got to know him a bit more. They thought well you see I was a northerner and he was very much a southerner and they’d never met him. And I’d never met him really until that night. But it was just like a bomb.
HH: You just knew.
BB: Yeah.
HH: Did he ever talk about his experiences in Bomber Command after the war?
BB: Not very much. No. Not very much. I think that was one of the things that Christopher didn’t like. That he never sort of sat down and told him all about it. But then they didn’t. Nobody did.
HH: No. It wasn’t. People didn’t. People didn’t.
BB: The soldiers and the Dunkirk people and the people who went to you know get us back from France and all this business. They didn’t talk about it.
HH: No. No.
BB: You know it was over and done with and —
HH: And I think people —
BB: And I think that’s one of the things Christopher resented.
AB: Yeah.
HH: I think people had also just seen too much.
BB: We seemed to have had enough of it.
HH: Yeah.
BB: After all before you got settled down again it was seven years really. Because it was, I mean there was rationing after the war for a long time.
HH: Did he enjoy being in South Africa?
BB: Oh yes. He loved it. He wanted to go and live there. And now, we did go, when he retired and we went to Dorset we went to South Africa for a month and, because he was always talking about it and I thought we’d get it out of his hair. So we went for a month and I didn’t like it. Well, I mean I wouldn’t say I disliked it but it did nothing for me at all. And I caught every bug that was going.
HH: Which doesn’t help does it?
BB: No. No. No. It was very nice. I’m sure it’s very nice but I didn’t like, this sounds racist and I don’t mean to but I didn’t like living the rest of my life in a country full of black negroes. It sounds racist doesn’t it? But I’m not really. I mean I’m not anti them at all but I just didn’t. I just didn’t like that for one thing and I didn’t like the way they treated the blacks at that time. You know there was all this apartheid business. And you got on a bus and there was these seats for blacks and those seats for whites and all this business. And I really didn’t like the atmosphere. The whole atmosphere.
HH: No.
BB: In that country. I didn’t care for it.
HH: No.
BB: No.
AB: Jim wasn’t meant to go to South Africa, was he?
BB: No. He was meant to go to Canada.
HH: And how come he went to South Africa then?
BB: Yeah. And we bought, I said, ‘You’ll need some long johns you know, for Canada. It’s very cold in the winter.’ So, we bought him some sort of woolly vests with little sleeves. He thought they were dreadful. With little sleeves in. Little, fine wool you know. And some long johns and heaven knows what we thought would be for a cold climate. And they got to the middle of the Atlantic turned left and went straight down to South Africa. So, when he came back your father had those. All that underwear because he used to feel the cold. Not your father. No. Your grandfather.
AB: Grandfather.
BB: Yes.
HH: Yeah. I don’t think he would have needed it in South Africa.
BB: He wouldn’t need it in South Africa.
HH: No.
BB: No. No. He rather liked it but then they were an English bomber crew in South Africa and they were feted and looked after and you know, all the rest of it. And he thought it was great. Well, it probably was but it wasn’t for me. And in any case there was no BP. And there was no BP in South Africa. He would have gone there without a job. So, there’s one country that didn’t have any, you know, BP in all the countries you can think of but they didn’t have any at that time in South Africa.
HH: Yeah. Yeah. Well, I was born and brought up in South Africa.
BB: Were you? Oh. I shouldn’t have said I didn’t like it.
HH: No. No. No. No. Well, I mean I spent a lot of my young adult years on the streets fighting apartheid. Because I didn’t like it either.
BB: I didn’t like it.
HH: No.
BB: I —
HH: No. And coming to Lincoln was our big adventure.
BB: Your big adventure.
HH: Yeah. Just recent. In recent times.
BB: You left South Africa.
HH: Yeah.
BB: You were living in South Africa.
HH: I was but now we’re living here.
BB: Now you live here.
HH: Yeah. So people find it very strange us coming to Lincolnshire and us calling that our big adventure after being in South Africa. But it is a big adventure for us and it’s been a really enjoyable one.
BB: Of course it is. It’s just as it was for us.
HH: Yeah.
BB: As we went the other way.
HH: Yeah. Exactly. Yeah.
BB: Yeah. But I really didn’t care for it. There was a certain atmosphere there.
HH: It’s awkward. And —
BB: Yeah.
HH: Yeah. Just an unhappy atmosphere I think.
BB: Yes. Yes.
AB: Especially during that time.
BB: And the way they seemed to —
HH: In that time. Yeah.
BB: I won’t say push the blacks around. Not that they did really —
HH: Well, it wasn’t, it wasn’t a good system.
BB: It wasn’t a good thing to see.
HH: No.
BB: And Jim would say to me, ‘Don’t interfere.’
HH: He would be quite right.
BB: ’Don’t interfere.’
HH: Bettie, thank you so much for telling all of those wonderful stories. They’re wonderful. It’s just lovely to hear them all and I think that, I think you’ve worked quite hard and I think you deserve a little visit outside now. In the garden.
BB: It would be lovely to have a trip around the garden.
HH: Let’s do that.
BB: Shall we?
HH: Thank you so much. Thank you, Bettie.
BB: Oh, it’s a pleasure. A pleasure.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Interview with Bettie Bain
Creator
An entity primarily responsible for making the resource
Heather Hughes
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
2016-06-21
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
ABainB160621, PBainH1602
Format
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00:29:08 audio recording
Language
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eng
Coverage
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British Army
Royal Air Force
Royal Air Force. Bomber Command
Description
An account of the resource
Bettie was born in Wakefield. The family moved to Doncaster when she was eleven and at 21 she joined the Auxiliary Territorial Service. While in Doncaster she helped at the YMCA café as part of the war effort and that is where she met and married Jim, who was in Bomber Command.
After training in York, Bettie was promoted to corporal and became a wireless operator. Following her posting to Trowbridge in Somerset she then went to the War Office Training Board in Leeds and then back to her unit on the Isle of Man. She was due to begin training for a commission when she became pregnant. Jim was posted to South Africa as a wireless operator and on his return became a pilot. Jim did 54 operations with Bomber Command.
Bettie lived in Doncaster with her parents when she had her first child, while Jim was away bringing prisoners of war back home. He was demobbed during that time and went back working for BP. Bettie and Jim lived in Stanwell for 18 months before moving to Nottingham for Jim’s work. He was promoted to administrative Director for BP at the refinery in Scotland. After spending time in Scotland they moved back to Purley, London. Jim left BP and worked for an American company in England until his retirement. The family then lived in Dorset, Minorca and finally Lincoln.
Contributor
An entity responsible for making contributions to the resource
Sue Smith
Julie Williams
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
South Africa
England--Somerset
England--Nottinghamshire
England--Yorkshire
Great Britain Miscellaneous Island Dependencies--Isle of Man
England--London
England--Nottingham
England--Doncaster
England--Trowbridge
England--York
England--Leeds
England--Wiltshire
Conforms To
An established standard to which the described resource conforms.
Pending revision of OH transcription
aircrew
bombing
love and romance
Operation Exodus (1945)
pilot
training
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/929/11287/PLindleyK1801.1.jpg
56dc9aab7297704c792f4f78eadd9ea2
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/929/11287/ALindleyK180613.2.mp3
c7c969f02294d27d15c576e8bf7328a8
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
Lindley, Kenneth
K Lindley
Description
An account of the resource
An oral history interview with Kenneth Lindley (b. 1926, 3080412 Royal Air Force). He grew up in Sheffield and was a messenger boy for the ARP before serving as an engineer in the RAF.
The collection was catalogued by IBCC Digital Archive staff.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-06-13
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
Lindley, K
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
HD: This is Helen Durham for the International Bomber Command Digital Archive on the 13th of June 2018 and I am interviewing Mr Kenneth Lindsey. Mr Lindsey thank you ever so much for allowing us to come and do an interview.
KL: You’re welcome.
HD: I gather that you grew up in Sheffield. Can you tell me a little bit about your childhood and growing up there?
KL: Yeah. 1926 I were born, in Hillsborough area of Sheffield and I lived there until I went in the air force and that was a long time ago. I’m sorry, I -
HD: What did you do in Sheffield? What did your parents?
KL: I was an engineer.
HD: You were an engineer.
KL: I served an apprenticeship at an engineer’s apprentice’s in Sheffield, and I left there when I was probably in my twenties.
HD: I gather you helped the Air Raid Warden. Can you tell me about it?
KL: I was a messenger boy. I used to ride my bike all over Sheffield because the first thing that went down was the telephones when an air raid took place, so the first thing that wanted to be done was messages passed between posts. Each area in the city had posts, ARP posts and it had wardens in there with a group of people, including messenger boys and that was our job, was to take any messages that needed to be taken to another post, but the telephones had gone down, we used to get on our bikes and take it.
HD: Would that be during the day?
KL: That was during air raids that, yeah.
HD: And how often did they happen?
KL: Well, they some, they happened at various times. Sometimes we got one every night, well the sirens went every night but not necessarily aircraft activity or bombs being dropped that sort of thing, there but there were some occasions when it was fairly regular, otherwise there were long periods in between warnings.
HD: And how did you become a helper?
KL: As a younger boy, probably about fifteen or sixteen, I joined the ATC, the Air Training Corps, and it went on from that. I were in the ATC right up to going in to the air force actually. And it did give me my 013080412 is my ATC number, yeah, in the air force.
HD: And so, when did you go into the air force?
KL: I can’t remember exactly. Can you help there Jane?
[Other]: I think it was sixteen? You had to break your apprenticeship off you told me, you’d started your apprenticeship and then you had to break it off.
KL: Yes I did. It would be probably in the, oh god, no, I can’t, I can’t remember.
HD: It’s all right.
KL: It’ll come back, I’m sure!
HD: So you left Sheffield then.
KL: Left Sheffield. When we got married I left Sheffield, yeah.
HD: And tell me a little bit about your wife.
KL: I’ve got a picture of her somewhere: there. [Pause]
HD: So you joined the air force, and what was the first thing you did with the Royal Air Force?
KL: Get sick of it! [Laugh] No, I, looking, when I look back on it now, I really enjoyed my time in the air force, but there was a lot of, the first part of the air force, when you go to Padgate for instance, it’s all march here march there, and that sort of thing and it’s getting used to having to accept instruction and er -
HD: And you were still quite young.
KL: Pardon?
HD: You were still quite young when you went.
KL: Oh yeah.
HD: Were you encouraged by your family or did you have to join the air force?
KL: No. I was in a reserved occupation actually. I always wanted to be in the air force, and I think probably what finally decided me to go in the air force, first of all I wanted to join up by my parents wouldn’t allow me, and then my friend, Harry Furnace, he were an air gunner, and he got shot down over Bremen so I think that started me, wanting to go in the air force.
HD: Why did your parents not want you to join?
KL: My dad was a sergeant in the army in the first world war and he suffered a lot from fits and things like that that were attributed to his wartime service, cause they had a rough time in places.
HD: And they didn’t want the same for you.
KL: That’s right, yeah.
HD: So when you went into the RAF you started training and what was your position that you had?
KL: Training in the RAF?
HD: Yes, what did you train to do?
KL: I trained to be an aircraft fitter.
HD: And whereabouts was that?
KL: Oh, funnily enough, Weston-Super-Mare! [Laughter]
HD: That’s nice.
KL: [Unclear] place. Just outside Weston-Super-Mare
HD: And can you tell me a bit about your time at Weston-Super-Mare? What did you get up to?
KL: Well there were girls and there was pubs and all sort of things like that. Really a happy time there it was, at Weston, and the training was quite good too.
HD: And what was the accommodation like?
KL: Do you know, I can’t remember what the accommodation was like. I believe it was huts, on the site.
HD: And how long were you at Weston-Super, Super-Mare?
KL: Probably about a year, or a little bit longer.
HD: And you did all your training there.
KL: Yeah.
HD: And then where did you go? {Sound of church bells]
KL: I’m not sure where I went then, I think I went straight overseas from there and I went to Tengah in Malaya and stayed there for a short period of time, and then I were transferred to, and I can’t remember this bloomin’ RAF station, but, can you remember Jane?
[Other]: I’d have to look at the back of the postcards in there.
HD: Can you tell me a bit about your experiences in Malaysia?
KL: Yeah, entirely wild, eye-opening there, because the type of people that you meet and the religions and that sort of thing are entirely different to the western world so really, it’s a good thing for such people to go to a place like that and see how the other half lives, yeah.
HD: Any specific experiences that you remember there?
KL: No, I can’t think of anything, not specific.
HD: Did you have a special crew that you were with?
KL: Yeah. Mick Luff was my friend, he came from Dover, we all, we joined together as a crew like, and we all worked on the same aircraft together, but we all had different trades.
HD: And how long would you work on the aircraft for?
KL: Depends on what wanted doing to it, what sort of service were required, and that sort of thing.
HD: And so the planes came into the base and you repairs and the fitting.
KL: That’s right. They were put through a proper sequence of what wanted doing and it were put into action at that point.
HD: So tell me a bit about the crew, especially - Mick?
KL: Yeah, he came from Dover, it’s difficult, you go out together, you do things together and you don’t really take note, it’s another day.
HD: So what was it like on the camp there?
KL: It were quite good, but, all the people that were in charge of certain areas and things like that were Asian or that type of person.
HD: So did you eat a lot of Asian food?
KL: I ate a lot of different types of food, yeah, and I sometimes say when I pick a loaf of bread up, don’t I Jane, I held it up like that cause that’s what we had to do then, you had to hold it up and then pick all the weevils out! [Laughter] Things like that really, really you remember. [Laugh]
[Other]: You told me a story when I was little about -
KL: You what Jane?
[Other]: You never put anything down for long did you, or the ants would carry it away.
KL: Walks off. You can see a slice of bread going up a wall like that! [Laughter] Honestly.
HD: So conditions weren’t very good.
KL: They wasn’t first class at all, let’s put it that way.
HD: But you were all young men, so you could cope.
KL: Oh, it were just taken, you know, that’s what you had to do, and that’s it, get on with it.
HD: And do you ever see or hear from the crew?
KL: No. I never have done. We were all over, Scotland, all over the place. Yeah.
HD: So when you left Malaysia, where did you go next?
KL: I came home, yeah. I went to a camp in England and we were put through the final whatever you have to do and then I came home.
HD: Did you go on to Singapore at all?
KL: I went to Singapore, yeah.
HD: And what did you think of Singapore?
KL: I’m amazed what it is now. There was one [emphasis] tall building when I was there, and I forget what they called it, don’t know whether I was a Shell building or something like that, but it was a tall building and there were just one, and the rest was palm trees and what have you. Singapore now you, oh bloomin’ heck, I don’t recognise any part of it. And yet we used to go down into the town and we were right down in the town but.
HD: Did you meet the people?
KL: Met the people that were living there, yeah.
HD: And what was that like?
KL: It was strange really because in many ways they didn’t understand what you were on about and you didn’t understand what they were on about and you just had to guess and I’m sure sometimes your guess was wrong.
HD: And you were fitting aircraft in Singapore?
KL: I was an aircraft fitter yes.
HD: Any experiences that you had in Singapore?
KL: Oh yeah, I got bumped on top of a sand hill, landing.
HD: Oo! Can you tell me about that.
KL: Not me, we just, Squadron Leader Spencer it were, flying it, the aircraft, and it was a twin engined Dakota and you used to have to come in over the top of sand dunes to get to the runway at, Seleta, Seleta? Yeah, Seleta, and he just didn’t judge it very well this one and it bounced on top of, off the top of the sand dune.
HD: Oh, what happened to you?
KL: Just before, just before I went to Singapore, I’m trying to think where this happened, we were going home on leave, where I were doing training so it would be at Weston-Super-Mare, and a Boston, twin engined bomber were coming in to land and we were just passing across the end of the runway and it took the top off the bus in front of us and wrapped it up on the runway and I think he killed about eight, something like that.
HD: Really, you were lucky.
KL: Yeah. Oh yeah, took, the top right off and it were just wrapped it right up as hough it had been put through a machine. Yeah.
HD: Oh dear, yes. Accidents did happen.
KL: Oh they happened, yeah.
HD: And what were the crews like? The flying crews. Did you mix with them?
KL: No, not really. They had their own people, whereas we’re the ground crew, we got our own people. We not knowingly met, let’s put it that way, yeah, we didn’t deliberately go out with each other or anything like that.
HD: And so, going back to Singapore, were there any other experiences? The aircraft that you maintained?
KL: Most of them were twin engined aircraft. Dakota was very common but we did used to have flights come in that were single engined aircraft and on one occasion there were about four came in, these single engined aircraft and I don’t know whether they didn’t pull their wheels up properly or what but they all finished up on their nose!
HD: Coming in a bit fast.
KL: Oh yes! Doing something like that. Bit hard on the brakes or something.
HD: So you had to do the repairs then.
KL: Oh yes.
HD: That’s good. And what about Earl Mountbatten’s aircraft?
KL: Yeah. It used to come in for service, but we didn’t used to get on to that service. I don’t know whether they had their own special crew and bring it, coming in with the aircraft and they took on the servicing, but was his Dakota that he used to bring in, and of course he’d got lovely armchairs and a dirty big radio set, round like that which I don’t know what it received or where it went or what, but it were enormous radio and it came right round like that and he’s sat here like this and: I’m in charge, you know.
HD: Did you meet him then?
KL: I didn’t. No.
HD: Did you meet anybody of influence whilst you were on your travels?
KL: Not to my knowledge. No.
HD: And how did you feel about the war whilst it was going on?
KL: Well, [pause] it was exciting. I mean the sirens used to go, there used to be loads of activity taking place: the enemy aircraft used to come over and we used to hear ‘em and see them coming over and it were one of those things that you became accustomed to. I think there were occasions when you got a prickle up the back of the neck. Now I can think of one special occasion. You know the bottom of Oakley Road Jane, the chemist, he had a wall that were curved round like that where you went down to get in his shop. I can remember this aircraft “mrmrmrm” and it were obviously diving and it were coming nearer and nearer and nearer, and it were coming straight down our road like that. I get laid on the floor down the. It just went mrmrm.
HD: And went off. Was that in Sheffield?
KL: Yeah, yeah. That made the back of my hair stand up, I’ll tell you. I was scared.
HD: They did have some bombing, didn’t they, in Sheffield.
KL: Oh yeah.
HD: Do you remember what it was like?
KL: But it’s, we had thirteen hour raids on two or three occasions.
HD: And what was it like going to the underground shelters?
KL: Well, the shelters, most shelters were built in the back garden, they were Anderson shelters, the metal shelters. If you were out in the street there were areas where you could go to an underground shelter, that usually were reinforced shops weren’t they, and things like that.
HD: That must have been very frightening.
KL: You became accustomed to it and it became exciting I suppose. Hmm.
HD: And what did you do whilst you were in the air raid shelters?
KL: Sleep, or read, or talk, that sort of thing. We didn’t have electric lights so it were just candles in our house. There were no, no lights in the cellar, we just sat with a candle. And then they reinforced the cellar, they put steel girders across the cellar roof and put thick, thick corrugated iron sheets on top of that, so that it supported the, er, and they also then cut holes through the wall so that you could get through with a wooden door on and a catch on either side, and on our side of the road before you got to another road, there would probably be perhaps twenty houses, something like that, or eighteen, or something, something like that, but each one were connected to the next one with a wooden door so that you could get right from one end of the street to the other end.
HD: And how old were you when you went down in the underground shelters?
KL: Oh, starting probably at fifteen, sixteen and that and then towards the end of the war, yeah.
HD: And how long were you down there for?
KL: All night some nights, yeah. And I mean all night, you know, talking about twelve hours, or something like that. [Cough] Pardon me.
HD: So it was very tiring.
KL: The raid would start about, well I used to get home from work, and you’d just managed to get sat down to me tea and the sirens would go, but then you’ve got time, in those days you had time, to finish your tea and then take cover like, but it very often used to start about six o’clock, quarter to six, something like that, and go on while early hours of next morning.
HD: And so these -
KL: The blitz, that were a thirteen hour night, that and I’m talking about the blitz, that went on with continuous bombing, it killed about seven hundred and odd people in Sheffield that, and we had two of them, one on the, one on the Sunday night and one two days previous.
HD: So what was it like coming -
KL: 15th of December the second one, 12th, 13th were the two blitz nights and the one on the 15th. Well what happened is, the Germans, they must have mistaken something in the city for the railway line or something like that, we think it’s the moor, they used to call it the moor, it were a long straight road, weren’t it, and that got really splattered, they did both sides of that, and all the centre of Sheffield on the first, 12th/13th of December 1940: they really clobbered it, the town centre, yeah.
HD: And this was before you went into the RAF.
KL: That was, yeah, yeah. And it was after we’d repaired the holes through the roof from a previous bombing, [laugh] and when we come back a big girder about five foot long had gone through the roof again!
HD: So what was it like coming out of the air raid shelter?
KL: Ahh, [sigh] a relief. The time of the year it was generally foggy or very dark in the morning and that, so it were, and the fires lit everything, the sky, all the clouds were reflecting the fires in there, yeah.
[Other]: And what was the smell like? We’ve talked about the smell before.
KL: You what darling?
HD: The smell.
KL: Oh yeah. I can smell blitz night. If houses is falling down, being knocked down, I can tell, it’s exactly the same smell. There were a peculiar smell about damaged houses, that sort of thing.
HD: A sad couple of nights for Sheffield.
KL: Pardon?
HD: A sad couple of nights for Sheffield.
KL: Yeah, there were three, three, 12th 13th, those two days, and 15th they were bad that. That were when they came and concentrated on Sheffield. Yeah.
HD: So you went into the RAF.
KL: Uhum.
HD: And you went abroad.
KL: Yes.
HD: Then you came back.
KL: Yeah.
HD: And is that when you decided to leave the RAF?
KL: Yeah. No, I think while I were in the RAF I were really wanting to get out, I always wanted to get out, but I’ve realised since I’ve been in the RAF and I’ve got out, that the times that I had in the RAF were fantastic and I wouldn’t have missed them for anything, yeah.
HD: Was that because of your pals?
KL: Because of the life, yeah. Hmm.
HD: And you came out of the RAF in 1945 when the war finished?
KL: Don’t know, got a thing here somewhere. That’s me telegram that I sent.
HD: Oh it was the 6th of February, 1948.
KL: ’48. Yeah.
HD: And what did you do after?
KL: After I came out? Funnily enough I had to finish my apprenticeship, yeah. I forget how many years I did. Something like three years or even more than that.
HD: And that was back in Sheffield.
KL: Before I was called, before I could claim full wages, cause I were an engineer and they were very keen on apprentices doing an apprenticeship, they’re not like apprenticeships that you do now.
HD: And what was life like when you got back?
KL: Yeah. Things had changed. You’d only been away for a number of years, three years, four years, something like that, but things had changed and life were very different. Yeah.
HD: And you and your wife, you were in Sheffield?
KL: I weren’t married then.
HD: You weren’t married?
KL: No.
HD: No. When did you get married?
KL: 1950.
HD: And did you stay in Sheffield?
KL: Yes. Oh, how long was in Sheffield Jane?
[Other]: Oh, till 1957.
KL: And we move from Sheffield to –
[Other]: Bridlington.
KL: Bridlington. And we stayed at Bridlington for twenty six years, yeah.
HD: What did mum’s dad not allow you to do when you came back from the RAF? What didn’t he -
KL: Wouldn’t let us get engaged. Been away too long. [laugh] Teah.
HD: How did you feel?
KL: Upset! [Laugh] Yeah.
HD: So how long did you have to wait?
KL: About three years I think it was.
[Other]: Yeah. Two years.
KL: Pardon?
[Other]: You got married in ’50 and from 1948,
KL: 50, yeah, two years in’t it.
[Other]: But you’d known each other all the time, before they got married, before he went away, you’d known each other, hadn’t you.
KL: Pardon?
[Other]: You’d known each other before you went away.
KL: Yes. I did, yeah.
HD: And were you able to correspond whilst you were away.
KL: To my knowledge we did, yeah: proof here.
[Other]: This has got all the photographs, to mum look, all my love, all my love Ken.
KL: [laugh]
HD: Wonderful. Yes, yes.
KL: I didn’t realise I’d sent so many pictures while I were abroad.
HD: You obviously enjoyed the photography.
KL: And funnily enough I didn’t have a camera, I never had a camera, but I always were made available pictures as a group, but we’ve probably all got the same pictures.
HD: So someone took them and then gave you copies.
KL: Someone took them and everybody got a copy, yeah, all the group, all the flight would get a copy and that sort of thing.
HD: Can you tell me a bit about when you used to fit out the aircraft? What sort of repairs did you have to do?
KL: Well we didn’t deal with any radio or electrical repairs, it was all mechanical that we did. We didn’t do the engines: I did the airframes. There were separate fitters, fitted engines and did, and certain fitters who were radio trained, that sort of thing. So I was airframe fitter, so that’s the mechanical side of the controls, and undercarriage and that sort of thing and ailerons and elevators, that, that would come down to us.
HD: A responsible job.
KL: Oh yeah, yeah, if you push that foot you want it to go that way, if it goes that way you’re in trouble! Yeah. The bloke I used to fly with a lot was Squadron Leader Spencer they called him, it were all right, never had any trouble with him.
HD: So when you look back is there a particular incident that you find amusing, or sad, or something that stands out in your time in the RAF?
KL: Well one, one sad incident was, you used to have to go on guard duty and you used to have to take a loaded rifle on guard duty with you and an incident took place in, on duty, with some blokes and they got killed, so you know, the rifles went off and things like that, whether it was deliberate or not I can’t remember now, but there were that that upset us a bit.
HD: Did that happen frequently?
KL: No. No.
HD: And did you have a chaplain when you were away?
KL: There was one, yeah. I don’t make use of them, I’m a non-believer, but there was one, and they were available to anybody that wanted to have discussions with them.
[Other]: A funny story, was it a prompt dad, your twenty first birthday, what did they try to send you over, from England, a parcel?
KL: Oh yeah! It had a cake in it, I’m trying to think the details, but I can’t. But when I got it, it were like a big muddy! Weren’t it Jane. It had melted, and all, it were, oh dear, yeah, that were, I remember that Jane, I remembered that!
HD: Did you manage to eat some?
KL: I think probably licking is a better -
HD: So where were you on your twenty first?
KL: My mother, I mean she sent, she probably gave her ration up to make the damn thing as well!
HD: So where were you at the time?
KL: Sorry?
HD: Where were you at the time? On your twenty first.
KL: I’m not sure whether I were still in England or were in, I think I were in Malaya at that time.
KL: See, we spent a lot of time in tents in Malaya as well. We lived in tents, probably six of us in a like a bell tent.
HD: Yes, quite rough conditions.
KL: Well they were conditions you had to get used to, yeah. I mean the monsoon season we had, we had a bit of that as well. It gets a bit noisy inside a tent when it’s raining. Well it really rains there, I mean a cup of water is a drop of rain. [cough] Pardon me.
HD: Well thank you very much for giving this interview and for remembering some of your experiences.
KL: I’m pleased to be able to tell you.
HD: Yes, yes, and you’ve got some wonderful photographs to remind you.
KL: Yeah, and I’ll send them to you, if er -
HD: Well thank you again for this interview for all those experiences. Thank you.
KL: Okay. I’m sure there’s a lot I’ve not talked about yet! [Laugh]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Interview with Kenneth Lindley
Creator
An entity primarily responsible for making the resource
Helen Durham
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-06-13
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
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Sound
Identifier
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ALindleyK180613, PLindleyK1801
Conforms To
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Pending review
Format
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00:35:26 audio recording
Language
A language of the resource
eng
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Yorkshire
England--Sheffield
England--Somerset
Malaysia
Singapore
Contributor
An entity responsible for making contributions to the resource
Anne-Marie Watson
Benjamin Turner
Temporal Coverage
Temporal characteristics of the resource.
1940-12
Description
An account of the resource
Kenneth Lindley was born in Hillsborough, Sheffield in 1926. Before joining the RAF Kenneth was an engineer’s apprentice, and often helped the Air Raid Warden by acting as a messenger. He reminisces joining the Air Training Corps as a teenager. When he joined the RAF, he recollects his first training experiences where a lot of marching was involved. His parents did not want him to join the Royal Air Force, due to his father’s experiences in the First World War. Kenneth trained as an aircraft fitter in Weston-Super-Mare. Kenneth remembers his experiences in Malaysia and Singapore and the people he served with. Just before going to Singapore, Kenneth remembers an accident in Weston-Super-Mare, where a Boston aircraft coming in to land and took the top off a bus, which ended up killing several people. While in Singapore, Kenneth remembers Earl Mountbatten’s Dakota aircraft often coming in for a service. Goes back to talking about his experiences in Sheffield and the air raids. Once leaving the RAF, Kenneth goes back to complete his engineering apprenticeship, and then got married. He then moved to Bridlington from Sheffield with his wife and lived there for 26 years. Finishes the interview with some other stories of his time in the RAF and serving abroad. Kenneth remembers being sent a 21st birthday cake in a parcel from his parents that had melted.
Air Raid Precautions
bombing
Boston
C-47
civil defence
ground personnel
home front
love and romance
RAF Weston-super-Mare
shelter
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1939/37203/SFieldPL907804v10038-0001.1.jpg
5b6c342814617f886f822669de95eaab
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Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Field, Peter L and Cynthia G
Peter L Field
P L Field
Cynthia G Field
C G Field
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
2017-09-19
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
Field, PL-CG
Description
An account of the resource
144 items and five photograph albums in sub-collections. The collection concerns Peter L and Cynthia G Field and contains memoirs, correspondence, photographs. Peter Field (b. 1920) served as a wireless operator and Cynthia (b. 1921) served as a WAAF in 2 Group. <br /><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2137">Album One</a> Photographs of various people.<br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2138">Album Two</a> Photographs of people and places, postcards.<br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2141">Album Three</a> Photographs of parents house over the years.<br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2144">Album Four</a> Photographs of family events, places and people.<br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2146">Album Five</a> <span>Photographs of wartime colleagues, Cook's tour aerial photographs of bomb damaged German cities, and family and friends as well as two letters home.</span><br /><br />The collection has been donated to the IBCC Digital Archive by Susan Elizabeth Field and catalogued by Nigel Huckins.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[Royal Air Force crest]
Usual Address.
13/1/40
Dear Granny,
Thank you for your letter, I hope your not having it as cold as we are – I don’t think it can be, as Colne is a lot warmer than here.
Last Saturday I went to Bath & saw the Waterhouses; John is still at M’boro’ & invited me to go to tea in his study there any afternoon. Mary W. had just got married a week before. I spent the evening from tea to 8 o’clock there. On Friday (yesterday) evening I went down to Colne & looked up an old schoolfriend, who used to be in the same form as me, his name is Higgins. They were very nice to me & took me to see ’Confessions of a Nazi Spy’ and had supper there after. Also they invited me to go up to Blotham with them when they go up (about once a month.) [deleted] T [/deleted]
To-morrow I think I shall go to Swindon & see what is
[page break]
there. I have developed a cold again, and no wonder, seeing the temperature is terribly low here, and the wind cuts in like a knife & freezes you in five mins:
I shall come back next Friday about 7.30 pm. if I can get a ‘bus by then. But expect me between 7.30 & 8 pm. I shall have to leave about 8 pm. on Sunday too.
No more news at all, see you on Friday.
Very best love
[underlined] Ian. [/underlined]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Letter from Ian Hay to his grandmother
Description
An account of the resource
Describes going to Bath to see friends and catches up with their news. Goes on to describe meeting an old schoolfriend. Mentions plan to visit Swindon and that he had caught a cold.
Creator
An entity primarily responsible for making the resource
I Hay
Date
A point or period of time associated with an event in the lifecycle of the resource
1940-01-13
Temporal Coverage
Temporal characteristics of the resource.
1940-01-13
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Wiltshire
England--Somerset
England--Bath
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
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
Two page handwritten letter
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription. Under review
Identifier
An unambiguous reference to the resource within a given context
SFieldPL907804v10038
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Tricia Marshall
military living conditions
military service conditions
RAF Yatesbury
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1939/37204/SFieldPL907804v10039-0001.1.jpg
4bd9d0d444c530ddce4cb7f23b7f5849
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1939/37204/SFieldPL907804v10039-0002.1.jpg
2ce4144f238ed56c29a55b182e90d0c7
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1939/37204/SFieldPL907804v10039-0003.1.jpg
b9d10b3d8e87a0304fa2141445ac874e
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
Field, Peter L and Cynthia G
Peter L Field
P L Field
Cynthia G Field
C G Field
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
2017-09-19
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
Field, PL-CG
Description
An account of the resource
144 items and five photograph albums in sub-collections. The collection concerns Peter L and Cynthia G Field and contains memoirs, correspondence, photographs. Peter Field (b. 1920) served as a wireless operator and Cynthia (b. 1921) served as a WAAF in 2 Group. <br /><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2137">Album One</a> Photographs of various people.<br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2138">Album Two</a> Photographs of people and places, postcards.<br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2141">Album Three</a> Photographs of parents house over the years.<br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2144">Album Four</a> Photographs of family events, places and people.<br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2146">Album Five</a> <span>Photographs of wartime colleagues, Cook's tour aerial photographs of bomb damaged German cities, and family and friends as well as two letters home.</span><br /><br />The collection has been donated to the IBCC Digital Archive by Susan Elizabeth Field and catalogued by Nigel Huckins.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[Royal Air Force crest]
906233. A.C.2. Hay. I.
Hut Y.42.
‘A’ Sqdn: 2 Wing,
R.A.F. Yatesbury,
Wilts.
4/3/40
Dear Granny,
So sorry I haven’t written before, but a chain of circumstances seems to have been against me. Anyhow this is what has happened during the week.
Last Tuesday apparently Pine told me the wrong train, because the one that he said connected at Reading, went to Twyford & Henley only, so I took a risk, by getting off at Twyford & cycling hell for leather to Reading. I got behind a lorry which broke the headwind, but I saw the train pass me at the Woodley bridge. But anyhow I got there in time, but I [deleted] C [/deleted] was perspiring all the way to Chippenham. I then cycled back.
The next day I found I had been put back all the way to the beginning of the
[page break]
course, which also necessitated my moving into an ‘A’ Squadron Hut – Y.42, which is my address now, as you saw at the top I expect.
Last Saturday I intended to potter along out on my bicycle, between Colne & Chippenham; but so great was the wind behind me, that I went on, & before I realized it – I was in Bath! So I went to see the Prior’s at St Christophers’, who welcomed me & gave me tea. I also wandered round the place; which hasn’t changed much, except for a few extra trees planted in the grounds.
Feeling too tired to ride against the wind, and all the way up hill; I caught a train back to Chippenham & cycled on again from there and got back at about five to ten. Altogether a very nice day.
On Sunday I had promised to go out with another fellow in this hut. We started after lunch & got to Devizes where we had tea with friends of his. Then he went & played the organ at the Methodist evening service,
[page break]
[Royal Air Force crest]
which he does apparently every Sunday. I blew the organ for him, which was quite hard work during the Hallelujah Chorus’, which he played for a voluntary at the end.
Afterwards we went back to his friends & had supper. Then started back about 9 & got in about 10.
To-day has been lovely again & really quire warm even up here. I do hope it keeps up till Easter.
Incidentally I’ve heard that we get a week at Easter from [inserted] the [/inserted] Thursday, but it may be changed. Also I’m hoping for a short week-end the week before Easter.
No more to say now, except that you must not do too much at Reading, or I’ll tell Auntie Maggie to keep you in bed!
Very best love
[underlined] Ian. [/underlined]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Letter from Ian Hay to his grandmother
Creator
An entity primarily responsible for making the resource
I Hay
Date
A point or period of time associated with an event in the lifecycle of the resource
1940-03-04
Temporal Coverage
Temporal characteristics of the resource.
1940-03-04
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Wiltshire
England--Somerset
England--Bath
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
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
Three page handwritten letter
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription. Under review
Identifier
An unambiguous reference to the resource within a given context
SFieldPL907804v10039
Description
An account of the resource
Writes about a mix up in his travel arrangement and his subsequent journey. Mentions other cycling expeditions in Wiltshire and including a visit to friend in Bath. Comments on weather and that he might get leave at Easter.
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Tricia Marshall
military living conditions
military service conditions
RAF Yatesbury
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2573/44630/BUreILUreILv1.2.pdf
33ef94d4b6b42cee0b9e403dc49f120a
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
Ure, Ivan Lochlyn
I L Ure
Description
An account of the resource
27 items. The collection concerns Ivan Lochlyn Ure (b. 1922, 1323004 Royal Air Force) and contains his memoirs, prisoner of war log, correspondence, documents, and photographs. He flew operations as an air gunner with 10 Squadron before he became a prisoner of war.
The collection was loaned to the IBCC Digital Archive for digitisation by Tim and Heather Wright and catalogued by Barry Hunter.
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-08-15
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.
Identifier
An unambiguous reference to the resource within a given context
Ure, IL
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
... just ... Chapters in a Life .. and some History
Description
An account of the resource
A detailed autobiography by Ivan Ure.
Creator
An entity primarily responsible for making the resource
Ivan Ure
Date
A point or period of time associated with an event in the lifecycle of the resource
1997
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Isle of Wight
Norway
Scotland--Argyllshire
England--Yorkshire
England--Sussex
England--Westbourne (West Sussex)
England--London
England--Hayling Island
England--Evenley
England--Somerset
England--Blackpool
Germany
Germany--Mannheim
Germany--Nuremberg
France
France--Abbeville
France--Paris
Germany--Frankfurt am Main
Poland
Poland--Gdańsk
Lithuania
Lithuania--Šilutė
Lithuania--Klaipėda
Poland--Szczecin
Poland--Białogard
Poland--Pyrzyce (Powiat)
Germany--Lauenburg
Germany--Lüneburg
Germany--Rheine
England--London
Germany--Dresden
Ireland
Ireland--Dublin
Ireland--Cork
Austria
Austria--Vienna
Libya
Libya--Tripoli
Libya--Banghāzī
Egypt
Egypt--Cairo
Egypt--Jīzah
Egypt--Port Said
Kuwait
Bahrain
Iran
Iran--Tehran
Scotland--Oban
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
Polskie Siły Powietrzne
Royal Navy
Wehrmacht
Wehrmacht. Luftwaffe
Royal Australian Air Force
Royal Canadian Air Force
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Format
The file format, physical medium, or dimensions of the resource
140 printed sheets
Identifier
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BUreILUreILv1
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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.
10 Squadron
4 Group
air gunner
Air Gunnery School
aircrew
Anson
anti-aircraft fire
bale out
Blenheim
bomb aimer
Botha
Cheshire, Geoffrey Leonard (1917-1992)
Churchill, Winston (1874-1965)
crewing up
Defiant
ditching
Dominie
Dulag Luft
entertainment
flight engineer
Goldfish Club
ground personnel
Halifax
Hampden
Harris, Arthur Travers (1892-1984)
Hitler, Adolf (1889-1945)
Hurricane
Ju 88
Lancaster
Lysander
Me 109
Me 110
Morse-keyed wireless telegraphy
navigator
Operational Training Unit
perception of bombing war
physical training
pilot
prisoner of war
Proctor
radar
RAF Barrow in Furness
RAF Brize Norton
RAF Cosford
RAF Hendon
RAF Lossiemouth
RAF Madley
RAF Marston Moor
RAF Melbourne
RAF Padgate
RAF Sywell
RAF Uxbridge
RAF Yatesbury
Red Cross
Spitfire
sport
Stalag Luft 1
Stalag Luft 4
Stalag Luft 6
Stirling
the long march
training
Typhoon
Wellington
wireless operator / air gunner
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1365/22897/PThomasAF20010012.1.jpg
04fb333cea142672df5de7118546356e
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Title
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Thomas, Arthur Froude. Album 1
Description
An account of the resource
An album containing 50 pages of photographs of Arthur Froude's family and his pre war career and service as a flight engineer with 90 Squadron. The album also contains family photographs dating from 1900.
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.
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Thomas, AF
Transcribed document
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[Photograph]
T. Wilks, 12 CHEPSTOW ROAD, NEWPORT.
Reginald Henry Thomas. Master Wheelwright & Carpenter. Born Banwell 17th. October 1887. Died Weston-S-Mare General Hospital 1973. Son of Charles Henry & Emily Thomas. Father of Arthur Froude, Alison Mary & Charles Edward Thomas.
Dublin Core
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Title
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Reginald Thomas
Description
An account of the resource
Half length portrait of Arthur Thomas' father, Reginald.
Creator
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J Wilson
Format
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One b/w photograph on an album page
Language
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eng
Type
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Photograph
Identifier
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PThomasAF20010012
Coverage
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Civilian
Spatial Coverage
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Great Britain
England--Somerset
England--Banwell
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.
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David Bloomfield
Angela Gaffney
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Workflow A completed
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/725/10725/ABrandonJP180302.2.mp3
03e83eb935f3c68e6ca7bede2207ffe2
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Title
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Brandon, June Pauline
J P Brandon
Description
An account of the resource
An oral history interview with June Pauline Brandon (b. 1923, 8382 Royal Air Force). She served in the Women's Auxiliary Air Force.
The collection was catalogued by IBCC Digital Archive staff.
Publisher
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IBCC Digital Archive
Date
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2018-03-02
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Brandon, JP
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
JeB: This is an interview, is being carried out for the International Bomber Command Centre. The interviewer is Jennifer Barraclough, the interviewee is Mrs June Brandon. The interview is taking place at Mrs Brandon’s home near Warkworth, Auckland. The date is the 2nd of March 2018. Okay, Mrs Brandon could you tell us, thank you very much for taking part. Could you tell us a little about your early life and how you came to join the Air Force, please.
JuB: As my father was with the Ghurkhas I was born in India, in the Himalayas and we had a wonderful life out there, riding twice a day and father had to go up the North West Frontier at regular intervals, we just wanted to keep the Afghans north of the North West Frontier so they didn’t come down into India, and they took tours of duty. We got leave in England every three years and when I was nine, my, the Gurkhas themselves are only about five foot three. Wonderful, loyal, great fighters, but the Afghans pick off the big ones cause they know they’re the officers. Father was brought back from the Frontier wounded, unfortunately got another bout of malaria and died, so we had to pack up. I was nine, at the ten, time, my brother was seven. And so we packed up, came back to England with mother who was widowed at twenty nine. And I can remember coming up the Suez Canal, I hated the topees, which were cork hats, and mother said to us, “come on you can throw your topee into the sea, you won’t need it again.” And I stood at the rail, threw the topee over and burst into tears and mother said what’s the matter. I had a pet donkey in India, I adored her and we just had a lovely relationship and I said, “I’ll never see my father or my little donkey again.” We came back to England and I was sent to boarding school. It was a school for all permanent officers’ daughters in Bath. I loved it there, they were great people and when the war started, the Navy, because we were on a hill above Bath, took over the school because they wanted to signal ships in the Atlantic. So we were moved to a beautiful country house where they built classrooms. We used to sit on the stairs and have lectures with ancestral portraits peering down at us. We had science lessons in the stables and art lessons in the Orangery. And I was, took school certificate there and I left school at seventeen. I looked around for what I should do and thought of nursing, but it looked like too many bedpans, [chuckle] so we weren’t allowed to join the Air Force till we were eighteen, so I put my age up a year, went up to London with mother who had some business to do, and whilst she went, I went along to Kingsway House and enlisted. They asked me for my birth certificate and I said, “oh I was born in India.” She didn’t seem to know. Father would obviously have registered me at Somerset House, so I got away with it. [Laughter] Well the next thing I know I’m on the train with a crowd of girls and the Germans didn’t bomb, this was after Dunkirk. They didn’t bomb Morecombe or Blackpool cause they thought they’d be there themselves in a few weeks. So first of all it was Morecombe and this endless marching up and down for drill. I found the shoes awful, I think they had slabs of concrete on the bottom, and I got chilblains. It was very, very cold. Well one morning the sergeant said to us tomorrow morning put on your overshoes. These were a kind of a galosh thing that came up to your ankles and did up with two buttons. So that morning I was doing great, I was marker cause I was the tallest, and at the end of the parade the sergeant said now take off your shoe, your moccasins, for inspection. I took them off, and everybody burst out laughing! I was standing in the middle of the Morecombe parade with a pair of red moccasins on. The officer looked at me, she couldn’t charge me with not being dressed on parade cause I had been. She just shook her head and walked away. [Laughter] The next thing I knew, I was posted to the Photographic School because I told them I had played with photography at home. And it was a six month course, and we started, it was lovely because you suddenly realised the class system had gone. In the desk next to me was Rachael Tennyson, Lord Tennyson’s granddaughter. Next, the other side was little girl that had worked in a chemists shop. We were all in it together, didn’t matter what our background was. We started off with the properties of light, then we went on to different lenses on cameras. We had an exam every two weeks, if you failed an exam [whistle sound] you were off. They couldn’t waste time on you. There were eighteen of us, our only trouble was we were billeted in Blackpool and there were bed bugs in our. Some people were moved three times, luckily I was only moved once. Some of the landladies were lovely, others were awful. Well, we got through the course, and they decided we must have a passing out parade. Well there was wide driveway with a wall down one side and suddenly the officers decided they had to be elevated to take the salute so they got on top of the wall. I was glad I was marker and they couldn’t see me grinning cause we did eyes right to five pairs of black polished shoes, [interference] we couldn’t see anything else. Well after two weeks leave I was put on camera guns [/interference] and these would, guns, synchronised with the real guns and they took a photograph of anything the Spitfires would shoot at. I was sent up to Newcastle to a fighter station. And there was only one other photographer, a corporal, he was a lazy thing. So my job was, I was given a bicycle with yellow and black stripes, given a satchel with the magazines and I had to cycle round all the operative Spitfires and test the cameras every morning. Well, I was always very careful going across the end of the runway if they were using that runway cause the Spitfires used to come in very low and very fast and I realised they weren’t going to stop for me! So I got up to the squadron and a sergeant came out and said, “what are you here for?” and I said I have come to test the cameras. And the whole lot of them burst into laughter. They’ve sent a girl! They were slapping their knees and dancing about and I thought what a greeting! So I grabbed a wheel chock; they were big triangular shapes of wood, with a rope through them and they put them in front of the Spitfire wheels so they didn’t move. Now the Spitfire wing is quite high and I had to look down. So I gathered the chock, took it to the port wing between the canon and the fuselage, took a screwdriver out of my pocket, undid a little panel in the wing, checked that there was, and then I said to one of them, the mechanic, could you jump into the cockpit and just give a quick burst to the camera only button. So, being a bit surprised, he did that. Then I took the magazine out to make sure there was enough film, put it all back together [interference] again and went to the next aeroplane. Then I had to sign a Form 700 [/interference] which was everything was checked, every morning and I had to sign for the camera gun. Well, there was a bit of fighting up there and several times the Spitfires went out and I got a call one day: “One of the pilots is sure he hit something, come out and get the magazine.” I cycled out there, I couldn’t believe it. There they were, with the film like this, looking at it and I said you’ve just ruined the film, you’ve put it to the light. They wouldn’t believe me! So I said come with me back to the dark room and I’ll show you. And I wound it on a big frame and developed the film for them. And they saw it was black, cover to cover. I was surprised pilots didn’t know about that. Anyway, a little later on I got a terrible pain in my stomach and the sergeant was roaring at me to get out of bed and get going. And I said I just can’t move. A friend of mine came over, realised I had a temperature and went and got one of the medical staff: acute appendicitis. So I was put on a stretcher, loaded into an ambulance. They couldn’t find mother because she was driving an ambulance in London. And I was taken down to the hospital, bumping over the tram lines, which was extremely [emphasis] painful. We get to the hospital and the nurse that came with me was carsick, so in the middle of an air raid with all ack acks going off, she was taken in as the casualty leaving me lying outside. They at last realised they’d got the wrong people, came with a stretcher on a trolley, put me on it. As we were going in to the hospital I said to the orderlies, don’t hurry the pain’s gone. They immediately started to run, my appendix had burst. No penicillin in those days, I didn’t realise how sick I was till I came to and found mother sitting beside my bed, she’d come all the way up from London. Well, I recovered and got, all told, four weeks sick leave. It was beautiful. I went to some friends of ours in the country. They were so kind to me, and this beautiful countryside, and you could forget the war. Well, when I was told I was fit enough, I was sent to RAF station Benson. Now we only [emphasis] took photographs, that was the sole purpose of the place. There were two cameras loaded behind the Spitfire cockpits and we had some um, Mustangs, not Mustangs, it’ll come to me. They were all painted blue and, making it hard to see against the sky. And the cameras were placed so that there was always an overlap this way, cause they didn’t turn over fast enough and this camera overlapped that way so if there was a damaged negative you could make it up with the other two. They were lovely girls there and we had a common room and the men had a common room. We used to have to change the chemicals at regular intervals so they gave us - because the hypo rotted our shoes - they gave us clogs. They are the most uncomfortable thing I’ve ever worn. And we used to clatter about sounding like horses on a hollow bridge. Because you had to change the chemicals by buckets. You had to fill the bucket and go up the thing and change the, in these big machines we had. And I was always the one in the dark room. I don’t know why. You went through double doors into the dark room and there was a red pan light. You had a spool here with the film on it to be developed and it was threaded through the machine as just a spare piece of film, so you’d cut the film like this with a razor, pull out a piece of red tape, which always amused me, press it down and fold it over and cut it again with a razor blade, then you’d turn the machine on. And there were these rods that went down into the chemicals, and you slowly lowered them, there were two for water to get the film really wet, then it went into the developer. There were six, this was all in the dark, then there were two of water and two of neutraliser and then the film went through a little rubber letterbox, and was finished in the open. There were three of us in a crew working these machines. The one in the middle saw that everything was developing correctly and washing correctly. There was a viewing chamber as it went up onto the dryer, which was long fluorescent lighting with warm air being blown through it and it would go round this and someone at the end would see that it spooled up properly. Then it went through to the printers which had similar machines, but just printing, only. When that was finished all the films were bundled up and sent over to Intelligence for a quick look at what we’d got. It was nearly awaysl of bombing raids to see the damage we’d done or not done. Then it was sent to Medmenham, which was the Central Intelligence Unit, for final analysis. We used to have in the hall a huge what we called the Sortie Board, which listed the sortie number and its ETA so that we had an idea and when it arrived it was put down as arrived, when it went into the developing, when it went into the printing and when it was finished was all noted down. The sadness comes if someone came down and drew a line right through it. Plane was missing. Sometimes they landed at another airfield, sometimes: the inevitable. I always admired those pilots because they had to fly with no guns because the cameras were so heavy. They had to get to the target, fly up and down, taking photos, then scoot for home, and they knew that the Germans gave their pilots a bonus if they shot down a reconnaissance plane. We used to get a lot of requests for shipping movements, troop movements, where things were. We found in one stage the Tirpitz in a Norwegian Fjord and they got her when she came out. We also found the Bismark, took photographs of the Scharnhorst and Gneisenau that were bombed. And all together it was an extremely interesting but stressful job because you couldn’t make mistakes. The girls were lovely, I never had any argument, none of us did, and when there was no flying we’d all sit in the common room and do beautiful needlework or knitting or something. We were in a separate hut, the photographers. Well, one night the sirens went and it was freezing, I was a corporal then, and I said to the girls, do you want to go down the shelter, which was what we were meant to do. No. So I said stay here, these shelters were very nice concrete but there’s steps going down and water run down and when you got to the shelter you were sitting ankle deep in ice cold water! So we stayed where we were, suddenly after a lot of running round in the thing, the door burst open and a sergeant covered in mud started to curse us. “Who’s in charge here?” And I said me. “You’re on a charge for disobeying an order!” Cause they’d opened up the shelter and found nothing. So next morning I was in front of the CO, so he said to me – after the usual charging - why didn’t you go down there, and I said I had a feeling. So he caught on and put it down to women’s intuition. Actually, my only feeling was it was too damn cold” So I got off. [Laugh] So, well I was there for about four years I think it was, and then I was sent to Medmenham. That was all enlargement work and specialised work, but there were no aeroplanes, I really didn’t enjoy it. So I got a commission and I was sent to the usual training. By this time the Americans were in the thing and you know what we thought of them. You’ve heard the saying [chuckles] and I was disgusted when were sent on a talk to learn how to public speak, and the Americans just took us as, for popsies that they could pick up! Me and my friend were asked were we staying the night? We said certainly not, we’re going back to camp. They turned their back on us and went and talked to the others because we weren’t going to sleep with the devils! So that was fine. And then, I can’t remember why, I was on Windermere station and a train came in, doors flew open, this was near the end of the war, and a troop of soldiers jumped out carrying rifles and they lined up all the way down to outside the gate where there was a staff car. Two more carriages opened and two officers jumped out with their hand guns in their hand. Next thing you know the middle door opens, Rundstedt walked out. We’d captured him. He looked magnificent [emphasis] with that red general stripe down his trousers. I noticed that her wore the Iron Cross, but no [emphasis] swastikas. They put him on an island in the middle of Windermere Lake, as a prisoner. I can’t remember what happened to him in the trials afterwards. Well. Can we stop this? During the bombing, when I was in London, you think it was never, ever going to stop, just noise, noise, noise and you didn’t know what was going to happen. I used, if possible, to curl myself into a ball and recite poetry which I loved. I was always terrified of getting an arm or leg blown off and they’d feel sorry for me. Usually the bombers went home about three o’clock in the morning. And then we had the start of the doodlebugs. I was at home one day on forty eight hour leave in mother’s flat in London and the sirens had gone nine times. You forgot whether it was all clear or what, and mother always used to go into the hall of the flat cause there were no glass. I had a very interesting radio programme on – National Velvet about a horse. And she was shouting at me to come and a doodlebug went past the window. We were only on the fourth floor. There was a bit of a silence and then a great big explosion and mother said come on, we’d better go and see if we can help. We went round to a little square that was near us, all built by people that had escaped the French Revolution and it was all built in that lovely French style. The doodlebug had gone straight through one block house right down into the cellar. The house was completely gone, but standing on a landing on the top, with absolutely nothing underneath her, was a woman screaming her head off. Luckily the firemen came along with a long ladder and rescued her. And then we had the V2s coming and it was very, very difficult to find where they were coming from. And we kept taking photographs round Holland and round the coast and finally one of the intelligence girls found it at Peenemunde and she got the MBE for that, and we bombed that, which stopped quite a lot of the V2s. And then the war did end.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Interview with June Pauline Brandon
Creator
An entity primarily responsible for making the resource
Jennifer Barraclough
Publisher
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IBCC Digital Archive
Date
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2018-03-02
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
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Sound
Identifier
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ABrandonJP180302
Format
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00:30:18 audio recording
Language
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eng
Coverage
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Royal Air Force
Description
An account of the resource
June Brandon was born in India, returning to England when her father died. She joined the WAAF and went into the Photographic Section, loading cameras on Spitfires then carrying out development of the films. She served at several RAF stations, telling stories of conditions in various places as well as experiences she had in service and on leave.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Pakistan
England--Bath
England--Buckinghamshire
England--Lancashire
England--London
England--Oxfordshire
Pakistan--Khyber Pakhtunkhwa
England--Somerset
Contributor
An entity responsible for making contributions to the resource
Anne-Marie Watson
Bismarck
bombing
ground personnel
RAF Benson
RAF Medmenham
Spitfire
V-1
V-2
V-weapon
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/917/11159/PLambertRW1801.1.jpg
50acb4821fe24c967c2fcc3a49e4e7f9
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/917/11159/ALambertRW180820.2.mp3
7d38449922f636d635cac0250fdd78b3
Dublin Core
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Title
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Lambert, Richard William
R W Lambert
Description
An account of the resource
An oral history interview with Flight Lieutenant Richard Lambert (b. 1925, 1850934 Royal Air Force). He served as a flight engineer with 101 and 15 Squadrons.
The collection was catalogued by IBCC Digital Archive staff.
Publisher
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IBCC Digital Archive
Date
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2018-08-20
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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Lambert, RW
Transcribed audio recording
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Transcription
Text transcribed from audio recording or document
RL: Ok. This interview is being carried out for the International Bomber Command Centre. The interviewee is Mr Richard Lambert. The interviewer is Jennifer Barraclough. The date is the 20th of August 2018 and it’s taking place at Mr Lambert’s home near Auckland in New Zealand. Ok, Mr Lambert.
JB: Right.
RL: Thank you very much for —
JB: Ok.
RL: Taking part. Could you tell us a little about your early life and how you came to join up?
JB: I couldn’t wait to join up and at that time the recruiting age was seventeen and a quarter whereas in the Fleet Air Arm it was seventeen and a half so had to go to the seventeen and a quarter. On that day I cycled in to Guildford in Surrey to, to volunteer and the office was closed. Here we are with a war on, and a volunteer and they’re closed. Anyway, I went, went back on the Monday and volunteered. That was at seventeen and a quarter and a couple of days. So I always wanted to join the Air Force anyway, and so there was a scheme. PNB. Pilot, navigator or bomb aimer. And the initial part of that training was that you would be, you were all about the same intelligence but you’d be graded at a Tiger Moth flying school which was one of the three things you could be, a pilot, navigator, bomb aimer. So if you went solo the chances of getting a pilot’s job were enhanced. If you didn’t obviously they sent you off to Canada to be a navigator or whatever. So that was ok. But then the work for D-Day was well on the way even in 1943. And so, yes having volunteered the first thing we’d do of course is sit around and do nothing because the training was already catching up with surplus to requirements virtually. So we reported to Lord’s Cricket Ground to be uniformed and pick up all your gear and so on. Then off to the first course, the ITW which was in a place called Cannock Chase in, in the Midlands. And that was a six months course but basically having read about it since then it was just a time filling exercise because we went, after six months we went up to Scotland for an ITW, Initial Training Wing which was part of the normal training. So we lost six months already. So down to the Grading School on Tiger Moths. Then around about that time well we went down to London. No. That’s not true. We went to London for regrading and they, they had V-1s and V-2 bombs dropping on us. Dropping on us from Regent’s Park. Anyway, after all of that I was once again declared redundant and we were in London. We did aptitude tests and I became a trainee flight engineer. And then that went to the Technical Training Schools in Locking and St Athan’s. Big places. All part of the 1933 expansion and yeah so I became a flight engineer in those, in those days you didn’t do any flying at all. You just did technical work. So then of course once more I was redundant and I became a ground engineer. Flight mechanic’s course at Cosford. Cosford was the holding place for the returned prisoners of war so they became, they had priority to go in to Cosford. Cosford’s accommodation. And we were shipped to Hereford. And then we were redundant once more. We went up to Lossiemouth of all places. And then from Lossiemouth they started a new scheme for people that could sign on for a three year engagement for just three years and a bounty. Anyway, I was lucky at Lossiemouth. I found favour with the group captain even though I was just a scruffy redundant flight engineer and he got me on the next course to, back to St Athans. So that was about 1947 or something like that. And finally I went to Lindholme which was a Bomber Command base and finished my training as a flight engineer. And then I went to, all the bomber bases in those days were commanded by ex-prisoners of war. The squadron I went on was 617, not that you would recognise it as 617 with a Squadron Leader Brodie who had been a prisoner of war. And of course some of the pilots were flight, were chaps who’d decided to stay on and they became, Peter [Dunstall] was an escapee from Colditz. Although I don’t think he’d escaped from there but anyway Peter was in charge of 101 Squadron which during the war was a radio counter measures squadron, and I believe the shot down rate for that was higher than the rest of the, of Bomber Command. Anyway, I soldiered on in Bomber Command for a little bit longer and then they started, by then it was, the war was off and but they, the Cold War was winding up. We were still flying Lancasters and Lincolns, Lincoln and, but they started pilot recruiting. So this is what I really wanted to do in 1943. So after various aptitude tests in North Weald I went on a pilot’s course and finally became a pilot and rejoined. I could have gone anywhere after that course. I could have, I didn’t have to get back to Bomber Command but I thought well I’ve done all this time with Bomber Command I’d go back because I was familiar with it. So I went to a place called Hemswell and stayed there for quite a long time, 97 Squadron which was a Rhodesian squadron. And then I did some, did some flying for the Dambuster film which, which was fun. And then, then I was grounded. I had a bit of trouble with my ears so became a station adjutant at a place called Tern Hill in Shropshire, and I stayed there two or three years. And then what did I do? What happened then? I can’t think. Oh, I went down to Thorney Island as a, I did a jet conversion course on Vampires and Meteors training navigators and that was a pleasant stay because I had a house further along the coast in a place called Rustington and so I was, I was living at home, commuting to work, it was all very pleasant. So I was there for a couple of years and then I became a bit disillusioned with, I had passed all my promotion exams but the chances of getting a squadron was a bit remote and so I, I resigned and I was going, I had some property to build in a boatyard but the government changed and the money was not available and so on and so on. So I then went down, I had a contact with a chap who had an executive aeroplane and I went to, went to see him and he said, ‘Oh, that’s alright. Come and see me.’ So I flew. I was initially going to say, ‘I’ll fly for you for nothing,’ because I just needed the experience. Not the experience. The time. So, I then worked in [pause] doing executive work and then living at my, I just carried on living at home which was all very pleasant. So I was just like an airborne chauffeur which after a while I didn’t really want to do so I joined British United Airways. And then I stayed with them for eight years, something like that flying various aeroplanes until we, it became jet conversion on BAC 111s. Then my first wife got ill, but she had relatives out here so I thought it would be a good place for her to be. So we came out here and I joined, luckily Air New Zealand. So I was a ground instructor with Air New Zealand. Stayed with them for quite a few years and then retired. And that was me more or less.
RL: Fine. Thanks. That’s really interesting. Thank you.
JB: It’s a tale of perseverance to become a pilot and enjoying the piloting. It was fun working for this, as an executive pilot had its fun sides but my wife was ill, and it was all sort of a bit all downhill for us then. But anyway, there we go.
RL: Thank you.
JB: Oh I could tell you something about —
RL: Yes.
JB: Around Scampton was obviously, it was Bomber Command, but Scampton and Lincolnshire was Bomber Command. Apart from Yorkshire. But there was, there was a pub just down the hill called the Dambusters. And that’s where we did the flying for the Dambusters. They resuscitated four Lancasters. Three of them they put dummy bombs on so they could take them on, take them off which showed some close up pictures of the bomb which was in plywood. And yeah, I can’t remember then when that was but rationing was still on in England and they had, for the film unit they had a mobile caravan canteen. And so rationing as I say was still on and so we ate with the, with the film people. I can remember big T-bone steaks and stuff like that which was fun. And we did all the all the crowd scenes. They used RAF people to do the crowd scenes and the Lancasters were flown by me and four other blokes, and Richard Todd would come on. He would, he would go on the leader, the flight commander’s aeroplane and I went with, it was supposed to be Micky Martin, the Australian flight commander. So that was, we took off on the grass airfield which was at Kirton Lindsey which, Scampton at the time of the war didn’t have any runways. So they took off in a three and they ran at that two or three times to make it look more than it actually was. And then we did the routine flying which was identical to the 617 Squadron briefings, and the same accommodation. Same airfield except they had runways which we were at Kirton Lindsey for no runways. And yeah, we flew late afternoon or early evening over all the reservoirs that they could find and Derwentwater was the main one of course. And yes, so finally of course the film is repeated over and over again. It’s been on, it’s been on the Chaser. You know, which aeroplane of Bomber Command which of course it was a fantastic exercise to do and successful but of course they lost a lot of chaps. Yeah. And they lost the reminder on a raid on the Kiel Canal I think soon after that. And they lost the chaps on the way back across the North Sea. So having survived the Dambuster raid they were shot down. Terrible time and I have found since then of course that all the things I volunteered for as a young person were absolutely suicide jobs. In desperation when I was on the ground I volunteered as a parachute instructor. So I went to Ringway and jumped out of a, out of a barrage balloon and that sort of thing. But one of the chaps on the course got spinal meningitis so we were all quarantined and then I was sent back to Lossiemouth. Yeah. It’s crazy what you do. What else can we say?
[recording paused]
RL: Ok.
JB: One of the Bomber Command exercises that we did which again was good fun was again to go out to Egypt. Their detachments were called Sunray and the idea was to fly out through Castel Benito and into the Canal Zone and we’d stay there for a month. So we’d do bombing and gunnery exercises. It was just like a camp that they used to have before the war. So we’d stay there for a month and fly home again. On the way back once, Peter Tunstall who’d just been released from prisoner of war camp and so on got in to trouble with the storm clouds in the south of France. And of course he went so high he didn’t check that the, an airmen that, we were carrying passengers home subsequently died because he was ill. They landed at Tangmere but it was a bit late then. That was one of the exercises. And then of course the film thing. That was, that was pretty good. Yeah. I can’t get over the fact that we were still flying wartime aeroplanes that were long gone. Although the V-force aeroplanes were just coming in. Valiants and so on. Fran, has just, this is going to be edited I guess. Fran just mentioned that.
Other: [unclear]
RL: The, there was, well one of the biggest things that influenced my life in the Air Force was I was so lucky. I was overpaid on a pay parade. This was when I was on Lossiemouth. Over paid ten pounds or something like that and at the time I didn’t realise it but after lunch I went back to my room and realised I’d got ten pounds more than I should have. Lossiemouth was a long way from home and I thought now, I could go home, see my mother with this extra money. Buy a ticket and so on. But common sense said go and report it. So I went around to the accounts office and said, ‘I think I was overpaid,’ and the, the accountant was so pleased to see me because he was responsible for the ten pounds. He would have had to find ten pounds. Anyway, he came and said, ‘Thank you very much.’ And they said, ‘Just a minute,’ and I was taken in to the group captain. And this is, I was working outside at the time on aeroplanes so I was pretty scruffy I guess. Anyway, we talked together and he then said, ‘Is there anything I can do for you?’ I said, ‘Well, I’ve just signed on for three years but I’m not doing a refresher course.’ And so he obviously, he didn’t promise anything but a few days later I was on the refresher course at St Athans that I mentioned earlier. So that was, if I hadn’t been there I would have done the three years on the ground and never flown. But then I did, and of course I got a civilian licence when I left the Air Force so that was lucky. Yeah. So there was something else I was going to mention.
[recording paused]
RL: Go again.
JB: Yeah. I said, I mentioned about volunteering for things. These chaps in in Bomber Command there was a Flare Force. That’s right. I remember. Bomber Command had closed down after the end of the war and the Pathfinders and all those top class people were just let go. And they suddenly realised that Russia was getting nasty and that they needed what they subsequently called the Flare Force and a lot of people might not have heard of that. So we went from the Pathfinders to Flare Force and the squadrons were 97, 101, two Mosquito squadrons 103 and 197. I think that was it. So, and then we just did exercises. People get killed on exercises. Mosquitoes crashed once or twice. Yeah. And of course, most of the people, most of the people became instructors and or either left, and left the Air Force. But it was hard times in those days. If you came out of the Air Force the chance of getting a job was a bit remote. And if you weren’t selected for a commission or, I was, again I was lucky. I was junior chap on the squadron and I always liked to fly the communication aeroplanes which might have been an Anson or an Oxford or something. So I would go and volunteer to get checked out on that aeroplane. So on, on 15 Squadron which was flying B29s we had some, they called them Washingtons. They thought I was going, it would be a good sort of Joe job, ‘Give it to Dick. He’ll do it.’ Anyway, the phone went and it was this group captain who was Gus Walker who’d had his arm blown off during the war. Gus Walker wanted to fly so I, I could fly the Oxfords and he wanted to fly so, and he was a major winner of some golf. One armed golfing champion. Gus Walker. Anyway, I said I’m going to go to with the group captain with his one arm and I’d operate the throttles and generally keep a look out. So that was quite pleasant. So, it was good to have lots of Brownie points when you’re doing that. When you’re a junior and so on. So that was, that again was lucky. And then as I say with my ten pound win that was a good introduction to the group captain and so on. Yeah. I can’t think of any other Brownie points that I achieved at the time. You need Brownie points. Yeah. What do I say then? Bill French was my wireless operator who was, I think he’s anglo-Indian. I’m not sure. But anyway he was Indian of some kind. A jolly good wireless operator. So we’d operate doing that. I kept in touch with the crew initially but they all seemed to die very young. My navigator Roddy Williams, he died ages ago. And a chap called Coffe. C O F F E. Coffe or something like that and he was a a navigator. And my crew, I went to be a station adjutant but my crew went to, out to Christmas Island to do the initial bombing with the atomic bomb for the RAF. Yeah. That was, but I missed that. Yeah. I did do a very hush hush photographic exercise in, over turkey which is I don’t know what that was about. Anyway, there you go.
RL: Ok. Thank you very much.
JB: Ok.
RL: That was great.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Interview with Richard William Lambert
Creator
An entity primarily responsible for making the resource
Jennifer Barraclough
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
2018-08-20
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.
Type
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Sound
Identifier
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ALambertRW180820, PLambertRW1801
Format
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00:21:41 audio recording
Language
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eng
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Herefordshire
England--Lincolnshire
England--Shropshire
England--Somerset
England--Staffordshire
England--Sussex
England--Yorkshire
Scotland--Moray
Wales--Vale of Glamorgan
Description
An account of the resource
In 1943, when Richard was 17 and a half, he cycled into Guildford to sign up to volunteer for the Royal Air Force. He reported to Lords cricket ground to collect his uniform and gear and then went for training at RAF Hednesford for a six-month course. After that he went to the initial training wing in Scotland on Tiger Moths. He became redundant, but then went to technical training schools in RAF Locking and RAF St Athans and became a flight engineer. After becoming redundant for a second time he became a ground engineer, doing a course at RAF Cosford, before going to RAF Hereford and then RAF Lossiemouth where he signed on for a three-year engagement. Richard was posted to RAF Lindholme and became a flight engineer with 617 Squadron. After various aptitude tests and a pilot course he finally became a pilot and went to RAF Hemswell with 97 Squadron. He then stayed in RAF Ternhill, Shropshire for two or three years before going to RAF Thorney Island for a jet conversion course. After leaving the RAF he joined British United Airways, staying for about eight years. When his first wife became ill, he joined Air New Zealand as a ground instructor before retiring. Richard was involved in the making of the Dambuster film.
Contributor
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Sue Smith
Julie Williams
Conforms To
An established standard to which the described resource conforms.
Pending review
Pending revision of OH transcription
101 Squadron
15 Squadron
617 Squadron
97 Squadron
aircrew
entertainment
flight engineer
ground crew
Initial Training Wing
pilot
RAF Cosford
RAF Credenhill
RAF Hednesford
RAF Hemswell
RAF Kirton in Lindsey
RAF Lindholme
RAF Locking
RAF Lossiemouth
RAF Scampton
RAF St Athan
RAF Ternhill
RAF Thorney Island
Tiger Moth
training
-
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Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Cahir, Francis Shamus
Francis Shamus Cahir
Jim Cahir
Francis S Cahir
Francis Cahir
F S Cahir
F Cahir
J Cahir
Description
An account of the resource
44 items. An oral history interview with Francis Shamus "Jim" Cahir (419441 Royal Australian Air Force), letters, documents, photographs and a sub collection.
He flew operations as a mid upper gunner with 466 Squadron. His aircraft was shot down and he became a prisoner of war.
The collection has been donated to the IBCC Digital Archive by Jim Cahir and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-06-09
2016-06-08
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Cahir, FS
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
F/sgT CAHIR. FS.
AUS419441
Kodak House
Kingsway
London.
NOV 28th. 43
Letter No 20.
Dear Mum Paddy & Vincent
Over the pass [sic] couple of days mail has just been rolling in, I think I have received [deleted] [indecipherable word] [/deleted] at least a dozen letters, three being from you. Your letters are dated Aug 24th, Sept 27th & Oct 5th they are numbered 14 – 18 – 19. I am yet to receive 13 – 15 – 16 – 17 no doubt they will turn up sometime.
My other mail [deleted] is [/deleted] [inserted] was [/inserted] from Mary, Irene, Leo McGrath, John Donnigan, Dorothy Lambert, Paddy, a Miss Henry at Haughton’s (she’s about 40 so don’t get frightened), two girls from Robertson & Mullens, one from a young lady I met in New Plymouth N.Z, two from Mullumbimby and a very interesting Bullitin [sic] from Kathlyn. The Airmail from Mullum took 17 days to arrive, it cost 2/1 & came via [indecipherable word], so if you want to tell me something urgently the 2/1 Airmail is the thing, the 4d Airmail is useless. How is Airmail from here arriving home? let me know how long it takes.
Sorry to read in one of your letters that Mary Jones’ leg may be a bit shorter than the other, still as you say there may not be anything wrong at all, and if there is it can proably [sic] be soon rectified
You did not enclose Jim Brophy’s address, still I
[page break]
[underlined] 2 [/underlined]
don't need it to write to him over here, as you already know no doubt he has spent a couple of days with Uncle Shamus at Bath just before I arrived
So you got the letters I posted in New York, there were all kinds of rumors [sic] going around about the posting of mail and the general belief was the censorship was so hard that letters would be lucky to get home. I don’t think you mention anything about receiving a letter I posted in Colon about Aug 1st it was only a one page letter, did you receive it? Sorry about the cushion covers I had completely forgotten them until you mentioned them in your letters I think they are in the bottom of my bag somewhere, I must have a look & send them on to you. (sometime)
Regarding E.A McDonald the cricketer, I am sure he was killed in a motor accident just before the War began, anyhow I will check up with the Boys when they come in. Up till date one parcel has arrived I sent you an airgrath [sic] about it so I won’t go into details over it in this letter. The Y.C.W. paper arrived safely also Clarion, they make very interesting reading, fancy being approached for an article for the Y.C.W. paper! why it might mean the start of a journalistic career (I don’t think) I will be glad to write a short (I repeat [underlined] short [/underlined]) note for the paper in the near future, at the moment I can’t even cope with mail. I feel rotten when I receive letter after letter from Mary & a couple of others and know that I haven’t written half the number to them that I should have, still I suppose you can’t do the impossible at the moment it’s a matter of scribbling off as many answers to letters as you can and hoping next mail is spread over a period of weeks so that you can catch up a bit, at present I owe 22 letters wouldn’t it!
[page break]
[underlined] 3 [/underlined]
This week news is not very plentiful. The weather has not been too good, there has not been very much rain but mists have been bad which is just as bad if not worst [sic] than rain. A few mornings we have had very severe frosts & light snow storm.
I had a letter from Bill Cashman yesterday he is still in this country and looks as if he might be here for a while yet, he seems to be getting plenty of leave so I don’t suppose he will care when he is moved.
Last night I went to the Pictures to see “All the more the Merrier” it was a good show and I had a good laugh over it. Last night was the first time I have been out of camp for ages. Thursday night I was able to see the end of E.N.S.A. Concert, I was engaged for the best part of the night consequently did not see the beginning. The couple items that I saw at the end of the programme were excellent and I think I must have missed a real good concert.
The dances are still running, I am becoming quite a maniac on dances now, I go to more dances over here in a fortnight than I did in a month back home, still if you don’t go out it’s a case of sitting in the Mess trying to sink beers, an impossible task I assure you.
A couple of days ago we got an issue from the Australian Comforts Fund of a pair of socks, a heavy rolled necked Pull-over, a short sleeve jumper, & a couple of flannels, the last mentioned article was of no use to me so I left them for somebody else. at the moment I am still wearing my summer underwear I still can’t get use to long underwear which I have stacks of.
[page break]
[underlined] 4 [/underlined]
This morning when I got up for Mass at 7.45 it was pitch black, it seems funny going to Mass in the darkness. Quite a number attend Mass, no doubt there should be more, still that is their own look out.
There is no permanent chapel on the station, Mass is said on a make-shift alter in the Canteen.
I think I told you about our proposed Football match last week, well it did not come off. The weather was so bad that it kept the Lancasters on the ground consequently the players could not come. We finished up by playing a scratch match ourselves, the result being I am just getting over the effects of it now.
As I sit here writing this letter the rest of the crew are lounging around; the Engineer & the Rear Gunner are playing cards, some form of patience that they turn into a money making concern, its cost me a few bob so I have sworn off it for a while. The navigator is writing to some girl (I think) as he keeps asking how do you spell this – how do you spell that? “Pat the skipper” is reading the paper and at times breaks forth into the French language to tell us what he thinks of Hitler. Ralph the Bomb Aimer is snoring his head off on his bed, while Bruce the W. op is proably [sic] sinking pots in the Officers’ Mess if the truth was known.
This week I took a few snaps of the crew, I sent them into Beverley to be developed, they ought to be ready in about a weeks time; if they are any good I will send you a couple home.
Well Mum that seems to be the news at the moment so I will close down. How are you all at home? all in the best of health I hope. I would not be a bit surprised to learn Paddy had a couple of tapes up. Don’t worry over me! I am in the best of health & enjoying life to the utmost Your loving son brother Jim
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 Mrs Cahir from Jim Cahir
Description
An account of the resource
Letter from Flight Sergeant Jim Cahir to his mother and brothers. He writes about the mail he has received from friends and family and how long it took to arrive, that he received various newspapers, about the weather, his social activities, describing what his crew are doing and attending Mass on camp.
Creator
An entity primarily responsible for making the resource
Jim Cahir
Date
A point or period of time associated with an event in the lifecycle of the resource
1943-11-28
Format
The file format, physical medium, or dimensions of the resource
Four handwritten sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
ECahirFSCahirM-P-V431128-0001, ECahirFSCahirM-P-V431128-0002, ECahirFSCahirM-P-V431128-0003, ECahirFSCahirM-P-V431128-0004
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Australian Air Force
Civilian
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Bath
England--Beverley
England--Somerset
England--Yorkshire
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1943-11-28
air gunner
aircrew
bomb aimer
entertainment
flight engineer
Lancaster
mess
navigator
pilot
wireless operator
-
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Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Cahir, Francis Shamus
Francis Shamus Cahir
Jim Cahir
Francis S Cahir
Francis Cahir
F S Cahir
F Cahir
J Cahir
Description
An account of the resource
44 items. An oral history interview with Francis Shamus "Jim" Cahir (419441 Royal Australian Air Force), letters, documents, photographs and a sub collection.
He flew operations as a mid upper gunner with 466 Squadron. His aircraft was shot down and he became a prisoner of war.
The collection has been donated to the IBCC Digital Archive by Jim Cahir and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-06-09
2016-06-08
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Cahir, FS
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
F/sgT CAHIR. FS.
AUS419441
Kodak House
Kingsway
London.
Dec 19th. 43.
Dear Mum Paddy & Vincent.
Well here it is within a week to Christmas, how I would like to be home for this part of the year, still please God next Christmas I will be home. The weather of late has been real Christmas weather except for the snow, I would like it to snow, just to see what a “White Christmas” is like. I am due to go on leave in three days time, I think I will spend a day in London with the Boys then go on down to Reading Christmas Eve, I can’t take any of the Boys to Reading as Auntie Louie expects a couple of relations over Christmas
Sheila & Eileen ought to be home now, I have not heard from Bath for about a week so don’t know how things are down there. I am going to try & get down to Bath to see them, I also want to dash up to London to see our Engineer’s wedding, how I am going to fit everything in I don’t know!
The Plum Pudding & numerous other things from the parcel I will be taking to Auntie Louie for Christmas dinner. I haven’t sent you anything for Christmas for the simple reason there is nothing I can send you, so I am having a Mass said for your intentions, it will be said in the local township I won’t be able to attend it, but I will remember you all in my prayers.
[page break]
[underlined] 2 [/underlined]
I received your Airgrath [sic] Oct 18 about a week ago, you mention in it that Bernie Brophy was killed, I was very sorry to hear it, I wrote a brief note offering my sympathies to Jim Brophy. How are you receiving my mail up to date you have not received any surface mail from me, don’t forget to let me know how long Air mail takes etc and advise me how to post letters. Sea mail from Aust to Eng takes three months, airgraths [sic] take 14 days to 28 days, airmail also takes 14 days to 28 days, this is the 2/1 airmail the 4d is useless. Send your letters sea mail, if there is something special use Airgrath [sic] or Airmail, Airmail is sometimes better than Airgrath. [sic]
This week has been very quiet, I went into Beverley twice to the Pictures otherwise I wrote letters & went to bed every other night. I can’t go to the dances at present as I tore the ligements [sic] in my leg [deleted] i [/deleted] [inserted] during [/inserted] last week’s football match, I can walk quite easily but when I do any fancy steps my leg hurts, so I thought I would knock the dancing off for a week or two.
During the week I received a letter from Bill Purtell, he is stationed in Scotland and says it is extremely cold up there, he is still awaiting a posting to a squadron. Last night a misfortune over took me, I happened to venture inside the Mess with my cap on and it cost me nearly 10/- for drinks, it is the unwritten law that if you enter the Mess with a hat on you shout drinks for all present in the Mess.
When you think of it Mum you might include in the next parcel a couple of writing pads this style if you can get it, if you can’t any paper that will hold ink. I bought this pad in New York and it is rapidly coming to an end, writing pads over here are not too good.
P.T.O.
[underlined] 3 [/underlined]
In my last letter I enclosed five snaps & an A.M.P. policy the letter before [inserted] that [/inserted] I enclosed three snaps, did you receive them? Let me know, I am enclosing three snaps in this letter.
Well Mum that seems to be the lot at present, I hope you have a very happy Christmas, remember me in your prayers.
Your loving son & brother
Jim xxx
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 Mrs Cahir from Jim Cahir
Description
An account of the resource
Letter from Flight Sergeant Jim Cahir to his mother and brothers. He writes about his arrangements for his Christmas leave which he will be spending with his aunt, the weather, about the best way to send post between Australia and England, his social activities and friends and colleagues.
Creator
An entity primarily responsible for making the resource
Jim Cahir
Date
A point or period of time associated with an event in the lifecycle of the resource
1943-12-19
Format
The file format, physical medium, or dimensions of the resource
Three handwritten sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
ECahirFSCahirM-P-V431219-0001, ECahirFSCahirM-P-V431219-0002, ECahirFSCahirM-P-V431219-0003
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Australian Air Force
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Reading
England--Bath
England--London
England--Beverley
England--Berkshire
England--Somerset
England--Yorkshire
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1943-12-19
aircrew
mess
sport