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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1875/46474/SHarriganD[Ser -DoB]v670002.mp3
dc330a19486127faee58285311c26dbe
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Aviation Heritage Lincolnshire
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IBCC Digital Archive
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2017-06-19
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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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Aviation Heritage Lincolnshire
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34 items. Interviews with veterans recorded by Aviation Heritage Lincolnshire.<br /><br />Interview with Bertie Salvage <br />Three part interview with Dougie Marsh <br />Interview with Terry Hodson <br />Interview with Stan Waite Interview with John Langston<br />Interview with Nelson Nix <br />Two part interview with Bob Panton <br />Interview with Basil Fish <br />Interview with Ernest Groeger <br />Interview with Wilf Keyte <br />Interview with Reginald John Herring <br />Interview with Kathleen Reid <br />Interview with Allan Holmes <br />Interview with John Tomlinson <br />Interview with Cliff Thorpe and Roy Smith <br />Interview with Peter Scoley <br />Interview with Kenneth Ivan Duddell <br />Interview with Christopher Francis Allison <br />Interview with Bernard Bell <br />Interview with George Arthur Bell <br />Interview with George William Taplin <br />Interview with Richard Moore <br />Interview with Kenneth Edgar Neve <br />Interview with Annie Mary Blood <br />Interview with Dennis Brader <br />Interview with Les Stedman <br />Interview with Anthony Edward Mason <br />Interview with Anne Morgan Rose Harcombe<br />
<p>The following interviews have been moved to the relevant collections.<br /><span>Interview with <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/show/46454">Kathleen Reid</a></span><br />Interview with Wing Commander <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/show/46467">Kenneth Cook DFC</a><br />Interview with <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/show/46456">Colin Cole</a><br />Interview with <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/document/46464">Charles Avey</a><br />Interview with <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/show/46470">John Bell</a><br />Interview with <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/show/46459">Les Rutherford</a><br />Interview with <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/show/46460">James Douglas Hudson</a></p>
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Interviewer: I’m with Bertie Salvage in his home in Stamford.
BS: Yes.
Interviewer: And Bertie served a good long time in the Air Force.
BS: Yes.
Interviewer: And so, to start. I understand Bertie that your first encounter with the RAF was when you joined up. Was it 1939?
BS: 1939. On October the 6th 1939. And —
Interviewer: Yeah. I mean, you know, did you that was at the beginning of the Second World War.
BS: Well, it was. The war had broken out early September and it was a Sunday afternoon and we were home and the air raid siren went off for the first time. We were all sitting down to Sunday dinner in Southend on Sea where I —
Interviewer: This is the famous first day of the war.
BS: Yes, it was. The first day of the war. Then of course we all rushed outside. Of course nothing happened, you know. It was, it was just a false alarm. But anyway, I had received notification that I had passed the RAF exam as an aircraft apprentice to go to Cranwell and so I then received information in early September that I was to report to Cranwell on the 6th of October 1939. So this was, this duly happened. I went to Cranwell. I was inducted as an aircraft apprentice at RAF Cranwell. The instrument maker apprentices and the wires and electrical mechanic apprentices were being trained at Cranwell at the time. The other trades were being trained at RAF Halton in Buckinghamshire. So they were the two schools really and also some at Cosford. They were boy entrants. Anway, so it was quite a fierce trades really from the comforts of home to the, to the spartan conditions of the RAF as it then was in 1939. We were in huge barrack blocks at Cranwell where they had forty to a room you know. Iron bedsteads left over from the Great War I think [laughs] and very very far, very strong discipline you know. Very firm discipline which it had to be for young boys I suppose just joining the Air Force but I settled down and we did basic training on the square. Just for a few weeks you know. Two or three weeks basic training and drill and all that sort of thing. Learned to keep ourselves neat and tidy, our uniforms. To keep the barrack rooms clean and everything else. And of course, it was very very tough the discipline but you know some, in some respects you appreciated it. I enjoyed it really. Well, then we settled in on our technical training. We used to march down to the workshops every day at Cranwell and this went on and on and the, the one thing I do remember is that going over into 1940 just about the time of just before Dunkirk when the Germans had invaded the low countries we used to march to the workshops every day and during that early period when the Germans were still invading France they used to play patriotic music over the tannoy system as we were marching to work. Such things as, “We’re Going to Hang out the Washing on the Siegfried Line.” [laughs] And of course that didn’t ever happen. Things like that you know. It was quite an amazing time to go through really at that period leading up to Dunkirk. Anyway, so the training went on. I found it very interesting. The technical training. All the aircraft. The aircraft electrical instrument systems and all that you know and also quite a lot of electrical information. Electrical instruction as well because a lot of instruments were, you know operated by electricity or electrical systems and you know so that went on sort of quite happily. And then in 1940 around about August time the instrument maker schools was moved out to Halton with the apprentices of the other trades. RAF Halton. It was a wonderful change because Halton is a lovely part of the country you know in Buckinghamshire whereas Cranwell was —
Interviewer: Flat.
BS: We didn’t like it very much up there. Dismal sort of area there. So we got to Halton and but, but in the interim period sort of you know we had a month’s leave actually. Four weeks leave in the changeover between going from Cranwell to Halton and I went home to Southend on Sea and I watched lots of the Battle of Britain going on with all the aerodrome above us coming up the Thames Estuary and we had a grandstand view really, Southend unfortunately.
Interviewer: And what was the feeling like in the country at that time?
BS: Very patriotic. Very patriotic. Yeah.
Interviewer: And was there a, you know a real fear of invasion at that stage?
BS: Well, there was a fear of, well there was but somehow we used to have the feeling it can’t happen to us. You know that sort of British feeling that —
Interviewer: Stiff upper lip and all that.
BS: Stiff upper lip and all that. Oh yes. There was the fear but it was, it was a defiance really. No one is bloody going to invade us sort of thing, you know. But of course, we were right on the, down at Southend where my old home was that was right on the sort of, you know if they had invaded it would be one of the first places that they would come in through I would have thought.
Interviewer: What was the news reporting? Was it, was, did you hear what was going on?
BS: Oh yes. Oh, the news reporting was very good. We, we knew all the time what was going on. I saw quite a few battles when I was, that month I was home. I saw quite a few aerial dogfights you know but one minute they were there and then they were gone you know. It was that —
Interviewer: Very fleeting.
BS: Very fleeting you know. Basically your question. I went through. I went and got in to the autumn of 1940 when they started the bombing on London. We used to get home occasionally on a forty eight hour pass. I went through London, through a couple of Blitzes you know and quite often I had to take shelter in the deep air raid, deep underground stations that they’d allocated to be air raids sort of shelters for people. So I experienced that and there were terrible scenes I saw you know before going on to Halton. So, that was, that was something to remember really, you know. So anyway, we, we continued our training at Halton which was, you know, very good. And then I actually because of the war they forced short the apprentice —
Interviewer: Training.
BS: Training from three years to well, less than two years.
Interviewer: Yes, I was going to say I was surprised.
BS: Yeah. Yeah.
Interviewer: That you were —
BS: Oh yes.
Interviewer: That you spend time in training.
BS: Yes. So, I passed, I passed out actually in July 1941 and I wasn’t eighteen. I was still only seventeen. I passed out and our training wasn’t complete but they considered we had been trained sufficiently to be able to take part. We’d learn more as we went along.
Interviewer: Yeah.
BS: Having joined a squadron.
Interviewer: Yeah.
BS: You see.
Interviewer: Learning on the job.
BS: That’s right. Yes. So, nineteen, I was in the, when I was left Halton I was posted to RAF Marham in Norfolk to 218 Squadron. There were two squadrons there. The Wellington squadron. Wellingtons. 115 and 218 but Wellingtons. Basically, Wellington bombers and I always remember in the train going from, up from Halton to, to Marham it was a lovely sunny day in July we heard for the first time the subject about the Russians. The Germans invading Russia. That was the first time we had heard that Russia had come into the war you see. And so we got to, got to Marham and of course straightway I was pitchforked on to the squadron and it was very interesting you know being inducted into servicing the Wellingtons. We used to have to also apart from looking after all the instrument systems, instrument repairs and replacement we had also responsibility for the navigation system as well you know because it was astral navigation in those days you know and also the oxygen system. So we had to, in those days you had to physically change the oxygen bottles after every trip, you know. Quite a lot of bottles too. That was quite a job. So that’s one of my little jobs I had to do. But one of the funny things was that the aircraft apart from dropping bombs they used to drop leaflets over Germany. I still have a sample. And also fake ration cards so the Germans would probably pick up these fake ration cards to help deplete the German rations you see. I’ve still got one of those somewhere. Anyway, so that was that but the basic thing I’ll always remember is that of course in those days bombing was, at the time we thought it was very effective but it was not very effective. There was an awful lot of missed targets.
Interviewer: Yeah.
BS: An awful lot of mixed targets.
Interviewer: Area bombing. Yeah.
BS: That’s right, and but the sad thing was you know the aircrew used to come out and used to get the captains of a bomber was only about nineteen or twenty you know. The responsibility that the lads took on then in those days was quite, it really was quite [pause] but I thinking back on it now I hardly ever saw any sign of fear. They were laughing and joking. They used to wee on the wheels for good luck and things like that you know. And the old air gunners would let off the guns into the night sky just to check on them you know in the turrets. You know and, but they always seemed to set off in a very good mood. But of course, when they didn’t come back or came back badly damaged you know often with blood. On one occasion I remember the, one came back and the rear turret was just a mass of blood and gore.
Interviewer: Yes, I heard somebody else says that.
BS: That’s right.
Interviewer: Yeah.
BS: And the damage that the, that the Wellington could take with geodetic construction was quite amazing really. Old Barnes Wallis had designed them very well indeed you know. And then once, I’d been there a few weeks when the film people came to take a, they made a film called, “One of Our Aircraft is missing.” And they came to shoot at the early stages of the aircraft taking off from our, they came around to our dispersal and they took photos of us ground crew waving to the aircraft as they took off in to the night sky on their bombing missions.
Interviewer: Did they? So that was just done for the camera was it?
BS: that was done for the camera really you know. And I did see and I did have a copy afterwards that I actually saw the back of me and three others just waving like mad to the aircraft that took off into the night sky. But it was a very very very poignant really. They take off into the dusk you know. Disappear. Of course, all grass airfields then. There was no runways. No runways. They were all grass airfields. And so which was quite an embarrassment really later on because in the Autumn of 1941 we converted to Stirlings. We were the second squadron to be, I’ll just get this for you [pause] to be converted to, sorry to be converted to Stirlings.
Interviewer: Oh, I think I’ve seen this photograph before. Yes.
BS: Yes. It’s a special. There was only a few copies made.
Interviewer: Yeah.
BS: That’s one of the few.
Interviewer: A nice looking aeroplane.
BS: Yes. But very heavy. Very big. Much bigger than the Lanc you know. They carried a bigger bomb load. But of course, the trouble with the Stirling was that the Hercules engines didn’t have the power really to get them over the Alps and they had to struggle like hell to get over to bomb Northern Italy as they used to go and bomb Turin quite a lot. But they used to struggle to get over the Alps and I think they realised that they were built like a tank. Like a fortress inside. But they just didn’t have the power really and I think actually when it came into about 1943 they were actually taken off full line bombing and became towers for the gliders and things like that.
Interviewer: It's a shame because everybody now looks back and thinks —
BS: Yeah.
Interviewer: The Lancaster was the only bomber.
BS: Oh no. No. The Stirling was she was ever she was very good in every respect bar the fact she was underpowered. But I’ve flown in a Stirling and I’ve flown, I had to get every chance I could. Air testing, you know. Those I used to fly. I’ve flown I a Stirling. I’ve flown quite a few times in Wellingtons. You know, on the air tests. I used to like to sit in the rear turrets. Quite fun. And you know so I got one for experience really and the, and another snag with the Stirling was that it was the first aircraft that ever had the electrical undercarriage. And old DC motors they requires three thick cables to really get the power through and it was quite a thing to see a Stirling with one wheel collapsed and like this on the airfield. Like you know and had to jack them up to —
Interviewer: I wonder why they went for electric motors rather than —
BS: I don’t know.
Interviewer: Metal damage to cope with if the hydraulics had been —
BS: I think so. I think it was an experiment really you know. They were coming in to a new era and you know so, you know I think they—
Interviewer: A bit embarrassing if you have a generator failure.
BS: Oh yes. And of course, they realised being as these were such big heavy aircraft that the grass airfield was not very good at all. You know, they used to —
Interviewer: They used to get waterlogged, didn’t they?
BS: Yeah.
Interviewer: Some of these old grassed airfields.
BS: Yeah. So soon after that that, I left the country by then that they decided to build runways you see. So, you know I, people say to me oh there’s the lady who I’m very good friends with at the moment. She’s quite a bit younger than me but if I talk about the olden days she doesn’t want to know. ‘Oh, don’t talk about the past.’ The past. But you get to my age you think about it. It’s life to you, you know what I mean?
Interviewer: Yeah.
BS: My memory is still so fantastically good really, you know. Way back to those days it’s as clear as a bell really.
Interviewer: And didn’t you tell me that you remember Trenchard coming?
BS: Oh sorry. Yes. Yes.
Interviewer: He lived up to his Boom Trenchard.
BS: Oh yes. Yes.
Interviewer: Trenchard. Big man.
BS: When the, I hadn’t been at Marham very long, perhaps, are we still oh dear. I hadn’t been at Marham very long when it was a bit of a miserable sort of day and of course we were working in the hangars and they used to say, ‘Come on. Get outside.’ You know. Assembled on the tarmac outside the hangars because there’s going to be someone giving a talk. So we went outside and stood in a big sort of circle. And suddenly this figure appeared and he was introduced as to Lord Trenchard you see and there he was in his uniform and his rather flat sort of hat. It wasn’t, a bit of a squashed looking hat on his head and he gave us a pep talk you see about how, what a wonderful job we were doing. To keep up, lads, you know. You know, sort of you know and we’ve got the Germans on the run [laughs] you know [laughs] We bloody well hadn’t at that time.
Interviewer: So you took it with a pinch of salt.
BS: Oh yes. I stood quite close to him actually. He had a moustache if I remember rightly.
Interviewer: Yes.
BS: But we weren’t told of course at the time it hadn’t really perhaps got around to me by then but we were told that he was the father of the Royal Air Force.
Interviewer: Absolutely.
BS: So it was a privilege to remember that, you see.
Interviewer: Yes. Yes.
BS: Yeah.
Interviewer: And the thing that they say about Trenchard was that when forming the Air Force one of the things he really concentrated on was very good training.
BS: Yes.
Interviewer: To make sure not just the air crew but —
BS: That’s right.
Interviewer: To make sure that the ground crew had got all the skills.
BS: That’s right.
Interviewer: Which is what, which is quite interesting that you —
BS: Yeah.
Interviewer: Did spend quite a good time in training even though it was in the Second World War.
BS: Oh absolutely. Oh yes. And something else I was going to say. I’ve forgotten. Oh, dear its gone from me.
Interviewer: And when the Air Force —
BS: Oh yes. Yes. Yes. He was, was the founder of the Aircraft Apprentice Scheme in 1923. He started it all up at Halton and it’s a wonderful training you know.
Interviewer: Yes.
BS: As a boy of sixteen, just sixteen to be pitchforked from home into that, you know. The sheer discipline and we learned to look after ourselves. Do our own —
Interviewer: Sewing.
BS: Sewing and —
Interviewer: Yeah.
BS: And keeping our barrack rooms clean. Kit inspection once a week. Everything had to be absolutely spot on, you know. The officer used to come around with the —
Interviewer: And the aircraft apprentices have got a very good reunion and —
BS: Oh well, yes. The Halton Apprentices Association. In fact, I’ve got a book there written by an air vice marshall. Ex-aircraft apprentice who used to, we used to see him actually in our reunions down at Halton and it’s about the life of an aircraft apprentice. I’ll get it out some time and show you.
Interviewer: And the good thing is —
BS: I’ll look it up.
Interviewer: And the interesting thing is how many formal aircraft apprentices made air rank —
BS: Oh yes.
Interviewer: Very senior ranks.
BS: They did. They did. Apart from the technical training which you of course enlarged. I mean, by the time I finished at the RAF I was very highly qualified. Instruments, electronically and everything else. You know, all the courses I went on and all that work on the V bombers. So, you know, it was, it was the sheer sort of discipline that that regulated your life and you know —
Interviewer: A good start.
BS: Oh yes.
Interviewer: A good start. And did you say you’d, I think you just said you were just saying that you were moving on from Marham. How long did you spend there?
BS: So I was at Marham from July ‘til March ’41.
Interviewer: And then what was next?
BS: Then what happened then was I’ll tell you a funny little story. Can I just recap a bit but when, when I passed out from Halton and I went to Marham and when I went home of course we used to get forty eight passes at any time. Not just at weekends. In the middle of the week or any time. Forty eight hour pass.
Interviewer: When you could be spared.
BS: When you could be spared.
Interviewer: Yeah.
BS: And my father who was a very very patriotic man. My father served right through the first war in the Royal Artillery, through all the modern hell of Passchendaele. You couldn’t meet a more patriotic man. King and country man everything. The fact I went in the the Air Force absolutely wonderful to him you know. Anyway, I went home on my first leave you see. And , ‘Oh,’ he said, ‘Oh,’ he said. ‘Where’s your propellers on your arms?’ He thought I was going to be a leading aircraftsman straight away. Of course, I passed out as AC1 not AC2 [laughs] you see. I didn’t get quite the response then, you know. So, so that was that. So that was a funny story really going back. Yes, so what happened then was in March, early March ’42 I was posted overseas. You never knew where you were going abroad in the wartime. You never knew where you were going but overseas. So I went home on embarkation leave for a fortnight. When I got home my mother said, Southend on Sea, my mother said, ‘Oh,’ she said, ‘Dad’s in hospital, ill. Oh, he’s got congestion of the lungs.’ So I went down to see him. He was very poorly in hospital at Rochford in Essex and anyway within a couple of days he had died.
Interviewer: Oh, that’s —
BS: While I was on embarkation leave. Of course, I had two sisters at home and so that was a blow. So I got a weeks extension you know for his funeral. We buried him down in, we got him buried. And so I I left home, my mother and sisters and went back to Marham to clear and went to [pause] first of all we went, I was sent up to Blackpool. Blackpool was what you called a personnel distribution centre for people going over. PDC they called it. And —
Interviewer: Was that Squire’s Gate?
BS: No. No.
Interviewer: Actually at Blackpool.
BS: That was, we were in civvy billets in Bloomfield Road opposite the football ground. Well they were all civvy billets in those days you see.
Interviewer: Right.
BS: And the nice house, a very nice house we were in. Anyway, we were there for a fortnight and in that time we were all kitted out for overseas. You had an idea perhaps where you were going in those days the sort of kit you got really and we were kitted out at Marks and Spencer’s and Woolworths were military kitting out places you see.
Interviewer: Fantastic.
BS: So we had to barter around Blackpool from one to the other being kitted out and straightaway we knew we weren’t going to India because we didn’t get a pith helmet. The pith helmet. They had the pith helmets to go into India you see. We had the old fashioned [taupes?] that they used in the sort of semi-tropical countries you know like Africa and places like that. So I had a [taupe?] I had all the rest of the khaki drill issued and then we set off. After a fortnight we were what they called drafts in those days. Then we set off by train. Took us all day in the train. Of course, no sort, they had no sort of corridor trains. They were all bloody single compartments.
Interviewer: Separate compartments. Yeah.
BS: And we finished up. Where the hell are we going to? We finished up it turned out in Avonmouth in Bristol.
Interviewer: And you still don’t know where you’re going.
BS: No. Not a clue. Not a clue. No. No. They wouldn’t tell you. So we’d not a clue. We got to Avonmouth. We offloaded from the train at the dockside and there was this big old grey steamer there for troops. She had been called the Island Princess. She had been a Argentine meat boat apparently which had been converted to a trooper. Troop carrier. So we staggered up the gangplank. Don’t know how I staggered up with kit bags. Full blooming kitted on. Your [taupe] Great coat. All the rest of our equipment. We staggered up the gangplank on to the, and straight down the gangways right down to a lower deck. One of the holds had been converted into a troop deck you see. Got down there and we were the last line of portholes going down. The Army were underneath. They didn’t have any portholes. We had the Army on board as well. And there were two hundred of us on the troop deck and we were all sleeping on hammocks and we had sort of mess tables going from the centre out to the sides of the ship you see where we allocated so many to a mess table each you see. About I don’t know about ten or twelve. Something like that. And hammocks had to be stowed in special stowage and your ordinary kit was on racks above you. So, so that was something getting used to and when we came had to sleep at night we we hung our hammocks up you know and when we all slung our hammocks we were sort of more or less touching one another you know. You always had to sleep head to toe for obvious reasons and if anybody was seasick in the night God it was hell.
Interviewer: Yes.
BS: Bloody awful.
Interviewer: Yes.
BS: You can imagine.
Interviewer: I don’t want to contemplate it. I did I did three years in the Navy and —
BS: Oh, did you?
Interviewer: I don’t want to contemplate what it could have been like.
BS: So, so anyway so that was the old troopship and, but I got used it. Actually, I enjoyed it. Anyway, we sailed out in the and we sailed out to Greenock, picked up the rest of the convoy at Greenock and we stayed there overnight and —
Interviewer: But when the ship sailed did you still not know where the ship was going?
BS: No. Not a clue. We hadn’t got a clue. No.
Interviewer: That’s incredible.
BS: Well, I hadn’t got a clue and we sailed up the Irish Sea to Greenock and there we picked up the rest of the convoy. We sailed next day. There was ships from horizon to horizon.
Interviewer: So also and when was this?
BS: This was the end of March ’42. The height of the U-boat war.
Interviewer: Wow.
BS: The height of the U-boat war and, and there were sort of Naval vessels sort of you know going around all the time but of course the convoy had to go to the speed of the slowest ship. Eight knots. That was, that was the and we were kept one in front and one behind, you know, liners. Troopers. All grey and horizon to horizon and it was just ships everywhere. And of course, I never even gave a thought to blooming U-boats. I can remember standing on the bloody bow in the heaving North Atlantic enjoying it. Isn’t this wonderful. I never gave a thought we could bloody well be torpedoed at any time, you know. Its youth you see. Nothing can happen to me.
Interviewer: No.
BS: So anyway, so we kept going day after day after day and getting colder and colder. We were going, we thought we were going a bit north. Anyway, eventually we, we changed course and fortunately you know we saw a couple of Condors came over but, but no we didn’t, nobody was attacked at that time. Or at least after we changed direction of course I knew we were going south and eventually after about a couple of weeks or more, two and a half weeks we landed up in Freetown in Sierra Leone and we anchored there for a couple of days. And I can remember the old [unclear] coming alongside with the natives in them wanting to sell —
Interviewer: Sell things. Yeah.
BS: Including their sister ships [laughs] but rain. I’ve never known rain like it in my life. Anyway, we, we set sail again. By this time the convoy was somewhat spoiled. The faster ships they let go ahead at this point you see. But anyway, we kept, we sailed on and on and on. Eventually we must have, well I still had no idea where we were going. No idea at all, you know what was happening. Where we were going. So we got down to the South of Africa. We’re going around the Cape and suddenly we were sitting down to an evening meal down on the mess decks and suddenly bang and the whole ship shuddered like hell. So the boat sirens, alarms went so we, there wasn’t panic but we went up several ladders to the upper, to the boat decks and we stood at our boat stations. There was the Acali raft station on the bloody boat. We had an Acali raft station. And the ship just, just over there was going down. You know, she was the Naval vessel had turned back and was going towards it. So we stayed, we stayed at boat stations for what must have been well over an hour. We went down again and just sat down again when another bang went up and another ship had been hit. You know sort of further away. So, and then we were told over the tannoy that we’d actually arrived into an enemy minefield laid by the Japanese ocean going submarines and not to say anything about it. Right. Well, the next day we had these little leaflets handed out to us about conditions sort of in South Africa and we were told, our draft were told that we were going to be staying in South Africa you see. Well, you know I was absolutely over the moon about this because my eldest sister in ’39, had emigrated to South Africa and so I thought at least there. Only at the last moment two days after that we docked in Durban. And the wonderful thing is I don’t know if you’ve been told about this but all the convoys used to dock in Durban in those days. They were met by a lady on the end of the moles singing and she used, as the troop ships moved in towards the harbour she’d stand on the end of the mole, this lady in a long white dress and she was singing beautifully to all the ships as they came in. She did this every time a convoy came in to Durban during the war. Singing. Beautiful singing. And we docked and we were offloaded and we were taken to a transit camp. You see what happened was that the, it was a rest camp really and all the troops going up to North Africa you know RAF and Army used to —
Interviewer: Stop there.
BS: Have a week or a fortnights rest in Durban. At Clairwood before going out to North Africa you see. The campaign there. But we were only there for about a week because we were staying in South Africa and I was told my post would be to a place called Port Alfred down in the Cape, Eastern Cape, near Port Elizabeth. And what had happened was the Empire Training Scheme. They trained all the aircrew in South Africa, Rhodesia, America.
Interviewer: Canada.
BS: And Canada. Right. So I was posted there and of course the aircraft were Ansons and Oxfords and Old Fairey Battles.
[pause]
BS: So of course, I was over the moon because I mean and the first the thing is to go back when we were in Durban. The residents of Durban were so patriotic they used to talk about home as England not South Africa.
Interviewer: Really?
BS: All English speaking and English-speaking South Africans and every evening outside Clairwood camp there would be lines and lines of cars of Durban residents lining to take the troops to their homes to give them a —
Interviewer: Dinner.
BS: Meal.
Interviewer: Yeah.
BS: And look after them and give them a good time. I remember the first night or second night we were there I was, went out with my friend intending to go in to Durban just to see things and a car pulled up just as we and we were, ‘Come on lads.’ You know. ‘Would you like to come home with us?’ So we said, ‘Yes, please.’ He turned out to be the chief education officer for Durban and we went to his beautiful house. They had three lovely daughters and of course it was, and after war torn England it was a paradise coming there. It was. It was. It was peacetime. It was beautiful living conditions you know.
Interviewer: So life was beginning to look up.
BS: Yes.
Interviewer: At this stage.
BS: And because a lot of the chaps had perhaps come from poor homes. It must have been quite an eye opener going to some of these houses you know.
Interviewer: Yeah.
BS: Being looked after like that. You know it really must have been quite fantastic. So anyway, so and of course all the time I was in South Africa I kept on very good friendly terms with the family and I used to go up there sometimes on leave. Anyway, I got to Port Alfred and with the, I was with the Instrument Section and we had, you know the, the Ansons and Oxfords were used for navigator training and bomb aimer training you know. And air gunner training also and the Fairey Battles were used for target towing. And could you [laughs] I don’t really know much about the old Fairey Battle but they lost —
Interviewer: I’ve seen, I’ve seen photographs.
BS: They’d lost an awful lot in France.
Interviewer: And they were retired from active service pretty quickly weren’t they?
BS: Oh, they lost a lot in France. Anyways, you know how you take your life in your hands as a young boy I would fly in anything because I loved flying you see and I remember having a couple of flights in Fairey Battles and oh God, spewing glycol and petrol over the ruddy place you know. It was [laughs].
Interviewer: And was the flying school run by Airwork’s?
BS: No.
Interviewer: Or was it run —
BS: No. No.
Interviewer: By the RAF?
BS: No, it was run by the either the South African Air Force and the RAF between them. So on, on the camps you see there were quite a few camps out there they were, we were a mixture of South African Air Force and RAF. But the RAF were the main trainers. Do you know what I mean? They were the main experienced people. The South African Air Force were there as sort of because this was South Africa and our CO was a colonel, South African colonel you see. So that was fine. Ok. And so it, it was a lovely mixture really but the Air Force were the main operators as you might say. The RAF. Port Alfred and 43 Air School and —
Interviewer: And as you say their duty —
BS: Yeah.
Interviewer: Was to push out all the air crews.
BS: That’s right.
Interviewer: To go back to Europe.
BS: Oh yes. That’s they used to come over and they would be there for quite a few weeks and of course it’s a wonderful atmosphere to train them in in peacetime.
Interviewer: Well, that’s why they set these schools up.
BS: That’s right.
Interviewer: A — get them away from the war and B —
BS: Yes, that’s right.
Interviewer: In good weather conditions.
BS: That’s right. I mean the flying or navigating was perfect really and of course it was all astra navigation in those days. I mean you think back to life over here during the bombing period of those years. I mean that’s why the Americans didn’t do it up because they weren’t trained in astra navigation like our chaps were you see. You know night navigation. That’s why they took on all the —
Interviewer: That was the day raids.
BS: Day. Day bombing you see. So and I often used to go up you know on these trips with them. You know, I used to love to fly as much as I could.
Interviewer: And was there a lot of work to be done repairing the aircraft?
BS: Oh lord, yes. I mean you know it’s all the time. I mean and the wonderful thing is despite the fact that there was a war on and losses in shipping through U-boat activity and that sort of thing we never went short of spares. You know, it’s marvellous really.
Interviewer: So somebody back in England must have been doing their job to get all the spares sent out.
BS: Oh, the production in this country was absolutely wonderful when you think of it during the war. All firms like, you know like little engineering firms, workshops used to have contracts for for making spares and things like that you see. The, the organisation was absolutely fantastic, you know.
Interviewer: So and going back to Trenchard again.
BS: Oh, that’s right.
Interviewer: He set the, he set the Air Force up and made sure everybody was trained.
BS: That’s right.
Interviewer: So when it needed to work it could.
BS: Well, when you come back to it in 1934 they set up the five year plan. They built all those airfields like Cottesmore, Luffenham, Wittering, eventually Scampton all built on the same plan. You go to any station and they were all exactly the same virtually.
Interviewer: Similar. Similar layouts.
BS: Oh yes. H blocks and the officer’s mess. Sergeant’s Messes. Pretty well pretty much the same. This is and if it hadn’t been for that five year plan we’d have been the hell’s way in ‘39 when the war broke out.
Interviewer: How long did you get to stay in South Africa then?
BS: So anyway, so I stayed in South Africa until July ’45.
Interviewer: Oh, so you —
BS: I was there for over three years.
Interviewer: You were there for three years.
BS: Yeah. So —
Interviewer: Was that normal for for people to spend that much time there?
BS: Yes. Well, you couldn’t get home. There was no, there was no time limit to a tour in those days.
Interviewer: And presumably they wanted to cut down on the amount of troop transports.
BS: That’s right. That’s right.
Interviewer: And so it made sense to keep you there for a good long time.
BS: That’s right. I came back when the European war was over. So all the time I was out there I was very fortunate because my sister was living in Johannesburg and so the first leave I got I went up and stayed with her. Wonderful for me really. And of course, the other fellas didn’t have that. And I had some wonderful leaves and went all over the country and my sister’s husband he was working in the gold mines of Johannesburg. He joined the South African Air Force and he went up to North Africa. To a campaign up there against Rommel you see. The South African Air Force and my sister she, because her husband had gone up there she took the chance. She came down to Port Alfred and lived in the local hotel there. So —
Interviewer: Your sister on [unclear] —
BS: Yes [laughs] it was a most unusual situation really but it just so happened. It was luck.
Interviewer: You’ve got to make these things work for you haven’t you?
BS: But that’s right. Just luck. So that was that. Then in, as I say in —
Interviewer: Then again when you were serving there in the, in the sort of towards the end of the Second World War was it obvious that you heard about D-Day presumably.
BS: Oh, oh yes.
Interviewer: You heard about how the war was going.
BS: Yes. Yes. Oh yes. About [pause] what was it? In July? About January ’45 I was posted up to Pretoria to Robert’s Heights, Voortrekkerhoogte because that was Afrikaner speaking. Have you been to South Africa?
Interviewer: No. Not yet.
BS: Oh, you’ll have to go.
Interviewer: It’s on my list of places to go.
BS: Well, yeah. Yeah. Well, I want to go back again on this scheme that they’re running for veterans to go back.
Interviewer: Oh brilliant.
BS: And visit. Visit where with a grant from the lottery.
Interviewer: Great.
BS: So if I had somebody who would go with me I’d love to go back. Anyway, so I was posted up to Pretoria to a big air depot there. We were, we were sort of a big where they used to service all the aircraft instruments. They’d come in that were US you know, unserviceable. So by this time I’d been promoted to corporal.
Interviewer: Was that a big jump up to corporal?
BS: Yeah, well —
Interviewer: As in responsibility?
BS: Oh yes. Oh yes. I mean you know you know I thought it was anyway. You know.
Interviewer: Well, they always say corporal, the two ranks in the Air Force that are most important are the corporal and the warrant officer.
BS: Oh yes. Well, corporal because you, yes, oh yes. Yes. It was fine. Yes. And so, and then as I say in July ’45 or when, when yes we did know the war was coming to an end of course and then because it was so down, I always remember VE Day out there. We all paraded on the parade ground and were given a formal talk by the station commander there. He was another South African of course and immediately of course we were given the day off you see. So my friend and I we decided to go into Johannesburg. No. Into, into, that’s right into Pretoria itself and we were picked up by a South African colonel going in his car. Of course, we used to hitch hike all over. He took us to his house. I had a lovely time. We got as drunk as hell you know [laughs] We didn’t bloody well bother. Had a wonderful time. So that was how I spent VE Day really. I got back to Pretoria and then of course we were hanging about really for a week or two still doing our jobs of course because aircraft things still had to be serviced and looked after. And then we were posted. So July, at the end of June we were told, you know we were due to go home so we, we were taken down to Cape Town. Went down by train from Johannesburg on the, on the what do they call the wonderful train? The Blue Train they call it.
Interviewer: Blue Train. Yeah.
BS: Which went right down through Kimberley and the beautiful South African landscape down to Cape Town and we were there for about ten days or so in transit to Cape Town and of course it was lovely because Cape Town is a lovely area you know altogether. A beautiful place. And then we embarked on the Alcantara. A ship. A troop ship. Still the same conditions as the one I went out on really.
Interviewer: But this time no U-boats shooting at you.
BS: No. No. No U-boats but I’ll tell you what as soon as we sailed out from Cape Town they operated the gassing system which kept, gave you warnings of submarines. Oh, magnetic mines. That’s what they —
Interviewer: Magnetic, gassing for magnetic mines.
BS: Yes.
Interviewer: And then Aztec obviously —
BS: Yeah.
Interviewer: For detecting submarines.
BS: And I always remember that because we had it on the way out there. They have these what do they call the machine guns? The Oerlikons. They used to practice those every day and oh the noise they made.
Interviewer: This is after VE Day.
BS: Oh yeah. Well, of course I mean you know I mean things were still the same. I mean things hadn’t altered. It took time to. Of course, we sailed back in just over two and a half weeks. Nearly three weeks. So it was a much quicker easier time than —
Interviewer: And when you left South Africa did you know your time in the Air Force was coming to an end or was it?
BS: No. No. Because I was a regular.
Interviewer: You joined up as a regular.
BS: Oh, I was in for twelve years.
Interviewer: Ok. So, so when you signed up in 1939 you knew you were in for twelve years.
BS: [unclear] Oh that’s right. Yes.
Interviewer: So presumably a lot of people that were with you were conscripted.
BS: Well, obviously, yes. You had conscripted, you had a release, demob number they called it. And the lower the demob number the older you were you know.
Interviewer: The quicker they were posted to —
BS: The quicker you were out. But they never started demobbing until about August really. I mean this is what I gather the film on TV, one of these Foyles War things a guy came back from North Africa. He was out. Well, he wouldn’t have been out just like that. He’d have waited weeks you know. Things like that you notice.
Interviewer: Well looking at it the demob procedure was very well done.
BS: It was very well done. Everything was so organised believe me and I mean even the demob suits. I mean the lovely beautiful material. They were wonderful material. Shirts, all the ties.
Interviewer: A pair of shoes.
BS: Coat, hat, shoes. Everything.
Interviewer: Yeah.
BS: I mean —
Interviewer: And a suitcase was it?
BS: And a suitcase.
Interviewer: And a suitcase.
BS: That’s right. Yes. So anyway, so we got, oh yeah it was a very very pleasurable voyage. Actually, I enjoyed troopship life because you know funnily enough just to go back a bit going out to South Africa was where I learned to play chess and bridge on the deck for days on end. In the afternoon you were quite free and you’d sit about on deck you know and play cards or [pause] so I know quite a few games like that and you know so, oh I thought it was tough, spartan conditions. You know the food was very spartan and and once you got over the morning with boat drill and all that sort of thing. Of course, you know it’s, it was [pause] anyway so we got back through to Liverpool and, oh yes I’m sure it was Liverpool we docked at. And then of course we were sent our demob disembarkation leave and I went back down to Southend to my home.
Interviewer: And you’d been away —
BS: To my mum.
Interviewer: And you’d been away for a good long time then.
BS: Yes.
Interviewer: When you —
BS: Yeah. Can I go back a little bit?
Interviewer: Of course you can.
BS: My two sisters at home who had left home the younger one she joined the Wrens and she was actually stationed down in the tunnels at Dover. They had tunnels under the castle which they had and she was a wireless operator there and she was involved in all that recording all the traffic on the Channel. Which they did you know with the German traffic and everything else. She was involved in that. My other sister who’d been a dressmaker joined the RAF and became a radio operator. Wonderful things they trained girls to do.
Interviewer: Yeah.
BS: She hadn’t a clue what electricity was almost and here she was just an ordinary dressmaker joined the Air Force and they trained her to be a wireless op down at Yatesbury. Is it Yatesbury? Yes.
Interviewer: Yes.
BS: Yes, that’s right. Yatesbury.
Interviewer: Near Bristol.
BS: Yeah.
Interviewer: Yes. Down there. And you know she qualified and eventually she was posted to Chichsands Priory which was an out station of —
Interviewer: Bentley Priory. Bletchley Park.
BS: Bletchley Park.
Interviewer: Bletchley Park.
BS: And she used to listen to all the German aircraft recording messages and pass it on to Bletchley Park. So an ordinary dressmaker. You see the people see they trained people up to do in the war you know.
Interviewer: And the responsibilities that they had.
BS: And the responsibility.
Interviewer: At a very young age.
BS: I know. Yes.
Interviewer: So much so that certainly after the, when the war came to an end a lot of women who had been trained wanted to keep, use that training.
BS: Well exactly. Oh yes. And she found it useful my, this other sister because when I got back from South Africa she was still in, still in the WAAF and about the following year she wanted to go out and join my sister in South Africa. But you couldn’t get passage anywhere at that time on the ships or anywhere and so she got together another group of like minded people and they bought an ex-Naval air sea rescue launch. Only about sixty seventy feet long. These twenty thirty people and they equipped it and they had these petrol engines with huge fifty gallon drums of, of fuel latched on the deck and they set off for South Africa. Took them three months to get there and she eventually did get there and of course it was in all the papers at the time. This wonderful trip made by these people.
Interviewer: That must have been an experience.
BS: And then when they got there they sold their boat and my sister went up to join my other sister up in Johannesburg. Well, that’s another story but so, you know those sorts of things people did you know in those days. Anyway, so, so that so I got home and when I got back I was home for a month and then I wondered where I was going to get posted to and of all places I was posted to RAF Westwood at Peterborough. There was an RAF station there training, training Free French Air Force pilots.
Interviewer: Is that just north of Peterborough?
BS: No. It’s on the edge of Peterborough. Right on the edge. Do you know Peterborough?
Interviewer: I do but I, I —
BS: If you go out to Westwood area it was you know the bit that was the Baker Perkins factory there. It was just at the back of Baker Perkins. In fact, the airfield stretched right up to Baker Perkins fence and that was all RAF Westwood. It’s all housing now and factories.
Interviewer: Yes, I knew there was an airfield around but I wasn’t sure where it was.
BS: So I was stationed there. I was stationed there for a short while and then after a few months, I wasn’t there all that long really I was posted to Japan.
Interviewer: Right. And we’ll talk about that in the next recording.
BS: Yes. Ok.
[recording paused]
Interviewer: I’m with Bertie Salvage and we’re talking about his experiences in the RAF and after your time in the Second World War Bertie I understand you ended up in Japan.
BS: Yes. It must have been sometime in early ’46 I was posted to Japan. Of course, this came as quite a surprise to me. Of all places to go to. To the occupation force in Japan because at that time Honshu, the main island was divided into half. The Americans occupied the upper part and the British Commonwealth Occupation Force as it was called occupied the lower half of Honshu, you know which was between Army and RAF. And what, what they’d done is when the occupation forces moved in they’d taken over old Japanese military establishments including airfields and when I got there I was posted to a place called Miho which had been another Japanese airfield where they trained the Kamikaze pilots. And the south, the south of Japan, or the south west southwest corner of Japan. But anyway going back to to going we set off from Tilbury in an old boat called the SS Ranchi and this had been an old P&O boat you know. Quite an old boat and it had been fitted out as a troop ship and it took us six weeks to get to Japan believe it or not. We think these days they are there in about sixteen hours. Almost. Not quite. A bit more than that but it took us six weeks to get there. All through the Med and down through stopping off at, in Port Said, Aden, Columbo, Singapore. It was quite, Shanghai, Hong Kong then into a place called Kure in Japan which had been a big Japanese naval base. And it had been fantastic, you know the thought of going to Japan. You know this place that we’d all heard of as you know created such, you know treated, given our boys such a bad time in the war in the Far East and it was quite a fascinating thought of going there. Anyway, arrived at Kure and going through the Japanese inland sea was quite an experience. All the little volcanic islands which were quite picturesque. Eventually landed at Kure. Anyway, we were entrained across to Miho, this ex-Japanese base and of course it’s quite interesting to see the Japanese landscape. It was very hilly and mountainous. Very forested all over. Of course it’s a volcanic, volcanic origin Japan so it is, you know it is very hilly. So we landed at Miho and I was posted on to, well basically 17 Squadron Spitfires but 11 Squadron was there as well and basically I was really working on both squadrons but administratively I was sort of on the strength of 17 Squadron. And the object of the, was although we were an occupation force the main job really was to patrol the sea around Japan off the, across the Yellow Sea and you know as far on the way across towards China and all over that area for some reason or other. But anyway, so that was very interesting being there.
Interviewer: Did you get to see much of the country at all?
BS: Yes.
Interviewer: Whilst you were there.
BS: Yes. I got, I just to go back a bit it was interesting because all these, all the domestic staff on the camp were Japanese. Ex-Japanese Army and lots and lots of Japanese, and lots and lots of Japanese girls used to come on the camp every day doing all the menial tasks. In fact, the funny thing was that the, I was a corporal when I went there still and whilst had been there nearly a year I was promoted to sergeant. After I was promoted to sergeant I was moved to the Sergeant’s Mess. I was given my own sort of room and I was issued with a room girl who used to attend to all my domestic requirements. She used to clean my room and keep doing my washing and ironing and everything else. So that was quite an experience in itself and whilst I was there we had a NAAFI canteen of course which we, which we used to use and this was staffed by English girls in the WRVS who had been sent in to to run the canteens for the troops you see. And I happened to meet the manageress of the local NAAFI canteen and get to know her quite well. Gladys. And she, like the other girls were living in the Officer’s Mess. They were given the honorary rank of flight lieutenant because there was no other sort of way we could accommodate them really.
Interviewer: The equivalent. Yeah.
BS: You see. Because the Japanese were really off limits in the sense, in the sense that when you went out in Japan we were pretty well limited to we’d go in the shops and things. We weren’t really supposed to go in their houses and that sort of thing you know. You know, we were and all our provisions were you know were provided by either America, Australia or New Zealand or Australia. They used to come from all over the, the western world one might say. Of course, the Japanese had nothing. They had only rice and fish to eat you see. Of course, they weren’t ever proper meat eaters before that. They’d sort of produced dairy herds and that sort of thing. They lived on rice and fish. Anyway, so that was the situation there. So I got to know Gladys very very well and we eventually at the time I was there we, we courted as one might say and eventually I married her in Japan. And by this time she had been sent down to Iwakuni which was the main RAF base headquarters down, down near Kure. The RAF airfield at Iwakuni and it was the Communication Flight there. They had Dakotas there which they used to supply the, communicate with the RAF other establishments in Honshu and she got posted there to the WRVS canteen there and I wangled, by this time I’d been promoted to sergeant, by this time I wangled a posting down there myself you see. I think they took pity on me at Miho. Anyway, so I was posted down to Iwakuni as well. It was at Iwakuni that Gladys and I had as service wedding. And of course the funny thing was that of course I was working on the Dakotas there and the funny thing was that she was living in the Officer’s Mess there and I I was living in the Sergeant’s Mess. So after we got married we had to go back to the same situation. The only time I could see her was in the Officer’s Mess at Iwakuni. The WRVS had a separate sort of living room you see and I could visit her in this living room, you know. The only time I could see her inside anywhere. This went on for about nearly two months after which time we came home. But it was very interesting and when we did get married there we, we had a honeymoon up at a place called Koana just outside Tokyo. This was a beautiful hotel on the shores of the Pacific. It had been built by the Japanese to house the 1940 Olympic games which never took place. To house the contestants and everybody. So this was taken over as one of the leave hostels. Of course, what happened was that when the occupation force moved into Japan they sorted out all different sort of different sort of posh places around the country for troops to have a break.
Interviewer: R&R. Yeah.
BS: And one of them was at [Kyrenia?]. At Kyoto. Beautiful old famous beauty spot in Japan and going back a bit before I was married to Gladys I had a weeks leave up at Kyoto which was very fine indeed. It was up in the American sector actually near Tokyo. Anyway, so Gladys and I went to Koana. This was an absolutely wonderful fortnight and we actually had a week at Koana and a week down in Kobi at a beautiful Japanese house which had been the residence of the Baron Simotomo who had been executed as a war criminal and they’d taken over his old house as one of the leave hostels as it were. So we had the second week of our honeymoon there and it was absolutely fantastic. But the one of the things that you could see was in the distance to the top of Mount Fuji sticking up. You know with this white top. So that was that. Anyway, when it came time to come home I, we came home on a the old Dilwara which was a properly built troop ship and they used to call it the kit badge because they painted the big blue band around. And of course, Gladys came home first class as officer status.
Interviewer: Oh very nice.
BS: Whereas I of course was on the troop deck with the senior NCOs. Second class. So she came home first class and I came home second class and the only time I could see her was on the second class promenade deck. I wasn’t allowed through to the bloody first class either [laughs] Oh dear.
Interviewer: Only the Air Force could do that.
BS: And the thing is we had of course like all ships had OC troops on board. Like all troops had a usually a colonel who sort of late on in years.
Interviewer: Yes.
BS: You might say.
Interviewer: Yes.
BS: And at one stage she was, poor old Gladys got seasick. She wasn’t a good sailor and I got special treatment from the OC troops to go down to her cabin to give her first aid [laughs] Oh, it was, anyway we stopped off at Singapore and Columbo and we managed to get to shore and spend a bit of time together. BS: Not much though. So the only sort of married life I had was when we got back home to England really. So, but going back to but as 17 and 11 Squadrons on American Independence Day, the 4th of July, isn’t it?
Interviewer: Yes.
BS: We were invited, the whole, both squadrons were invited up to a place called [pause] called [pause] Oh dear. The name’s gone from me for the moment but a big airfield near Tokyo which the Americans had taken over. Kizarizu. Kizarizu. That’s the name of the place. And we were invited up there to help take part in their celebrations you see. As I’ve got pictures of the two squadrons all lined up at Kizarizu. Which I, which I took when I was there. And we had a nice two or three days there really at the Americans are very —
Interviewer: Very hospitable and all that.
BS: Very very hospitable.
Interviewer: Yes.
BS: And they had [pause] yes what the hell, oh yes the famous American fighter. Lightnings I think they called them.
Interviewer: P38 was the twin engine.
BS: Yeah.
Interviewer: With the tail booms.
BS: That’s right. But before that going back to when I was at Miho the, the New Zealand air force they had corsairs used to land on —
Interviewer: They’re air craft carrier Corsairs yeah.
BS: And I’ve actually worked to service Corsairs as well.
Interviewer: Well, the Royal Navy had them as well of course.
BS: Yeah. That’s right. Yes.
Interviewer: Yeah.
BS: Yes. So a corsair. They were nice aircraft. And so anyway so after six weeks we got back to England and of course when we got back to England Gladys the WVS, she had been in the Far East you see and of course when the, when the war ended she was moved up with the occupation forces so she was there before me you see. So anyway got back to England she was, and of course she went across to her home which was at Withernsea, East Yorkshire and I went for debriefing as it were to that place up on the Wirral. An old RAF station there. What was it? I’ve forgotten the name of it now but it was it was a sort of like a distribution place you know where you used to go for debriefing after being overseas and what not.
Interviewer: Before my time.
BS: [unclear] and all that and, yes. And of course, I and then of course I went on disembarkation leave and of course I went across to Gladys’ home in Withernsea on the East Yorkshire coast and for the first time I met her parents. It was ever so funny that. And, but I must say I did enjoy my time in Japan. It was eighteen months or so. It was quite an experience. Oh yes. Another thing I forgot to mention is that when I was at Iwakuni we were very near Hiroshima and I went to Hiroshima several times and I saw it in its devastated stated and all that and going back to that time unfortunately I lost my first wife to cancer. Breast cancer. She contracted it in 1954. ’54, and she died in 1960 and at the time they did wonder if she had picked up radio activity.
Interviewer: Out in Japan.
BS: Yes. Because we went to Hiroshima several times and you know saw it and also saw Nagasaki too at one time. So, anyway but Tokyo also Tokyo was an absolute mess as well. That was bombed to hell.
Interviewer: And did you get any feeling for what the Japanese thought about the war?
BS: The Japanese. Well, typical of the Oriental mind as soon as the Emperor said stop, finished and it was all bowing and cowing. Every time you spoke to the Japanese it was always like this. Even the military. And in fact, I don’t know whether you know it but after the war was finished when we, when we sort of took back Sumatra and Java like that we used the Japanese forces to control all the blooming rebels. They came under our control and we were, we were organising all their troops that were still there and they were as obedient as anything.
Interviewer: They had a very strong sense of leadership.
BS: This was their nature. Very very strong.
Interviewer: Very hierarchical —
BS: Yes. Of course.
Interviewer: Society.
BS: The Japanese on a parade if the officer was just for you to turn around and hit the sergeant, hit a corporal the corporal would pick a private out and give him a thrashing. That’s why we used to hand the can back as I say.
Interviewer: Hand the can back. I haven’t heard that before.
BS: Oh yeah. Hand the can back. Oh yeah. Yeah. Pass the can back yes. Hand the can back. Yeah.
Interviewer: But you enjoyed your time there.
BS: Oh, I enjoyed all my Air Force career. Every bit of it. I had, I didn’t want to leave. The only reason why I left I was over fifty five, late forties when I came out it’s because we were at Wittering and we’d bought a house in Stamford. My son was at Stamford School and of course it’s a very good school.
Interviewer: Yes.
BS: Stamford School. And my daughter was coming up for there and so I was due to be posted to Aden or due to be posted abroad And we didn’t want any. I didn’t think Gwen wanted to move, my second wife that is so we decided and I’d had this very good job offered me with PERA at Melton Mowbray so —
Interviewer: As we say it’s a no brainer at that stage probably to—
BS: Well, yeah.
Interviewer: Yeah.
BS: It was Production Engineering and Research Association and I was offered a job as a senior author there. Of course, with of my technical experience in the RAF.
Interviewer: It was time to leave.
Interviewer: Yeah. The wonderful technical training I had in the Air Force was second to none.
BS: Yeah.
Interviewer: And all the way through. You had your basic training but you keep on going on course after course after course.
BS: Again, back to —
Interviewer: I mean courses had six months.
BS: Back to that old training again.
Interviewer: Yes. I mean my electronic training and technical training was second to none when I came out.
BS: Ok. Well, we’ll talk about that in the next session.
Interviewer: Yes.
[recording paused]
BS: Do a quick sort of lead into that really.
Interviewer: Ok. Well, I’m with, I’m still with Bertie Salvage and we’ve gone through the Second World War. We’ve talked a little bit about time after the Second World War and now we’re starting to talk about his —
BS: That’s right.
Interviewer: Memories of the V Force and you know —
BS: Yes.
Interviewer: 1954 onwards.
BS: That’s right. Well, just to go back to 1951. I was posted out to Egypt. The Canal Zone. For three years on Deversoir on the Canal. On the Canal, you know.
Interviewer: Did that posting come out of the blue or did you ask for that?
BS: Oh no. That came out the blue because I can always remember when we came back from Japan going through the bloody Suez Canal I looked across at the bleak desert area and all the different military camps and I thought oh God I hope I never get posted here.
Interviewer: Yes. I hear that’s what most people say their first —
BS: I know I was posted out to Deversoir in Egypt. Of course, it was a bit of, a bit of a hammer blow to take but I actually it was quite nice there really. It was right on the edge of the Great Bitter Lake. I was on 249 Squadron. 213, on Vampires. And of course it was my first real, I had worked on Meteors before but it was my first real experience to be working on jet aircraft. They were lovely aircraft, the Vampire.
Interviewer: Yes.
BS: Have you ever flown one?
Interviewer: No. No.
BS: Yeah.
Interviewer: No.
BS: It took us, anyway so I worked on that and so in 1954 I got posted back to England and after my month’s disembarkation leave I was posted to RAF Gaydon. Never even heard of it before. But Gaydon had been a wartime station which they were re-starting again you know sort of —
Interviewer: They started to put some money into some of the —
BS: It had been held in like a sort of mothball condition.
Interviewer: Care and maintenance.
BS: Care and maintenance. Mothballed. And so they decided to start that off and start that off as as the initial V bomber training station you know. Of course, there would just be the V bombers. What happened was that the Victor, the Vulcan and the Victor were the first ones to be designed but they were going to take a long time to get into, into operations so they decided to as a stop gap to build the Valiant which Vickers had said they could build far quicker for them as a, as a stop gap and really until the Victors and the Vulcans were available. So I was posted to RAF Gaydon as an instructor on the Technical Training School. Of course it was going to be the OCU.
Interviewer: Yes.
BS: The aircrew were going to be trained there and also the ground crew people servicing the aircraft you see. So I was posted on to be the instructor on instruments on the, on the Valiant first of all. So of course, when I got there I think the very first Valiant was there. Anyway, I was straightaway sent away on long courses. I had quite a few weeks down at Vickers at Weybridge where they were being made, built there. I went to different other manufacturers of different instruments and things. GPI and Mark 4s, these all sorts.
Interviewer: The navigation equipment on the aeroplane.
BS: Yeah. Yes. And also the NBS bombing system which they used. And so I went on these long courses and I got back to Gaydon eventually and by that time of course I think another sort of couple of others were there or something and we set up the school. And I was in instruments, we had all the other trades, instruments, air frames, armaments you know and so of course I had to straight away set about creating all my instruction notes, my instruction techniques and programmes. All the, when you go in to instructing you have that all to do.
Interviewer: Yes. I remember that. Yes.
BS: Because, [unclear] because you really start to learn other things you know. You really start to realise how much do I know about my job and that sort of thing. And when it came to start teaching of course it was, it was a bit tough at first but I really got into it you know.
Interviewer: Yes.
BS: And I got so used to writing up the authorship, authoring my own notes that it I found it very interesting indeed.
Interviewer: And working with the manufacturers is normally quite —
BS: Oh yeah.
Interviewer: You get a lot of job satisfaction if you —
BS: Yeah. I went to Coventry to HSD, Hawker Siddeley Dynamics and everywhere and also to [pause] no that was later on I went to Ferranti when I was on the Blue Steel. So, you know. So, yes you got used to it. I spent quite a month or two I suppose going around different manufacturers. Cheltenham down to —
Interviewer: Smiths.
BS: To Smiths. Yeah.
Interviewer: Yeah.
BS: You know, all sorts of different places. Anyway, of course you collate all this knowledge, put it all together and you know and, and the first day I had to instruct, you know the chaps are sitting there. I thought it was, you know it was quite an experience really.
Interviewer: And what rank are you by now?
BS: I was still a sergeant.
Interviewer: Still a sergeant. Yeah.
BS: Yes. Promotion was a bit slow and anyway I was going to go for the chief tech which I got a bit later on.
Interviewer: And what was living I mean England was still rationing going on in this period.
BS: Yeah, so what happened was when I first went to Gaydon of course there were no married quarters so they said to us go and find yourself a hiring somewhere and we’ll take it on. So I looked around South Warwickshire. I don’t know whether you know South Warwickshire. It’s a lovely county.
Interviewer: Not really. It’s a nice part of the world though, isn’t it?
BS: [unclear] and all down Stratford Upon Avon. All down that way because we were near Stratford you see and so I found myself a little —
Interviewer: This was before the M40 of course.
BS: That’s right.
Interviewer: Yeah.
BS: I found myself a little village called, down near Moreton in the Marsh called called Brailes and I found a little tiny cottage there. A country cottage. And so I moved Gladys down there, my wife with, who had our first boy then, our son by then. She was also, no she had got the two boys by then. We had two sons. So she came and so I was living out. It was about twelve miles away from there so I used to go in and backwards and forwards to Gaydon every day. So we were living in married and they started to build married quarters but they weren’t going to be ready for another year you see. So, so that went on really and of course getting to know the aircraft better and the chaps coming through. It used to be a fortnight, two weeks course or two or three weeks and then would be about a week and then have another lot come in then.
Interviewer: And is National Service still going on at this stage?
BS: And I’m going to say this, oh yes, National Service run to 1960 ’61. So National Service but what impressed me was a lot of national service chaps coming through HN, Higher National Certificate. Well trained chaps.
Interviewer: Chaps that decided to join the Air Force rather than —
BS: That’s right.
Interviewer: And they were a two year commitment were they?
BS: The two year commitment.
Interviewer: Yeah.
BS: But they were most interesting to teach because they were so receptive. I bet you could tell them something they’d know straightaway through their engineering background. They were a joy to teach really you know. They were so good. It’s like it was during the war of course where they had all these skilled people in from outside and —
Interviewer: The interesting thing to me if people joined on a two year National Service if they spent a year or eighteen months training they would be only be productive for six months.
BS: Oh, I know. That’s right. Well, they used to spend about six months training I suppose up to the basic mechanics but I’d get these chaps in and you know they were highly really highly qualified.
Interviewer: And of course, in the early 50s of course, there was a massive expansion of the Air Force because of Korea.
BS: Oh yes. That’s right.
Interviewer: And a lot of training schools were set up then.
BS: That’s right.
Interviewer: A lot of aircrew were pumped through.
BS: That’s right.
Interviewer: And obviously there would have been all the Meteor training outfits.
BS: That’s right. Yes. So I was at, I was at Leconfield when the Korean War was on and we sent aircraft. Oh yes, when I was at Gaydon the Suez Crisis erupted.
Interviewer: ’56.
BS: Well, because I’d just come back from Suez only the previous year.
Oh, of course. Yes.
BS: And I was, I got we went through quite a lot of trouble out there with it before it fully broke out really. You know had a lot of trouble really. Anyway, but the Suez Crisis broke out and of course we had to get involved in that and we sent two or three Valiants out there with bombed up and ready to go and you know.
Interviewer: They went to Malta, didn’t they?
BS: They went to Malta.
Interviewer: Yeah.
BS: Yes. The service sort of evolved in that. So after, oh about 1957 or thereabouts we had the first Victors and so yes I also went then. I went on. I was taken off and went on the quite a few [unclear] of course to Handley Page at Radlett and did the Victor. On the Victor. So when I came back I was trained up on the Victor but what happened was that because it was a bit of a struggle to teach on two aircraft like that because we still had the Valiants there. A few Valiants. They had another chap come in to supplement me to, you know on the Victor so I did a bit of teaching on the Victor but this other guy sort of did more and more of that really on the actual instrumentation side. So I still sort of really concentrated on the Valiant. But I did, when he was away I used to do the Victor as well you know. So but very similar the systems really you know. Particularly the NBS system and the navigation equipment and everything else and basically the flying was pretty much it was just the layouts and things. But general principles were the same. So it was all very interesting though while I was there. So I suppose do you want me to go on from there?
Interviewer: Yeah, I just wondered, you know —
BS: Yeah.
Interviewer: So how long did you stay on at Gaydon?
BS: Sorry?
Interviewer: How long did you spend at Gaydon then?
BS: At Gaydon, I was, what happened was when I was at Gaydon unfortunately while I was there my first wife contracted cancer and she was given basically first of all two years to live then she actually lived for five so although I was really screened on this instructing job. It was how shall I put it? More heavily emphasised that I was screened because of Gladys’ illnesses.
Interviewer: Yeah. Domestic situation. Yeah.
BS: And through that time I was put up for a branch commission in the engineering branch but I had to turn it down because I couldn’t leave my wife, you see.
Interviewer: Yeah. Yeah. Yeah.
BS: So that, so that was that but anyway that didn’t matter. So that was that so, and then, so she died in 1960 and eventually I left in 1962. I was posted to RAF Newton. Not got posted but I was despatched there on the Skybolt course because I was designated. Because of my experience of technical you know side of thing they decreed that I should go on the Skybolt.
Interviewer: They needed someone to bring Skybolt into service.
BS: So I went to Newton for six months. I’d all the instrumentation electronic side of control and guidance of the Skybolt missile.
Interviewer: And did you get out to America?
BS: No.
Interviewer: During that time.
BS: Unfortunately, I got back to Gaydon and we were given a couple of weeks to pack up and we’d packed up almost with a few, well with a week I think of going to America. My wife was, well the whole family was going to go together to Denver in Colorado and then after that we were going to go down to Florida to Eginton or Eglington.
Interviewer: Eglin.
BS: Eglin.
Interviewer: Not Elgin. Eglin.
BS: We had to go to Eglin.
Interviewer: Yes.
BS: Down on the Caribbean.
Interviewer: On the —
BS: Yes. Where we were —
Interviewer: The Florida coast.
BS: Two years and got fully Skybolt trained to come but a week or two before they decided to ditch Skybolt in favour of the Polaris for the submarine as a strategic missile.
Interviewer: Well, my understanding is Skybolt isn’t doing very well and —
BS: Yeah. Yeah.
Interviewer: JFK met with Macmillan.
BS: Yeah.
Interviewer: And —
BS: Yeah. That’s right.
Interviewer: JFK offered, the Americans offered to give the Brits the chance to develop it and, and Macmillan thought the best way out of that was to buy Polaris instead.
BS: That’s right. Yes.
Interviewer: Which JFK agreed to.
BS: Yes. So that’s why I didn’t go. So that, so that was that finished. So of course I was then it was a few weeks in. I was a chief technician by this time well I had been for a flight sergeant. Anyway, so I think because of my Skybolt experience they decided that I should go to Blue Steel.
Interviewer: Quite logical. Yes.
BS: Yes, so because of my, so back I went to Newton and because I’d already done the Skybolt six months I was spared the initial training on Blue Steel because it was still the basic sort of training on electronics you see.
Interviewer: Yes.
BS: So I went back to Newton for three months on the Blue Steel system itself. So I went back in, that was 1963 and I went back until March 1964 or March or April of ’64. So I learned all the, when I was involved on Blue Steel what was the control, the guidance system. The inertial navigation system, the control system which was the gyro control like auto pilot.
Interviewer: You had an inertia navigator didn’t it?
BS: Oh yes. Yeah, I did, I had to go to Ferrantis for that, you know. And also the flight rules computer. I was involved with all this, that [unclear] on that so I was really fully technically trained on the control and guidance system of the Blue System. I don’t think there’s many people left.
Interviewer: Just a handful I think probably that remember it.
BS: Yes.
Interviewer: In any details.
BS: Anyway, so that was very interestingly and fantastically the courses I went on what you learned.
Interviewer: Who built the missile Blue Steel? Do you remember?
BS: It was HSD, Coventry.
Interviewer: Oh, Hawker Siddeley. Yeah.
BS: Yes. So, we went across there again as well. So, so I went back to Newton for that and eventually then I got posted to, well it was either Scampton or Wittering. We didn’t know. Anyway, I was, I was posted to Scampton, to Wittering. But of course, all the time I was at Wittering we had this strong liaison with Waddington with, with Scampton.
Interviewer: Scampton.
BS: Because I mean the systems on the two were, the Blue Steels were identical really. I mean —
Interviewer: A missile is identical it’s just —
BS: A missile. Yes.
Interviewer: It’s just a question of how it plugged in to the aeroplane.
BS: That’s right. Yes. But so when I went to Wittering they had built a huge new hangar there with all the servicing workshops and offices. Administrative parts and also the HTP as you called it.
Interviewer: High test peroxide.
BS: Yeah. The —
Interviewer: The Gin Palace.
BS: The Gin Palace. Yes. That was right next to the hangar and they were closely associated so I was straightway when I went to Wittering I was put in the, they had a, you know the laboratories and the calibration rooms of the workshops for the controls guidance systems. And so I was put in, I was put in charge of that really and you know obviously had staff who would be trained up like me but so for several, a year or two I was involved in the service and maintenance of the systems going on the missile.
Interviewer: And can you remember any test firings and things like that?
BS: Well, yes. I didn’t actually. I think they took off from the Welsh coast didn’t they?
Interviewer: They would have fired probably some in the Aberporth range.
BS: Yeah. The Aberporth ranges. Yes.
Interviewer: Yeah but —
BS: But I never went over there. Some people did but I never got in because I was involved in the, in the servicing.
Interviewer: Servicing.
BS: Testing and calibration of the systems really, you know.
Interviewer: And it was quite a complicated piece of kit, was it? My understanding was that you had to align the inertial and fly [unclear] and then —
BS: Oh lord. Oh yes. Yes. You did. Yes. You did all that and of course we had in the iron department as we called it we had a higher complex system of calibration instruments to land the [tryoscopic] the brake hold, brake control charge had to be absolutely perfectly set up and [unclear] you know you set that with the oscilloscopes and that sort of thing and the Flight Rules Computer, the FRC, what happened was that the, the Blue Steel would be dropped from about forty thousand feet. The motor would kick in, climb up to about sixty thousand, fly for about two hundred miles, then freefall on the target. That was the [pause] Now as soon as it was launched they got up to altitude then the control system would fit in, it would click in to the control and guide the thing directed by the Flight Rules Computer which was the FRC. So the computer would take it to target with the controls being functioned by the control system provided.
Interviewer: And Ferranti I presume did all the, did that part of the —
BS: That’s right. Yes. Yes, it’s from the [INC] to the FRC to the control system and they did. Everything would lock off at a certain point and it would just freefall on to target. That’s the, that was the theory. But so all three were closely combined really. [INC[ IN, THE FRC, the control system.
Interviewer: And how did they get on regarding the aeroplane and guiding the missile when it was loaded with its, with the weapon?
BS: Well, I’ve been, well let’s put it this way I never actually went out to the, out of the QRA system. What happened was that there used to be at least one, perhaps sometimes two at the end of the runway. Quick Retaliation Aircraft they called it. The QRA. And there was always an aircraft, one or two out there all the time.
Interviewer: Loaded up and ready to go.
BS: And the crew on board as well. Ready to go within minutes you know. To take off and there would have been a guard out there I assume. I never actually went out there.
Interviewer: So if you had to service the missile —
BS: Oh yes.
Interviewer: The warhead would be taken off.
BS: Oh lord, yes. Well, I was all the time you never did any servicing unless the missile was actually in the hangar. Not to the point of its control system. Oh yes. They’d take the pod out and then they’d bring the missile in. The pod was put in, you know —
Interviewer: So the warhead was called the pod, was it?
BS: The pod.
Interviewer: Ok.
BS: The pod, yeah. I saw several. Well, I saw. I never had anything to do with them but I mean they used to keep we had the bomb dump at Wittering. It’s still there I think.
Interviewer: Yeah. Yeah.
BS: The Navy used to, the Navy used it.
Interviewer: Well, the bomb dump at Wittering was used, you know.
BS: Yeah.
Interviewer: It was the first bomb dump for the first nuclear weapons.
BS: I think it’s still functioning is it? They, I think they were —
Interviewer: I’m not too sure what it’s used for now.
BS: I think I’ve seen Navy vehicles going in there. Yeah.
Interviewer: Yeah. Quite possibly being used as a storage area.
BS: Yes. Yeah. Oh yes. Yes. It was. I never actually went in it but I, you know, I know where it was [unclear] but I never actually went inside but yes they used to. There was a lot of, a lot of fuss when they used to be loading them up with the pod you know but that was quite, and then of course as I was saying what [pause] what was it? About 1967 or thereabouts they decided that they wanted more people to come into the system. Technicians you know. And they decided to set up the Blue Steel Training School. Technical Training School at Wittering. In the Blue Steel hangar. And I was appointed, because of my instructing experience, my vast experience they asked me to set it up and run it as as organiser and also to instruct myself as a flight sergeant at this time. Instruct. Instruct. Instruct on it you see as well as organise all the other trades. So we, we, we have this scheme running. We used to have them in for about a week or two and teach them the systems, you know. So I was running that, the Technical Training School there because of my experience.
Interviewer: And did that do that do, that did all the training for Blue Steel so chaps would come down from Scampton and to do the course with you.
BS: Well, I think Scampton had, I think they must have had their own scheme because I don’t remember people coming from Scampton. I think they had their own scheme running up there. I’m pretty sure because I was just really involved with those coming into Wittering really. But I’m sure they must have done. So I was heavily involved with that. So you see my experience is very deep on the technical side on the ring of steel.
Interviewer: The thing that appeals to me is the fact that you started on learning your trade back in 1939.
BS: That’s right. Yes.
Interviewer: And here we are thirty years on.
BS: That’s right.
Interviewer: Still using the basics of electrics.
BS: Oh, that’s right.
Interviewer: But applying it into a much more modern system.
BS: Oh, [unclear] all, I mean I didn’t know a thing about electronics and a finite mechanism you know and the correlation between the two mechanics to electrics and backwards and forwards. You know what I mean.
Interviewer: The beginning of digital computing.
BS: The transfers, oh yes. Oh yes. That was a appealing. The FRC was. Of course, it was all sort of transistors then. You know, transistor technology. So, you know and, and of course, you know apart from being taught you learn a lot through reading too. You know, it’s all —
Interviewer: And you must have seen a terrific change in the Air Force to have gone from the Second World War.
BS: Oh, right through.
Interviewer: To the time of Korea.
BS: Oh yes.
Interviewer: And conscription still going on.
BS: Listen, this is about me. I think —
Interviewer: National Service.
BS: I went through the most fascinating period really right through to, you know from basic things like this blooming Valentia.
Interviewer: Yes.
BS: To —
Interviewer: Yeah.
BS: To, to V bombers, you know. And of course, at Cosford they have the, the Cold War hangar there.
Interviewer: They do, yes. Yeah.
BS: Yeah.
Interviewer: I’ve been just the once.
BS: Yes.
Interviewer: And I must go again.
BS: Yes, I, pardon?
Interviewer: I’ve just been the once and I must go again.
BS: Yeah, well you see my daughter lives at Lichfield so it’s only just a stone’s throw from there so when I go, I’ve been once or twice you know. She takes me there. Yes and of course they’ve got a Blue Steel there. And I’ll tell you where else I saw Blue Steel. Out at Newark. You know out at Newark.
Interviewer: At the Air Museum.
BS: Yes.
Interviewer: I think there’s one.
BS: I found it a pretty tatty when I went down.
Interviewer: Yes.
BS: [unclear]
Interviewer: That’s the problem with museums. They get things in quite bad condition sometimes.
BS: Yeah.
Interviewer: And they have to allocate them time.
BS: Yeah.
Interviewer: To renovate them.
BS: Yes.
Interviewer: And bring them up to —
BS: Yes.
Interviewer: Their former glory.
BS: And the amazing thing is, or the sad thing is that there’s only one Valiant and that’s at Cosford. That’s the only one. The only is one that is in existence now.
Interviewer: Well, the problem with you know the large aeroplanes is that if you leave them out in the open —
BS: Oh aye, well —
Interviewer: They rot very quickly.
BS: They do.
Interviewer: So I know the Irish museum —
BS: Yeah.
Interviewer: Say they have a problem with big aeroplanes.
BS: Yes.
Interviewer: They just don’t have the room for them all.
BS: No. No.
Interviewer: And they’re wondering when the TriStar retires.
BS: That’s right.
Interviewer: Where they’re going to have space to put one of those.
BS: Yes. Yes. So you know so when the Blue Steel they decided to start phasing about ’69 ’70. I just stayed on for a bit longer then I decided to retire from the Air Force.
Interviewer: Time for pastures new.
BS: Didn’t really want to go but I was really, circumstances made it. But fortunately, I went in to a very very good job at PERA and of course [pause] do you want me to go on?
Interviewer: Yes. Keep going.
BS: When I went to PERA at Melton Mowbray I don’t know whether you know or have heard of it.
Interviewer: No, I’ve not heard of them.
BS: Production Engineering and Research Association. They trouble shoot for the engineering industry. They’ve experts in every field.
Interviewer: And did, did they approach you or did you hear about it?
BS: No. I heard about them so I approached them and they wanted to interview me and I got the job before I left the Air Force.
Interviewer: Fabulous.
BS: Yeah. So that was it. So I, they have this, all these different departments for troubleshoot. Expert top engineers and you know —
Interviewer: Sounds a fantastic organisation.
BS: These particularly the machine tool industry would send people there on courses and they would have experts from PERA go to different factories to give them advice on production engineering.
Interviewer: Sounds fantastic.
BS: So they always had this large technical authorship department as well which they write up handbooks for different industries you know. So I applied but of course because of my RAF experience they had a contract. They had a contract with the Admiralty.
Interviewer: Right.
BS: To write up the manuals for the nuclear submarines at Barrow. So I was sent up to bloody Barrow in Furness on this contract. I was on HMS Churchill for months writing up the control systems on the nuclear submarines of the of the CO2 scrubber systems. You know the air is scrubbed clean and it’s ejected into the deep water to leave the oxygen to go back into the, into the hull. You know. And I wrote up all these you see because of my experience. But you know so that was a very fascinating really. So, so anyway after a couple of years I one of the member firms was a firm called Newall Engineering Group at Peterborough here. They wrote, they produced these, these very very sophisticated machine tools. Grinders and jig borers and things like that for the machine tool for the mainly for the automotive industry. You know, car factories. So they were a member firm of PERA and they were looking for a, and we used to write books for them. But they wanted their own chief author you see. So I applied and I got the job. I wanted to come nearer home.
Interviewer: Yeah.
BS: I was so fed up with —
Interviewer: Yes. Yeah, you get —
BS: Yeah.
Interviewer: Commuting gets a bit wearing.
BS: That’s right. It’s interesting but you know.
Interviewer: No I thought —
BS: So I thought I would come so it was a very very good job and I’d be my own boss there you know and [unclear] so I went to PERA. I went to —
Interviewer: Right.
BS: Newalls at Peterborough and I had to really convert my mind but using basic engineering knowledge to these highly sophisticated machine tools. Jig borers and high speed grinders which used to grind crank shafts and [cannon] shafts. And that was fascinating because you use your basic engineering knowledge. Although I didn’t know anything about them you still get through.
Interviewer: Yeah, its —
BS: You, you have to spend all the time in the drawing office with them and the designers. The people and really pick their brains really.
Interviewer: But if you’d been trained well in the first place it’s not difficult —
BS: Oh no.
Interviewer: To pick up something new is it?
BS: No. No. Not at all.
Interviewer: Yeah.
BS: And the idea being that you were, you could have this information, collate it write it in a presentable form you know people could read and understand, take it back and do you understand? Can you read it? And they would make, they would criticise.
Interviewer: Yeah.
BS: You know so you —
Interviewer: Critique.
BS: So that’s right so then you produce the complete manual. The interesting thing was that we supplied the machines all over the world to, to China, to, to Russia, to, to Sweden, to France to, you know all sorts of places we sold machines to, particularly Russia.
Interviewer: Did you get to travel there?
BS: Oh no. I didn’t unfortunately.
Interviewer: No.
BS: But my books of course had to be translated in to the —
Interviewer: The native language.
BS: Exactly. So as soon as I had produced a manual for machines that were going somewhere I had to get it and I had to go to the translator, we used to translate it in London. I used to go down to the translators, get the books translated, bring it back and then all us engineers used to come across you know to check the machines before going to the different countries. And they’d want to read the manual so you had to give them the manual in their language for to see if they understood you know and usually you know they went down pretty well really. And the thing is that trans, technical translation is not like ordinary translation it has to be done by A — a national of the country concerned which was just going plus the fact it has to be an engineer.
Interviewer: Yes. You’ve got it. Yes.
BS: So you’ve got to have the two. There’s no good getting a chap whose learned Russian or French to do it.
Interviewer: Yes.
BS: It’s got to be a national of the country concerned.
Interviewer: Have you ever read any books, manuals on Japanese hifi you’ll know.
BS: Oh, I know.
Interviewer: It says press button B to —
BS: In my experience I’m, oh I’m very critical of that. Very critical. So that was that really. So —
Interviewer: Well, very well. Thanks for telling me about your, a little bit of time about your time after you left the Air Force.
BS: Yes.
Interviewer: Thank you.
BS: Yeah.
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 Bertie Salvage
Salvage, Bertie-Cold War-World War II
Identifier
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SHarriganD[Ser#-DoB]v67
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Royal Air Force
Royal Air Force. Bomber Command
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eng
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Sound
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01:38:46 audio recording
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Pending revision of OH transcription
Pending OH summary
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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.
Description
An account of the resource
Bertie Salvage joined the RAF in 1939 as an apprentice and initially began his technical training at RAF Cranwell before training was transferred to RAF Halton and also shortened because of the start of the Second World War. Bertie was present when Lord Trenchard addressed the ground staff at the station. Bertie was sent to South Africa to work on aircraft there for the Empire Training Scheme. He was then posted to Japan in the post war years. He progressed in his career with post war aircraft including the V bombers and then on to missiles systems such as Skybolt and Blue Steel.
Temporal Coverage
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1939
1940
1941
1943
Spatial Coverage
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Great Britain
South Africa
Japan
England--Buckinghamshire
England--Lincolnshire
England--Norfolk
England--Southend-on-Sea
Contributor
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Julie Williams
Creator
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This Interview was recorded by Aviation Heritage Lincolnshire.
218 Squadron
ground personnel
military living conditions
RAF Cranwell
RAF Halton
RAF Marham
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1963/41315/BLazenbyHJLazenbyHJv1.2.pdf
35022f62bb4527b9a7da34bd424ec42f
Dublin Core
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Title
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Lazenby, Harold Jack
H J Lazenby
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IBCC Digital Archive
Date
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2017-10-10
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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Lazenby, HJ
Description
An account of the resource
11 items. The collection concerns Warrant Officer Harold Jack Lazenby DFC (b. 1917, 652033 Royal Air Force) and contains his memoir, documents and photographs. He flew operations as a flight engineer with 57, 97 and 7 Squadrons.
The collection has been loaned to the IBCC Digital Archive for digitisation by Daniel, H Jack Lazenby and catalogued by Barry Hunter.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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H Jack Lazenby DFC
Description
An account of the resource
Harold Jack Lazenby's autobiography.
Spatial Coverage
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Great Britain
England--Warrington
England--Wolverhampton
England--Shifnal (Shropshire)
England--London
England--Bampton (Oxfordshire)
England--Witney
England--Oxford
England--Cambridge
France--Paris
England--Portsmouth
England--Oxfordshire
England--Southrop (Oxfordshire)
England--Cirencester
England--Skegness
England--Worcestershire
England--Birmingham
England--Kidderminster
England--Gosport
England--Fareham
England--Southsea
Wales--Margam
Wales--Port Talbot
Wales--Bridgend
Wales--Porthcawl
England--Urmston
England--Stockport
Wales--Cardiff
Wales--Barry
United States
New York (State)--Long Island
Illinois--Chicago
England--Gloucester
Scotland--Kilmarnock
England--Surrey
England--Liverpool
England--Lincolnshire
England--Lincoln
Denmark--Anholt
Poland--Gdańsk
Germany--Berlin
Germany--Essen
Germany--Kiel
Europe--Mont Blanc
Denmark
England--Hull
Czech Republic--Plzeň
Germany--Ruhr (Region)
England--Mablethorpe
Germany--Cologne
Italy--Turin
France--Bordeaux (Nouvelle-Aquitaine)
England--Land's End Peninsula
Italy--San Polo d'Enza
Italy--Genoa
Italy--Milan
Algeria
Algeria--Blida
Algeria--Atlas de Blida Mountains
England--Cambridge
England--Surrey
England--Ramsey (Cambridgeshire)
Germany--Mannheim
Germany--Munich
France--Montluçon
Germany--Darmstadt
Scotland--Elgin
England--York
Scotland--Aberdeen
England--Grimsby
Germany--Saarbrücken
Germany--Zeitz
Germany--Ludwigshafen am Rhein
Germany--Wanne-Eickel
Germany--Gelsenkirchen
Germany--Kleve (North Rhine-Westphalia)
Germany--Chemnitz
Germany--Heide (Schleswig-Holstein)
Germany--Wuppertal
Germany--Homberg (Kassel)
Netherlands--Westerschelde
Germany--Rheine
Germany--Hamburg
Germany--Helgoland
Germany--Bremen
Netherlands--Rotterdam
Belgium
England--Southend-on-Sea
England--Morecambe
England--Kineton
England--Worcester
Germany--Duisburg
Germany--Düsseldorf
Germany--Mülheim an der Ruhr
England--London
Italy--La Spezia
France--Dunkerque
Poland--Szczecin
Poland
Germany--Hannover
Germany--Recklinghausen (Münster)
Netherlands
England--Sheringham
England--Redbridge
France--Saint-Nazaire
Atlantic Ocean--Kattegat (Baltic Sea)
Germany
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Royal Canadian Air Force
United States Army Air Force
Royal Air Force. Transport Command
Language
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eng
Type
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Text
Text. Memoir
Format
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99 printed sheets
Identifier
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BLazenbyHJLazenbyHJv1
Creator
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Lazenby, Harold Jack
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
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IBCC Digital Archive
Conforms To
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Pending text-based transcription
1654 HCU
20 OTU
207 Squadron
4 Group
5 Group
57 Squadron
617 Squadron
7 Squadron
97 Squadron
air gunner
Air Gunnery School
aircrew
anti-aircraft fire
B-17
B-24
Bennett, Donald Clifford Tyndall (1910-1986)
bomb aimer
bombing
bombing of Helgoland (18 April 1945)
briefing
Catalina
Chamberlain, Neville (1869-1940)
crewing up
debriefing
demobilisation
Distinguished Flying Cross
Distinguished Flying Medal
Distinguished Service Order
Eder Möhne and Sorpe operation (16–17 May 1943)
entertainment
flight engineer
flight mechanic
Flying Training School
George VI, King of Great Britain (1895-1952)
Gibson, Guy Penrose (1918-1944)
ground crew
ground personnel
H2S
Halifax
Hampden
hangar
Harris, Arthur Travers (1892-1984)
Harvard
Heavy Conversion Unit
Hudson
Hurricane
Ju 88
killed in action
Lancaster
love and romance
Manchester
Master Bomber
Me 110
Me 262
mechanics engine
mess
military living conditions
military service conditions
mine laying
Mosquito
navigator
Navy, Army and Air Force Institute
Nissen hut
Oboe
Operation Exodus (1945)
Operation Manna (29 Apr – 8 May 1945)
Operational Training Unit
Oxford
Pathfinders
pilot
radar
RAF Barkstone Heath
RAF Bassingbourn
RAF Benson
RAF Bourn
RAF Brize Norton
RAF Colerne
RAF Cosford
RAF Cranwell
RAF Dunkeswell
RAF East Kirkby
RAF Elvington
RAF Fairford
RAF Halton
RAF Lossiemouth
RAF Melton Mowbray
RAF Mepal
RAF Oakington
RAF Padgate
RAF Pershore
RAF Scampton
RAF Silverstone
RAF St Athan
RAF Stormy Down
RAF Swinderby
RAF Talbenny
RAF Tangmere
RAF Upper Heyford
RAF Upwood
RAF Uxbridge
RAF Valley
RAF Warboys
RAF Wigsley
RAF Wing
recruitment
Resistance
Spitfire
sport
Stirling
target indicator
training
V-1
V-2
V-weapon
Victoria Cross
Wellington
Whitley
Window
wireless operator
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1401/27272/BMooreDMooreDv1.1.pdf
6f33157a0b1575c878747146f837b62b
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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Moore, Dennis
D Moore
Publisher
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IBCC Digital Archive
Date
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2015-05-06
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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Moore, D
Description
An account of the resource
37 items and two albums.
The collection concerns (1923 - 2010, 1603117, 153623 Royal Air Force) and contains his log books, documents, photographs and two albums. He flew operations as a navigator with 218 and 15 Squadrons.
Album one contains photographs of his family and his training in Canada.
Album Two contains photographs of his service in the Far East.
The collection has been donated to the IBCC Digital Archive by Terrence D Moore and catalogued by Barry Hunter.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Dennis Moore
28.06.1923 – 30.10.2010
[photograph]
Autobiographical notes
DM Memoirs (Second Edition)
Compiled and edited by Terry D Moore
[censored lines]
1
[page break]
2
[page break]
Foreward
In late 1991, following the end of the Cold War and the cessation of hostilities in Iraq. the Government's "Options for Change" defence review led to the disbandment of several RAF squadrons, one of which was XV Squadron which had played a significant role in the first Gulf War. As a former member of this squadron, in which he flew as a Lancaster Navigator during the Second World War, my father was invited to attend the disbandment ceremony in Laarbruch, Germany, and I had the privilege of accompanying him as his guest.
Although he continued to serve in the RAF until 1964, Dad had never talked about his wartime experiences but, during the long car journey to and from Germany, all that changed – the memories flooded back as though it were yesterday. The stories became very familiar to me as they were regularly recounted at the many air-shows and Squadron Reunions we attended over almost two decades
Sadly, he did not live to celebrate his birthday on 28th June 2012, the day on which Queen Elizabeth II unveiled the long overdue Bomber Command Memorial in London's Green Park. However, my wife Penny and I proudly attended as his representatives
[photograph]
The ceremony, honouring the 55,730 airmen who lost their lives during the Second World War, was attended by more than 5,000 second world war veterans and it brought to mind the last words of the Antarctic explorer, Captain R.F. Scott: "had we survived I would have had a take to tell . . . . . . ." Well he did survive – a thirty-three sortie tour with Bomber Command, and his tales are told in the form of these "Autobiographical Notes" which he compiled following our trip to Germany in 1991.
I spent many hours editing his notes, which I illustrated with photographs from his albums and, thankfully, was able to get his seal of approval before he died. Since then I have added more photos and later material which I found in his papers. I am certain that he would have approved.
[photograph]
Terry Moore, July 2012
3
[page break]
[photograph]
"60 years on" – with PA474 at RAF Lossiemouth, May 2005
[photograph]
Pam and me at XV Squadron "90th Birthday" reunion, Lossiemouth
4
[page break]
Dennis Moore
AUTOBIOGRAPHICAL NOTES
1923 – 1939
I was born at 98 Camden Crescent, Chadwell Heath, Essex on 28th June 1923. The youngest child of Thomas and Mary Moore 1, brother to Thomas (Owen) 2 and sister Joyce 3.
About 1926/7 the family moved to 150 Croydon Road, Beddington, Surrey.
My education began at Bandon Hill School, Wallington.
At the age of 7 I fell ill with infantile paralysis (Polio). I was taken to St. Thomas's Hospital in London where I spent nearly 3 months. I was immobilised in a body splint but do not remember much about the treatment except having pins stuck in the soles of my feet periodically (mostly in middle of night!). Apparently I was very lucky to have been diagnosed so quickly and affected in whole body rather than in particular limbs. I only remember there being some form of epidemic in the ward and visitors were not allowed for three weeks or so. The doctor promised me 5 shillings (a lot of money for an eight year old in those days) if I could walk unaided from the end of my bed to the end of the bed opposite by the time my parents were allowed back in. He had to pay up! All together I was off school for nearly a year. I started back in a wheel chair but soon discarded it!
In 1934 I got a place at Wallington County School for Boys. I was not very good at school but just about managed to keep up, though mostly somewhere near the bottom of the form! I only once ever obtained good results in exams when I managed to come [italics] first [/italics] in a science exam, and that was only because, by chance, I had swotted up the night before on all the right things!
I joined the school Scouts (9th Wallington {County School} Troop) and did quite well. Our Scout Master, A. D. Prince, was the school science master. I became Patrol Leader of the 'Owls' and eventually obtained the King's Scout badge and the 'Bushman's Thong'. Nearly every holiday was spent camping or 'Trekking'. In 1937 I attended the Scout Jamboree at Zandfoort in Holland (pictures in green photo album). None of us liked the very militant contingent from Germany who threw their weight about at all the 'get-togethers'.
[photograph]
Joyce, Dad, Mum and me
I represented the Scouts at swimming and the school 2nd XV at Rugby. All my spare time was taken up with tennis at Beddington House Lawn Tennis Club, playing and helping to maintain the tennis courts.
My swimming ability arose from the Polio recovery therapy. Long daily sessions were spent in the hospital pool and then in the local swimming baths in Croydon.
Our house was quite close to Croydon Airport and two of my friends lived actually overlooking the airfield. We could recognise all of the airlines and aircraft that we saw landing and taking off each day. This aroused my life long interest in flying.
1 Thomas Henry Moore (1892-1967), Mary (née Tait) (1893-1984)
2 Thomas Owen (b. 3 October 1917, d. 2 November 2010)
3 Joyce (b. 11 July 1919, d. 16 May 2012)
5
[page break]
1939
Mid-June – our summer holiday at The Hartland Hotel, Hartland Point, Devon was delayed so that I could take the last exam of Matriculation (Economics) but I did so badly that we need not have wasted the extra day. I left school at the beginning of July, aged 16
War started on 3rd September and we listened to the radio broadcast by Neville Chamberlain, which was immediately followed by the Air Raid warning and all of us really though that we were about to be annihilated.
I started work at 'CUACO' (Commercial Union Assurance (Marine Department)) in Lime Street, London. Starting Pay was 21 shillings & sixpence (£1.12 1/2) per week and a railway season ticket cost 13 shillings (60p) per month. My boss was called Godin. I spent most of the time making onionskin copies of documents – before the days of photocopiers! The Underwriters were almost like gods and had to be treated as such. The firm had a lunch club in Ropemaker Street (near Moorgate Tube Station). It was a very old and decrepit building and we had one of the top floors, which could only be reached by very rickety stairs. It was well worth the 10-15 minute walk to get there, through the many alleyways and quick-cuts through other buildings, as the meal was free!!! Later, this building was destroyed by bombing and the Barbican now stands on the site.
I joined the AFS (Auxiliary Fire Service) as a Messenger.
1940
Joined the CUACO Tennis club. Played on the sports ground in the Sidcup area. In late summer I witnessed the bombings in the surrounding area.
The evacuation of Allied Forces from Dunkirk, following the German advance through Belgium, Holland and France, took place at the end of May and was completed around 3rd June. I had holiday from work a few days later and went on a cycle tour of Devon. I caught the train to Exeter, then cycled & stayed at YHA's from there. I passed many camps of army people who had just got back. They were not allowed to send mail without it being censored, so I acted as 'Mail Boy' for many of them who called me over from inside the fence. One of the hostels I stayed at was at Waters Meet (now a National Trust site) and the Warden and I were the only two people there. He took me into Lynton (or perhaps Lynmouth) and introduced me to real cider. It did not take much of this to wake up next morning with a very thick head! However, a long hike up the river soon altered that. At Salcombe, I managed to hire a motor boat (dinghy) and could not understand why the chap who hired it to me insisted that there was a full tank of petrol. I now imagine he must have thought that I was going into the Channel to pick up more 'Dunkirk Survivors' – I must have been very naive at the time!!
The 'Battle of Britain' started in earnest about 12th August. I had been playing tennis at Sidcup when the first bombing of airfields started. On the 15th (or possibly the 18th), I was in the garden at 150 Croydon Road Beddington when aircraft flew over with bombs dropping from them aimed towards Croydon aerodrome. The following day I was called to the Bourjois factory with the AFS to try and get underneath some girders to see if anyone was trapped. A few days later, Dad took us all to live with the Robsons in Charlton Cottage, Copperkins Lane, Amersham, which they rented for a short while. I joined the local Scout Troop (1st Chesham Bois) and met the King family. After short time, by general consent, I was made Troop Leader.
I travelled up to London daily by train with George King & his brother. On one occasion, after a very heavy night raid, it took two hours to walk from Paddington to Lime Street through the devastated city. I camped out at weekends at Chalfont Heights and Great Hampden.
The Blitz was at its height during this period and London and the surrounding area were seemingly bombed every night.
6
[page break]
1941
Early in year the folks moved back to Beddington but I stayed on and lived with one of the King family at 'Rose Cottage' in Chesham Bois. I visited Len Reynolds (see Gunboat 658) who worked for Sun Insurance and had been evacuated to Wrest Park, Silsoe, Beds. I cycled from Amersham via Luton and was chased by a dog for a long way up the A6. Recent visits to Wrest Park are somewhat nostalgic.
24th April 1941, on leaving Chesham Bois, I was presented with a Photo Album by George King and members of 1st Chesham Bois Scout Troop.
[photograph]
Len Reynolds and myself in uniform
Changed jobs soon after a devasting German bombing raid on London on 10th May and started with Gold Exploration & Finance Company of Australia, which had been evacuated to Sandroyd School, Oxshott. The first few days were spent in the old office in Basinghall Street helping to move files and papers from the partially bombed building. During the week I lived at Sandroyd (in a small house called Kittermasters) and cycled home to Beddington at weekends. By the end of the summer the Blitz had more or less finished but a German bomber (or parts of it!) crashed in the grounds of Sandroyd one evening while we were out drinking in a local pub!
Volunteered for RAF and attended the selection centre at Oxford University (not sure which college – visits in recent years in no way help me to recognise anything about it). Had a long session with medics to decide if my previous infantile paralysis (Polio) would allow me to be considered for Aircrew. After an interview with four Senior Officers, it was decided that I had passed 'A1' and was 'sworn-in' for deferred service. My actual service in the RAF counted from then. Mum was very upset when I informed her as she was convinced that I would be unfit for any service in the Forces due to my previous medical history and Dad was upset that I had volunteered for the [underlined] RAF [/underlined] because he had already booked me as a nautical apprentice with a post on the Prince Line vessel "Black Prince". I had actually done myself a great favour as the ship was sunk quite early on with the loss of all the crew!
Took part in amateur dramatics at Sandroyd together with others from English, Scottish & Australian Bank (ES&A). Performed in Xmas panto as a character in sketches of the Weston Brothers type. They were very popular Radio characters of the time.
7
[page break]
1942
Early spring, I was called up as U/T Aircrew and reported to Aircrew Receiving Centre (ACRC) at Lords cricket ground and billeted in "Viceroy Court" (one of numerous apartment blocks in Regents Park area). During the first week or so we were kitted out, received inoculations, vaccinations, took night vision tests and attended numerous lectures in various part of the cricket ground. Many of the staff were well known cricketers of the day. Spent about eight or nine weeks here with some odd short periods of leave (weekend passes) so I was able to get home quite easily.
[photograph]
At home in the garden 150 Croydon Rd, Beddington
Posted to RAF Bridgenorth & RAF Ludlow where I helped to build the camps. We lived in tents and were treated like 'dirt'. Most of the time was devoted to learning how to 'skive-off' each evening and get back into camp without being caught! Ludlow was famous for the large number of pubs and we took advantage of this to avoid being seen by the SPs (RAF Police). Fortunately, both postings were quite short lived.
Summer was spent at Initial Training Wing (ITW) Newquay. Billeted in the "Penolver Hotel" on the seafront. I seem to remember it being next door to the "Beresford" (pictures in album). Our Sergeant, called Sgt. Hannah, was very strict but fair and we got on well with him. In the photos I recall many of the faces but I cannot put names to any of them. A certain teaspoon, still in use, came from a little cafe where we had our brief coffee breaks! A glorious summer – spent much time on the beach and in the sea, as well as clay pigeon shooting on the cliffs.
Since I had elected not go to pilot basic training selection but [italics] to train as a navigator [/italics], I remained at Newquay with 2 others while the rest of the course did their 'Tiger Moth' time. We met up again at Heaton Park, Manchester after they had finished their pilot checkouts. Had a miserable time hanging about waiting for next posting. Billeted in a filthy boarding house with a scruffy landlady and every one of the NCOs seemed to make life difficult.
8
[page break]
1943
Early in the year I finally got a posting to Empire Air Training in Canada. We entrained to Greenock (Glasgow) and boarded the Troop ship [italics] Empress of Scotland [/italics].
[photograph]
RMS Empress of Scotland (formerly Empress of Japan)
Hundreds of us were bundled together in tiers of bunks in makeshift accommodation on the port side, fairly well forward on the boat deck. It was a blessing being able to get out into the open quickly as some of the others were down below, almost in the bilges. We spent hours queuing for food but it passed the time quickly. We sailed on our own and had numerous alerts but nothing was seen or heard. Eventually we docked in New York, although we all thought we were going to [underlined] [italics] Halifax! [/italics] [/underlined]
By train up to No. 31 Personnel Depot Moncton (New Brunswick), stopping for nearly a day in sidings in Portland (Maine). People were very hospitable and made us meals and food for the rest of the journey.
It was freezing cold in Moncton but the huts were very warm and I remember barrels of apples at the end of each hut, which were always kept topped up with crisp, juicy, sweet red apples. Although well below zero outside, we never seemed to feel the cold. Time-off was spent in the town of Moncton, mostly in Macdonald's(?) drug store, eating very cheap T-bone steaks and drinking pints of milk. No shortage of food made it a regular paradise after rationing. We also spent hours ten-pin bowling, both in Moncton and in the alley back at camp.
I cannot remember what we did on duty, but do remember coming into contact with a Welsh corporal by the name of Gee who was the most obnoxious individual I have ever come across and who made our life a misery. It was a relief to join the epidemic of Scarlet Fever that swept through the camp. I was quite ill but lucky to find that one of the doctors was the husband of one of the girls that I had worked with at Sandroyd. He helped me when I was fit enough for convalescent leave by suggesting that I didn't go on my own to Montreal but to stay with one of the local families who took in Service people and looked after them. He introduced me to a couple called Tait who lived in Shediac, a place some 50 miles away, near or at the coast. They seemed to like me and 2 days later arrived back to take me home with them. They already had a number of Australian 'Tour Ex' aircrew staying with them, a couple of whom were in a very bad state and were being sent home by way of Canada and America.
[photograph]
The Tait residence was a huge detached property and they had a lovely red setter dog called Terry who took an immediate fancy to me for some reason and was my constant companion for the rest of my stay with them.
The Taits cosseted me right from the start and were most intrigued to find that Mum's maiden name was the same as theirs. They were most concerned when they saw my patched pyjamas and other clothes and really didn't understand when I told them about
9
[page break]
clothes rationing and all the other shortages. They immediately took me shopping to buy a whole set of new clothes and underclothes. Early in my stay they asked if I had ever had oysters and when I said no they immediately took me to a place called Pointe du Cheyne(?), which was 75 miles away up the coast, for an evening meal out. The place specialised in fried oysters and I had a whole plateful of them. They were marvellous and the taste still lingers on even though I have never had them again since. They seemed to think nothing of a 75-mile drive each way just for a meal out. I was introduced to all the inhabitants of Shediac – or so it seemed – and during my stay with them took me all over New Brunswick, visiting all the towns and villages and spent a day in Fredrickton visiting various relatives at the University.
It was a terrible break to have to leave them and get back to real life. One thing however was somewhat sobering and that was the discussions I had with the Australians before they left. I learnt from them what it was really going to be like to go on Bomber operations once training was finished.
Almost as soon as I reported back to camp in Moncton I was posted to No 1 Central Navigation School – Rivers Manitoba. The trip was a 3-day ride on the train and that in itself was a fascinating experience. Eventually I arrived at the town of Brandon after a short stop off in Winnipeg.
No. 76A Navigation Course began almost as soon as I had arrived and lasted from 17th May 1943 to 1st October 1943. After nearly a month of groundwork, I had my first flight in an aeroplane on 5th June 1943. I spent 3 hours 10 minutes in Anson 6882 flown by P/O Davey. [underlined] [italics] I thoroughly enjoyed every minute of it. [/italics] [/underlined]
[photograph]
76A Navigation Course 17th May – 1st October 1943,
No. 1 Central Navigation School, Rivers Manitoba, Canada
The others on the course were an amazingly good bunch and a number of us used to work and play together in almost perfect harmony. Only three pupils were 'scrubbed', for various reasons, during the course and the list of those completing the course is in my green photo album. Seven of us formed a small group.
Paul Bailey
Ken Waine
Joe Meadows
Doug Holt
Rick Richardson
Don Finlayson
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We were given regular 48-hour passes and the 75 miles on the train to Winnipeg was quite an easy journey. At Eatons, the major department store, we were able to arrange to stay with local people. Nearly all my visits were to a family living in Assiniboine Drive but quite early on Don Finlayson discovered that he had a relation in Winnipeg that he had never heard of before and we spent most of the time at his place, only going back to the others to sleep. I do not remember the name of the people I used to stay with, although I have a vague recollection that their name might be Oliver.
Finlayson's relatives had a youngish daughter and before long all seven of us paired up with other girls. As can be seen from the photo album we enjoyed many happy hours in the Cave Supper Club and danced to the music of Marsh Phimister (Marsh was still around in 1979 when we returned to Winnipeg to visit my cousin Tom Moore4 & his wife Marg!).
THE CAVE SUPPER CLUB
[photograph]
Date SEP 15 1948 No. 9 GIBSON
On one 48-hour pass I travelled to Toronto (or Montreal, I can't remember which) to meet my cousin Tom, whom I had never met before, but still managed to find him amongst the crowds on the Mainline Station. He took me to Hamilton Ontario were [sic] he was billeted. I think we also went to London Ontario but am not certain. He looked after me quite well and we seemed to get on well together, although it was a very short visit before I had to get back to camp.
Although I had never done very well at school, I suddenly discovered that I was just as clever (if not more so) as the others and I began to do well on the course. In the end I managed to finish 2nd on the course and along with 6 others was given an immediate commission as a Pilot Officer whilst all the others were promoted to Sergeant.
About the 5th October I returned to Moncton and almost straight away entrained to Halifax and boarded the Aquatania (or was it the Mauretania?). We sailed without a convoy again but had air cover at both ends with only a small gap in the middle. It was a smooth crossing, in much superior accommodation to that on the journey out. I met a Canadian who, it subsequently turned out, used to work opposite Tom Moore at Ogilvy Mills in Medicine Hat. – Small world!
We landed back at Greenock and I was posted to Harrogate for Officer kitting-out and indoctrination. I stayed at the Queen's Hotel in some luxury and, as there were lots of Civil Servants evacuated to Harrogate, the social life was extremely good. Went to numerous dances and parties including Christmas and New Year.
4Tom Moore (1916-1992) Margaret (nee Rutherford) (1914-1999)
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1944
Posted to No. 1 (O) A.F.U. (Advanced Flying Unit) Wigton, Scotland on or about 10th January and started No. 193 Air Navigators AFU Course.
Towards the end of January I 'went sick' with an undulant fever. Local Medical Officer did not believe me until I got rapidly worse and eventually was transferred to Hospital near Stranraer where Glandular fever was diagnosed. Whilst there, a survivor from a crashed Anson was brought in and all the 'stops' were pulled out to help him survive. Although nearly every bone in his body was broken he gradually rallied and started to make a miraculous recovery. Having recovered from Glandular Fever, I was diagnosed to have a mild leukaemia and started getting massive injections of iron and ate liver until it almost came out of my ears. Walked for miles in the surrounding countryside with some of the other patients and after a while felt fitter than I had for a long time.
I rejoined No. 226 Course on 7th April and finally finished there on 2nd May. I was posted to No. 12 O.T.U. (Operational Training Unit) at a place called Chipping Warden near Banbury. I arrived at Banbury railway station on my own and started enquiring about transport to the RAF Station. I met a Squadron Leader Pilot who informed me that he had already arranged for transport, which would be along in 'about an hour'. We sat and talked and I learned that he was called Nigel Macfarlane (Mac), a Rhodesian, who had already done a 'tour' in Hampdens. He told me that we were both two days late for the start of the course, although through no fault of our own. He seemed to be quite interested in me and my background.
When we arrived on the course, we discovered that most of the others had already had time to choose their own crews and Mac immediately asked me to be his navigator. Together we then looked around for the rest of the crew.
Eventually we got ourselves sorted out and finished up with
Pilot – Squadron Leader Nigel G. Macfarlane
Navigator – Pilot Officer Dennis Moore
Bomb Aimer – Pilot Officer Fred H. Shepherd
Wireless Operator – Sergeant 'Napper' Dennis Evans
Mid Upper Gunner – Sergeant Jimmy Bourke
Rear Gunner – Sergeant 'Nobby' Clarke (655)
The Flight Engineer, Sergeant 'Johnnie' Forster (later to become Pilot Officer), joined us later – after we had left Chipping Warden.
Fred Shepherd wore an 'N' brevet as he had completed a Navigation Course but for some reason had been re-mustered to Bomb Aimer at the end of his course?
The OCU aircraft identification was 'FQ'. All the flying was done in Wellingtons and it is worth noting that one of these – Z1735 – 'S', actually set a record of longevity by operating at this unit from early 1942 until January 1945. We only flew in this aircraft once. During the course both Fred & I were made Flying Officers and the Sergeants promoted to Flight/Sergeant.
We were on an exercise on the night of 5/6th June (D-day), and at the time could not understand why there were so many other aircraft in the sky!
On the 10th July we completed our first Operational flight on what was called a 'Nickel'. We dropped leaflets over Angers in France. The trip was successful and no difficulties other than 'Flak' were encountered.
Much of our flying here was from the 'satellite' airfield of Edgehill which was some distance away and actually on the site of the old battlefield.
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We finished our training about the 15th July, by which time we all seemed to work well together and all the instructors rated Mac very highly.
Posted to No. 1653 HCU (Heavy Conversion Unit) Chedburgh, Suffolk, on or about 28th July after leave. Flying on Stirlings commenced on the 14th August, firstly on 'A' Flight doing mostly circuits and bumps by day & night and then on 'C' & 'D' Flight doing Cross Country, followed by high level bombing practice. During the course we had 2 undercarriage collapses but otherwise the Stirling was quite a pleasant aircraft to fly in.
We did a fair bit of interchange of jobs except that our flight engineer, Johnny Forster had now joined us and he got the major share of actually flying it. I had a short lesson and also a session in the rear turret. It was here that I discovered that I did not feel at all happy looking down. I actually dropped a stick of practice bombs and did very well. On the ground we also did exercises at each other's job and on the gunnery range my '4 sec' burst disintegrated the moving target!
Whilst doing each other's jobs we found out that Mac (the pilot) had attended the Specialist Navigators Course just when the war started (he had come over from Rhodesia and joined the Air Force in 1938). This made three of us who were so-called navigators and it could have presented a problem, particularly as Fred Shepherd rather fancied himself in that role. However, on one trip, Fred started to try and give changes of aircraft heading to Mac from 'pinpoints' that he had observed on the ground without letting me know. Mac had no hesitation in telling the whole crew that, although there were two others who 'at a pinch' could possibly take over, there was only one navigator in the aircraft whilst he was Captain and that was me!! – and he had every faith in my ability to look after all of us as far as the navigation was concerned. This certainly boosted my ego and from then on we all got on famously.
The course was completed on the 4th September and we were quickly posted to No. 3 LFS (Lancaster Finishing School) at Feltwell where we arrived on 7th. Feltwell was a grass airfield with no runways but, nevertheless, we finished our conversion in 4 days and then rushed to No. 218 Squadron at Methwold so that Mac could take over the job of c/o 'A' Flight. We discovered that a few nights previously the Squadron had lost 5 aircraft, one of the crews being the Flight Commander. This was somewhat of a shattering experience to start off with but fortunately our first operation was a relatively easy one, bombing by daylight 'V1' bomb sites at Boulogne. 'Flak' (Anti-Aircraft shells) was quite heavy but there was no fighter activity.
During the rest of September we did two more daylight trips and 1 night trip to Neuss near Dusseldorf. During the early days of Oct. we converted to a form of specialised bombing called 'G.H' – an extension of OBOE. This used a tracking beam and a crossing beam for the release point. On this system the bomb aimer only had to set up the bomb release and I did the actual bombing run and release. The exercises we did proved to be extremely accurate and we regularly dropped practise bombs to within 50 yards from 20,000 feet.
Methwold was built just before the war but had no permanent brick buildings and accommodation was in Nissen huts dispersed in the woods, some over a mile from the Mess, which could only be reached over muddy footpaths. It started to get quite cold in these huts quite early on and scrounging for fuel for the stoves became a major pastime. Barbara Sharp, who used to live five doors from us in Beddington, turned up at Methwold but she did not stay for long. The film 'Journey together' was shot at Methwold and David Tomlinson the actor (of 'Bedknobs & Broomsticks' with Julie Andrews) was on one of the Squadrons. The author – Miles Tripp was a bomb-aimer on the Squadron and his book "The Eighth Passenger" tells of his crew and what happened to them both during and after the war. He talks of one trip taking off at a certain time when we actually took off 1 minute before him on the same operation. My experience and his seemed to differ completely on this particular occasion (see copy of his book obtained 20/01/1994!!).
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During October we completed 2 daylights and 3 night ops and after 1 trip (at night) in November Mac was posted to Mildenhall as Commanding Officer No. 15 (XV) Squadron and promoted to Wing Commander. The next day he sent an aircraft over to fetch us and we then joined the Squadron officially. As the C/O's crew we did less trips than anyone else and as Mac decided to act as a check pilot for the first trip with all new crews, we were asked to fly with one of the Flight Commanders called Flight Lieutenant Pat Percy (known to us as 'Tojo'). This was not a popular move as he was not of the same calibre as Mac but for special trips Mac flew with us and the difference was noticeable by everyone. Tojo was promoted to Squadron Leader in mid-December and we finished the month carrying out 3 daylight and 3 night trips. One of these was as 'Master Bomber' on the Schwammenauel Dam with Mac.
[photograph]
Mildenhall, December 1944
XV Squadron crew, with Lancaster "C" Charlie, ME844
[photograph] [photograph]
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1945
New Year's day opened the month with a 6 hour 5 minute night trip and during the rest of the month a further two night ops and three day trips were completed. On the 14th, returning from Saarbrucken, the East Anglian weather deteriorated so much that all aircraft had to be diverted. We finished up at Predannack in Cornwall and it was an absolute shambles. It is amazing that there were not any collisions as aircraft with very little fuel left tried to get into unknown airfields.
Most of our spare time when 'ops' were not in the offing we used to spend at the Bull at Barton Mills. Mac had his wife Margaret (from Nottingham) and his baby son Ian living there and the whole crew went to keep her company, particularly when Mac himself was not able to be there (see note at end of 1945). He often went with 'Sprog' crews on their first operation, to try and make sure that they were capable of operating on their own. We made many friends from No. 90 Squadron based at Tuddenham, which was also nearby and particularly with a Squadron Leader Pete Dunham and his crew who we subsequently saw blowing up on a daylight operation (see scrapbooks)
Only 2 trips in February (1 day – 1 night) both with Mac, and during this time Johnnie Forster was commissioned and Fred & I took him to London to get kitted out.
About this time I first met Pam. She was going out with Fred and visited him at Mildenhall. For some reason or other we were walking back to camp from the village as a group and Fred chose to go off with somebody else and Pam walked back with me.
Also around about this time I had bought a car and 'passed my test' by driving on leave with 4 passengers down through the centre of London. BAU 62 was a blue Ford saloon named 'EROS' which I bought for £30 at an auction of the effects of a deceased pilot.
Sometime during the month, my sister Joyce came up to visit. She stayed at a small pub quite near the main camp. I have always thought that it was called the George but visits in recent years have failed to find a pub with this name. [italics] (27/05/2014 – Fred Shepherd confirmed that it was "The Bird in Hand" which is just outside the old main gate – Ed) [/italics]
7 Daylight ops during March and mostly with a Canadian bomb-aimer called Tom Butler who stood in for Fred who was deputising for the Bombing Leader. On most of these we led either the Squadron, the Base (No. 32) or the whole Group. A Base was a small group of RAF airfields & 3 Group comprised all the Heavy Bomber Squadrons in East Anglia. All these 'daylights' were flown in quite tight formation – depending on the opposition! To boost moral back at the Squadron, our return over the airfield was always in as tight a formation as possible. On 23rd March we bombed a very precise area on the German side of the Rhine at Wesel (we were the lead aircraft), in preparation for our troops crossing. From all the aircraft bombing, 80 despatched and 77 actually bombed, only one bomb fell outside the perimeter (not us!) and that was as a result of a 'hang up' and not the fault of the crew. In Dudley Saward's authorised biography of "Bomber" Harris, this attack was listed as – 'perhaps the best example of direct support of the Army were the attacks on troop concentrations in Wesel on 23rd March by seventy seven heavies dropping 435.5 tons of bombs immediately prior to the Army launching its crossing of the Rhine and capturing Wesel'. Montgomery wrote to Harris – "My grateful appreciation of the quite magnificent co-operation you have given us. The bombing of Wesel yesterday was a masterpiece and was a decisive factor in making possible our entry into that town before midnight".
At this stage of Bombing Operations in Europe the number of 'Ops' required to complete a 'Tour' changed week by week. At the beginning of the year it was more or less standard at 30 but then it went up, first to 35 then to 40 before coming back down to 35 again in early March. When we went on our 33rd trip on 14th April we still expected to have at least another two to do. It was very much of a pleasant surprise to be told that we had finished as the tour had just been reduced again to 30!! One of the most difficult of trips was always the last with the crew
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so worked up that inevitably things went wrong and the crew failed to return. We were lucky not to have had to go through that trauma. Although so late on in the war, losses were still extremely high, with aircraft being shot down by flak and the more modern German fighters even by rocket aircraft. Losses averaged 5% per trip right up to the end. The end of the European war (VE Day) came on my last day of 'End of Tour' leave and after some celebrations on the way eventually got back to camp to find the mess having a huge party which spread onto the front lawn with fireworks and a colossal bonfire.
Without having much time to think about what was happening, the crew split up and I was posted to Catterick for "Disposal", leaving on the following day. I drove up to Catterick on official petrol coupons and went through the boring process of half choosing and half being told where to go next. At the time it seemed like a good idea to elect for Transport Command to get away from having to stay in Bomber Command and being posted to the Far East in what was known as 'Tiger Force'. I had hoped that I could get on to routes in-and-around Europe!!
After a further leave, when I had to drive on 'acquired' petrol, I was eventually posted to No. 109 Transport OTU Crosby-on-Eden near Carlisle, arriving around the beginning of June. After 4 weeks 'Ground' school – after a false start, I crewed up with:
Pilot – Flying Officer 'Butch' Harris
Signaller – Warrant Officer Ernie Omerod
and flying on DC3 (Dakotas) began on the 7th July and finished on 27th August. On the 1st August the unit was reorganised as 1383 Transport Conversion Unit and it was here that the news of the dropping of the Atom Bombs was announced, as well as the end of the war. Another tremendous party to celebrate.
I was then posted to India! Departed for Morecombe to await transit instructions. Pam came up for few days and we went fishing for Dabs with the others! On 7th October departed for Holmsley South (Hampshire) and the following day we left in a York (MW167) of 246 Squadron for Karachi via Malta, Cairo and Shiebah, arriving on the 10th. Spent a whole month kicking our heels in Mauripur (Karachi) before moving on (see photo album).
On 16th November departed in Sunderland (ML786) for Calcutta. Had a 7 1/2-hour flight, taking-off and landing in the appropriate rivers and enjoying the luxury of a civilian aircraft even though flown by a Wing Commander.
Arrived on 52 Squadron at Dum Dum, Calcutta and almost immediately started route flying in Dakotas. Places visited:
Akyab
Bangkok
Bombay
Canton
Chakulia
Chittagong
Comilla
Hong Kong
Meiktila
Nagpur
Rangoon
Saigon
Although now 3 months since the war finished, there were still the last of the Japanese soldiers (now prisoners) working at various places we flew to and there was much evidence of the utter destruction caused by their occupation. Most of our flights were to ferry the civil and military occupation forces back and forth and even to the more remote areas.
Christmas Eve and Christmas Day were spent on a round trip to Rangoon via Meiktila where our Xmas Dinner was a bacon 'sarni' (we actually had flown in the bacon!)
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1946
New Year's day was spent en-route to Bombay having only returned the night before from Rangoon again. During the month we flew some 71 hours.
Until 5th May we flew with only very short breaks in between and in one month (March) flew 106 hours. It was in March when we had to divert whilst flying over Hainan Island and the only option open to us was to go to Canton (China). We became the first British aircraft to land there since the beginning of the war. As I was the senior British Officer on board the aircraft, the British Consul would only talk to me even though I was not Captain of the aircraft. He was virtually useless and was going to try and arrange for various families to accommodate us in ones and two? The American Consul offered to put everyone up in his Headquarters and I agreed to this much to the annoyance of the British bloke (I seem to remember his name was HALL). Within a few minutes everything was arranged and all 30 odd people allocated a bed, even though somewhat crowded. The crew adjourned to the bar and, as the song 'Rum & Coca-Cola' was all the rage at the time, that's what we decided to have. It slid down very easily and after eating out at a local Chinese Café we eventually returned rather noisily, tripping over various passengers beds in the process. In the morning 7 of the passengers refused to fly with us and decided to return to Hong-Kong by boat. We did the trip in a matter of minutes whilst they took nearly the whole day. To give them their due, when we met up again in Hong-Kong, their spokesman apologised to us and admitted that we knew our own job better than they thought we did and then he bought us all a further round of 'Rum & Coke'.
Soon after this episode we were allocated a very young 2nd pilot called Terry Glover, who ousted me from my usual position in the right-hand seat. After a very scary let-down into Hong-Kong (letting down well out to sea and flying very low level over the water and between the numerous islands) we were guided by our new pilot into a dead-end which was not very popular with 'Butch', who immediately climbed very rapidly, put me back in the right-hand seat and then did a smart 180 before doing another letdown. This time I was lucky enough to find the right way through the islands and from then on I always sat in the front unless the conditions were CAVU (Clear and Visibility unlimited). In 1946 Kaitak airfield was a very different airfield compared to today. The main runway was usually only used from one end (from seaward) as a 1200ft. mountain blocked the other end. It was just possible to land the other way by just scraping the top of the 'Hill' and cutting back on everything, dropping like a stone then pulling out at the last moment!! We did it a number of times but only when the weather was good and even then it was quite exciting. After the war the whole of the mountain was removed and dumped in the sea at the other end of the runway, thus extending the runway considerably. Photos in the brown embossed album just about show this hill. More pictures in the album show various other views and other places. We stayed in a transit 'Hotel' called the 'Arlington' and did a great deal of sightseeing. Bearing in mind that the colony had only just been recovered from the Japanese, there was plenty to see and do. A suite in the Peninsular Hotel (the largest at the time) had been occupied by the Japanese General commanding the colony and was fitted out to remind him of home and even had a little stream running through the bedroom!!
One of the delights of our stays in Hong-Kong was the chance to be able to drink fresh cold milk and we always made a beeline for the local Milk-Bar as soon as we arrived and indulged in the luxury of a long cold pint!! Food also seemed plentiful and we fed well in one or the other of a Russian Café on the mainland, which was called "Timoschenko's" or the "Paris Grille" over on Kowloon.
Our stops in Saigon were also not without their drama as well as relaxation. The French always resented our having taken over from them and a continuous subtle 'infighting' was always taking place. The airfield was run by a joint-force and both the French and British Flags flew side by side on separate flagpoles over the airfield Control Tower. The British troops started one night by taking the French pole down and sawing a foot off the end before putting it back up so that their flag was slightly lower than ours. Apparently it took them a long time to notice but when they did, they reciprocated. Eventually new flagpoles were required and these
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got progressively longer and longer. One evening we arrived to discover the French very much up in arms because the following day their General Leclerc was coming on an inspection visit and they had caught our chaps taking their flag away altogether. As a result we were prevented from parking our aircraft in its usual position and were made to place it in part of a semi circle of aircraft on the tarmac in front of the Control Tower. We told them that we needed to leave at our usual time the following morning (around 8.30 to 9.00) to give us plenty of time in daylight for the 6 1/2-hour flight to Hong-Kong. They chose to ignore us and insisted we park where they told us, despite our protests. When we arrived early the next morning from our hotel in the town, French troops and a large band were already drawn up inside the semi circle, awaiting the arrival of General Leclerc. We carried out our normal preparations, including starting up the engines and testing them out! This infuriated the French and when we went back into the Control Tower for Met. and Flight Clearance briefing, they threatened to arrest us. The British staff winked, gave us a full briefing, with both Met. and the arrival times of visiting dignitaries, and assured us that they would give us taxi and take-off clearance. Walking casually through the French ranks, we informed one of the officers that they would need to move whilst we taxied out but nobody moved. We then decided that it was time to go, so started up our engines again and called for taxi clearance. We got no reply so started to move forward very slowly. The troops decided to give us room to get through and moved aside, but as we turned it was necessary to rev up the port engine and this we did somewhat more enthusiastically than usual. When we managed to look back the bandsmen were chasing their sheet music all over the airfield, so we gave an extra blast just to complete the havoc. As we did so the controller came through advising us to take off immediately and clear the area. Once airborne, the British controller bid us 'good-day' and thanked us for our 'co-operation' and we could hear the glee in his voice. Almost immediately we were formatted upon by 4 Free French Spitfires and we had visions of them shooting us down. However, they stayed with us for nearly 10 minutes before breaking away sharply and going back the way we had come. We found out on the return visit that they thought we were the General's aircraft and that the General's aircraft had landed before they got back. Apparently he was NOT amused to have to arrive without an escort and the Band still not fully reformed!!
On top of all this there were Dacoits and Bandits operating in the area, and there were gunfights around the airfield and Saigon on a number of occasions. Despite all this we enjoyed our leisure in Saigon, the French Club 'Ciercle Sportif' (see Photos).
About this time, I had applied for a job with BOAC through Mr. Robson who was something to do with the Ministry of Transport. I had been given a very good character assessment by our Squadron Commander (see his remarks in my Log-Book) and had hoped that the experience of 'route' flying would stand me in good stead.
In mid May we were given 2 weeks leave and we decided to find the coolest spot we could, so decided to visit Darjeeling. We went by train to a place called Siliguri, which is at the base of the Himalayas. By the time we got there we were hotter than ever and did not relish another train ride up to Darjeeling. However, we joined a miniature train which slowly but surely wound its way up the mountains and it got progressively cooler all the time. When it got near to the top it was going round and round like a corkscrew and in many places it was possible to step off the train, as it was moving very slowly, and then walk up a few steps to meet the line again and wait for the train to come past again. There is a picture of this in the photo album and this little railway is in fact quite famous. By the time we reached Darjeeling I was freezing cold and we had to hang about whilst accommodation was arranged for us. I remember flopping down on a bed in a dingy "guest house" and the next thing I remembered was waking up in the local Forces Hospital. It seemed that I had gone down with a severe bout of flu and some other chest bug as well. I was extremely well looked after in this hospital and there were a number of Sikh and Ghurka officers in the place as well. They all had serious complaints of some sort but as I got better they were a good crowd to be with. Towards the end of the 14 days leave, the others that I had come up to Darjeeling with departed back to Calcutta and I was given an indefinite extension, with sick leave on top. Before leaving the hospital, I was taken by the others to visit the highest racecourse in the world. It was at a place called Lebong and was at 14,000 feet. It was about the size of a large football ground and spent most of the time in
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cloud. Betting was a hazardous affair, as it was not unknown for the horses to disappear into cloud on the far side of the curse, only to re-appear in a completely different order when they came back into view! However, it was very pleasant to be able to sit in a reserved box, rather like the Royal Box at Epsom, drinking our cool drinks and placing a bet when the mood took us. We never ever won anything but nevertheless didn't lose much either. One morning, very early, a whole gang of us hired horses and rode the 15 miles or so to a place called Tiger Hill where we hoped to witness sunrise over Everest. We did see Everest but the sunrise was not quite where we had thought it should be. It was a magnificent sight, however, and well worth the effort to get there. The ride back was less pleasant and we all finished up vowing never to ride a horse again. Needless to say I never have.
One of the patients from the Hospital was a chap called Captain Weston who had a very rare skin complaint which was caused by the heat and humidity of the climate on the plains. His skin peeled off in layers and as a result he nearly died. It was only in the cool of the hills that his skin was able to grow again but as soon as the Medics tried to get him back home the whole process started again. Apparently on one occasion they got him as far as Calcutta ready to catch a plane out but unfortunately the aircraft takeoff was delayed and they had to rush him back to Darjeeling having already lost nearly the whole of his skin again and once again seriously ill. I have often wondered what ever happened to him when I left.
So many people out in India and the Far East suffered from skin problems as well as the dysentery types of disease. Apart from the time in Darjeeling I cannot remember being free from some form of diarrhoea varying from slight to chronic as well as 'Prickly Heat'. We all took Malarial prevention tablets called Mepachrine, which gave a yellowy tinge to the skin. Having the 'Trots' while flying was somewhat of a problem in itself. The Dakota only had one toilet and with 35 odd passengers most of whom suffered from the same problem made things somewhat complicated!! The prickly heat was no respecter of rank and once we had an Air Commodore on board who asked if he could come up front so that he could take his Bush Jacket off and get some cold air to his body. I had never before seen anyone who was so badly affected. His whole body was one mass of it and most was infected through scratching. We opened the side windows for him and after about an hour's flying he got some slight relief. He was most grateful to us and thanked us profusely before going back to the cabin to exercise his authority over the more junior members of his party. The Medics had no cures for any of these problems in those days although they could bring some help to the dysentery sufferers.
I was very reluctant to leave the cool of Darjeeling but eventually had to and took a mad taxi ride down through the tea plantations to the railway at Siliguri and almost finished up with a heart attack as the driver was desperate to show off his skill at negotiating hairpin bends on two wheels and only one hand on the steering. The road drops from about 12,000 feet to sea level in something like 15 miles and did not seem to go more than a few hundred yards without at least one hairpin to turn back on itself. The heat at sea level hit me like an oven and the train ride back to Calcutta was enough to make me swear never to complain about being too cold again. When you are cold at least you can find some way of keeping warm but there was absolutely no way out there that you could cool off when you were too hot.
Back in Calcutta the Monsoon had started with a vengeance but I was immediately informed that I was on the next 'demob' contingent and also that I had been offered a job as Navigator with BOAC as soon as I was 'demobbed'. Very soon after I was on the train again, en-route to Bombay. This took 3 days and we played cards nearly the whole time. I swore that I would never play 'Solo' again after that. It was sweltering hot the whole time and we had all the windows open to catch the air from the movement of the train but most of the time we just got the smoke and smuts from the engine. Food was only available at each of the many stops and since the train was only carrying troops it was a mad rush each time and more often than not we had to scramble back onto the train as it started to pull out of the station without having got anything.
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At Bombay we waited in the transit camp at WORLI until our turn came. After about two weeks we finally boarded the SS Samaria, a small passenger boat, which we were told would take 13-14 days to reach home. As we sailed out of the harbour a large liner steamed in and we were told that it would embark its passengers and sail again within 12 hours and only take 7 days to get home. Sure enough the following day we were galled to see it steaming passed [sic] us with all the troops on her decks jeering at us as they shot past. We were absolutely livid at the time and as everyone was anxious to get home as soon as possible we all felt hard done by. However, we heard later that the liner had broken down and had turned round and gone back to Bombay during the night. Like the tortoise and the hare the laugh was on us as we chugged slowly but surely and arrived in Liverpool after 12 days.
After disembarking we were quickly put through the 'demob' procedure including handing in our air force kit, medicals and being issued with civilian clothes and a rail warrant home and with the minimum of fuss we caught the train to London. All this happened within 24 hours of disembarking and, similarly quickly, arrangements were made for our Wedding on 19th October at St. Andrews church Leytonstone. After a Honeymoon in Hastings I was due to start with BOAC at the beginning of November. However, following a visit to my old civilian company to tell them that I did not want my old job back, I was introduced to Air Commodore Powell who was running SILVER CITY AIRWAYS and decided to join them instead, which I did on 5th November. On the 8th I was navigating an Avro Lancastrian G-AHBW (City of London) from London Heathrow to Nairobi Eastleigh, Captained by Ex-Wing Commander Johnny Sauvage DSO & bar, DFC, arriving back to the 4 huts of Heathrow on the 24th. During December we did 3 trips to Malta and back, one of them in the then record time of 4 hours 55 minutes (see cutting from the Malta Times). Thus ended a very eventful Year.
[photograph]
Sliver [sic] City Airways – December 1946
Johnny Sauvage and crew with Lancastrian G-AHBW “City of London”
20
1947
At the end of my RAF Transport Command Course at Crosby on Eden in 1945, I had been
awarded a certificate which was recognised by the Department of Civil Aviation. Also in February 1946 I had been awarded a Second Class Navigation Warrant number 422, which was also recognised by the D of CA. Whilst working in the office of Silver City Airways (1 Great Cumberland Place, London), I was able to study the additional subjects required to obtain a Civil Aircraft Navigator's Licence. I passed all except [underlined] signalling [/underlined] and re-took this and one other subject to obtain full First Class Civil Licence in May. After another full aircrew medical, licence number 2116 was issued on 7th June 1947.
On 13th June I started flying again with Captain Storm-Clark in G-AHBV "City of Canberra" to Verona. After a further 2 months in their office (during which time Terry was born, we moved from 63 Fladgate Road, Leytonstone, to38 Warham Road, South Croydon, as well as attending a XV Squadron reunion at the Holborn Restaurant on 22nd August), I joined up with Captain R. C. "Hoppy" Hopkins as his navigator on a VIP Dakota G-AJAV. This aircraft was very luxuriously fitted out, with only 6 seats and very superior accommodation. Hoppy immediately 'promoted' me to 'pupil pilot under instruction' and I spent most of my flying time with him sitting in the second pilot's seat, often on my own, while he chatted with the passengers. We flew to France, Belgium, Germany, Portugal and Iceland, as well as locally. I was very disappointed when the aircraft was chartered to fly Churchill out to Marrakesh and I was taken out of the crew. Another pilot took my place to act as formal second pilot/navigator. Hoppy was very upset particularly as the new chap was not a very experienced pilot and had never previously acted as navigator. He had long arguments with the MD of the company (Air Commodore Powell) expressing the opinion that he 'would rather fly with an experienced navigator who at a pinch could fly the aircraft than fly with a not very experienced pilot who, at a pinch, might possibly be able to navigate the aircraft'. Unfortunately the MD would not give way and blamed the charterers, who had insisted on there being two qualified pilots on board and the firm could not afford to have a crew of four (excluding stewards etc.).
In the event I was sent to Belfast to pick up a crew to ferry a Sandringham flying-boat to Buenos Aires. The pilot was called 'Pappy' Carreras (because of his age) and we got on famously together. As well as navigator I was 'promoted' to become 'Mooring Officer', which meant that I stood in the bows to slip the mooring before take-off and had to attempt to catch the mooring buoy with a boat-hook on landing. I had thought that slipping the mooring would be very simple but more often than not it was impossible to do as the aircraft was pulling against the tide and the loop would not come off without the engines being revved hard to take up the slack. Often we surged forward so quickly that I did not have time to get the loop off before we were passing the buoy – still attached to it. Mooring after landing was also just as tricky and I lost a number of boat-hooks before I finally mastered the technique!!
On the way we ate and slept in the 'boat' as the accommodation and cooking facilities were superb. On the leg between Dakar (West Africa) and Natal (Brazil), Pappy commented that although he had done the crossing a number of times, he had never seen Saint Paul's rocks. I gaily said that this time we would see them, not realising how small they were in the wide expanse of ocean. He immediately took me up on it and some 8 hours later (the crossing took 10 hours 20 minutes) was more than astonished when I suggested that if the others were to look out of the starboard windows they might see the rocks in about 5 minutes time. More by pure luck than anything to do with me, we passed them some 6 minutes later about 1/2 mile away. From then on I could do no wrong!!
Pappy had flown during the Spanish Civil War in 1936 but unfortunately for him – on the wrong side – so that he was no longer able to go home. His flying with F.A.M.A. (Flota Aerea Merchante Argentina) meant that he had to be very careful not to ever get diverted to Spain.
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Christmas day was spent in Buenos Aires and I was able to buy some presents there that I could not get at home. (A Tri-ang bus (No. 15) and Xmas Decorations – some of which are still in use today!!) We arrived back in London on New Years Eve (without Pappy who of course normally operated from B.A.)
As a result of my various trips abroad I did not spend much time at home, although when I did, I usually was able to have plenty of time-off from work.
Sometime round about October, Terry had gone into Great Ormond St. Hospital to have a growth removed from his neck. It was more difficult to remove than had originally been thought and when he was able to come home he became very ill with Gastro Enteritis and was taken to the Mayday Hospital in Croydon. He was desperately ill to start off with and took a long time to recover.
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1948
Worked mostly in the office until April, having attended a 52 Squadron Reunion at the Waldorf Hotel on 20th February when, on 8th April, I ferried a MOSQUITO out of Turkey via Jersey & Rome landing at IZMIR. Had trouble with Turkish Customs over three wooden deer bought in Rome. They could not seem to understand way anyone should want to buy such things! An insight into to [sic] the mentality of the Turks we came into contact with is highlighted by the fact that the Turkish government had purchased 100 odd SPITFIRES and a similar number of 'Mossies'. The deliveries were almost complete by the time we took ours out there but they only had managed to have one Mosquito & two Spits' remaining serviceable by that time. The story goes that one Spitfire XI was delivered one evening and the pilot handed it over to the ground crew asking if there was anything they wanted to know about it. During the night it rained hard and when they were getting it ready for a test flight they discovered that the cockpit had a pool of water in it. To cover up the fact that the cockpit hood had been left open in the rain, one bright spark took his drill with the biggest bit that he could find and bored a series of holes in the floor and to let the water drain out!! The Turkish pilot duly took off but came back in after a fairly short flight and refused to sign the acceptance certificate because the aircraft would not pressurise. Apparently the Spitfire XI was one of the first aircraft to have cockpit pressurisation!!!
In May we went to Canada to pick up a Dakota which had just been converted for a company in South Africa. I stayed in Montreal whilst the rest of the crew went down into the States to pick it up. At the time I thought the whole set-up seemed strange but the fact that aircraft were being flown illegally into Israel at the time never occurred to me. Eventually we set off from Montreal to Newfoundland but I didn't prepare properly and we wandered miles off course and I was unable to get a pinpoint fix because I could not recognise any ground feature. Since I had been sitting in the second pilot's seat I eventually decided to go back and try to fathom out why we were 'lost'. After a long period I suddenly realised what I had done wrong – I had borrowed a Canadian map that had the various airline tracks marked on and along the side were the courses to steer. What I had not noticed was that they were magnetic and not [underlined] true [/underlined] bearings. I had applied a correction for the wind and applied variation as usual to arrive at the course for the pilot to steer. As variation in that part of the world was something like 30 degrees, we had in fact been flying 30 degrees off course!! Once I had sussed this out I was soon able to recognise where we were and to start pointing us back in the right direction. Sighs of relief all round!! If we had had some decent radio equipment aboard it would not have been so bad but the aircraft was stripped right down to bare essentials – In retrospect another odd thing.
When we landed at GANDER my preparation was suddenly very much more thorough, the next leg being across the Atlantic. With the fuel that we could carry there were three choices of route bearing in mind the winds that could be expected in the weather systems that existed. First, to head straight across to Ireland and make for Shannon – this was ruled-out as there would be barely enough fuel to do it. Second, to go southwards to the Azores. This was the best for fuel, wind & weather but without radio navigation aids was rather risky – if we missed our landfall there was nowhere to divert to within range of the fuel remaining (if any!). Third, to head for Iceland, which was much the nearest. Unfortunately, with the low-pressure system to the north, the winds would be headwind and very strong. This would again leave us very short of fuel and, as well as this, the landing conditions forecast were not very good. As a result of our discussions we decided that unless we waited a couple of days for the weather to improve, we should consider a fourth possibility of taking the short leg to Greenland, refuelling and then heading for Iceland the following day. This would only, so we thought, take one more day and would allow us to assess the fuel situation when approaching Iceland and perhaps carry on direct to Scotland and, in fact, save us time. This we finally decided to do and although we were unable to get clearance due to radio interference, the controller assured us that it would be alright as he would radio through later on whilst we were on our way. After a very frightening flight to Bluey West One, up a long fiord, we arrived only to be refused landing permission as the flight had not been cleared. Since there was no way we could get back to Gander and there were no other diversions they eventually agreed to let us land. When we did
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the aircraft was surrounded with soldiers and we were told that we would be interned until clearance could be obtained from Washington because of the Israeli situation!!
So there we sat for 7 days whilst the powers-that-be decided what to do with us. We had all bought loads of food to bring home as meat was still rationed and other foodstuffs were in short supply. We had a small fridge on board the aircraft but they would not allow us to run one engine to keep it cold and they would not store it for us. There we were, surrounded by huge Glaciers, whilst all our 'loot' went slowly off. In the end we had to dump nearly all of it. I got sunburned sitting on the nearest glacier and this did little to improve our tempers. Eventually on the 7th day we were allowed to file a flight plan to Weeks (Iceland) and we took off at 22.45 that night. At that time of year it was still almost broad daylight and we landed and refuelled in Iceland, at night but still light enough to see. Two hours later we were off again and landed at Prestwick after a 5hr 40min flight.
After this I was transferred back to flying with Hoppy but in a Bristol Wayfarer (freighter) this time. The first trip was to Karachi via all the short legs possible. We were delayed in Nicosia whilst a new propeller was sent out and we helped the engineer to change it. There was no help forthcoming from the locals (civilian & RAF) although I cannot remember why. This took 7 days and then we were delayed for a further 9 days by the Iraqi Government, so that the whole trip had taken 24 days. It was about the time of Partition in India and the whole of the region was in turmoil. I met a chap that I knew well who was running some form of charter company out there, who offered me a job on the spot, at a ludicrously high salary, if I would join him the same day. The offer was so attractive that I was sorely tempted but I did not want to break my contract with Silver City and leave Hoppy in the lurch. I suspected that the job was either gun running or illegal transport of refugees, so in the end I turned it down. I was to learn later, that the day after we left he tried to take off from Karachi and the plane was so grossly overloaded in the tail that it stalled just after becoming airborne and all aboard were killed outright. As we suspected the cargo was found to be arms and ammunition!!
The next trip was out to Iraq on charter to IPC (Iraqi Petroleum Company) and we flogged up and down the oil pipelines. Having been stuck in Baghdad last trip we had all suffered from the lack of liquid refreshment (alcohol banned and water somewhat 'iffy'), so I bought two bottles of orange squash in Malta to take with us. When I opened my case in Baghdad I discovered a somewhat wet and sticky mess where one of the bottle tops had come loose. Just about everything was covered in juice but it was not until we got to Bahrein that I was able to get everything washed and the case swilled out! It was lucky that we stayed there an extra day or else I would have had to bring the whole soggy mess back home with me. As it was the case was never the same again, even when I relined the inside with brown paper. Terry had the case for a number of years and finally gave it back to me in 1991!
At the end of September I, along with a number of other navigators, was made redundant and then I started my first experience of having to hunt for a job to keep the family fed!! I applied for a job with Flota Aerea Merchante Argentina and, along with another navigator from Silver City called Ross Plews, was called for an interview in their offices in the West-End. We were horrified to see a crowd of 20 or 30 people waiting and spilling out on to the pavement outside. We debated what to do and had decided that, as we were almost the last ones there, it was not worthwhile waiting. We were just about to walk away, when who should try to push past us than Pappy Carreras, who immediately asked me what the crowd was about. When we explained her said, "Wait there while I check in". This we did and within minutes we were called to the front of the queue, much to the disgust of most of the others, and both of us went into for interview to discover Pappy sitting at the long desk with three other officials and I was introduced to the others by him. He then said, "this is the chap I have flown with down to BA and he is the one I would choose without seeing any of the others. If his friend is as good as him we may as well take him on as well – has anyone any objections? – No! – Good! – That's it then! – Let's send all the others away. Welcome to FAMA Dennis – You are hired”.
That's how I came to be flying on an Argentinean York, en-route to Buenos Aires in the first week of November. We were delayed in Natal for three days whilst an engine fault was
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corrected and I got badly sunburned whilst swimming in the sea when there was no shade. Having arrived in Buenos Aires we were met with welcoming arms and I started to look around for somewhere to live but very shortly after a new decree was issued by Eva Peron (she was the power behind throne!) limiting the number of non-nationals working in the country. As FAMA was 75% British, 15% German and the rest Argentinean, this caused immediate problems and, since we were the last to arrive, we were scheduled as the first to go. I was offered the opportunity to navigate a force of Lincolns as a show of strength over the 'Malvinas', provided I gave up my British nationality and took on Argentine citizenship. This I refused to do and so started a week of negotiations to collect some form of compensation and what was already due to me. The expression 'mañana' really came into play and it took all our wits to find someone high enough in the organisation who had the power to do something about our plight. They, in their turn, did everything they could to beat down our demands. Once again it was Pappy Carreras who came to our rescue and we eventually got a flight back with Pappy (see 'Crossing the Line' certificate) landing back in London on the 3rd of December. We came via Madrid and Pappy had been given permission for the very first time to re-enter Spain. Even then he decided to stay in the Airport – just in case.
Once I got back I was quite surprised to get a number of phone calls from various firms offering me a job and I was able to pick and choose, finally agreeing to start at the beginning of the New Year with Flight Refuelling, the firm founded in 1934 by Sir Alan Cobham to investigate the use of air refuelling, and who's pioneering system is still in use today. The BERLIN AIRLIFT was under way and all the Charter firms were fighting for the work that it generated.
[logo] Berlin Airlift [emblem]
[drawing]
[inserted] TX 276/1281 [/inserted]
AVRO LANCASTRIAN – FLIGHT REFUELLING LTD
47403
On 23 June 1948, the Soviet forces occupying the eastern part of Germany blockaded all rail, road and waterway supply routes from the Allied Western Occupation Zones in Berlin. With less than one month’s supply of food and fuel, the prospects for the two and a half million Berliners looked bleak. Only three severely restricted air routes remained as a lifeline between the besieged city and the western world. The Allies responded immediately with a miracle of logistics – The Berlin Airlift. Codenamed Operation Vittles by the USAF, and Operation Plainfare by the RAF, over a period of 11 months Allied aircraft made thousands of flights into the cramped airspace of Berlin and succeeded in supplying everything the city needed. Every available aircraft from RAF Transport Command was in service, as well as hundreds of USAF aircraft and even civil charter firms were called upon to supplement the effort. The operation became so skilled that the Soviet Command eventually realised that they had failed and on 12 May 1949 the blockade was finally lifted.
Avro Lancastrian G-AGWI represents an aircraft which was originally delivered to British South American Airways (BSAA) at Heathrow in January 1946. The aircraft was registered to the Ministry of Civil Aviation for a short period in 1948 before being sold to Flight Refuelling in January 1949. The aircraft was then allotted fleet no. Tanker 26 and flew 226 sorties on the Berlin Airlift.
[inserted] I FLEW IN 13 OF THEM [/inserted] [diagram]
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1949
I report to Flight Refuelling at Tarrant Rushton and am crewed up with a very experienced ex-Air Lingus pilot. It was not until later that I was to discover that he had been sacked from them due to being drunk in flight! After an air test we departed in a Lancastrian for Wuntsdorf just outside Hanover on 13th January. The airfield was RAF and being used by them to fly Yorks on the airlift. It was very crowded with both aircraft and people and we were billeted in a small place called Bad Nenndorf about 10 miles away. There was a reasonable sized Hotel where all Flight Refuelling crews were accommodated. The following day we did two trips into Gatow carrying PETROL.
B.T. O'reilly was the name of the pilot and he became somewhat of a legend on the lift. However he was not a very reliable pilot when sober and, although he boasted that he could land the aircraft better 'on a sea of gin' than any other time, sometimes he was positively dangerous. On one occasion whilst flying into Gatow, I saw him climb out of his seat and then push past me and go to the back of the aircraft. I thought it would be a good idea to go forward and keep an eye on the instruments to make sure 'George' was doing its job properly. To my consternation, I saw that the aircraft was trimmed into a shallow dive (perhaps to counter his moving to the toilet at the rear of the aircraft?) and there was no sign of him returning back to his seat. When we descended below 1,000 feet I decided to get into his seat and was absolutely astounded to discover that the autopilot was not even engaged. I climbed it back up to the proper altitude and called the wireless operator to go and look for 'BT'. He reported back to say that 'BT' was 'out cold' on one of the seats at the back and he could not get him to register that he was needed! At this point we were committed to carry on towards Gatow as we were in the air corridor in the Russian Zone, so I decided that I would make up some story to over fly Gatow and hope that by the time we had got back to Wuntsdorf 'BT' might have surfaced. In the event, just as we approached the Beacon to start letting down to land, 'BT' pushed up to the front and demanded to know why I was in the pilot's seat. We swapped over and I pointed out that he had not put 'George' in when he went down the back. His reaction was happily to say, "these aircraft fly themselves!!" and then carried on to make a perfect landing. I was must relieved when I was asked to take an aircraft back to Tarrant Rushton with another pilot and never had to fly with him again. I was crewed up with a better chap on our return to Germany.
At the end of April we moved to Hamburg and started flying into Tegel instead of Gatow. In June I was allocated yet another pilot who was very young and inexperienced and I was not over happy with him either. When we were withdrawn from the airlift in mid-July, I had completed 89 flights back and forth to Berlin and also carried out a number of ferrying flights to Tarrant Rushton. (See Lecture Notes and 50th Anniversary Celebrations 1999)
[photograph]
With Col. Gail S. Halvorsen – "The chocolate pilot"
Berlin Airlift 50th Anniversary, Berlin 1999
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Two books fully detail the Berlin airlift and the part played by the civil participants (they have been suitably annotated). The one by Robert Rodrigo is the better of the two.
The end of the airlift deposited hundreds of aircrew (many of whom had only just come back into flying for the good money) on to the job market and I was unable to find another flying post. Thus ended my civil flying career.
After flying for so long, finding an ordinary job where my abilities would be of some use and would be recognized by prospective employers, was very difficult. One day I saw a friend from schooldays called Peter Filldew whom I had met at Mildenhall during the war, where he was the orderly-room clerk. He suggested he might be able to get me a job with his firm of Estate Agents (Fielder & Partners) in South Croydon. He obviously gave me a glowing recommendation as my interview was quite short, and I was offered a job as a Negotiator with a very low salary but very good commission on completion of any property that I obtained for their books or was instrumental in selling. The work was very hard and I had to spend long and unsociable hours including Saturdays & Sundays but I managed reasonably well once I gained the necessary confidence.
Soon afterwards we moved house to 248 Croydon Road and this stretched our resources to almost breaking point. The car, BAU 62, which I had bought during the war, had to go and I only managed to get £5 for it and it almost broke my heart to see it being driven away. The bungalow cost something like £1,200 and I got somewhat into debt to raise even the 10% and buying fees. Everything was based on my getting the commission on sales that I thought I should be able to earn. 1949 ended with me still working for Fielder.
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1950
One day at Fielder's, I overheard the receptionist speaking on the phone to someone called Macfarlane and casually asked what were his initials. On being told that they were N.G., I asked to speak to him and asked if he recognised my voice which, after a short pause, he did and we immediately arranged to meet. This caused uproar from the sales manager called Chillcot, who insisted that Mac was already one of [italics] his [/italics] clients and I was not to be allowed to deal with him. All my explanations fell on deaf ears and I had to phone from home to explain this to Mac. He agreed to phone up and cancel the appointment we had made and say that he was not interested anymore. We arranged to meet one lunchtime and go home to our bungalow. I then told the Sales Manager that through his stupidity we had lost a good client and this started an antagonism between us.
The meeting with Mac was quite an event and he suggested that I should re-apply to come back into the RAF and he would back my application if he could. He was still a Wing Commander but holding a post at the Air Ministry and he thought he should be able to pull a few strings.
As a result of this meeting I decided to apply and, after a long wait, was called for interview by a panel, who seemed to feel that wartime service was not a good recommendation for a peacetime commission and they did not even listen to what I had done subsequently. After a further long wait I received a letter addressed to Flight Lieutenat [sic] D. Moore informing me that they were unable to offer me a commission but they would be prepared to let me return as 'NAV 2' (which was the same as Sgt.) As much as I would have dearly loved to have got back into the Service, my pride would not let me accept such a reduction in rank and I therefore wrote back straight away telling them what I thought of their offer.
Working for Chilcott became very difficult and it was obvious that things would come to a head soon. Just when I was expecting to start collecting my first big commissions I was told that I was no good at the job and 'fired'. They would only pay me up until the last day at the basic rate, and no commission money. I appealed to Fielder but he was obviously being influenced by his sales manager and would not help me.
On the job market again, I could only get menial jobs, first as a temp in what then equated to the DHSS issuing new National Insurance Cards and then a more permanent job in the Gas Company working in their costing department. My job was to cost out all the job sheets for the week from the job rates for the various jobs and individuals. This job was running weeks behind when I joined and it did not take long before I was able to catch up and sit waiting for the current week's work dockets to arrive. When the head of my section saw this he 'warned me off' and checked every item of my work so that we looked as though we were still working weeks behind time again. This got very frustrating and I started to look around for another job.
Through the good offices of the Officers' Association I was passed a number of job openings and eventually was interviewed by a firm of grocery distributors called Harvey Bradfield & Toyer. They wanted a salesman to help introduce a Milton's product called Deosan to cafés & restaurants as a means of getting to be their suppliers for groceries as well. I was given the whole of South London to canvas and had to do it all by 'cold selling' and without the use of any transport of my own. Fortunately I made my number with the Public Health Office and frequently got called by them to visit establishments that they had found to be 'unhealthy' and I was able to introduce 'The Deosan method of food hygiene' to them quite easily. I found that the standard of cleanliness in most places I visited to be almost non-existent and the large 'posh' Hotels were the worst. I found this job quite interesting but although I did not feel I was doing a very good job of it, the firm seemed quite happy with my work.
1950 ended with me still trudging around south London and hardly making enough money to live on. Christine had been born on May 28th and this did not make things any easier.
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1951
At the beginning of the year I was still working for H.B.T. and being called-on to visit various places in the South London Area. I asked for a special visit to the Head Office to discuss my work with my boss, who still seemed quite happy with what I was doing but made no effort to increase my wages. I do not remember exactly what I actually earned each week but it was round about £50 per month.
During the last week in March I was in Croydon on a visit and decided to call again on my friend in the Recruiting Office, and here I was asked if I had thought about applying to rejoin the RAF. When I explained about having applied once already and had only been offered 'Master Aircrew' which I had turned down, the Senior Recruiting Officer asked if I would mind if he phoned Air Ministry to find out what the latest situation was. I was quite happy for him to do this and did not expect anything to come of it. It was quite a surprise when he phoned me the next day to say that if I were to apply again I would be given every consideration, so I got him to help me fill in the necessary forms which he duly sent in. It was only a few days later that I was called for interview at the Air Ministry and I went with a totally different attitude to the previous time. When asked the first question which inevitably was 'Why do you want to rejoin the RAF' I decided to take the offensive and replied 'I am not sure if I do – I want you to convince me that I should'. From this point on I could do no wrong.
A greater part of the interview came from a Group Captain on the panel who kept asking me questions about the Argentine and seemed genuinely interested in the answers that I gave. The panel were all smiling when I left and the 'Groupie' asked me to wait for him outside. He then told me that I would be hearing within the next few days – at which I laughingly said that the last time I had heard that remark it had taken over 6 weeks for them to contact me. He assured me that he literally meant 'the next few days' and then asked me if I would wait for him and walk down to the Tube with him. This I did and he told me that he was due to be posted as the next Air Attaché in Buenos Aires hence his interest in my comments.
Two days later I was called for an Aircrew Medical and, having passed this easily enough, was offered a new commission in the RAF as a Flying Officer to start at Air Ministry on April 16th (this was barely 3 weeks since I visited the Recruiting Office in Croydon). Needless to say I accepted and duly reported for duty on the day required and then spent a month getting kitted out and doing some odd jobs for a Wing Commander in one of the departments there. Along with 13 other people reported to Central Navigation School at Shawbury on 23rd May for a Navigation Instructors Course. I teamed up with Jimmy Cuthill (with whom I shared a room) and Bob Hunter (who was a Canadian serving in the RAF).
[photograph]
Navigation Instructors Course, Shawbury 1951
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On 17th June I went with most of the others to Sick Quarters to have our inoculations brought up to date and as soon as I had had mine I began to feel odd. We all trouped back to the classroom and settled down to a lecture on 'how not to lecture' and I could feel myself 'blowing up like a balloon' and my heart racing like mad. I bemoaned the fact that I had never had a reaction to 'jabs' before and I really did feel rough. The Instructor eventually noticed that there was something wrong and told me to go back to the Mess and lie down. I remember 'floating' back and one of two gardeners asking me for the time and me just laughing back at them because I could not see the time on my watch. The next thing I knew was someone asking me how I felt and me just laughing like a mad thing again, and then later somebody standing over me and saying "I am just going to inject some adrenalin into you – you will find yourself shaking but try not to fight it – just let yourself go". I was then carried out to an ambulance and taken to the Station hospital. It seemed like hours before the shaking stopped but eventually it did and I felt very much better – in fact even asked for something to eat as I was hungry! Needless to say, I did not get a meal but was allowed a drink. After a while the M.O. (doctor) came to see me and explained what had happened. I had suffered an 'angino-neurotic' type of reaction to the inoculation and this was extremely rare and quite often fatal unless caught in time. It seems that when the lesson finished everyone wandered back to the Mess for lunch and, since it was a little late, everyone went straight in to eat except Jimmy Cuthill, who decided he ought to check up to see how I was. He found me unconscious on the bed and immediately called for the M.O. but could not find him. Fortunately he looked in the dining room and when he saw him eating his lunch insisted that he came up to our room immediately. The M.O. told me that if I had been left much longer I could very well have died. The humorous part of the story was that, after a good night's sleep and a hearty breakfast in bed, I felt completely fit and was allowed to rejoin the others in class. They were all sitting moaning about sore arms and feeling rotten and I was 'feeling no pain' and was able to 'lord' it over them for the rest of the day!
Flying started on my Birthday on Mark XI Wellingtons! and the course finished with an overseas flight using special navigation techniques (Grid Navigation). I was then posted to No. 1 Air Navigation School at Thorney Island and I reported there on 13th August. This was a prime posting and I was very pleased to get such a good one. However, it soon became obvious that something was not quite right. When I applied for married quarters I was told that I would not be considered "just yet" and no explanation was given when I queried this. When I tried to find out which courses I would be looking after I was allocated as course tutor and then, a little later, told that I was to be held in reserve pending the arrival of another course tutor. I then learnt that this new chap was Les Dibb who had been in the same Group at Shawbury and had hoped to be posted to Thorney but had eventually been posted to Lindholme. It then became fairly obvious that some 'string pulling' had been going on by someone at Thorney.
For the Open Day at Thorney I had arranged for Pam to bring Terry down for the day to look around and see the show. Nobody was more disappointed than me to have to tell her when she arrived that we were not going to be staying, since I had just been informed that my posting to Thorney was cancelled and that I was to report to No. 5 Air Navigation School at Lindholme on 19th September. Terry enjoyed the show until two aircraft flew over and dropped bags of flour (to represent bombs) and fake bangs designed to simulate the explosions & the crashes from the 'Anti Aircraft guns' frightened the life out of him. He yelled his head off and did not want to see anything else and all he wanted to do was to go home.
Just before leaving Thorney I met Ernie Ormerod (signaller) from back in 1946 as well as another signaller that I knew called 'Chuck' Radcliffe who was also on 52 Sqn. I really did not have enough time to do more than say hello before I was on my way.
I duly reported to Lindholme somewhat bitter about the whole thing but was immediately made Course Tutor under Flight Lieutenant 'Mick' Munday on No. 2 Long Navigation Refresher Course. This comprised 6 Officers and 1 NCO who had either been off flying for some long time or who had just come back into the Service. One of them, Flt.Lt. Willis, had been on the same course as me at ITW in Newquay. At the time he was re-mustering from Corporal SP
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(RAF Police) and we had given him a hard time during 'rough and tumble' games on the Beach. He subsequently became the Navigator with Prince Charles when he was learning to fly. They were a good crowd and I got on well with all of them. Our Classroom was a concrete hut, which had been used by the Poles as a church during the war and all the walls had been panelled with carved wood and decorated with religious artefacts. I could not get into quarters so I started looking around for somewhere to live (without much success), so I had travel up and down to Beddington whenever I could manage a weekend off. Without a car it was very difficult but I did manage to get lifts from time to time.
[photograph]
[underlined] No.2 L.N.R. COURSE. [underlined]
BACK ROW:- F/LT. CARR, F/O. GREEN, SGT. JONES, F/O. SWINFIELD.
FRONT ROW:- F/LT. WILLIS, F/O. D. MOORE, F/LT. H. MUNDAY, F/LT. HINGE, F/LT. ROWLAND.
NEGATIVE No LIND 290G 9 UN52/UNCLASSIFIED
When the Long Nav. refresher course finished we started to run navigation courses for National Service people. We found this to be very frustrating as most of those on the course were not the slightest bit interested in what they were doing and they had only chosen to become 'Navigators' as an easy way to spend their time instead of becoming 'PBI' (soldiers!) It was further made much worse when we were informed from a higher source that none of them were to be 'failed' (some political reason no doubt). One of them (a Pilot Officer Simpson) was so bad and such a bad influence on the others that we fought tooth and nail to get him 'scrubbed' but all we did was to made [sic] trouble for ourselves for 'making waves'. I shall always remember his face when he eventually 'passed out' as a navigator and was promoted to Flying Officer. He boasted openly that he was cleverer than us because he had 'beaten the system'. At the time I could only hope that he never had to put a flying crew at risk, as he would surely kill them all and himself as well. I often wonder what happened to him.
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1952
In the New Year we decided to sell the Bungalow and find somewhere up near Lindholme whenever we could. I negotiated with a Sergeant Paine who wanted to sell his car, and he agreed to accept a deposit and the balance as soon as we had sold the house. I did make it clear that I could not possibly pay him until the money came through from the solicitors and we had not even found a buyer for the Bungalow. At the time he seemed quite happy to agree to this but later had doubts and then started to cause me hassle. The car was a Hillman Minx Reg. No. FA7136, which served us well until about 1956.
In the meantime I found a house that the RAF were prepared to take on as a 'hiring' in Crabtree Drive at Five Lane Ends, Skellow, Just off the A1, about 7 miles North of Doncaster and I was able to start setting up a home there. Nowadays the Motorway around Doncaster rejoins the A1 just there and you can just see the road from the Service station at the junction.
The Bungalow sold quite quickly and we got £2,850 for it, having paid about £950 when we bought it. It took a while for all the loose ends to be tied up but eventually I got the money, paid off Sgt. Paine and moved the family up to the new place. Pam was sadly disappointed with it but the people were all very friendly and she began to like it after a while. We had a number of excursions from there and went to the sea at Hornsea on two or three occasions.
Having done well with No. 2 LNR Course I applied for a permanent commission but the Group Captain (Laine – I think) told me that I did not have the right kind of experience to suit me for a permanent career and turned me down. The Chief Navigation Instructor was Wing Commander Hickey (nicknamed 'Bone dome'), who also did not think much of me either. I rather think it had something to do with my leaving Thorney Island under odd circumstances.
After only a year and just getting settled into the house, I was surprised to find myself posted yet again. This time it seemed like a real improvement but very much a 'desk' job as one of the Navigation Examiners at the Command Examination Board, Flying Training Command at Shinfield Park just outside Reading. Our offices were in old huts a little removed from the main building and here began one of the more interesting posts of my career. We managed to find a bungalow to rent from a Mrs Samways at 36 Wood Way, Woodley and we were able to move from Doncaster quite quickly.
Having settled in, I was allocated the exams for the navigator's finals that I would be responsible for. These were: astro-navigation, maps & charts and magnetism & compasses. I also had to set the general navigation paper for pilots. I did not have much time to think before having to do a full set of exams and, only by Christmas, start to really appreciate the scope of the job.
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1953
To start off with, I had discovered that the questions on the subjects that I was to specialise in had previously been picked out by the examiner from a 'bank' of questions based on what had been set previously. After thinking about it for a while and based on my own experience decided that it was possible for the Instructors at the various Training Schools to work out a permutation which would more or less guarantee to predict over 60% of the questions.
All the exam papers were vetted by the newly appointed Chief Examiner (Gordon Arkley) and I did not have much difficulty in convincing him that we should be a bit more professional and he agreed that I could start-off by changing the system in one subject to be going on with. I started with astro navigation and set what I considered to be a very practical paper instead of the usual theory one. I sat back and waited and on the day of the exams the phone stated [sic] to ring and complaints came in thick and fast – 'Unfair', 'Not what we have been used to'; 'We were not able to prepare the students!' etc., etc. As a result, I was asked to attend a high power meeting of all the Chief Navigation Instructors and the senior people on the Examinations Board. In the meantime, I received all the papers for marking and the results showed that one school did very well but all the others failed miserably. When I was grilled at the meeting I was very pleased to have the backing of my own boss. When all of them were presented with the evidence that, apart from the one school, the others had not covered the syllabus properly and 'only taught what was necessary to get the students through the exam', there were a number of red faces and I was not very popular with them. However, the Chief of the Examination Board asked the schools to go back and put their houses in order and told them that from here on in, [underlined] [italics] all [/italics] [/underlined] examinations would be based on the new method and not on the 'Question Bank' method'. He then congratulated me on setting a fair and very practical paper, which should have been welcomed instead of being complained about. So began a new regime and after a while everyone agreed that things were much better than they used to be. We also move into better offices.
Gordon Arkley dabbled in amateur dramatics and had contacts with the film studios at Pinewood. One day he took me across there for lunch and introduced me to Glynis Johns and Robert Newton as well as a couple of other famous film stars whose names escape me. After a very 'boozy' lunch, we went across to the film-set and watched for a couple of hours. I cannot recall which film it was but it became one of the big hits of the 1950's. It was a most interesting experience.
During the year, I managed to get in a few hours flying from White Waltham airfield, mostly in Ansons, to visit other Flying Training Command units (to the Isle of Man and also to Northern Ireland). I also flew in a Procter, a Prentice and a Chipmunk.
It was just before Christmas, when I was sitting at my office desk, busy painting the air traffic control vehicle with black and white squares for the model airfield that I was making for Terry's Xmas present, when the Air Officer Commanding (Sir Arthur Pendred) chose to make his inspection (without notice) of the Examination Board's offices. I really thought I was in for big trouble for doing private work in duty time. When asked what I was doing, I decided to say precisely what, and why I was doing it! He did not blink an eyelid, had a good look at the model and then, as he turned for the door, wished me a happy Christmas and hoped that I managed to get it all finished in time!! Needless to say I put it all away quickly and tried to get on with some 'proper work'. I still expected that there would be repercussions but there never were. Some 5 year later (16/7/58), I was stationed at Pershore and I was flying with Group Captain Innes-Crump to a meeting at West Malling. When we entered the Bar in the Mess to get a drink before lunch, there was a large group in the corner surrounding a very senior officer – It was Sir Arthur! I was never more surprised in my life when he broke off talking to the others and called across to me to come and join his party. He greeted me as though I was a long lost friend and, remembering my name, ordered drinks for me and the Group Captain before asking me, with a smile on his face, if I ever managed to get [italics] that [/italics] Xmas present finished in time!! A marvellous man.
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1954
Started building model aircraft again and flew them in the fields at the back of the bungalow. After losing a glider, I made a Hawker Hunter powered by a 'jet' engine (in fact it was a pellet that had to be lit!) and Terry became quite upset when it got lodged up a tree. He started school in Woodley and has been back there recently to retrace his steps.
Bob Hunter, a Canadian who had been on the same course as me at Shawbury, was also based at Reading and he was always popping round to our place. He and his wife Marg are pictured, in the photo album, with us at the New Years Eve Party.
Having sat and worried about what happened last Xmas, was quite surprised to be offered, in February, a job on the Air Staff as Command Search & Rescue Officer & also to look after the Command Film Library. Apparently there was considerable opposition from some of the others working there (mostly Wing Commanders and above) as normally only 'Permanent Commission' officers were offered this sort of post. However my new boss, Wing Commander Bagott, made it quite clear that someone 'on high' had approved my appointment and immediately suggested that I apply for a permanent commission (my original commission was 'Short Service' – i.e.: 8 years). When I pointed out that I had already applied and been turned down and was reluctant to go through it all again, he offered to have the necessary forms filled in and all I needed do was sign them! By the end of the day this was done, and two days later I was called away from my office to attend an Assessment Board. I was totally unprepared for this but was assured that I did not need to go and get 'dressed up' and 'not to worry'! The interview took about 2 minutes and was a complete farce – we just passed pleasantries! Within a few minutes I was told that, of the 13 candidates having been seen, I was the only one to be recommended. After a few days I was called for another interview with an AVM Allison who carried out a proper 'grilling' but he was very pleasant about it and made it quite plain that it was just a formality.
Shortly afterwards I was offered a brand new Married Quarter and we then moved into 15 Salmond Road, Whitley Wood – right opposite the Baggots! The appointment to a Permanent Commission was not confirmed until 25th August and backdated to 1st June 1954. (I had already been informed verbally quite early on).
[certificate]
In my new job I did a fair bit of visiting and on one occasion, whilst flying with Group Captain Alvey stopping off a [sic] various Units, I had a further brief meeting with Mac (my 'skipper' on Bomber Command). Due to my interest in model making I also got involved in the RAF Model Aircraft competitions and was 'asked' to act as a Judge on a couple of them (see pictures in album).
Here I was introduced to my first flight in a jet aircraft – the Canberra. I have to say that I did not particularly enjoy it (I got air-sick).
My work was very absorbing and most of the dissenters soon began to accept me. I enjoyed mixing with quite senior officers and only found it difficult to get on with some of the 'upward pushing' more junior people. We became very friendly with our next-door neighbours – The Lacey's and we all got on very well together. Christine had started school here and most of the children from 'The Patch' went there as well.
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1955
Having got nicely settled down in our Married Quarter I was somewhat disappointed to receive a Posting Notice in early January. However, I was told that it was supposed to be a prestige posting and about two weeks later I left Reading in a heavy snow blizzard on my way to the Royal Radar Establishment Flying Unit at RAF DEFFORD, near Worcester.
The Mess was deserted when I arrived in the gloom of a Sunday evening, with the snow still pelting down. Later, one or two others came in for a drink and were so friendly that I began to feel a little less dejected than I had been during the journey there. So began almost 5 years of a marvellous posting.
Initially, I lived in the Mess and immediately started flying in various aircraft, on trials of equipment designed by the 'boffins' at the Royal Radar Establishment at Malvern. My first flight was in Hastings TG503 piloted by 'Bert' Welvaert, aged 36, who claimed to be 'the youngest grandfather in the Air Force'. I next met up with Bert at the Berlin Airlift 50th Anniversary in May 1999
[photograph]
Bert Welvaert and myself standing if [sic] front of Hastings TG503’.
This aircraft is now on permanent display at the Allied Museum in Berlin.
I flew in the following types (in no particular order) during my stay on the unit (over 1000 hours all told):
Hastings
Lincoln
Shackleton
Dakota
Varsity
Ashton
Wayfarer
Marathon
Hermes
Devon
Valetta
Meteor
Canberra
Vampire
Whirlwind (Helicopter)
Fairly early on, I quite often flew with a pilot called Flt. Lt. Chase in a Hastings and around March time was scheduled to fly with him again on a trip to Farnborough. One of the other navigators, a Canadian (whose name I cannot remember), asked me to swap with him as he needed only a couple more hours to make up his first '1,000 hrs' before he left the unit to return to Canada. I agreed to do so just to do him a favour, but in the event I did myself a very special one as the aircraft crashed on take off from Farnborough, killing the navigator and severely injuring the flight engineer. The pilot and signaller were less severely injured and the two passengers in the back escaped with only minor injuries. When the news was first
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received, many of us were briefed to quickly break the news to the various wives and families. I was allocated the flight engineer's wife, wishing like mad that I had been able to go to the signaller's instead. However, as it turned out I was lucky again, as the signaller, whose wife had been told that he was "OK and not too badly hurt", had a relapse the following day and died from 'secondary shock'. On the other hand, John Mills the flight engineer, who had not been expected to live, remained in a coma for nearly a month and suddenly woke up one morning demanding to be fed as he was [italics] starving [/italics]! Although he finished up with a plate in his head, he actually returned to flying about six months later. The pilot recovered enough to return to flying but was posted away quite quickly when it was established that he had attempted to take off with the flying control locks still in place (i.e. [underlined] Pilot Error [/underlined])!
It is worth pointing out however, that the Hastings had mechanical locks of a new type instead of the old wooden blocks that fitted on the outside and had to be removed before getting into the aircraft. With the new method there was a lever in the cockpit that had to be actuated to release the locks. If the lever was operated whilst the aircraft had airflow over the wings etc., it did not release the locks as it was designed to do. As a result of this accident a modification was introduced to rectify the fault.
The funeral of the navigator took place in the local church in Pershore and I was a Pall Bearer for the funeral of the signaller in Scarborough. Once these funerals were out of the way, life gradually got back to normal.
After a short while I managed to find a 'hiring' – a large detached house in a very nice spot – 'Severn Croft', Bevere, in Worcester – and moved the family away from Reading. We have lots of expensive furniture, curtains etc., which has to be put away in store for safety. Started to make friends with the 'Lentons & Skeers' for Terry & Christine.
Peter was born in December and a new house is started in the field next to us. I did not fly at all this month and managed a fair bit of time off.
Pictures of us at the Summer Ball are in the photo-album.
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1956
The new Flight Commander (the unit split into two flights – 'A' Flight for piston engined & 'B' for jet aircraft), Sqn Ldr Tebbutt, shared an interest in model making and he started building a model boat whilst I stick to aircraft. I made a Tiger Moth, which flew well, and we used the airfield at weekends. Other aircraft that I made seemed to crash too easily and the Radar servicing Manager suggested that I use radio control. He offered to help me build it but I decided to put it into a model boat rather than aircraft as this was much safer.
Early in the year I got myself elected Mess Secretary, which slowed down the flying somewhat – sometimes to only 10-12 hours each month.
Being Mess Secretary became an almost full time job and, mixed in with developing a new radio control system to put into the destroyer that I built, my time was fully occupied and very rewarding. Two major Mess functions during the year and, as this was such a small Unit, I found myself suggesting, designing and constructing all the decorations for both of them. Fortunately the civilian component of the Unit made sure that I was able to get marvellous procurement & engineering assistance.
Peter was 1 year old just before the Christmas Ball and lots of locals attended his party.
1957
Started flying helicopters and was allowed to take the controls on odd occasions, eventually having some 'formal' instruction. I was told that fixed wing pilots are somewhat difficult to convert whereas other aircrew categories with good 'air sense' usually learn quite quickly. After about 10 hours dual I became reasonably competent and passed the 'brick wall' of it being in charge of you, to you being in charge of it!!
[photograph]
RRFU Defford, 1957
Group Captain Innes-Crump took me under his wing and nominated me as his navigator. We did various trips to conferences etc. and eventually he let me do most of the flying and some take-offs & landings (in a Devon). Many of the pilots started to let me fly the aircraft from the right-hand seat and eventually I even landed a Hastings all on my own (or at least I thought I did).
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[photograph]
Lincoln at zero feet!
Flying with Group Captain Innes-Crump (OC, RRFU Pershore)
At end of October the Unit moved from Defford to Pershore and took on a somewhat more formal atmosphere, which was not to everyone's liking.
10th December 1957, Peter's 2nd birthday and disaster on the Unit. One of 'B' Flight jet aircraft went missing and presumed crashed in the hills over North Wales. I had to visit the wife of one of crew members to warn her that her husband 'would be late home'. A dreadful story to delay the almost inevitable. As a result I was also 'late home' for the Birthday Party and could not say why – I was not very popular!!
Next day, along with others, flew a 4-hour sortie to see if we could find the crash site. Although flying very low ourselves amongst the treacherous hills, we could not find anything. Just before we were due to leave the area, we received a message that Mountain Rescue team had found the site and both crew had been killed. It was some way from where we had been looking near 'Drum Hill'. Another funeral to attend, and just before Christmas too. However see picture in album of us at Xmas Ball a few days later!
1958
Lots of flying each month this year mostly in:
Hastings
Varsity
Devon
Valetta
July – see item, 5th paragraph of 1953 re. Sir Arthur Pendred. Also see article & photos in 'Air Clues'.
The atmosphere at Pershore was not the same as at Defford. However, we all became very settled in at Bevere and friendly with neighbours – Lentons around corner, the Hucksters at the back and the next-door families on both sides. – A very pleasant year.
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1959
At beginning of year got in regular flying each month. Flew in a Meteor for the first time with Wing Commander Lawrence as pilot. Also did some more helicopter piloting but had become quite stale after so long.
April was particularly busy, flying, but after the first few days in June got caught for admin work.
On 10th July I was handed a signal informing me along with others (but not Flt. Lt. Smith mentioned in signal – see photo-album), that passage was booked on the FLANDRE, sailing 17th July, to attend a training course on the 'Thor Missile' in the USA. Mad panic to get ready and needed to get a Dinner Jacket for the voyage and other items at a time when I was particularly low on funds. Pam was not very happy with the idea of me being away for so long and having to look after everything on her own. Fortunately the neighbours at Bevere were all very supportive.
Travelled First Class by train from Worcester via London where we were joined by another group of RAF but who considered themselves very superior and tried to keep apart from us as much as they could. The Flandre was a French passenger liner of some 15,000 tons and the First Class passengers (mostly American – and us of course!) were extremely well looked after. After a very enlightening voyage and a charter flight to TUCSON Arizona, we started our training on Thor missiles at Davis Monathon AFB. Our group consisted of: self; Flt. Lt. Colin Reeve; Flt.Lt. Walker; Flt. Lt. Evans & Flg. Off. Nancarrow, together with Americans: Captains Jim Hadsell; Mel Schaffer & Carl Heintz. After an intensive 'ground' training period there, we travelled by car with Jimmy Hadsell via the Grand Canyon and Hoover Dam to Vandenberg AFB California.
[photograph]
Davis Monathon AFB, Tucson Arizona
Standing (in uniform), L-R: Flight Lieutenants John Evans, Jeff Walker, Colin Reeve, Myself
Below: USAF Captains Jim Hadsell and Mell Schaffer, Flying Officer Frank Nancarrow,, Captain Carl Heintz
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When the training had finished, another charter flight back to New York and thence on the SS America back to Southampton, where I was met by the family, who had been driven there by Mr Lenton.
Posted to No. 82 Squadron SHEPHERDS GROVE as Launch Control Officer in December.
[photograph]
RAF Thor Launch, July 1959
Vandenberg AFB, California
1960
Found a bungalow in Diss – about 10 miles from Shepherds Grove – to take on as a 'Hiring'. We moved from 'Severn Croft' on a very bleak and foggy day. It was very nostalgic as we had started to 'put down roots' in Worcester and very difficult as far as Schools were concerned. The journey was very hazardous as the car was loaded down with all the last minute items – Including the animals. At one point near Diss we finished up in a field because the fog was so thick – but eventually got to Diss about 4 hours later than planned.
I had not been in the Bungalow for long and was at home one lunchtime, when a Victor en-route for Honington, passed overhead quite low making a horrible roaring noise. We all rushed outside to see the aircraft on fire and will the crew to eject (we did not know at this time that only the pilots had ejection seats). Eventually, parachutes were seen to open but the aircraft dived into the ground about 2 miles away. As I was in uniform, I decide to drive towards the crash sight [sic] to see if I could help – but before I could get within a mile of it I was held up by masses of sightseers crowding the narrow lanes. In the end I gave up and returned home. It transpired that 2 of the crew had been killed – one of them opening his 'chute too late and the other (one of the pilots) getting out too late.
Spent the whole of the year on shift covering 365 days a year and having responsibility for 3 Thor nuclear missiles every time I was on shift.
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1961
Was selected to join the Feltwell Thor Missile Training Flight after categorisation by Bomber Command. [italics] Second US trip, this time to Vandenberg AFB, California for THOR test firing] [/italics]
[photograph]
82 Squadron crew. With RAF THOR Missile, Vandenberg AFB
1962
[inserted] Fl/L Moore [/inserted]
Headquarters Bomber Command,
Royal Air Force,
High Wycombe,
Bucks.
[underlined] Order of the Day [/underlined]
[underlined] To all Thor Squadrons and Stations [/underlined]
The decision to phase out the Thor Force of Bomber Command in no way detracts from the vital role which the force played in the past, and the significant part it will continue to play in future, until the very last missile is withdrawn.
Thor was the first strategic missile system operational in the West. At a time when the threat to this country came almost entirely from manned aircraft, you were the most formidable part of the defence of the United Kingdom, and the Western Alliance.
You in the Thor force have maintained a constant vigil day and night for almost four years. You have maintained a higher state of readiness in peacetime than has ever been achieved before in the history of the Armed Forces of the Crown. I am well aware of the sacrifices, so willingly accepted, that this constant readiness has imposed on the officers and airmen of the force.
I am content that History will recognise your devoted service in the cause of peace. I know that I can rely on you for the same devotion during the rundown phase, as you have shown since the birth of the force in 1958.
[signature]
(K. B.E. CROSS)
Air Marshal.
Air Officer Commanding-in-Chief.
Bomber Command
2nd August, 1962.
Announcing the rundown of Britain's THOR missile defence programme
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1963
A very severe winter and had great difficulty travelling back and forth. On the way to Shepherds Grove, while driving along a cutting through a snowdrift, a car coming the other way crashed into me. Although my car was damaged, after temporary repairs I managed to drive it back to Diss and put it in to garage for proper repair. In the meantime, I used the Vespa scooter to get to the Units to do my categorisations. Strange, but everyone seemed to know I was coming, so the grapevine seemed to be working overtime.
All the pipes froze up at 102 Victoria Road, including the underground ones from the mains. Had to get water from our next-door neighbours, who remained unaffected. The Council eventually cleared the mains by passing an electric current in some way.
In July I was informed that [underlined] [italics] my services were no longer required by the RAF [/italics] [/underlined] and that I was to have a 'Last Tour Posting' somewhere nearby. I was shattered by this news as I had very high ratings in my job and good yearly assessments. I appealed to the Group Captain who was as much astounded as I was, particularly as other officers were being kept on whom he would 'court martial' given half a chance. Eventually he informed me that somewhere, someone with 'influence' didn't like me, and I must have upset whoever it was. So no reprieve!
Middle of July, I was posted to 721 Mobile Signals Unit based at Methwold as Commanding Officer – very strange! I was met with the results of a drunken brawl amongst members of the Unit under the previous CO and it took all of my energy and some very smooth talking to get it sorted out. Managed to restore unit pride with only two people being posted away and reprimands for a couple of others. It turned into a happy posting once I got everyone on my side. Managed to get damage fixed without any further problems.
The unit acted as a bomb plot for the "V" Force and had the call sign 'BRANTUB'. Unfortunately in October the unit was ordered to move to Lindholme. So much for it being a 'Last Tour Posting' [underlined] [italics] near [/italics] [/underlined] present residence.
1964
The Lindholme posting was not as bad as expected. Fell ill with flu just as move took place and when I finally drove up there from Diss I found the Unit on an isolated site, well away from the rest of the Station (see photos in 'Nostalgia' album). Everything was in good order and working well, all thanks to the good spirit now on the unit and a Warrant Officer who worked wonders to get it going. I now had an assistant, Pilot Officer Frank Moss, who was a navigator on Vulcans. Since we were acting as a "Bomb Plot" for the "V" Force, I think the idea was for him to persuade me to give good scores despite some of the dismal results they had been getting previously!
Made a number of suggestions for improving our lot on the Station and moral was very high. Managed to get us out of AOC's inspection and this also went down well. On the operational side I was able to invent a means of our not having to listen to the sound put out to simulate "Blue Steel" bombing. This was achieved by converting the sound signal into a visual meter display so that we could watch rather than having to listen for 10 minutes each run. Everyone at Bomber Command were surprised that nobody had thought of this before.
After we had settled in and were given a good result from the Bomber Command Inspection Team, I managed to arrange our shifts so that I could get away for longer periods. Finally, at the end of October, I was given a firm retirement date. I was given a very emotional farewell from the Unit and, although the practice was frowned upon in higher circles, I was given an inscribed watch as a going away present from all the members of the Unit (some 26 people excluding myself).
42
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From Lindholme I was finally posted to Honington to begin formalities to leave the Air Force. I only spent a few days there, handing in Kit and obtaining all the necessary clearances. On 19th November I drove away from Honington having finally 'retired'. I shall always remember it being rather like a dream but I do recall listening on the car radio to a program featuring Pam's cousin, Christopher Gable, who was leaving the Royal Ballet to take up an acting career (Christopher's last performance with the Royal Ballet was in 1965. He died in 1998).
The break was so great that I was hardly able to make any plans for the future.
Right: The final farewell
[Ministry of Defence Crest]
MINISTRY OF DEFENCE
MAIN BUILDING, WHITEHALL, LONDON, S.W.1.
TELEPHONE WHITEHALL [indecipherable number]
29th October 1964
Dear Flt. Lt. Moore
The Secretary of State for Defence has it in command from Her Majesty The Queen to convey to you on leaving the Active List of the Royal Air Force her thanks for your long and valuable services.
May I take this opportunity of wishing you all good fortune in the future.
[signature]
Flight Lieutenant D. Moore
43
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1965
I managed to get a job with Marconi at Southend working with the modifications team and liaison with the RAF! It was very poorly paid but it was the best I could do under the circumstances.
We decided to move away from Diss and chose Chelmsford as the best place to settle down. It was the nearest into London that I wanted to go and the furthest out that Pam wanted to be. We started looking around and were particularly interested in some new houses being built on a development on the edge of town on Springfield road. They were more than I could really afford and the one we liked was suddenly sold to someone else. We needed to move quite quickly and when we saw a chalet bungalow, which Pam seemed to like, we decided to set the wheels in motion to buy it. No sooner had we paid a deposit than one of the new ones came back on the market, even before the walls had been built, so we decided to buy that one instead. I managed to commute half of my £500 a year RAF pension and the £250 translated into a cash sum of nearly £6,000, which only left a small mortgage requirement. The purchase proceeded reasonably smoothly and we finally moved into 2 Llewellyn Close on 9th April 1965. Moving into a newly built house was not such a good idea and all sorts of snags were encountered.
Only earning a pittance and very unhappy with what was expected of me, I started to look around again for another job.
1966
Got a job as Training Officer with Littlewoods operating out of Basildon, visiting all their stores in the south of England. Found it very difficult as all the lady supervisors were very suspicious of me and not at all co-operative. Was suddenly called up to Liverpool and made redundant with no reason given.
1967
Spent the whole year job hunting and at last got a job with John Zinc just outside St. Albans.
1968
21/10/68 – 13/12/68. Completed a Training Officer course (construction Industry) in Slough.
Finally got a reasonable job with Balfour Beatty in Bread St. London but had to leave after they moved to Croydon.
1970
At last I got a decent job! Started with Powell Duffryn, Great Tower St. London on 19th January but made redundant when they de-centralised
1971
After spending most of the year job hunting I finally started working for Letchworth and District Printers Group Training Scheme on 1st December
44
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1972
After travelling the 43 miles back and forth to Letchworth every day and finding it very tiring, we decided to look around for housing in Letchworth. I made up my mind that I wanted to be as near to work as possible and not have to travel any distance at all. Unfortunately this was a period of 'gazumping' and although our offer on the nice house we found in Cloisters Road and had been accepted, suddenly they had another buyer prepared to offer more. Reluctantly we bid for our present house and once again the offer was accepted. At the time of the year it looked much better than it actually was and, to make things worse, the day after swapping contracts the house in Cloisters came back on the market. We had easily sold our Chelmsford house and had completed on that, so we could not afford to change our minds. We finally moved into 116 West View on 15th May 1972.
Having been promised help in re-location by my employers, the Committee that had originally made the offer changed and all the new lot were prepared to give me was £100. I was not very happy about this and made my feelings very plain. But they just shrugged their shoulders.
1973 – 2010 No further entries
[photograph]
Celebrating my 80th Birthday
DM Memoirs (second Edition) Compiled and edited by Terry Moore, October 2010
Appendix and additional photographs – January 2011
Postscript – May 2012
Foreword – July 2012
[italics] The editor accepts no responsibility for inaccuracies [/italics]
45
[page break]
Postscript
The funeral service for my father took place at Harewood Park Crematorium, Stevenage, on Thursday 11th November 2010, attended by family, friends, representatives from the XV Squadron Association and colleagues from the North Herts. Branch of the Aircrew Association, of which he was president.
Like most airmen of his generation, Dad had a great affection for the Avro Lancaster, in which he spent many flying hours as navigator in both war time and peace, so it seemed most fitting that his ashes be scattered from the only remaining Lancaster still flying in this country.
[photograph] [photograph]
In May 2011, my wife and I made the ninety-mile trip to RAF Coningsby in Lincolnshire where the Battle of Britain Memorial Flight is stationed and left the casket in the care of the Public Relations Manager who was to make the necessary arrangements.
[photograph] [photograph]
Dad took his "last flight" on 29th August 2011 in Avro Lancaster PA474 escorted by the Spitfire and Hurricane of the Battle of Britain Memorial Flight. His ashes were scattered over North Norfolk, England.
[chart]
BBMF flight schedule for 29/08/2011
Terry Moore, May 2012
46
[page break]
1945 Appendix 1 Operational Sorties – September 1944 – April 1945
[underlined] NO 218 SQUADRON RAF METHWOLD Aircraft Letters "HA" [/underlined]
[underlined] 17/09/1944 [/underlined]Sortie No: 1 (Daylight). Target [underlined] BOULOGNE [/underlined]
Aircraft – PD277 Code "A". Pilot – Squadron Leader N.G. Macfarlane
Flying Time – 2 hours 45 minutes
762 Aircraft – 370 Lancasters; 351 Halifax; 41 Mosquito. Dropped more than 3000 tons of Bombs on German positions around Boulogne in preparation for an attack by Allied troops. The German garrison surrendered soon afterwards.
1 Lancaster & 1 Halifax lost.
[underlined] 23-24/09/1944 [/underlined] Sortie No: 2 (Night time). Target [underlined] NEUSS [/underlined]
Aircraft – PD256 Code "J". Pilot – Squadron Leader N.G. Macfarlane
Flying Time – 4 hours 35 Minutes
549 Aircraft – 378 Lancasters; 154 Halifax; 17 Mosquito. Most of the bombing fell in the dock & factory area. A short local report only says that 617 houses & 14 Public Buildings were destroyed and 289 people killed/150 injured.
5 Lancasters & 2 Halifax lost.
[underlined] 26/09/1944 [/underlined] Sortie No: 3 (Daylight). Target [underlined] CAP GRIS NEZ [/underlined]
Aircraft – NF 934 Code "G". Pilot – Squadron Leader N.G. Macfarlare [sic]
Flying Time – 2 Hours 55 Minutes
722 Aircraft – 388 Lancasters, 289 Halifax; 45 Mosquito – 531 aircraft to CAP GRIS NEZ (4 Targets) and 191 aircraft to 3 Targets in CALAIS. Accurate and intense bombing of all targets.
1 Lancaster lost
[underlined] 28/09/1944 [/underlined] Sortie No: 4 (Daylight). Target [underlined] CALAIS [/underlined]
Aircraft – PD277 Code "A". Pilot – Squadron Leader N.G. Macfarlane
Flying Time – 2 Hours 35 Minutes
341 Aircraft – 222 Lancasters; 84 Halifax; 35 Moquito. [sic] Target area covered in cloud but Master Bomber brought the force below cloud to bomb visually. Bombing was accurate.
1 Lancaster Lost
[underlined] 14/10/1944 [/underlined] Sortie No: 5 (Daylight). Target [underlined] DUISBURG [/underlined]
Aircraft – NF 934 Code "G". Pilot – Squadron Leader N.G. Macfarlane
Flying Time – 4 Hours 5 Minutes
This raid was part of a special operation. (See page 601 of Bomber Command Diaries)
1013 Aircraft – 519 Lancasters; 474 Halifax; 20 Mosquito with RAF fighters escorting.
3574 Tons of HE & 820 Tons of incendiary.
13 Lancasters & 1 Halifax lost.
[underlined] 15/10/1944 [/underlined] Sortie No: 6 (Night time). Target [underlined] WILHEMSHAVEN [sic] [/underlined]
Aircraft ? Code "C". Pilot – Squadron Leader N.G. Macfarlane
Flying Time – 4 Hours
506 Aircraft – 257 Halifax; 241 Lancasters; 8 Mosquito.
Last of 14 Major raids on Port of Wilhemshaven [sic]. Bomber Command claimed "severe damage caused."
No record of any losses noted.
[underlined] 19/10/1944 [/underlined] Sortie No: 7 (Night time). Target [underlined] STUTTGART [/underlined]
Aircraft – NF 934 Code "G". Pilot – Squadron Leader N.G. Macfarlane
Flying Time – 6 Hours 30 Minutes
565 Lancasters & 18 Mosquito in 2 forces 4 hours apart.
Serious damage caused to central and eastern districts (including BOSCH factory)
6 Lancasters lost.
[underlined] 23/10/1944 [/underlined] Sortie No. 8 (Night time). Target [underlined] ESSEN [/underlined]
Aircraft – NF 934 Code "G". Pilot – Squadron Leader N.G. Macfarlane
Flying Time – 5 Hours 5 Minutes
1055 Aircraft – 561 Lancasters; 463 Halifax & 31 Mosquito. This was the heaviest raid on Essen so far in the war and the number of aircraft also the greatest number on any target. (These results achieved [underlined] without [/underlined] the Lancasters from 5 Group!! 4538 Tons of Bombs dropped.
[underlined] 29/10/1944 [/underlined] Sortie No: 9 (Daylight). Target [underlined] WESTKAPELLE (WALCHEREN) [/underlined]
Aircraft – NF 934 Code "G". Pilot – Squadron Leader N.G. Macfarlane
Flying Time – 2 Hours 15 Minutes
358 Aircraft – 194 Lancasters; 128 Halifax & 36 Mosquito.
11 different ground positions attacked. Visibility was good and results were accurate.
1 Lancaster lost.
47
[page break]
[underlined] 04/11/1944 [/underlined] Sortie No: 10 (Daylight). Target [underlined] SOLINGEN [/underlined]
Aircraft – NF 934 Code "G". Pilot – Squadron Leader N.G. Macfarlane
Flying Time – 4 Hours 30 Minutes
176 Lancasters of 3 Group. The raid was not considered successful as bombing scattered.
4 Lancasters lost
Note: Aircraft NF934 Code "G" went "missing" on 12/12/1944
Squadron Leader N.G. Macfarlane promoted to Wing Commander and posted as Officer Commanding No: XV Squadron RAF Mildenhall in mid-November and sends aircraft to fetch whole crew from Methwold
[underlined] NO: XV SQUADRON RAF MILDENHALL Aircraft letters "LS" [/underlined]
[underlined] 28/11/1944 [/underlined] Sortie No: 11 (Night time). Target [underlined] NEUSS (DUSSELDORF) [/underlined]
Aircraft – HK 695 Code "V". Pilot – Wing Commander N.G. Macfarlane
Flying Time – 4 Hours 40 Minutes
145 Lancasters of 3 Group & 8 of 1 Group. GH Bombing attack. Modest damage.
No losses.
[underlined] 05/12/1944 [/underlined] Sortie No: 12 (Daylight). Target [underlined] SCHWAMMENAUEL DAM [/underlined]
Aircraft – ME 844 Code "C. Pilot – Wing Commander N.G. Macfarlane
Flying Time – 4 Hours 40 Minutes
MASTER BOMBER – 56 Lancasters of 3 Group attempt to "Blow up" this Dam on river ROER to help American Army. Target covered in cloud. Only 2 aircraft bombed. No losses.
[underlined] 06/12/1944 [/underlined] Sortie No: 13 (Night time) Target [underlined] LEUNA MERSEBURG [/underlined] (Near LEIPZIG)
Aircraft – NG 357 Code "K" Pilot – Flt. Lt. Percy
Flying Time – 7 Hours 20 Minutes
475 Lancasters bombed Oil Target in Eastern Germany, 500 miles from UK. Cloud cover but considerable damage to the synthetic oil plant. 5 aircraft lost
[underlined] 08/12/1944 [/underlined] Sortie No: 14 (Daylight). Target [underlined] DUISBURG [/underlined]
Aircraft – NG 357 Code "K". Pilot – Flt. Lt. Percy
Flying Time – 4 Hours 20 Minutes
163 Lancasters of 3 Group bombed on GH through cloud on railway yards. Good results.
No losses.
[underlined] 14/12/1944 [/underlined] Sortie No: 15 (Night time). Target [underlined] MINING KATTEGAT [/underlined] (off KULLEN POINT)
Aircraft – NG 357 Code "K". Pilot – Flt. Lt. Percy
Flying Time – 7 Hours (Landed LOSSIEMOUTH)
30 Lancasters & 9 Halifax. Mines accurately laid. (see H2S photo) Diverted to Lossiemouth on return. No losses.
[underlined] 28/12//1944 [/underlined] Sortie No: 16 (Daylight). Target [underlined] COLOGNE [/underlined] (GREMBERG)
Aircraft – HK 693 Code "B". Pilot – Squadron Leader Percy
Flying Time – 4 Hours 50 Minutes
167 Lancasters of 3 Group. Marshalling yards. Accurate bombing. No losses
[underlined] 01/01/1945 [/underlined] Sortie No: 17 (Night time). Target [underlined] VOHWINKEL [/underlined]
Aircraft – NG 358 Code "H". Pilot – Squadron Leader Percy
Flying Time – 6 Hours 5 Minutes
146 Lancasters of 3 Group. Successful attack on railway yards. 1 aircraft lost
[underlined] 03/01/1945 [/underlined] Sortie No: 18 (Daytime). Target [underlined] DORTMUND [/underlined]
Aircraft – NG 358 Code "H". Pilot Squadron Leader Percy
Flying Time – 4 Hours 45 Minutes
99 Lancasters of 3 group. GH attacks through cloud on Coking plant (HANSA). Accurate bombing. 1 aircraft lost.
[underlined] 07-08/01/1945 [/underlined] Sortie No: 19 (Night time). Target [underlined] MUNICH [/underlined]
Aircraft – HK 618 Code "G". Pilot – Squadron Leader Percy
Flying Time – 7 Hours 45 Minutes
645 Lancasters from 1,3, 5, 6 & 8 Groups – Very successful raid causing severe damage (see Terry's book – "Fliegeralarm" – Luftangriffe auf München 1940-1945)
11 aircraft lost and 4 crash in France
[underlined] 13/01/1945 [/underlined] Sortie No: 20 (Daylight). Target [underlined] SAARBRUCKENt [/underlined][sic]
Aircraft – ME 849 Code "L". Pilot – Squadron Leader Percy
Flying Time – 6 Hours 20 Minutes
158 Lancasters of 3 Group attack Railway yards. Accurate but some overshooting
Divert to Predannack on return because of bad weather at base.
1 Aircraft lost
48
[page break]
[underlined] 16-17/01/1945 [/underlined] Sortie No: 21 (Night time). Target [underlined] WANNE EICKEL [/underlined]
Aircraft – NG 358 Code "H". Pilot – Squadron Leader Percy
Flying Time – 5 Hours 5 Minutes
138 Lancasters of 3 Group attack Benzol plant. 1 Aircraft lost
[underlined] 23/01/1945 [/underlined] Sortie No: 22 (Daylight). Target [underlined] COLOGNE [/underlined] (GREMBERG)
Aircraft – PD 234 Code "E". Pilot – Squadron Leader Percy
Flying Time – 5 Hours 55 Minutes
153 Lancasters from 3 Group attack Railway Yards. Good Visibility – Results variable
3 aircraft lost and 1 crashed in France
[underlined] 09/02/1945 [/underlined] Sortie No: 23 (Night time). Target [underlined] HOHENBUDBERG (DUISBERG KREFELD) [/underlined]
Aircraft – PD 234 Code "E". Pilot – Wing Commander N.G. Macfarlane
Flying Time – 5 Hours 10 Minutes
151 Lancasters from 3 Group attack Railway Yards. 2 Lancasters lost
[underlined] 19/02/1945 [/underlined] Sortie No: 24 (Daylight). Target [underlined] WESEL [/underlined]
Aircraft – NG 444 Code "Y". Pilot – Wing Commander N.G. Macfarlane
Flying Time – 5 Hours 15 Minutes
168 Lancasters from 3 Group. Good attack with best results around railway area
Leading Aircraft for whole of 3 Group. (I navigated and everyone else followed me!)
1 Lancaster lost
[underlined] 02/03/1945 [/underlined] Sortie No: 25 (Daylight). Target [underlined] COLOGNE [/underlined]
Aircraft – NG 358 Code "H". Pilot – Squadron Leader Percy
Flying Time – 5 Hours 30 Minutes
858 Aircraft – 155 Lancasters from 3 Group. Only 15 aircraft from 3 Group bombed because of GH failure. All other bombing highly destructive. Cologne captured by the Americans 4 days later. 6 Lancasters lost
[underlined] 04/03/1945 [/underlined] Sortie No: 26 (Daylight). Target [underlined] WANNE EINCKEL [/underlined]
Aircraft – NG 358 Code "H". Pilot – Squadron Leader Percy
Flying Time – 4 Hours 55 Minutes
128 Lancasters from 3 Group bombed on GH. No losses.
[underlined] 05/03/1945 [/underlined] Sortie No: 27 (Daylight). Target [underlined] GELSENKIRCHEN [/underlines]
Aircraft – NG 358 Code "H". Pilot – Squadron Leader Percy
Flying Time – 5 Hours 35 Minutes
170 Lancasters from 3 Group. Leading Aircraft for whole of 3 Group.
1 Lancaster lost
[underlined] 11/03/1945 [/underlined] Sortie No: 28 (Daylight). Target [underlined] ESSEN [/underlined]
Aircraft – NG 358 Code "H". Pilot – Squadron Leader Percy
Flying Time – 6 Hours 5 Minutes
1079 Aircraft – 750 Lancasters. Attack accurate and Essen paralysed.
Leading aircraft for 32 Base. 3 Lancasters lost
[underlined] 22/03/1945 [/underlined] Sortie No: 29 (Daylight). Target [underlined] BOCHULT [/underlined]
Aircraft – PA 235 Code "E". Pilot – Squadron Leader Percy
Flying Time – 5 Hours 15 Minutes
100 Lancasters from 3 Group. Leading aircraft for Squadron. Town seen to be on fire.
No losses
[underlined] 23/03/1945 [/underlined] Sortie No: 30 (Daylight). Target [underlined] WESEL [/underlined]
Aircraft – PA 235 Code "E". Pilot – Squadron Leader Percy
Flying Time – 4 Hours 35 Minutes
Special GH attack to support Rhine crossing. 80 Lancasters from 3 Group.
Signal from General Eisenhower congratulating the crews concerned on their very accurate bombing.
[underlined] 29/03/1945 [/underlined] Sortie No: 31 (Daylight). Target [underlined] HALLENDORF [/underlined] (SALZGITTER)
Aircraft – NG 358 Code "H". Pilot – Squadron Leader Percy
Flying Time – 7 Hours 5 Minutes
130 Lancasters from 3 Group. Attack on Benzol plant using GH. Leading aircraft for Squadron.
No losses
[underlined] 9-10/04/1945 [/underlined] Sortie No: 32 (Night time). Target [underlined] KIEL BAY [/underlined] – MINING
Aircraft – NG 358 Code "H". Pilot – Squadron Leader Percy
Flying Time – 6 Hours 10 Minutes
70 Lancasters. No loss on Mining but 4 lost on main raid on Kiel (Very accurate - Pocket Battleship Admiral Scheer hit and capsized. Admiral Hipper Emden badly damaged.)
49
[page break]
[underlined] 14//04/1945 [/underlined] Sortie No: 33 (Night time). Target [underlined] POTSDAM [/underlined]
Aircraft – NG 358 Code "H". Pilot – Squadron Leader Percy
Flying Time – 8 Hours 35 Minutes
500 Lancasters. Attack successful and severe damage caused
1 Lancaster lost to night fighter.
Tour completed because the tour requirement was reduced from 40 to 30 whilst we were over Potsdam.
References Air 27 1352 (218 Sqn)
Air 27 204 & 205 (XV Sqn)
[photograph]
End of Tour, Mildenhall, April 1945
Lancaster "H" Howe, NG538
L-R: P/O Johnny Forster (flight engineer), Flt Sgt Jimmy Bourke (mid-upper gunner),
Ft Sgt 'Nobby' Clarke (rear gunner), Sqn Ldr Pat "Tojo" Percy (pilot), Flt Sgt Dennis "Napper" Evans (wireless op.)
F/O Tom Butler (bomb aimer), F/O Dennis Moore (navigator)
[photograph)
End of Tour, Mildenhall, April 1945
Lancaster "H" Howe, NG538
Squadron Leader Percy & Crew with ground crew
50
[page break]
1945 Appendix II
[underlined] Lancaster NG 358 Mark B1. XV Squadron (15) Coded LS-H [/underlined]
This aircraft was built by Armstrong Whitworth at their Baginton factory and was one of 400 delivered to the RAF between July 1944 & February 1945. The previous LS-H was HK 648 and NG 358 first appeared on the squadron in Mid-December 1944. It was finally 'Struck off charge' on 19/10/1945
[photograph]
Dates actually flown in this aircraft:
30/12/1944 Day 1450 'GH' Bombing Exercise
1-2/01/1945 Night 1610 6.05 VOHWINKEL 146 a/c, 3 missing
03/01/1945 Day 1250 4.45 DORTMUND 50 a/c
16-17/01/1945 Night 2307 5.05 WANNE EINCKEL 138 a/c, 1 missing
27/01/1945 Day 1005 Air Test
02/03/1945 Day 1200 5.30 KÖLN Led 32 BASE, 531 a/c, 6 missing
04/03/1945 Day 0946 4.45 WANNE EINCKEL 128 a/c
05/03/1945 Day 0940 5.35 GELSENKIRCHEN Led 3 Group, 170 a/c, 1 missing
11/03/1945 Day 1200 6.05 ESSEN Led 32 BASE, 750 a/c, 3 missing
29/03/1945 Day 1230 7.05 HALLENDORF Led SQUADRON, 130 a/c
09-10/04/1945 Night 2000 6.10 KIEL BAY MINING 70 a/c
14-15/04/1945 Night 1825 8.55 BERLIN (POTSDAM) 500 a/c, 2 missing
The crew of 'H' – 'HOWE' on the above flights was:
Pilot Squadron Leader Pat Percy
Navigator Flying Officer Dennis Moore
Bomb Aimer Flying Officer Tom Butler (Canadian)
F/Engineer Pilot Officer Johnnie Forster
Wireless Op. F/Sgt. Dennis Evans
Mid Upper F/Sgt. Jimmy Bourke
Rear Gunner F/Sgt. Nobby Clarke
Other 'operations' in other aircraft were flown with Wing Commander N.G. Macfarlane as Pilot. (see note below)
51
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[underlined] Explanations: [/underlined]
Bomber Command was split into GROUPS (mainly 3 & 5 Group) – each Group split into 3 BASES and each Base comprised 2 or 3 airfields on which there were usually 2 SQUADRONS. Each Squadron was normally split in two FLIGHTS although sometimes they had three. 3 Group Base were Nos. 31; 32 & 33. 31 Base comprised STRADISHALL & WRATTING COMMON plus one other; 32 Base comprised MILDENHALL, LAKENHEATH & METHWOLD. 33 Base comprised WATERBEACH, WITCHFORD & MEPAL. The other Squadron at MILDENHALL at this time was No 622 (Australian). Each Squadron normally had 24 aircraft and a 'MAXIMUM EFFORT' was achieved when all of them flew on an OPERATION ('op').
All daylight trips were in tight FORMATION and Bombing was done on 'GH' – which was operated by the navigator who actually 'pressed the button'. The Bombing Leaders were distinguished by the double yellow bars on the tailfin/rudder. All others in the flight bombed on the Leader. A limited number of Squadrons & Aircraft in No 3 Group were fitted with this equipment, which was extremely accurate.
Note. Mac (or Nigel, as I now am allowed to call him) lives in a retirement home near Capetown, South Africa. At the Mildenhall register meeting in May 1995 I was told he had died. The following day I was able to contact his son Ian (whom we had 'baby-sat') who is now a Harley Street Consultant and he put paid to this rumour.
Nigel & Margaret visited the UK June 2000 to celebrate their 60th Wedding Anniversary and Pam & I were invited to their Party. Not able to drive at the time so unable to go. Terry offered to pick him up and take him with us to Squadron 85th Birthday celebrations at Lossiemouth. Unfortunately he was not well enough so Terry & I went to Lossiemouth on our own.
1945 Appendix III
[italics] The Operational Sortie which the crew decided had turned me from being a "very Good" Navigator into an "ACE" Navigator. (Their words - not mine!!) [/italics]
An operational order was "posted" quite early in the morning of the 7th January 1945 and the fuel load was 2154 gallons (the maximum) so we all knew that we were in for a long haul. At the pre-flight briefing Munich was announced as the target and we were allocated HK618 "G" (George) with Squadron Leader Percy as pilot. We learned later that 645 aircraft from 1;3;5;6 and 8 Groups loaded with 1 x 4000 pounder (Cookie) and clusters of incendiaries, carried out a very successful bombing raid causing very severe damage. (See photos in Terry's book). A total of 11 aircraft were lost and another 4 crashed in France (nearly 3%, which was quite high at this time).
Getting airborne at 1830, the flight out was quite uneventful from a navigational point of view with 'Gee' working well and covering a good way down into France. Having bombed on a well lit (burning) target, the Alps were now the only visible landmarks and, at the appropriate time, we turned onto a northerly heading based on the wind component calculated on the way down across France. We kept going on this heading, expecting to pick up something to give us a 'fix' but unfortunately nothing was forthcoming, and at the ETA at the French coast I asked if any of the crew could see anything. Nobody else could see through the cloud but the rear gunner (who had a good downward view) finally called to say that we had just passed over a 'Pundit' flashing what turned out to be Manston!! Quickly turning on the IFF (identifying friend not foe) and crossing the Thames estuary, a quick calculation, the message" Maintain heading – ETA base in 17 minutes" was passed to the pilot. EXACTLY 17 minutes later the pilot reported "overhead base – joining circuit. Well done Navigator" Thus ended a 7hour 45 minute flight and the very tired but elated crew gathered in the briefing room to be met, as usual, by the padre dishing out the rum ration for those that wanted it. I was quite happy to have my share while we were being de-briefed, with a crew enthusing over my marvellous navigation (all the way back from the south of France without having to change heading once!!) and then off to the quarters behind the Mess to a well earned sleep.
What was never mentioned to anyone – and the crew in particular – was that, had the heading been just ONE degree to starboard, we would have gone sailing – literally – up the north sea and, because of the cloud cover, not know why we never made it back to base – if we had survived the ditching in the dark and subsequent days adrift in the North Sea – that is!!!
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1945 Appendix IV
[underlined] Dakota Flights (as Navigator) July 1945 – May 1946 [/underlined]
109 OTU Crosby on Eden
08/07/1945 – 23/07/1945 DAY 18.55, NIGHT 7.45
PILOTS: Flt/Lt Mason & Flt/Lt Samuael
Aircraft registrations: FZ609 KG502 KG619 KG658 KG664 KG666
B Flight 1383T/C.U
26/07/1945 – 27/08/1945 DAY 49.55, NIGHT 26.15
PILOTS: P/O Zygnerski & Flt/Lt Herringe
Aircraft registrations: FL652 KG373 KG392 KG638 KG726 KG644 KG649 KG657 KG726
52 Squadron RAF DUM-DUM CALCUTTA
01/12/1945 – 08/05/1946 DAY 345.25, NIGHT 13.50
PILOTS: Mainly F/O Harris but also Flt/Lt Ruddle, F/O Lofting, Flt/Lt Earwalker & F/O MacArthur
Route flying from Calcutta to Bangkok, Saigon (Ho Chi Minh), Hong Kong, sometimes calling into Chittagong, Meiktila, Hmawbi, Rangoon, Canton
Aircraft registrations:
FL507 FL612 KG212 KG502 KG573 KG923
KJ813 KJ814 KJ820 KJ904 KJ963 KK190
KN211 KN219 KN231 KN239 KN240 KN299
KN301 KN308 KN341 KL507 KN534 KN573
KN600 KN604 KN630 KN633 KP211
Total Hours: DAY 413.35 NIGHT 47.10
Appendix 1949
[underlined] "Lancastrian" G – AGWI/1281/TX276/111 [/underlined]
I flew 13 Sorties as Navigator in this Aircraft on the Berlin Airlift.
Registered 28/11/1945 to Ministry of Aircraft Production.
Certificate of Airworthiness No: 7283 24/01/1946.
Delivered to BSAA (British South American Airways) Heathrow 27/01/1946
Named 'Star Land'
Registered to Ministry of Civil Aviation 16/08/1948.
Sold to Flight Refuelling Ltd. 16/01/1949 and Registered to them 18/01/1949.
Allotted Fleet No. 'Tanker 26' and flew [underlined] 226 [/underlined] Sorties on Berlin Airlift
Scrapped at Tarrant Ruston 26/09/1951.
Berlin Airlift
[logo] Berlin Airlift [emblem]
[drawing]
[inserted] TX 276/1281 [/inserted]
AVRO LANCASTRIAN – FLIGHT REFUELLING LTD
47403
On 23 June 1948, the Soviet forces occupying the eastern part of Germany blockaded all rail, road and waterway supply routes from the Allied Western Occupation Zones in Berlin. With less than one month’s supply of food and fuel, the prospects for the two and a half million Berliners looked bleak. Only three severely restricted air routes remained as a lifeline between the besieged city and the western world. The Allies responded immediately with a miracle of logistics – The Berlin Airlift. Codenamed Operation Vittles by the USAF, and Operation Plainfare by the RAF, over a period of 11 months Allied aircraft made thousands of flights into the cramped airspace of Berlin and succeeded in supplying everything the city needed. Every available aircraft from RAF Transport Command was in service, as well as hundreds of USAF aircraft and even civil charter firms were called upon to supplement the effort. The operation became so skilled that the Soviet Command eventually realised that they had failed and on 12 May 1949 the blockade was finally lifted.
Avro Lancastrian G-AGWI represents an aircraft which was originally delivered to British South American Airways (BSAA) at Heathrow in January 1946. The aircraft was registered to the Ministry of Civil Aviation for a short period in 1948 before being sold to Flight Refuelling in January 1949. The aircraft was then allotted fleet no. Tanker 26 and flew 226 sorties on the Berlin Airlift.
[inserted] I FLEW IN 13 OF THEM [/inserted] [diagram]
Dublin Core
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Title
A name given to the resource
Dennis Moore Autobiography
Description
An account of the resource
Dennis Moore's autobiography, compiled and edited by his son, Terry Moore.
Creator
An entity primarily responsible for making the resource
Dennis Moore
Format
The file format, physical medium, or dimensions of the resource
53 typed sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Identifier
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BMooreDMooreDv1
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
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Germany--Weeze
England--London
England--Wallington Garden
Netherlands--Zandvoort
England--Croydon
England--Hartland
England--Lynton
England--Salcombe
England--Amersham
England--Newquay
England--Manchester
Scotland--Greenock
United States
New York (State)--New York
Canada
New Brunswick--Moncton
Maine--Portland
New Brunswick--Shediac
New Brunswick--Fredericton
Manitoba
Manitoba--Brandon
Manitoba--Winnipeg
Ontario--Toronto
Ontario--Hamilton
Ontario--London
Alberta--Medicine Hat
England--Harrogate
Scotland--Stranraer
France--Angers
Germany--Neuss
England--Carlisle
England--Morecambe
Pakistan--Karachi
Malta
Egypt--Cairo
Burma--Rangoon
India--Mumbai
China--Guangzhou
China--Hainan Sheng
China--Hong Kong
India--Darjeeling
England--Liverpool
England--Hastings
Kenya--Nairobi
Italy--Verona
Morocco--Marrakech
Northern Ireland--Belfast
Senegal--Dakar
Brazil--Natal
Argentina--Buenos Aires
Turkey--İzmir
Israel
Newfoundland and Labrador--Gander
Greenland
Iceland
Cyprus--Nicosia
Iraq--Baghdad
Bahrain
England--Blandford Forum
Germany--Hannover
Germany--Berlin
Germany--Hamburg
England--Skellow
England--Worcester
England--Scarborough
England--Pershore
Arizona--Tucson
California--Vandenberg Air Force Base
England--Diss
England--Chelmsford
England--Basildon
England--St. Albans
England--Slough
England--Letchworth
England--Stevenage
France--Calais
Germany--Duisburg
Germany--Wilhelmshaven
Germany--Stuttgart
Germany--Essen
Netherlands--Walcheren
Germany--Solingen
Germany--Leipzig
Germany--Cologne
Germany--Dortmund
Germany--Munich
Germany--Wanne-Eickel
Germany--Gelsenkirchen
Germany--Bocholt
Germany--Salzgitter
Germany--Kiel
Germany--Potsdam
England--Coventry
England--London
Germany--Wuppertal
Germany--Saarbrücken
Québec--Montréal
India--Kolkata
Germany--Wesel (North Rhine-Westphalia)
Vietnam--Ho Chi Minh City
England--Southend-on-Sea
France--Boulogne-sur-Mer
Italy
France
Arizona
California
Maine
New York (State)
Egypt
Ontario
Québec
New Brunswick
Alberta
Newfoundland and Labrador
Germany
Brazil
Burma
China
Cyprus
India
Iraq
Kenya
Netherlands
Pakistan
Turkey
Great Britain
Vietnam
Senegal
Germany--Ruhr (Region)
England--Berkshire
England--Buckinghamshire
England--Cornwall (County)
England--Cumberland
England--Devon
England--Essex
England--Herefordshire
England--Kent
England--Lancashire
England--Norfolk
England--Northumberland
England--Sussex
England--Worcestershire
England--Yorkshire
England--Warwickshire
England--London
Atlantic Ocean--Kattegat (Baltic Sea)
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
Sue Smith
12 OTU
15 Squadron
1653 HCU
218 Squadron
3 Group
5 Group
52 Squadron
6 Group
8 Group
82 Squadron
90 Squadron
Advanced Flying Unit
air gunner
Air Observers School
aircrew
Anson
anti-aircraft fire
arts and crafts
bomb aimer
C-47
crewing up
Distinguished Flying Cross
Distinguished Service Order
entertainment
flight engineer
Gee
ground crew
H2S
Halifax
Hampden
Harris, Arthur Travers (1892-1984)
Heavy Conversion Unit
Initial Training Wing
Lancaster
Lancaster Finishing School
Lancastrian
Lincoln
Master Bomber
memorial
mess
Meteor
mine laying
Mosquito
navigator
Nissen hut
Oboe
Operational Training Unit
pilot
Proctor
RAF Bridgnorth
RAF Catterick
RAF Chedburgh
RAF Chipping Warden
RAF Farnborough
RAF Feltwell
RAF Honington
RAF Lakenheath
RAF Lindholme
RAF Lossiemouth
RAF Mepal
RAF Methwold
RAF Mildenhall
RAF Shawbury
RAF Shepherds Grove
RAF Stradishall
RAF Thorney Island
RAF Tuddenham
RAF Waterbeach
RAF Wigtown
RAF Witchford
RAF Wratting Common
Shackleton
Spitfire
Stirling
Sunderland
Tiger force
Tiger Moth
training
V-1
V-weapon
Wellington
wireless operator
York
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1642/26156/PSaundersRA-HE17060023.1.jpg
dc085d63f765b71b5eb8af6e23dc6b75
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
Saunders, Roy and Honor. Thorpe and Diver Family
Description
An account of the resource
25 family photographs
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-10-03
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
Saunders, R-H
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Clara Thorpe and Ruby Saunders
Description
An account of the resource
Mother and daughter sitting on the promenade railings at Thorpe Bay.
Date
A point or period of time associated with an event in the lifecycle of the resource
1950-07-20
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PSaundersRA-HE17060023
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Southend-on-Sea
England--Essex
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Temporal Coverage
Temporal characteristics of the resource.
1950-07-20
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1230/19941/NRedgraveHC151203-01.2.jpg
689b1c38eee050fa53280eef00976821
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
Redgrave, Henry Cecil
H C Redgrave
Description
An account of the resource
187 items. The collection concerns Henry Cecil Redgrave (743047, Royal Air Force) and contains his decorations, letters and photographs. He flew operations as a bomb aimer with 207 Squadron from RAF Waddington. He was killed 13/14 March 1941. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Pam Isaac and catalogued by Barry Hunter.<br /><br /><span>Additional information on Henry Cecil Redgrave is available via the </span><a href="https://internationalbcc.co.uk/losses/119457/">IBCC Losses Database</a><span>.</span>
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-10-02
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Redgrave, HC
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
FUNERAL OF SERGEANT – OBSERVER.
SOUTHEND MAN’S DEATH.
The Funeral took place with full military honours, on Tuesday week, of Sergt.-Observer Henry (Harry) Redgrave, whose death, on active service, was recorded in these columns last week.
Sergt.-Observer Redgrave was very popular in the district, and enlisted in the R.A.F.V.R. in 1939. Educated at the Southend High School, he was a keen motor cyclist and was 29 years of age when he died. He had taken an important part in many operational flights over enemy territory and in recognition of his ability, he was made Bombing Leader and instructor.
His widow has received a letter from the Wing Commander of his Squadron in which the latter pays tribute to Sergt.-Observer Redgrave’s work. “He had not been with us for long, “the letter states, “but I was very impressed by his quiet and efficient manner. Hiss loss is one that can be ill-afforded by the Service and by the country.”
The chief mourners at the funeral were : Mrs. Redgrave (widow), Mrs M Redgrave (Mother), Mr. and Mrs F. Huntsmand and Sergt. and Mrs E. Cole. Floral tributes were sent by friends and fellow colleagues of deceased’s last and former squadrons.
Sert.-Oberver Redgrave leaves one daughter, Pamela, aged three.
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
Harry Redgrave's Funeral
Description
An account of the resource
A newspaper cutting about the funeral of Sergeant-Observer Harry Redgrave.
Date
A point or period of time associated with an event in the lifecycle of the resource
1941
Format
The file format, physical medium, or dimensions of the resource
One newspaper cutting
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Southend-on-Sea
England--Essex
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.
1941
Contributor
An entity responsible for making contributions to the resource
Claire Monk
Identifier
An unambiguous reference to the resource within a given context
NRedgraveHC151203-01
aircrew
killed in action
observer
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1230/19939/ESherwood[Mo]-M-JRedgraveJMXX1012.jpg
3ac0f72155dacb3eae0adc357bec1743
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
Redgrave, Henry Cecil
H C Redgrave
Description
An account of the resource
187 items. The collection concerns Henry Cecil Redgrave (743047, Royal Air Force) and contains his decorations, letters and photographs. He flew operations as a bomb aimer with 207 Squadron from RAF Waddington. He was killed 13/14 March 1941. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Pam Isaac and catalogued by Barry Hunter.<br /><br /><span>Additional information on Henry Cecil Redgrave is available via the </span><a href="https://internationalbcc.co.uk/losses/119457/">IBCC Losses Database</a><span>.</span>
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-10-02
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Redgrave, HC
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[Royal Air Force Crest]
3 The Colonies
Prince Avenue
Southend.
Oct 12th
My dear Jessie
Here is a little gift from Milly, Joyce and myself and a wish to you both for all the happiness in the world. Lots of love from us all
From your loving
Mum, Milly, Joyce
xxxxxxxxxxxx
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 Jessie from her family
Description
An account of the resource
A short letter accompanying a gift from her mother, Milly and Joyce.
Creator
An entity primarily responsible for making the resource
Jessie Redgrave's mother
Format
The file format, physical medium, or dimensions of the resource
One handwritten letter
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
ESherwood[Mo]-M-JRedgraveJMXX1012
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Southend-on-Sea
England--Essex
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
Claire Monk
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1230/19930/PRedgraveHC15170006.2.jpg
b8e5a05bf1fee7e8a17072d6e5f26761
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1230/19930/PRedgraveHC15170007.2.jpg
cf745883bb72a51e8505fa4630697a25
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
Redgrave, Henry Cecil
H C Redgrave
Description
An account of the resource
187 items. The collection concerns Henry Cecil Redgrave (743047, Royal Air Force) and contains his decorations, letters and photographs. He flew operations as a bomb aimer with 207 Squadron from RAF Waddington. He was killed 13/14 March 1941. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Pam Isaac and catalogued by Barry Hunter.<br /><br /><span>Additional information on Henry Cecil Redgrave is available via the </span><a href="https://internationalbcc.co.uk/losses/119457/">IBCC Losses Database</a><span>.</span>
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-10-02
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Redgrave, HC
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
Portrait of a Woman
Description
An account of the resource
Head and shoulders portrait of a woman. On the reverse 'Laurence Portraits, 330, London Road, Westcliff-on-Sea, 12 Mar 1935'.
Creator
An entity primarily responsible for making the resource
Laurence Portraits
Date
A point or period of time associated with an event in the lifecycle of the resource
1935-03-12
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph postcard
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PRedgraveHC15170006, PRedgraveHC15170007
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Southend-on-Sea
England--Essex
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.
1935-03-12
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1230/19929/PRedgraveHC15170004.2.jpg
d2de411c571bfa64d20af3c4b5b20d73
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1230/19929/PRedgraveHC15170005.2.jpg
d96be898d431fdf5283a3b63a75d4e65
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
Redgrave, Henry Cecil
H C Redgrave
Description
An account of the resource
187 items. The collection concerns Henry Cecil Redgrave (743047, Royal Air Force) and contains his decorations, letters and photographs. He flew operations as a bomb aimer with 207 Squadron from RAF Waddington. He was killed 13/14 March 1941. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Pam Isaac and catalogued by Barry Hunter.<br /><br /><span>Additional information on Henry Cecil Redgrave is available via the </span><a href="https://internationalbcc.co.uk/losses/119457/">IBCC Losses Database</a><span>.</span>
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-10-02
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Redgrave, HC
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[post mark]
Hera H & J
Having a nice time, hope everything is OK at home. Love fvrom all
Yours Mum
[Page Break]
Mr & Mrs H Redgrave
St Lucia
15 Cockelhurst Avenue
Prittlewell
Essex
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
Postcard to Harry and his wife from his mother
Description
An account of the resource
A postcard with a view of Teddington Suspension bridge to Harry from his mother.
Date
A point or period of time associated with an event in the lifecycle of the resource
1937-07-27
Format
The file format, physical medium, or dimensions of the resource
One b/w postcard with handwritten annotations
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
PRedgraveHC15170004,
PRedgraveHC15170005
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Southend-on-Sea
England--London
England--Essex
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.
1937-07-27
Contributor
An entity responsible for making contributions to the resource
Claire Monk
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1230/19926/MRedgraveHC743047-151203-010001.2.jpg
a9f490d6932baec229b50465924b3fd4
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1230/19926/MRedgraveHC743047-151203-010002.2.jpg
b3c59aeb524b0b16e14c3ddd22a308e8
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
Redgrave, Henry Cecil
H C Redgrave
Description
An account of the resource
187 items. The collection concerns Henry Cecil Redgrave (743047, Royal Air Force) and contains his decorations, letters and photographs. He flew operations as a bomb aimer with 207 Squadron from RAF Waddington. He was killed 13/14 March 1941. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Pam Isaac and catalogued by Barry Hunter.<br /><br /><span>Additional information on Henry Cecil Redgrave is available via the </span><a href="https://internationalbcc.co.uk/losses/119457/">IBCC Losses Database</a><span>.</span>
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-10-02
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Redgrave, HC
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
Harry Redgrave's Scholar's Report
Description
An account of the resource
A report with Harry's end of term results.
Creator
An entity primarily responsible for making the resource
County Borough of Southend-on-Sea Education Committee
Date
A point or period of time associated with an event in the lifecycle of the resource
1925
Format
The file format, physical medium, or dimensions of the resource
One double sided printed sheet with handwritten annotations
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
MRedgraveHC743047-151203-010001, MRedgraveHC743047-151203-010002
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Southend-on-Sea
England--Essex
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.
1925
-
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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
Redgrave, Henry Cecil
H C Redgrave
Description
An account of the resource
187 items. The collection concerns Henry Cecil Redgrave (743047, Royal Air Force) and contains his decorations, letters and photographs. He flew operations as a bomb aimer with 207 Squadron from RAF Waddington. He was killed 13/14 March 1941. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Pam Isaac and catalogued by Barry Hunter.<br /><br /><span>Additional information on Henry Cecil Redgrave is available via the </span><a href="https://internationalbcc.co.uk/losses/119457/">IBCC Losses Database</a><span>.</span>
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-10-02
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Redgrave, HC
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Mrs H. C. Redgrave,
155 Fletton Avenue,
Peterboro’,
Northants.
[page break]
[R.A.F Crest]
Sgts Mess
Finningley
27-9-40
My dear Jessie,
Thanks for your letter today and now you are away I look forward to every other morning for your chatty little notes. It was rather late Tuesday to write you much so I will try and make up for it tonight.
When I arrived here on Monday tea-time I met a W.O.A.G. who came here a week before and he offered to go with me to Doncaster to fetch my kit so off we went and after unsuccessfully searching for the kit-bags we had a stroll round the town. There are bags of cinemas and seems
[page break]
2
to be quite a spot of night life about in the town. I should think it is a [deleted] but [/deleted] bit bigger than Peterboro [sic] but is more or less just another provincial town. As Frank had to be back for night flying we left on the 8.45 bus. Its only 10d return and there are buses every thirty minutes. On Tuesday we reported to accounts and various other people and in the afternoon to the Flight Commander of 106 Squadron. As there was nothing for us to do that day we got off sharply at five o’clock and went into town to see Spencer Tracy in “North West Passage” which I thoroughly enjoyed. Its an all colour film of the war in Canada between the French and ourselves each side being aided by various Indian tribes. If it comes your way you
[page break]
3
[R.A.F Crest}
should try and see it. The next morning saw us in the crew room at 0830 and after sitting around all day I was suddenly detailed for some practice bombing. In the Hampden they use the automatic bombsight about which I know nothing so I had to scurry around and collect some gen before I could start. The target is in the shape, and of the size of a submarine and I was surprised to learn that seven out of my eight bombs would have sunk it. Pretty good eh. In the evening I started to take my byke [sic] engine down preparoty [sic] to fitting new rings and after supper went to bed. This morning I was supposed to be going to a lecture on this automatic b.sight but just as I got to the Armoury I was sent for to
[page break]
4
navigate a machine down to Hendon. Gee was I in a flat spin. I’d never done any work in aHampden and I was being sent down to London with all those hundreds of balloons and fighter boys Visibility was very poor but I got the plane there O.K. although we were several times challenged by fighters and on arrival found that we were there to show the Observer Corp what a Hampden looked like from the ground and the air. The night before the aerodrome had been bombed up with dozens of incendiary bombs and the Franco sign works on the North Circular Road had been demolished and also a Tube Station near by. There were two warnings while we were there but nothing happened. Incidentally was I proud
[page break]
5
[R.A.F Crest]
of myself when all these civvie chaps came around asking me about my machine. They are fine jobs for navigation and have bags of guns for defence. I feel very happy about my chances in them and prefer them to any machine I have been in. At Hendon I ran into a Southend lad who I met a Prestwick and he was there demonstrating a Battle oh boy did he envy me. I found he was stationed Binbrook which is not far from here and that they had come from Eastchurch in the Thames Estuary from where they had been bombed out. Withal the weather was bad we made the journey back without incident and on landing the pilot said ”simply wizard navigation”; did my chest swell.
I’m glad you sent off Millys [sic] and
[page break]
Patty’s birthday cards. You will have to decide yourself about Mansfield as [inserted] it [/inserted] seems unlikely I shall even get a day off here to see you where ever you are. Were Gwen & Agnes keeping well? Send me one of the photos of you and Pam as soon as they are ready. Darling, don’t you ever think for one moment that you are a nuisance as having you near makes all the difference to this war, and I am looking forward to when you are near again.
Give my best wishes to Mr & Mrs Gorton and always remember that you and Pam are always in the thoughts of
Your devoted husband
Harry xxxxx
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 H Redgrave from Harry
Description
An account of the resource
Harry writes to Jessie telling her of elements of his service life & duties including navigating a Hampden from Finningley to Hendon, and his input to their domestic life.
Creator
An entity primarily responsible for making the resource
Harry Redgrave
Date
A point or period of time associated with an event in the lifecycle of the resource
1940-09-27
Format
The file format, physical medium, or dimensions of the resource
Envelope and six handwritten sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
ERedgraveHCRedgraveJM400927-0001,
ERedgraveHCRedgraveJM400927-0002,
ERedgraveHCRedgraveJM400927-0003,
ERedgraveHCRedgraveJM400927-0004,
ERedgraveHCRedgraveJM400927-0005,
ERedgraveHCRedgraveJM400927-0006,
ERedgraveHCRedgraveJM400927-0007
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
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Kent
England--Yorkshire
England--London
England--Peterborough
England--Doncaster
England--Southend-on-Sea
England--Cambridgeshire
England--Essex
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Steve Christian
David Bloomfield
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1940-09-27
106 Squadron
aircrew
Battle
entertainment
Hampden
navigator
observer
RAF Eastchurch
RAF Finningley
RAF Hendon
-
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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
Redgrave, Henry Cecil
H C Redgrave
Description
An account of the resource
187 items. The collection concerns Henry Cecil Redgrave (743047, Royal Air Force) and contains his decorations, letters and photographs. He flew operations as a bomb aimer with 207 Squadron from RAF Waddington. He was killed 13/14 March 1941. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Pam Isaac and catalogued by Barry Hunter.<br /><br /><span>Additional information on Henry Cecil Redgrave is available via the </span><a href="https://internationalbcc.co.uk/losses/119457/">IBCC Losses Database</a><span>.</span>
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-10-02
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Redgrave, HC
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[postmark]
[postage stamp]
Mrs H. C. Redgrave
“Redwood”
Oaken Grange Drive
Prittlewell
Essex
[page break]
Redbrae
Monday.
[R.A.F Crest]
Dear Jessie,
Extra day on leave. Starts from Wednesday evening and a special train will take us to London. As I do not know what time it will arrive I cant [sic] let you know when I shall be home but will try and let you know. In any case sometime Thursday morning. Im [sic] as excited as a boy with a new toy. I may be tired when I get home but darling it will give me new life to see you again.
Love to you all
Until Thursday
Harry.
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 H Redgrave from Harry
Description
An account of the resource
A letter from Harry to his wife discussing his next leave. He is uncertain of train times.
Creator
An entity primarily responsible for making the resource
Harry Redgrave
Date
A point or period of time associated with an event in the lifecycle of the resource
1940-03-18
Format
The file format, physical medium, or dimensions of the resource
One envelope and one handwritten sheet
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
ERedgraveHCRedgraveJM400318-0001,
ERedgraveHCRedgraveJM400318-0002
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Southend-on-Sea
Scotland--Prestwick
England--Essex
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1940-03-18
aircrew
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
Redgrave, Henry Cecil
H C Redgrave
Description
An account of the resource
187 items. The collection concerns Henry Cecil Redgrave (743047, Royal Air Force) and contains his decorations, letters and photographs. He flew operations as a bomb aimer with 207 Squadron from RAF Waddington. He was killed 13/14 March 1941. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Pam Isaac and catalogued by Barry Hunter.<br /><br /><span>Additional information on Henry Cecil Redgrave is available via the </span><a href="https://internationalbcc.co.uk/losses/119457/">IBCC Losses Database</a><span>.</span>
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-10-02
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Redgrave, HC
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Registered envelope
Mrs H.C. Redgrave,
“Redwood”,
Oaken Grange Dr.
Prittlewell,
Essex.
[page break]
Reverse of envelope.
[page break]
[RAF Crest]
NO. 4. I.T.W.
Bexhill on Sea
Sat 2.12.39
Dear Jessie,
You seemed to have excelled yourself at letter writing. I had one at tea time yesterday and two this morning. I’ve just written to the Abbey Road giving them particulars of my income and also told them that I had arranged with you to pay £2.7s per month. I hope you can manage that because that is the amount of interest and must be payed. Also I want you to draw from the bank £1.1.9 being the balance of the 7/3s for Sept. Oct. Nov. I am enclosing £2 one of which I want you to pay Ticketts. Sorry to hear you are hard up but still everyone seems to be in the same boat.
Hope you were successful in finding a young man up to a point I shouldn’t mind [deleted] but [/deleted] as you would
[page break]
would [sic] know how far to go.
When I wrote the date on this letter it made Xmas seem very near just twenty days and I shall be home for a long time. The thought of that will carry me on. Well dear I’ve got to dash off to register this so tell you more later. Give my love to Mum and Joyce Gwen and Pat and think of me always as
Your loving husband
Harry xxxxx
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
Registered letter to Mrs H Redgrave
Description
An account of the resource
A registered letter from Harry to his wife. He describes financial arrangements he has put in place.
Creator
An entity primarily responsible for making the resource
Harry Redgrave
Date
A point or period of time associated with an event in the lifecycle of the resource
1939-12-02
Format
The file format, physical medium, or dimensions of the resource
Envelope and two handwritten sheets
Language
A language of the resource
eng
Identifier
An unambiguous reference to the resource within a given context
ERedgraveHCRedgraveJM391202-0001,
ERedgraveHCRedgraveJM391202-0002,
ERedgraveHCRedgraveJM391202-0003,
ERedgraveHCRedgraveJM391202-0004
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Bexhill
England--Southend-on-Sea
England--Essex
England--Sussex
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1939-12-02
aircrew
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/834/18899/YGeachDG1394781v5.2.pdf
10162827a32d552c966e4454065fa9f0
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
Geach, David
D Geach
Description
An account of the resource
<a href="https://losses.internationalbcc.co.uk/loss/218400/"></a>52 items. The collection concerns Warrant Officer David Geach (1394781 Royal Air Force) and contains his diaries, correspondence, photographs of his crew, his log book, cuttings and items relating to being a prisoner of war. After training in Canada, he flew operations as a bomb aimer with 623 and 115 Squadrons until he was shot down 24 March 1944 and became a prisoner of war. He was instrumental in erecting a memorial plaque to the Air Crew Reception Centre at Lord’s Cricket Ground in London. <br />The collection also contains a scrap book of photographs.<br /><br />Additional information on his crew is available via the <a href="https://losses.internationalbcc.co.uk/loss/218400/">IBCC Losses Database.</a><br /><br />The collection has been donated to the IBCC Digital Archive by Harry Wilkins 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
2016-03-14
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Geach, DG
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[blank page]
[page break]
GOVERNMENT OF CANADA
NO. 288
[page break]
[underlined] Wednesday 17th March. [/underlined]
Back in England again, gee! its great to be home, I don’t know how fellows must feel being overseas 10 years or so, 8 months was enough to make me feel really thrilled at the sight of old England again. Beg pardon! I should have said Scotland, for it was up the firth of Clyde we slipped and anchored off Greenock. It was a nice morning & the fields & hills looked really pleasant in the sunshine. As we slid along we were shot up by Hurricanes and Martletts from the Auxiliary Aircraft Carriers. There were quite a few of the latter, converted merchant men turned into A.C. Carriers, quite large some of them. Beside this, the usual swarm of naval craft lay around. Destroyers, & corvettes slipped past, & occasionally the sleek black hulk of a submarine would slide along; in the distance. There was a Catalina station, with quite an amount of activity going on. One of the “Cats” landed quite close to us in a flurry of foam, nice looking jobs! We anchored just by three aircraft carriers & the modern battleship Howe, there was quite an amount of Aldis flashing, but far beyond our limited 8’s. I was glad I was on guard as I had a fine view, whilst all the others weren’t allowed up on deck.
[page break]
We docked on the 15th about 3 pm and it was 24 hrs. before we got off her. Being as there were no large docks as at Boston & New York everyone had to be taken off in lighters, & there were a good few thousand to go ashore. The lighters seemed like little toys alongside the Queen Elizabeth, although in reality they were quite large two funnelled vessels. Pumping oil in was a large tanker she really was a size, a smart looking American ship, with the T of the Texaco Oil Coy. on her funnel covered by the grey war paint. We struggled into the boat in full webbing lugging the kit bag, that everyone had crammed with cigarettes, chocolates, cosmetics, & heaven knows how many with stockings, for everyone at home. Quite a delay ensued before the lighter was packed to capacity, then away she went. My God as we passed alongside the Q.E. we could get an idea of her size, she was immense. As we drew further away, & saw the cluster of ships around her, dwarfed to doll size, looking like a duck with a swarm of ducklings we realised what a prize it would make for Jerry U Boats. No wonder they had claimed to have sank her, that made us laugh when we were on it. She really had a rakish cut, though, and as we neared the dockside, gazing back through the [deleted] Deff [/deleted] half mist, I was glad I had had the opportunity of travelling on the two largest ships afloat.
[page break]
On the dockside we had the inevitable hours wait with packs, full webbing on, but being as it was our priviledge [sic] to moan we indulged in it to the full, & were cheered by it. The troop trains were drawing away and at last our turn came. Comfortable seats were taken, our mass of webbing crowded everything out of the way but nobody worried away we [deleted] wend [/deleted] went, into a lovely drizzling evening, it may sound dim, but were we glad to see the rain again, after months of continuous snow without a drop of rain. It must have appeared depressing to the Canadians, raining on their arrival, bearing out tales of the island when it always rains, that they had heard, but to us it was home & heaven. Everyone waved out of windows & from streets as we slid along, everything was so friendly. Some of the fellows tackled the canned rations they had of Beans & Hash etc. but I stuck to the Biscuit & Sweet ones. Into Glasgow we rattled, onto Edinburgh when the NAAFI gave us tea on the platform, & so to Harrogate. Here we were assembled in the [deleted] [indecipherable word] [/deleted] dim light & pushed into lorries & away we went to Pannel Ash, three miles out of Harrogate to a large school. Here we whizzed around getting bedding & filling forms and having an eagerly awaited breakfast. However I am getting tired so I’ll continue in my next entry.
[page break]
[underlined] Sunday 21st March [/underlined]
As I said we arrived here at Pannel Ash, about 5.30 AM. on the 17th & they told us to be on parade at 8 A.M. to start the whirl of kitting, form filling and heaven knows what else before we went on leave. It sounded a line of bull to us, but the magical word leave was enough to keep us moving. We rapidly discovered that there were two of the biggest b-s I have seen here, & the two most influential. No 1 the C.O. and No 2 the W.O. I can truthfully say the C.O. or Sqdn/Ldr was the most illiterate fellow I have ever seen holding a commission. They say [deleted] [indecipherable word] [/deleted] he was an N.C.O. pre-war & just got a lucky push. The W.O. vies with him for our hatred, he is a fat red faced guy & a real nasty piece, just loves to catch one of us N.C.O’s with something wrong. It is something like a Gestapo purge, they are [deleted] [indecipherable letter] [/deleted] possessed with the idea, that because we have come back from overseas we are no longer fit for aircrew, are a pack of scare-crows, are unruly & undisciplined etc. etc. Admittedly the Guards could give us a few points on smartness but hell! we haven’t had time to get back into the rut of drill again. Our job doesn’t depend on whether we can drill smartly either, a point which they always try to hammer in.
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We have whizzed about filling in reams of forms, kitting up to the English scale once more, this was a scream Some of the fellows had thrown away nearly all their service kit in order to make room for their presents, & they certainly had some 664B action. When they can’t think of anything for us to do, we drill, with the C.O. binding continually. The latest purge is haircuts, & as mine hasn’t been trimmed for about 6 – 7 weeks I’m right in the line of fire, guess I’ll need a lawn mower on my mop. On the evenings that we can get away we generally walk into town to see a show, the trouble with this town is it is [deleted] [indecipherable word] [/deleted] lousy with aircrew. When we first arrived we were so tired that we got some bed hours in, & wrote letters with the old 2 1/2' stamp on again. It was quite good to write a letter, & in a couple of days get a reply come buzzing back. The family & Mary had a surprise as they didn’t think I would be home for a couple of days, Mary is trying to get leave at the same time as myself. We should be going on leave pretty soon now, yippee! will we hit the high spots, & guess I’ll be glad to hand over their presents after lugging them quarter way round the world & guarding them, ah! well it wont [sic] be long now.
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[underlined] Thursday April 8th [/underlined]
Time certainly has flown by, but in a glorious fashion, since I made my last [deleted] [indecipherable word] [/deleted] entry. In the last couple of days we got packed, stowed our flying kit, & personal kit in the in the cellars & were all ready to move. The great day was Wednesday the 24th. and the coaches came to take us to the station. All the A.G.’s had gone a couple of days before, but only for 7 days, as they needed them, I felt sorry for them as we were all getting 14. After some waiting the train drew in, & we piled in heartily, it was well organised, all the London fellows were in one train those going South, Portsmouth etc in another, & Midlands & North a third. We got a good seat & old Fred Porce was opposite me so we arranged to travel on the Met to Plaistow together. On the journey we dozed & ate a little of the rations, & thought & made plans of what we would do on leave, then finally we drew into London, bang on! Fred had a monster kit bag crammed with tinned goods, & it certainly was a weight, we both had to drag it along to get on the Met. Sinking into a seat, not daring to remove our packs, for fear we wouldn’t get them on again, we soon became wedged, & I had the devils
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own job to struggle out, when we reached my station. It was really great to get home again, there was a great welcome, everyone saying things together & I know, I forgot lots of the things I wanted to tell them. Mary & my sister certainly were enthusiastic over the cosmetics, most probably be run in for hoarding.
Leave time as usual simply whirled by, shows & films, different people to see, & places to go. I saw Frank Pritchards mother, apparently I just missed him at Greenock, he went back on the Queen Elizabeth, they must have embarked the morning after we disembarked. Life always seems to be like that just missing people, well, I hope he likes Canada, one thing he won’t get the hellish winter conditions I had. I could kick myself missing the mildest winter England had for 17 years, & catching the coldest Canada had for 19 years. Anyway time flew, & yesterday it was time for me to return, they ran a special train for us, good show, & at 5 PM I met Norman & all the boys, & back we travelled swapping stories of leave. Harrogate once more, & in the Grand Hotel, where we were billeted when we arrived from Hastings, & so here I am.
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[underlined] Wednesday 14th April [/underlined]
We are ‘squaddied’ now, (placed in a squad) and waiting for the lectures to commence. Still the memories of our leave keep coming back to torture us, in heaven knows when we will be home again. Won’t be till after O.T.U. I’d wager, some fellows say we get some after AFU but I doubt it. Most of the fellows here whilst they are waiting for a posting are sent to Whitley Bay on a 4 week Commands Course with the RAF Regiment, I don’t quite know whether I relish the idea or not. The first few days we were back we didn’t do anything merely route marches, occasionally if we had a decent fellow in charge we would lay down in a field for the afternoon, but that wasn’t often. That state of affairs rarely lasts long however & we were soon put in a squad and commenced lectures. These are held at the Majestic Hotel, & we parade and march there each morning and afternoon. The lectures themselves are the same as they are anywhere the inevitable Signals, Armaments, Aircraft Rec, & Bombing Theory, they certainly cheese us, & I have a hell of a job to keep awake.
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There is quite a bit of P.T. as well, & we always have to run up to the Crag or thereabouts then turn off, for a general town of Yorkshire, around 5 miles or so. A fellow who was already in our room when we arrived, (a pilot on singles) is on the permanent P.T. squad, this is a hell of a racket. You are put on this when you have finished all the lectures. They parade in the morning in P.T. kit, or more often than not trousers, vest & jacket, then after roll call, go for a run by themselves to the Cing Café & sit there gazing at the view, & eating scones & supping tea till nearly dinner time, then they trot back for their midday meal. In the afternoon they repeat the process, maybe add a game of football, if they feel energetic, always ensuring that they finish in plenty of time for an early tea, & a quick get away to the cinema. Still you can’t blame them, they’ve been here nearly four months & I’d be really fed up.
Looking around at the thousands of aircrew here, & hearing of the thousands of Canadians & Australians at Bournemouth it amazes me. All these aircrew hanging around waiting to get onto operations and they can’t, & it goes right to the
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bottom of the ladder, to the fellow just joining up for aircrew who has to wait nearly a year after he has been accepted, to get into the RAF. If only we could clear the bottlenecks & get all these fellows on ops’ what a mighty bomber fleet we should have. Surely it isn’t the shortage of aircraft, we should be turning out enough by now. It must be a bottleneck at O.T.U. & AFU & not enough to cope with the flow of crews, or the most likely explanation they have been piling up here, owing to there being limited flying during the winter. I daresay there will always be the same situation here, though. As for myself I’m quite content, we have a decent room, Norman, Henry, Jack, & Ron & myself all together. There’s a wash basin in the room & a bath room next door, which is good. The food isn’t bad either, it is a rush for meals now that we are on [deleted] [indecipherable word] [/deleted] lectures. There isn’t much to do in town but go to the cinema I have been six nights running, but there’s nothing else available. One thing about coming in at night the lights are switched off at 10.30 PM by a master control, so we always creep in, in the dark, stumbling over things. Rumours of leave here are as prevalent here as at any other posting centre, but after a while we discredit them all.
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[underlined] Wednesday April 21st [/underlined]
Norman, Harry & myself are still here, but Ron & Jack are at Whitley Bay now, getting that cave man complex on the North Sea now. The went off in the traditional RAF style full webbing etc, & kidding us about our getting posted up there when they had nearly finished. Us not to be outdone assuring them, that there was an AFU posting on the way & they were merely clearing the dim ones out. I wouldn’t mind betting we’re “joes” though & get sent up there shortly. In the meantime we are just continuing with lectures, we have had one period of wet dinghy drill. We went in the swimming baths, belonging to a school, now occupied by the Civil Service. Being as the changing accommodation in the boxes is inadequate a lot of fellows changed on the spectators seats at the far end. There are a lot of full length windows, & as the boys changed & stood there in the altogether, quite a lot of the female Civil Servants opposite found a sudden lack of interest in their work. We have to don full flying kit and Mae Wests, & as a crew jump in & swim to the dinghy & climb in. It wasn’t so bad in the water, but when one went to climb into the dinghy, their weight
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soaked, with water, became apparent, & it really was a struggle to get aboard.
I have been with Norman to visit his Aunt & Uncle living here. His Uncle is in the Civil Service & took us to their club they have on the Ground Floor of a Hotel. Its a nice place with refreshment bar, dance hall, games & card rooms, we went to a nice dance there the other day. It is so nice to meet someone like that, because Harrogate is a hell of a place if one knows nobody. Being as it is crammed full of aircrew & soldiers, every place of entertainment is bound to be packed. There is nowhere to go but the cinemas really cos the dances are pretty dear. Most probably with the idea of keeping the services away, because the citizens really resent the troops being here, & hate the war being forced on them. It really is a “Forget the War”, town. The solitary Y.M.C.A. & a couple of small Forces Canteens do sterling service, but are overwhelmed & can’t cater for all their customers This leaves the troops at the mercy of the money grabbing café owners. The Copper Kettle being one, 2 small sausages & a few chips being 3/6’, out of an ordinary soldiers 2/6 a day its not even funny. Yes this town certainly wants re-organising & a few of the rackets squashed.
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[underlined] Tuesday 27th April [/underlined].
We are on the point of recommencing our flying in England we have arrived at our Advanced Flying Unit, at Bobbington near Stourbridge. So we did steal a march on Ron & Jack after all, I bet they are annoyed about it, but still most probably they will be posted soon. They called us all out together all our little clique, & when they said Bobbington we jumped for joy as most of us are Southerners and didn’t fancy going up North again. There was quite a dash around & quite a bit of bull with kit inspections & parades, clothing parades, & Heaven knows what else. Bags of waiting around & queuing as usual, arguing and scrambling for different things. At last all was done & our kit was left downstairs in the lobby ready to go next morning. We went out in the town to have a last night celebration, I am a bit sorry now that I have left there, as it was pretty good there, and I had some decent times with Norman’s Uncle & Aunt. Still there it is the training system doesn’t worry about individuals, & it is the only way I guess. Anyway after that last night we staggered in rather merry & noisy stumbling through the pitch black corridors of the hotel.
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Up the next morning bright and early, early anyway I dunno so much about the bright. With bull to the last we had to parade in full webbing and march to the station. We got fixed up on the train O.K. & commenced our first stage of the journey to Leeds. It was crazy weather, raining like anything, when we arrived at Leeds we were going to have a stroll around but the weather deterred us. The train to Birmingham was crowded & although we had a carriage reserved, bags of civilians crowded in & as there were elderly women & women with babies, we gave them the seats, but boy! was it a squash. At Birmingham we darted around unloading the kit & dashing over to another platform to catch the Wolverhampton train. We were beginning to look like porters after lumping the kit around all the time. The train had to wait a few minutes until we had loaded everything, the guard was a bit peeved but there was nothing he could do. Off we bowled and then found we had left Norman behind, nothing could be done then so on we went. At Wolverhampton there was a lorry waiting so we loaded it all on & climbed on the kit. We were rather shaken by the distance we were from the town through miles of country lanes until we finally arrived here.
They say that first impressions are often misleading, & I hope so, because our first impressions of this place is that it is a bloody awful station. We are in a damp Nissen hut with a concrete floor, that clouds of white dust rise from on the slightest stir of anything. Being ‘pupils’ as we are termed we aren’t allowed to eat in the sergeants mess, they say it isn’t large enough. We may go into there for letter writing etc. after 5.30 P.M Our meals are in the airmen’s mess, and we queue up amongst all the a.c’s and it is no exaggeration that we get less food than them. I have experienced it many a time the WAAF has given the fellow in front a ladle full, & had one ready for the next chap. Then looking up & seeing they are aircrew they tip half of it back. The mess is terrible and so is the food. All this we have found out in our few hours of being here, tomorrow we start the course. Our ablutions is a place not finished, no bowls or mirrors, just a line of taps containing freezing cold water – grim isn’t the word for it. By all accounts aircrew are disliked on this station by all & sundry from the Groupy downwards, we meet him tomorrow. – Norman has just rolled in he followed on the next train, had quite a shock when he found we had gone.
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[underlined] Sunday May 2nd. [/underlined]
We have been here long enough to dislike the place entirely, & the sooner we leave here the better for all of us. On our first day we met the W/O in charge of the school, Alves his name is, & we didn’t take much of a liking to him. He gave us quite a few warnings with a long list of “Donts”, [sic] & impressed upon us how the “Groupy” disliked aircrew and was always ready to catch them out, then he marched us off to see the big noise himself. All the time he was marching us along in threes he was binding “Stop that talking”, and “Swing those arms”, just like the old I.T.W. back again, it gets a bit cheesing at this stage. We had the ‘welcome’ address in the station cinema a rather bare place that is still undergoing completion. The Groupy bore out all the stories we had heard about him, a rather mean faced individual. During the talk he broke off three times to tear a strip off a poor M.T. driver who had the misfortune to be starting his lorry & drowning the old man’s voice, what a type. Quite a lot of his talk was devoted to the subject of WAAF’s we weren’t to go around with them or associate to any given extent, & if he caught anyone near the WAAF site it would be too bad. Anyone would think it was a convent here, still from what I’ve seen of the WAAFs here, I can’t see anyone wanting to associate with them.
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Our day is quite a long one here, we rise & have our icy wash then dash over to the airmen’s mess to queue for our “breakfast”. Back to the hut to dash around making up our beds & sweeping the floors, then on parade at the unearthly hour of 7.45 A.M. Even at I.T.W. we went on parade at 8 A.M. nowhere have I seen it as early as this, a quarter of an hour doesn’t sound very much, but one can pack an awful lot into it in the morning. Lectures are from 8 AM. to 10.15 then a quarter of an hours break, lectures from 1.30 to 5 P.M. a half hour for tea, then back for an hours lecture 5.30 to 6.30. The latter is the worst of all I think, we have to dash from the classroom to the mess, which takes about 6 mins, queue for our meal, bolt it down then dash back to the classroom, all in half an hour, we’ll all be suffering from indigestion before long. Unless the instructor taking us is willing to let us off a little early then we are unable to catch the 6.30 p.m. bus into Stourbridge.
Each day we have an hours P.T. & there is a mad F.O. for the P.T. officer, at least we call him mad, he is one of these very keen types he used to be a champion swimmer before the war. The first
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time we went over the assault course, it was pretty gruelling. Twice round a half a mile track then into a veritable maze of climbing over walls, crawling under wire, balancing along poles ten feet high. One part was swinging along on a single rope across a pond until we were able to wrap our legs around a tree & pull ourselves in. The P.T. instructor a Cpl that was showing us got about three quarters of the way across to the point where the rope sagged the most & there he fell in. He had his long blue P.T. trousers on too, boy! did we laugh, needless to say he didn’t join in. Twice we have been on hellish long cross country the P.T. officer being bang on at running cracks along at a hell of a pace. Then he binds us because we dont [sic] do so well & shoots the bull about being fit for flying etc. We bind him back, & tell him to have a crack at aircrew it is quite a scream. The trouble is we generally arrive back at about 12.45 & have to wash & dress & dash for dinner in three quarters of an hour, so invariably we arrive back late for classes.
The NAAFI here is a pretty good one, we have our break there, they have a good selection of cakes. In classes we are doing all the old familiar Bombing Theory over again, & using the Bombing Teacher. We do our flying on Ansons, seems we are never free from them, I’m really cheesed of winding that undercart up & down.
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Yesterday, May Day, was our day off, not because the RAF favoured the Labour Party, but it just happened that way. After quite a bit of wangling they finally granted us the priviledge [sic] of getting off an hour earlier [inserted] Friday [/inserted] There was a bus running at 5.30 P.M. & we went into town on that & there caught a bus to Birmingham, we were able to book beds at the Services Club that night. Jimmy Selkirk, Harry & I went out on the beer as Norman had gone by train to Oxford as his fiancé was there spending her leave. We eventually found a pretty low dive & finished the night there. The next day we wandered around for awhile, then went to a cinema, & travelled back on the 9 P.M. bus to catch the 10.30 P.M. from Stourbridge to the camp.
The other day we had our flight photograph taken, we all agreed to look cheesed in it, to register our disappointment of this place, & it came out pretty well. We have been to the station cinema here, they charge us 1/- it isn’t too bad, if only they didn’t have rows of old seats on the same level. Because if one is sitting a fair way back it is impossible to see over all the heads on the same level as yourself. I wonder if we will get leave after this place, I hope so, there are the usual rumours floating around, first we will then we wont, [sic] I guess we wont [sic] know till it arrives.
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[underlined] Sunday 7th May. [/underlined]
I should say roughly half our time has passed here, as most chaps remain here a [deleted] fortnight [/deleted] [inserted] month [/inserted] anyway roll on the next fortnight, & lets get to hell out of here. It is a fairly hum drum existence with the lectures & so forth. On Monday we had a pleasant diversion in the form of wet dinghy drill, in Stourbridge baths, I rather like it as we are able to swim about afterwards – Turning the large bomber dinghy over when one is in the water with full flying kit, will be some job in the North Sea, I reckon. It isn’t too bad in the baths, but then there is no rough sea or wind to contend with.
The F/Sgt in charge of us is a pretty good guy, pretty quiet, & got quite a bit of service in, he is thoroughly cheesed with the station. Beside the famous old Theory of Bombing lectures he takes us on the Bombing Teacher. We were up there the other day & looking from the open window, when old Alves went dashing past. Tom Alan commented “Old Alves is on the warpath”, boy! he must have had keen ears because he called us down & bound us rigid. For the Gunnery lectures there is an F/O A.G with a V.F.M. he is a Welsh chap, shoots a fair amount of lines, but is really a good type, his lectures make a welcome break. For the aircraft rec. there is a nattering little sgt A.G. who absolutely cheeses everybody, nobody likes him. The other chap a tall F/Sgt is a good egg though, livens up the epidiascope slides with an occasional nude woman.
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The map reading periods are O.K. too. the F/O who takes us did his tour out in Abyssinia, I believe it was on Valentine or some obsolete kites. Thinking of it, it must have been a pretty easy tour, but he is a good chap, a Flt/Lt D.F.M. who is also there, shoots bags of lines, but they are worth listening to & at this stage, we are ready to lap up all lines. A chap who ‘nattered’ to us the other day about ‘ops’ in the Middle East, said at the beginning of the campaign, the crack Italian liner Rex was in the harbour at Tobruk. They were briefed to attack & did so, but they were made to bomb with 25 lb H.E. naturally they were like pin pricks, & that night she whipped up steam & was away. An Air Commodore was slung out of the RAF for that. We went out on a lorry the other day for practical map reading, & drove around the lanes, stopped & had to find where we were & make tactical sketches. About three times we did this, & then had to change into our P.T. kit, that we had brought, leap out of the lorry & run the 3 miles back to camp. It rather reminded me of the hunt with the hounds leaping from the van & tearing down the road. We have been on Groupie’s parade, & he certainly is down on aircrew, the parade was a real bully one, bags of shouting & everything. He whizzed through the permanent staff without saying much, & when he came to us, he went really slow & bound practically everyone rigid, & the W.O. almost wore his pencil out, taking names.
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Yesterday was our day off again & once more we spent it in Birmingham. We were unable to get in at the Services Club & had to go to a large house converted into a hostel, it was pretty good. This week saw the commencing of our Flying here, I made three flights all day bombing exercises. The first one was Wednesday, & came off alright, there is a village fairly near the range & that made me twitter. It is a bit more awkward to bomb from the kite than from the Canadian Anson, because there is no perspex panel in the nose. Also the sliding panel is metal, not perspex, this necessitated having it always open, causing quite a draught. On Friday Harry Jamieson & I did two more flights with an ex-operational pilot F/O Ryan. It was pretty grim because he hadn’t the technique of the steady bombing runs, like the regular B.G pilots. The kite would be bouncing around necessitating us giving corrections & sometimes we would be nowhere near the target so we had to call ‘Dummy Run’. He would scream & bind & curse like the clappers, & said “It’s a bloody good job you’re not over a target”. That kind of stuff never gets anybody places though, & only leads to a bad exercise. We do a few of these Day Bombing trips, maybe some Night bombing, & then some Night Combined exercises. These are only cross countries but they give them the high sounding titles. We’re beginning to get really cheesed with all this training, no wonder chaps get stale, & lose all their interest & enthusiasm.
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[underlined] Friday 14th May. [/underlined]
Life still flows in its uninteresting way, we have done some map reading trips. We go on a small cross country of 3 legs, with the pilot & 3 B.A’s each who map reads one leg of the trip. They are O.K. if you get a decent pilot, who puts the Forces programme on the intercom, & is fairly tolerant with the map reading. I was up with ‘Taffy’ Evans & Norman Griffin the other day & we had a binder! Poor old Taffy chopped in the mire, by losing himself completely. The pilot was one of those tricky individuals who would fly the aircraft so a village was directly under the nose, & out of sight, & then ask you suddenly where it was. We coped anyway.
I had a good laugh the other day, whilst standing by in the flight hut for a day bombing exercise. There were a couple of chaps from the previous course there, also detailed for a bombing exercise. Like us all they weren’t very keen on it, but the antics of one of them kept me in fits. He was small with dark wavy hair, & a perfect cherub face, chubby rosy cheeks etc. looking about 17. Every few minutes he would pop to the door & gaze at the sky. Any cloud, no matter however small, was greeted with a beaming smile & the exclamation “Wizard” drawing out the last syllable, as it meant there was a faint hope of the exercise being cancelled.
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Whilst every time the sun burst forth he would scowl & slump disconsolately back in his chair, resigning himself to Fate. In the end they took off & so did we.
The lectures are still as binding & unvarying. Yesterday our “Chiefy” was taking us on Bombing Theory & although he is a good chap, he is a real lousy lecturer. Bombing Theory being one of the driest subjects in itself he succeeded in putting half the class to sleep in a quarter of an hour. Then a Sqdn/Ldr Education Officer from Group slipped into the room, & after listening for 10 mins, took over the lecture. For the next half hour, it even became quite interesting, & some points were cleared up, which I for one had been doubtful over for a long time.
So far rumours that we will not get leave at the end of the course have gained strength, I hope they turn out false. When the last few days arrive W/O Alves gives the Senior Man a list of the O.T.U’s to which we are to be posted & then the course is left to sort them out amongst themselves, I hope we get some decent ones.
Norman has had an old cycle of his sent up, it is quite handy for getting around on, and half the course use it. It might be a good idea to get one if I land on one of there really dispersed drones I hear about. I played a game of football earlier & am just beginning to feel the effects, so I’ll have supper at the NAAFI & turn in.
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[underlined] Thursday May 20th. [/underlined]
We had our day off on Tuesday, & a crowd of us caught the bus outside the camp into Wolverhampton. The morning was spent looking around the town & then after dinner in a nice little café we found a decent park & spent the afternoon. After tea in the Forces Canteen above Surton’s we got down to a steady pub crawl. I have never seen a place like it, for so many girls of 16 – 17 in the pubs. Old Pete Rawlings had quite an amusing encounter with one, but this is not the place to disclose it. Anyway after closing time, four of us wandered around in a happy stupor till we sobered up a little & realised we had better look around for means to return to camp. We finally phoned a taxi who took us right into the camp, & off we bowled to bed.
As far as the flying part goes we are on the last stages, that of day and night cross countries. I don’t know which one the greater bind the latter gets it by a narrow margin, I think. It will be a relief to get to O.T.U. & go on a really organised X country. So far I have been on two day trips & five ‘scrubs’, it is an inoffensive word – ‘scrub’, but conceals a lot. When we are due for a day X country we hand our names into the Guard Room & then at 5.30 or 6 AM an S.P. rudely awakens
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us, to tear off for early briefing, breakfast & take off at 8.30 A.M. – there are afternoon X countries but I haven’t had the luck to get on one yet. It is binding to get up, see the rain, & knowing in advance it will be scrubbed, tramp 10 mins through the rain to the briefing room, & wait until they inform you officially it is cancelled. Now we are getting wise & only two going up, one with Norman’s bike to nip back & arouse the others if by chance, flying is on.
On a night cross country, our main function is winding the undercart. Actually we are supposed to do some infra red bombing, but no-one has been known to see the target, the pilot hates stooging around, & the navigator is chomping to set course. Consequently we sit & shiver in the darkness, maybe once in a while giving a beacon position to the Navigator, or taking over the controls while the pilot dives to the back. We had a little excitement on one trip when the weather was closing in over the airfield when we returned, but we got in O.K. The only good thing about it is we sleep the next day, & it breaks the monotony. A kite crashed the other day killing the occupants, they weren’t on our course. The S.S.Q. backs onto our billets though & the blood wagon was outside with the bodies in while they were getting things ready inside. It was a fairly sobering thought, but I guess we shall see more of it, the closer we get to ‘ops’.
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[underlined] 25th May. [/underlined]
Once more a change of address, I am now at my O.T.U. at Hixon, Staffs, having arrived here today. Most of us came here, some went to Whitehead & four to Lossiemouth. ‘Taffy’ Evans has gone to Whitehead & ‘Buntie’ Rogers, Norman, Jimmy, Harry, & most of our clique are still together. Naturally the Lossiemouth posting wasn’t wanted, there being no Scots on the course, so it was drawn for, I thanked the Lord my name didn’t come out of the hat.
Anyway the usual clearance procedure was got through & we were driven by lorry into Wolverhampton this morning. There was a couple of hours to kill before the train & we spent them in town. Although the distance from Bobbington to Hixon isn’t so great as the crow flies it took us a few hours by train with the changing. Transport came out after we phoned from Stafford station, & I was surprised to find the airfield was 8 miles, out from the town, at least – somebody had told me it was nearer than that.
We are all in the same hut, they are not Nissan huts, but kind of asbestos boarding & wood, on concrete bases, much better & larger than the Nissan hut. Each collection of huts is called a site & given a number, the site with the mess etc. is called Command Site, these sites are dispersed over a wide area, & are a considerable distance from the airfield. Apparently a cycle is a very handy thing, Pete Rawlings has one now.
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A course arrives here every fortnight, & we are No 17 course. After nearly a fortnight of ground training terminating with exams, we commence flying, by this time we have ‘crewed-up’ of course. This is the stage where we crowd of Air Bombers will finally split up, because inevitably after each of us joins a crew we shall go about with them, I shall be sorry, because we have been together a long while, but this breaking up of friendships happens again & again in the RAF as ours is an odd course number (17) we move to the satellite airfield, Seighford, when we have completed our ground training & finish our O.T.U. there. It is situated the other side of Stafford & is more dispersed than this, but there is a lot less discipline, as chaps say who have been there.
As usual on arrival at a new place, we have been pumping all the fellows that we can find on the various aspects of the course, & every conceivable thing attached to it. We haven’t collected much ‘gen’ yet though, beyond the fact that we parade outside the mess, after breakfast tomorrow, with the rest of training wing personnel, & then the S.W.O. will march us to the Training Wing for roll call. Apparently this is an everyday procedure & is fairly strictly adhered to. I have written off the letters to home & Mary as usual on arriving at a new station, with the address & what gen is available, & now I’ll close this entry and get into bed I think, then tomorrow I’ll start one of my last stages towards a squadron.
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[underlined] June 1st. [/underlined]
Things have changed somewhat since I last wrote. I have just returned from a compassionate 48 hr pass, which I went on when I received some very bad news from home. The C.G.I. said that I would have to revert back a course, so I am staying here on 17 course, whilst the boys on 17 go over to Seighford. We would have broken up anyway so maybe it is just as well this way. They finish their ground training this week and then my course commences the following week.
This O.T.U. course lasts approximately 3 months, after the fortnights ground training, it is all flying training with an occasional lecture slipped in. Half of the time, (the first half of the 3 months) is day flying, & the other or second half night flying. The exercises are similar in each case, we commence circuits & bumps with an instructor, then after our pilot has flown solo with us as a crew, we complete our circuits & bumps without the instructor. Then day bombing with a ‘screened’ or instructor pilot & a ‘screened’ Air Bomber after the first exercise, we do the rest alone, there are quite a few of them too. The same procedure is followed for gunnery & fighter affiliation, although most of the actual firing exercises are done with four gunners & a ‘screened’ gunner in one aircraft. Then we do a cross country with a ‘screen’, & afterwards another couple by ourselves, each longer in duration.
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The same procedure is followed for night flying, as far as is practical. Then at the end of the course comes the pièce de resistance – a leaflet [deleted] [indecipherable word] [/deleted] or “nickel” raid on France. I hope we are able to do one, as sometimes the weather prevents it & crews do a “bullseye” instead. This is an exercise over England, combining Fighter Command & the ground defences, except ack ack naturally. It isn’t that I am all that keen to see what the other side of the Channel is like, but I think it affords quite good practise, before going to a squadron and the real thing.
From what I have seen of the actual station here it isn’t too bad. The mess is about 8 minutes walk from our site, & the food is pretty good, (a lot better than Bobbington anyway) it is laid out fairly well too, & the waitresses serve us sitting down. The ante room & billiards rooms are quite large, & the station cinema, isn’t too bad, they are improving the latter I believe. Getting in & out of Stafford is rather a snag, there is a liberty bus from the Guard Room of an evening, but we are required to book seats the previous day by dinner-time, & as we rarely know that far ahead if we are going in, it is generally by taxi that we arrive there. At the moment I am acting as runner in the Discip Office until the next course commences, I wonder what sort of chaps they will be. Pete Rawlins has crewed up with the pilot that I originally had, he seemed a decent chap.
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[underlined] 8th June. [/underlined]
Well, I have been on the course nearly two days now. There wasn’t much for me to do last week stooging around in the Discip. Office, so I was given a 48 hr pass over the weekend. So I said goodbye to all the boys as they moved over to Seighford during the week end, though I shall see Norman a couple of times in Stafford if we can arrange it. I was lucky travelling into Stafford, I had just come out of the Guard Room with my pass, when an MT Corporal said “Going into Stafford, Sarge?”. So in I travelled in style, lolling back in the Groupie’s car, the driver was going to meet the Groupie at the station.
When I returned yesterday I had expected to find the billet empty, but I had switched my things to the corner bed, just on the off chance, somebody might roll in. They certainly had – a whole room of Canadians, pilots, navigators, and Air Bombers. On the whole they seem a pretty decent crowd, pretty noisy, but full of life and really generous & anxious to be friendly, I like Canadians quite a lot, anyway. I had to smile, because as soon as they found I had been on the previous course, they kept asking me all sorts of ‘gen’ about the course, in exactly the same manner as I had done a fortnight earlier. It was precious little I could give them. Then today we started the ground work, it was exactly the same as my first few lectures on the last course, they follow a strict pattern here.
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[underlined] June 13th. [/underlined]
I have arrived at a stage which will play a most important part in my immediate future – I am crewed up. In a bomber a man’s life is wholly in the hands of his crew members, and the closer they are together, and the better they are as a team, then the more chance of survival they have. I [deleted] a [/deleted] had always understood that considerably rare, and quite an amount of time was allotted at O.T.U’s for the purpose of selecting crews. Hixon has proved the fallacy of it, everyone starts the course separately as a course of pilots, & course of navigators or Air bombers – W/Ops etc. They remain in their classes for the first lot of lectures and hardly have any chance of meeting the various other categories of air crew, the only chance being in the mess or the billet. Suddenly like a bolt from the blue it is announced that everyone must be crewed up in two days or else they will be allocated by the instructors into a crew. A mad flap then starts, people go wandering about, staring into each others faces, vainly trying to sum up whether a person will be an asset to crew up with – or otherwise. Having experienced this on the previous course, I thought it best to let matters take their own course.
Friday night, I was sitting in the mess, after writing a few letters, having a quiet drink & waiting for the sandwiches to arrive for supper. At the next table to me, were two Canadian
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pilots from my billet, McCann who slept next to me & Cecil Kindt who slept opposite McCann. They had been drinking for a while and were both pretty mellow, as Kindt went out to get some more drinks he [deleted] [indecipherable word] [/deleted] leant over me and said, “Mac said would you join him at the next table”, so I moved over to where McCann was sitting.
We chatted for a couple of minutes, then he asked if [deleted] [indecipherable letter] [/deleted] I was crewed up with anyone. When I replied in the negative, he said “Well how would you like to sling in with me, and be my bomb-aimer?” I rather liked him, and so I had found a pilot. Cecil Kindt returned with the beer and we had a drink to it. Well, I think I had better put on record my impressions of Mac, as he is always called, & the other crew members. Len McCann, though I’ve never heard anyone call him Len, is only about 5’ 4”, and almost as broad. He said he has lost a lot of weight over here, & that he weighed 220 lbs in Canada, so he must have been tubby. For his weight & size though he isn’t so very fat, he has some superfluous flesh but is extraordinarily thickset under it. The amusing part of him is his neck which is very short & seems almost as thick as his shoulders are wide, actually he takes an 18 1/2" collar. The other fellows often call him for no reason at all, just to watch him turn around.
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He cannot swivel his neck as we do, but has to lift his shoulder & turn as one would with a stiff neck, yet the action is not a slow one; he takes all the kidding in very good part. In features he strikes me as very similar to the comedian Lou Costello, having the same cheery round face & turned up nose. He had his hair cropped right short in Canada & now stands up in a mass of wiry black bristles. With a short bristly moustache this completed my description of Mac, with whom I shall be for long time – I trust.
I asked Mac if he had a Navigator, & when he said he had one in mind, I told him of another one, who seemed quite a ‘gen’ chap to me. He was a Canadian & Mac knew him & told me he was a real farmer, & that he always ‘nattered’ nineteen to the dozen, so we didn’t ask him. On my advice Mac tackled the navigator he had in mind, just in case somebody else should snap him up. Nobody had, and he became our navigator.
His name is Ken Price, also a Canadian, and I cannot give a better description than say he is the exact image of Gary Cooper. It may seem as though I am rather a film fan, but the resemblance is remarkable. He is tall & lean, very quiet and reserved, and seems a thoroughly decent chap all round. By all accounts, from what the other navigators say he is a darned
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good man at his job.
Then this afternoon Mac introduced me to the wireless/op. he had chosen. Bill Bowery is his name, and he is English coming from Sunderland. He seems quite a keen type and knows his gen, his broad “Geordie” accent tickles us, but it is nowhere near as broad as Jimmy Selkirk’s was, or others I have heard. In appearance, he is about 5’ 8” well set, with straight auburn hair, brushed down, he seems to have an expression as though puzzling or enquiring over something, & that may be a good thing. Anyway there are four of us now, we shall get a rear gunner in a day or so, & the five of us do O.T.U. together.
Mid/Upper Gunners do their Gunnery School somewhere and then join us at the end of the course, generally in time for the “Nickel”. As we are flying Wimpeys there is no accomodation [sic] for them, & it would be a waste of time their coming here all through the course. Also in Fighter-Evasion Tactics the Rear Gunner gives all the instructions, as the co-operation between the pilot & him is the result of their training at O.T.U. The remaining member of the crew, the Flight Engineer we will pick up at our Heavy Conversion Unit, and then we will be a full crew of seven. I hope the other three members will be as good as these, & we should have a rattling good crew.
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[underlined] Thursday 17th June. [/underlined]
On Monday we found ourselves a rear gunner. Mac had noticed a chap who looked pretty keen, but I had heard him ‘nattering’ away and didn’t go much on him. I had another one in mind, fairly similar in appearance to the above mentioned one, and pointed him out to Mac, so he told me to go ahead and contact him.
Nobody has asked him to crew up, and he agreed to pitch in with us. He is a pretty decent kid, he is only 18, I know I’m only 19 myself but he looks very young and he is only about 5’ 5” and slimly built. He is a Londoner and comes from fairly near me, the most important thing, he seems to know his ‘gen’ on gunnery pretty thoroughly. His name is Johnny Watson.
So there we are the five of us, who will do O.T.U. together as a crew and pick up the other two afterwards. Somehow I can’t help wondering sometimes what lies in store for us, and the ability of a crew counts for such a lot in emergencies. Still ours looks pretty good to me, even though it does seem rather early to say it.
At the moment we are completing our ground lectures, and then tomorrow we start our exams. They aren’t actually long ones, or terribly important, although if one makes a pretty poor showing they are liable to be put back a course. The only subject
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I am hazy on is gun turrets, I had hardly any instruction on them at B. & G. School, then here a couple of hours were devoted to it. As it happened I was at the back of a crowded class room, and the diagram being on the wall, well I just couldn’t see a thing.
We have had some lectures together as a crew although for the majority of them we remain in our aircrew categories. There is an old Wellington Mk I in the Airmanship Hangar, & is sitting on supports, so that undercart drill can be carried out. We scramble all over it, learning the positions of various things, petrol cocks, escape hatches, crash positions, oxygen bottles, dinghy releases, & a 101 other things necessary to learn in an aircraft. A couple of times we have scrambled out of it, on dinghy or baling out drill – hope I never have to use either. The Wimpey is a real battered old thing, but it was used for the “1,000 bomber” raid on Cologne. Apparently to make up a 1,000 aircraft they called on all the old kites at O.T.U’s & anything that could get airborne was used. If the public had only known some of the old kites that were used they would have had a shock.
The airmanship instructor, Sgt Peacock, did a tour on Lancs as a mid/upper gunner and saw quite a bit of action apparently. One would think he would at least get a crown at the end of the tour, but his is well overdue.
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[underlined] 21st June [/underlined]
‘Midsummer’s Day’ – it certainly has been glorious weather too, I’m afraid the long daylight evenings mean later day flying for us and consequently less evenings off. We officially started our Flying Course today, though our crew weren’t on today, we commence our circuits and bumps tomorrow.
The results of the exams were posted up today. I had done well in everything but Turrets, on which I made a horrible ‘boob’ – it was as I expected Macgillvray the Canadian pilot opposite me in the billet was cursing because his Bomb Aimer, another Canadian named Dodson, had come bottom in the B/Aimer course. Apparently Dodson is a bit of a woman chaser, & didn’t bother staying in to do any swotting for the exam. Macgillvray was giving forth “He wants to get down to some studying instead of getting on the nest so much”, and so forth. The most amusing part is that Macgillvray is one of the biggest wolves I’ve known. He has a stock of Tangee lipsticks & cosmetics, with a few silk stockings which he uses as bait for the women, - he says. I have never known him to part with anything in the fortnight he has been here & he has been with a couple of women. It is dead funny to hear Mac slang him about them, as Mac has very little time for women. He isn’t a misogynist but he just doesn’t bother. Anyway most of his remarks although screamingly funny are quite unprintable.
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We are all in ‘A’ Flight, a whole course comprises a Flight which goes round in strict rotation, as the courses commence Day or Night Flying. Our Flight Commander Sqdn/Ldr. Ford seems quite O.K. he gave us a welcoming natter, and was very much to the point regarding keeping the crew room tidy, punctuality etc. still he is quite right in stressing these points. This afternoon I squeezed in an hour’s practise on the Bombing Teacher. There is a system here where the various aircrew categories each have to put in so many hours practise on exercises relating to their own particular aircrew duties Bomb Aimers have to do 20 hours in the Bombing Teacher, 10 hours on the Link Trainer, and 6 hours operating a secret navigational instrument. Navigators have to spend quite a few more hours on this instrument than we do, and also take a certain number of astro-shots. W/Ops have to get [deleted] [indecipherable word] a stated number of Q.D.M’s fixes etc. & Gunners get so many hours, spotting turret training, and other exercises, I haven’t found out what the pilots do yet. All the exercises which are carried out on the ground, that is practically everyone’s except the W/Ops have to be fitted into our spare time. That is when we are hanging around the crew room & not flying, then we can nip across & tick off an hour in the Bombing Teacher or the Link. During the rest of the course, although we are flying most of the time, we still have some lectures, as crews on matters of general interest & importance.
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[underlined] 27th June [/underlined]
Sunday again – although it is very similar to all the other days of the week, here. We have a Church Parade, first thing, all the pupils fall in at Training Wing and then march to the airfield, along the perimeter track, to a temporary parade ground outside a hangar, its about 1 1/2 miles from Training Wing. Anyway all the station is on parade there, & we take our place, the Groupie then rolls up for the flag hoisting, inspection and so forth. The flag is flown on a double line & pully attached to the extension of the hangar roof, where the door slides back into. Today the S.P. that was doing the flag hoisting pulled the flag up O.K. then when he gave a pull to unfurl it at the top nothing happened. He pulled & pulled & still no joy, the poor devil got very red in the face as the Groupie was waiting to give the order “General Salute”. However there was nothing else for it, & shamefacedly he hauled it down, & not daring to risk it again, pulled it up already unfurled. After the salute we had to march off in squadrons to another hangar where the pulpit was an RAF lorry covered with the Union Jack and a piano, for hymn singing on. When this was over we were marched off dismissed, and then everything carried on as in a normal day. On all stations when flying is done there is no break for Sundays as they had in the peace time RAF, funny how one almost loses track of the days that way.
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Although we are still on the circuits and bumps stage we are about at the end of it, and will soon be onto some more interesting exercises. All of the crew except the Navigator fly on circuits & landings, & he is lucky not to, it gets pretty binding after the first hour or so. When we first started a ‘screened’ pilot flew with ‘Mac’ giving him the ‘gen’ and everything, and after a little while let him go solo. We were a little apprehensive, in case the short time given, wasn’t enough to let Mac become acquainted with the new cockpit layout. However everything went O.K. and then we continued on our own with circuits & bumps. It hardly seems as though we are off the ground before we are getting ready for the approach & landing. Some of the landings we bump up & down quite a few times & Mac [deleted] [indecipherable word] [/deleted] refers to these as the “Grasshopper Blues”. I sit in the collapsible seat, for the second pilot, & it is O.K. seeing everything that goes on, but I wouldn’t like to be in the W/Ops position, feeling the bumps & jarrings, without seeing what was what. For some of our circuits we go over to Seighford and do them there. Actually if we could fly continually we could do them all in a couple of days. However in order to make the aircraft go round, & keep all the crews at the same stage in training, we are allotted the same length of detail. Sometimes a crew does get ahead of the others by luckily striking good weather every time, & never scrubbing an exercise through snags.
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[underlined] July 4th. [/underlined]
American Independence Day – I expect all the Americans around here are making whoopee. There are always a lot in Stafford, they come from the large transit camp at Stone, a small town 6 – 7 miles from here. All American aircrew, I believe, entering or leaving the country pass through there.
We are making steady progress on the course, we have managed to get three bombing exercises done, we are a bit ahead in that respect but behind in Fighter Application & a couple of other things. As I said before it is a matter of luck sometimes the kites are U/S & that puts us behind on that type of exercise for a while, it pretty well evens up at the end though. On the first bombing exercise we went up with a ‘screened’ pilot & a ‘screened’ bomb aimer. Mac had never made bombing runs before, it is only pilots that have been instructors, & staff pilots at B & G schools who have that experience. The ‘screened’ pilot was there to instruct Mac on how to make the corrections of course, that I asked for, & various other little points. There wasn’t very much need for the ‘screened’ bomb aimer, as bombing is very similar on whatever aircraft one flys in. The main point, he was there to point out, was in the method of giving corrections of course. In Ansons the pilots could flat turn them, thus the sighting angle was practically round when you gave “steady”, and a good pilot could hold it practically as it was. However a Wellington has to have banked turns, consequently if the bomb
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aimer waits till the target is in the drift wires of the bomb sight & then gives “Steady” – the pilot flattens out and the target is then way off to one side, so it requires some practise to estimate when to say “Steady” thus making the target come into the drift wires when the pilot flattens out.
Poor old Mac has a hell of a time on run ups, he is so small that he can just see out of the windscreen. He watches the target whilst making his run up, & then when I give a correction, he slides down in his seat to kick the rudder bars, & his head is below the windscreen level, so then he has to pull himself up again to look out. He told us he is actually just under the height standard for a pilot but flannelled his medical.
We did a low level bombing exercise yesterday, & once more took up the two ‘screens’. My first bomb overshot by about 300 yds, & so did the next, I checked every setting on the bombsight, & all were correct, so I called the ‘screened’ bomb aimer & told him, & he could find nothing wrong. So I tried the third one & that was 300 yds overshoot again, then I realised I was taking a line of sight with the back & fore sights as for high level, whereas for low level bombing the back sight, & front beads are used. I told the screen & he told me to carry on & they would make the exercise a grouping one. That is by maths they discount the different sighting & work out where the bombs would have landed, using the front beads. The exercise came out to 47 yards so it ended O.K.
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[underlined] 10th July [/underlined]
The time is slipping past and we are well on the way to finishing our day flying. We had rather an amusing incident the other day, amusing that is to everyone but Mac. He always taxies rather swiftly & as we were passing the control tower, we reached the part where the perimeter track, dips a little. Consequently we gathered speed and started to swing, instead of throttling back & braking, Mac decided to open up the opposite throttle to swing us back. However he over-corrected and we swung back across the perimeter track & onto the grass the other side, in the direction of the runway. Again Mac opened the opposite throttle, and again over-corrected, & we crossed the perry-track once more & raced towards a hangar. Mac clamped on the brakes for all he was worth but it wasn’t enough, the hangar doors were fully open, & we struck the edge of them with our port main plane & sent them thundering across. It must have shaken the people inside to see the hangar doors suddenly move swiftly. From our point of view it was quite amusing, one moment there was hardly a soul [deleted] [indecipherable word] [/deleted] in sight, then with the same effect as if someone had kicked an ant-hill, people came pouring out from the hangar, & clustered around the kite. The pièce de resistance was the fact that we had cut clean through the ropes that held the Groupie’s flag & this was now drooped nonchalantly over our astro-dome. – Groupy took a dim view of it. Poor Mac sweated blood, but he only got a strip torn off, but the kite had a mains-plane changed.
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[underlined] 17th July [/underlined]
We had an enjoyable night in Stafford this week, as usual we got set into a regular pub crawl. Old Mac is all against this, he likes to get settled in at one pub and stay there all night drinking steadily. His words of wisdom are “Jeeze, you’re wasting valuable drinking time, going round looking for other pubs, - sit here”. I have never seen anyone drink so much, and affect them so little, it is amusing. He can knock back the pints and I have never seen him, what you might call drunk, merry yes, but inebriated – never. His personality is amazing everyone everywhere gets to know him, & all like him, he will sit and ‘natter’ with people for hours, and tell the most amusing stories of his life in Ottawa, and recount anecdotes of his numerous friends. He certainly is a tonic to have around. While we were in Stafford we saw the Gunnery Leader, he is an Aussie Flt/Lt, and a real lad when he is sober. Now he was out on the beer, evidently, & was strolling down the High St, with his hat on the back of his head, a dingy old battle dress on, & swinging, a gent’s black umbrella, rolled up (where he got [deleted] [indecipherable letter] [/deleted] it from I dont know). On his other arm was a real brassy blonde – he certainly doesn’t give a damn.
All our bombing exercises are finished and two of our three cross country trips, I have one more gunnery trip to do, and so has ‘Nipper’, thats [sic] what we call Johnny now. I rather like the Air Firing trips which are carried out in Cardigan Bay, then
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they generally fly to Rhyl, & fly at about 30 – 50 ft just a little way out from the shore. There are always lots of holiday makers there. Cecil Kindt had a strip torn off the other day, through an Air Firing accident. They were sent out over the Wash to fire so many rounds into the sea, this in itself is pretty boring and the gunners always look round for some sort of a target. His rear gunner spotted some sort of an old hulk and fired at it on a couple of runs. Apparently it was a wreck & their [sic] were a couple of divers, & salvage men working on it, & one leapt into the water, because of the bullets. God knows how the rear gunner didn’t see them, anyway they got the kite’s letter, phoned to the shore, & by the time Cecil landed the pressure had been put on Sqdn/Ldr Ford as he gave it to Kindt hot & strong.
Macgillvray has been providing laughs all round with his amorous adventures. Not so very long ago he met a nurse in Nottingham, a very nice girl by all accounts, a widow, anyway it wasn’t long before Macgillvray was staying at her flat. However he couldn’t get to Nottingham very much so he began associating with a WAAF Sgt here on the camp. One thing about him he admits openly what he is after, anyway she wasn’t that type, but after a little while with Macgillvray she was. Now she is crazy over him, & runs about after him, whilst he is very off handed. At the same time he meets an A.T.S. girl, on leave who lives in a house, a couple of hundred yards from our billet. It didn’t take him very long to string her along
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as well, so there he is with three strings to his bow at the same time – no wonder he looks a wreck. The amusing incident arose the other night when the WAAF Sgt saw him coming out of a corn field with this blonde A.T.S. She was furious & drinking with him the next night she said “Don’t let me see you with that – tart again,” which for her is a very strong word. Jokingly one night she said she was the “Three-hook Wonder”, hook meaning Stripes, Macgillvray, & Mac, who also knows her well, immediately changed it to the “Three-Hook Blunder,” & later cut it down to “The Blunder,” & so it has remained – poor girl.
They are a pretty decent bunch of fellows in this hut, we have had a little reshuffle in order to get crews together. Some of the original Canucks are in other huts, whilst Johnny, & Bill are now in here so we have all our crew. Macgillvray has his Navigator – Lance Weir, & his Bomb Aimer Dodson, both Canadians in here. Weir is a really decent chap, very quiet spoken, some of the boys kid him & call him “Toody-Fruit,” because he has a habit of rubbing talcum powder over his body. Frankie Allen, pilot, Yelland, navigator, & Tom Hughes – bomb aimer, all Canucks form another crew. Hughes is very decent, I have only one pair of pyjamas & when that was at the laundry he saw me dive into bed in the altogether, & asked the reason. When I [deleted] said [/deleted] [inserted] told [/inserted] him he tossed me a Canadian Comforts pair & said “Keep it, I’ve got five other pairs”, it was good of him. Their rear gunner Rose, an English chap is here, a small comical fellow, they call him John L. after the boxer Sullivan, because he wears long pants like him. Cecil Kindt, with Sam Small, navigator, and Macdonald, b/aimer, all Canadians, complete the hut.
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[underlined] 22nd July [/underlined]
We are now the senior course here, and have now moved on to become the ‘night-flying’ flight, tonight we expect to start our night circuits & bumps, some of the chaps commenced last night. They hoped to squeeze us a 48 hr pass in between the end of day flying & the start of night, but we were a little behind as a course through unavoidable incidents, so we had had it! I am sorry the day cross country trips are over, as I really enjoyed them, we generally flew to Rhyl, and I camera-bombed the pier. Then drill was done as if we were on an ‘op’ & that was our coast we were leaving. We then flew across to the Isle of Man which separated the enemy coast, & I would camera-bomb the quay at Ramsey. With a brilliant sun, & flying in our shirt sleeves everything looked lovely. The sea was a sparkling blue and invariably there would be a huge convoy spread about, a never failing source of interest to us. However we had been warned to keep well clear of them, as the naval gunners were very trigger itchy, and one of our crews had been fired on by an aircraft carrier. We would fly across the Isle of Man, head North, then turn in at the English coast once more, & return to Cannock Chase for a bombing exercise of 12 practise bombs on the range, & then return to base. The rations were pretty good, we always saved our tin of orange juice to drink on a morning after the night before it was very good, I suppose we will get the same on night X-countries.
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On the first one we had a ‘screened’ pilot, then the next one did by ourselves, the third & largest, we carried a full bomb load of 250 lb H.E’s filled with sand, except one which was live. This I had to bomb on a sea range with and photograph the splash. We had a ‘screened’ bomb-aimer/navigator on this one, an F/O pretty decent chap. [deleted] [indecipherable word] [/deleted] [inserted] He [/inserted] asked Mac if he would let him do some tight turns over his home in Aberystwyth as we were passing over it. Mac agreed but quickly retrieved the controls when he saw we were almost stalling.
For night flying we report to the flight just after 6 P.M. to see what is on, naturally it is broad daylight then. Then if we are not on till late we can go to the Station Cinema, as we did last night. It is the usual effort, it is in the lecture hall, when we first came the cinematograph was mounted on a large table, so if one sat well back, the noise of the machine drownded [sic] the sound track. Now they have built a brick projection box, and have provided a wooden platform for the dearer seats – with the usual front two rows reserved – Officers Only.
Looking back at my last entry, I see I have forgotten to mention ‘Pinky’ Tomlin. He is a Canadian Bomb Aimer, but his pilot, & navigator are commissioned, & his W/Op & R/Gunner are in another hut so he is ‘one alone’. He is pretty tubby & really loves food, he bought himself an electric [deleted] plate [/deleted] [inserted] heater [/inserted] to use as a grill, & cooks things from the numerous parcels he receives from home. He was a scout master back in Canada – not a bad chap, rather hail-fellow-well met.
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[underlined] July 30th. [/underlined]
Night circuits and bumps are almost completed for us – Thank God! – they really are binding. We follow exactly the same procedure as with our day flying, first of all with an instructor, then Mac solo’ed and we carried on by ourselves. The first couple of times were O.K. but then it grew monotonous staring out into the blackness, with just the circuit lights to relieve the unbroken darkness. I suppose an artist gazing at them would murmur “Pearls cast upon a black velvet background”, but to us they mean “Keep me under your port wing, and fly at [symbol] 1,000 ft.” The Dren lighting takes some getting used to, the flarepath lights are only 15 watt bulbs and are hooded and secured to give a 15o vertical, and 40o horizontal spread of light, only in a down wind direction. Consequently one can only see them, immediately facing into them, as soon as we have taken off we can no longer see them. It was funny when Bill first saw this, he is generally working on the radio, then he looked out of the astro-dome for the first time on night take off, and called on the A/T “Hey! they’ve switched off the flare path now we are airborne”. Johnny has the worst job, sitting right at the end of the kite, cramped in his turret, and feeling all the crashes and jars of landing far more than us. Every now & again, I go lurching along the catwalk with coffee for him. Bill was quite eager to sit in the cockpit, so I change places with him sometimes & listen to dance music on the radio.
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We get more time off now than we did on night flying, our day off now becomes a night off. So we have the day off after night flying, then that night off & the following day until 6 P.M. Should night flying be scrubbed the night before, then one can make two nights and two days out of it, providing one hasn’t put in a pass. On a couple of days off we have been into Birmingham and stayed at the Services Club. At least we did the first time, the second time they were full up, so we had to doze in arm chairs & so forth. Mac took me into the American Red Cross, I didn’t think we could go in there, but it was O.K. The food in there is very good indeed, I believe it is sent over from the States. I took Johnny in there on our second visit and he thought it was an excellent place, they are certainly superior to our Services Clubs.
There is another instructor in the Bombing Section now, a Sgt Bomb Aimer, just finished his tour of ‘ops’, Sgt Mason his name is, quite a decent fellow. He gave us a ‘natter’ on what life was like on a squadron at the moment. It certainly cleared up a few points and provided a shock. According to him it is a pretty odds on chance that a crew will get the chop before finishing a tour. On his squadron only about 4 crews finished, as far as he could recollect all the time that he was there. It certainly isn’t a rosy future anyway, still there’s always the chance we will be one of them to come through.
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[underlined] 5th August [/underlined]
We have only about a fortnight left before we finish here, one crew became well advanced so they were sent over to Seighford onto 17 course the previous one to ours. At the moment we are on Night bombing exercises, and somehow we always seem to be ‘joed’ for the very last detail. Consequently we hang about all night waiting to take off, and finally get the exercise in between 6 & 7 A.M. when it is beginning to get light. Then we arrive back in the hut to find all the others are up and have been for hours – they nicknamed us “The Dawn Patrol”.
Our first prang on this course occurred the other night. There have been some major prangs on other courses while we have been here, and a few minor ones [deleted] [indecipherable letter] [/deleted] on our course, this was our first major one though. We were circling the airfield waiting to land, when we saw a kite overshoot, prang and burst into flames, not far off the end of the runway, we couldn’t see much detail at all. So we continued to circle and await instructions, then all lights were extinguished and we were ordered to land at Seighford. Over we went and lobbed in then with three others crews, and naturally were wondering what had happened.
We had a meal in the mess, & then as there was nobody around to fix us up with beds, we had to doze on chairs in the mess. After breakfast, which was quite early,
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we decided to sleep on in the ante-room, as Hixon was going to phone when we were to return. However the C.M.C. had locked the ante-room, & said it was always out of bounds in the morning, and would make no exception for us – nice type. So we had to sit on the grass outside the mess for a couple of hours.
I met Derek Ashton over there, they will be finished in a day or so, & so would I if I had still been on that course. I couldn’t have had a better crew than what I have now, though. Ashton said they liked Seighford better than Hixon as there was no ‘bull’ there and it was a lot easier to get into Stafford. The only snag is, it is far more dispersed than Hixon is.
We didn’t get back to Hixon before 1 P.M. as we were held up for brake pressure. It turned out to be Carr’s crew who had pranged. They were making a flapless landing with an instructor, owing to trouble with the flaps. The instructor was flying it, and he approached too fast, overshot didn’t make it, and crashed on the railway lines, when the kite immediately caught fire. Luckily they were all unhurt except Sgt Mann, the ‘screened’ bomb aimer, he was burnt slightly on the face, and has been admitted to hospital for a short while. It seems Fate that he should get through a tour unscathed and then have this happen at O.T.U.
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[underlined] 12th August [/underlined]
Only a week to go, and then most probably we shall fly over enemy territory for the first time – on a ‘nickel’, I hope we do one anyway. The course is split practically in half with the first half slightly ahead of the others – we are in the latter. I said goodbye to Norman and the boys on 17 course, when they came over here, they have to get cleared here as well as at Seighford. Pete Rawlings was chatting to me about his skipper, he was the one I would have had on 17 course. He said he was a damn good pilot, but he would ‘natter’ such a lot on the inter-com. – I should have hated that.
We certainly get good meals on night flying, they have opened, a place especially for us near the cinema. It is a pukka little cook house, with a Cpl & two WAAFs, just for our flight. The Cpl is a good type & we get steaks & eggs for our flying meals, it is bang on. Although we are not supposed to officially, we go there for supper, if there is no flying detail for us that particular night. There is a real craze for cards now, & Hughes, Mac, Bill, Johnny & myself & various others, often play Blackjack & Pontoon, of a night if we aren’t on. We start in the evening & play till the small hours & then stagger down to see what Flying supper is. The Canadians are fond of playing “Shoot”, & have a school regularly in the locker room.
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If night flying is scrubbed for everyone, most of the boys turn in at 11 P.M. or so, in order to have the next day free. However Mac & a couple of others hate getting to bed at that time, preferring to turn in late, & sleep the following day, as if night flying was on. They generally get Pinky Tomlins, electric heater out, & cook things out of their Canadian food parcels. Mac is really amusing when he gets nattering about “Chicken soup with noodles”, & “weeners” & various other Canadian foods. Naturally they kick up a fair amount of noise, and the boys trying to sleep shout out uncomplimentary remarks to Mac, as he is generally telling an anecdote or a story about back home. Then he immediately bellows back “- this is a night flying hut, get out of that bed, you lazy so & so”. The amusing part is the following day, when they are all up & about, & Mac is trying to sleep through the noise. He will sit up & shout “Quiet, let a guy get some sleep”, & they laugh & generally Hughes will give him a shake & say “Come on McCann this is a night flying hut”, & various cracks until Mac aims a boot. They are a good bunch of boys though.
Another good thing about this night flying is that we don’t bother about the C.O’s billet inspection every week. We just put a notice on the door “Night Flying Hut – Do Not Disturb”, & funnily enough nobody does.
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[underlined] 19th August. [/underlined]
Our O.T.U. Course has now ended, the perk was last night when we did a “Nickel” to Rennes. The first lot of our course left a few days ago, they had to do a ‘bullseye’ exercise to finish as there were no “nickels” laid on. They got 10 days leave, & posted to Lindholme to go on Lancasters, that is where we will go, everyone goes onto Lancs from this O.T.U. We had another cross country to do, the usual long stooge right up to the Orkneys, with airfire and bombing at Caernarvon – what a farce.
Yesterday we were told that all the remaining crews would finish with a ‘Nickel’ that night, & we have to take up the kite we would be flying in and Air-Test it. The tail trim proved to be U/S on ours & another was put on, with another crew air testing it. At evening time we assembled in the intelligence room for briefing, it was a pukka briefing, like they have on a squadron, with the Sqdn/Ldr Intelligence Officer taking it. Then the C.O. & a couple of other officers said a few words, & briefing was over, they even had an S.P. on duty outside the door. We put all our personal belongings in an envelope with our name on it, collected our escape kits & foreign money, then off to the locker room to dress.
Half of the crews were going to St. Malo, and the rest of us to Rennes, we were flying the same track & course to Isigny at the base of the Cherbourg peninsula, & then to Avranches our next pin point, where we would continue our various ways. Soon we were all dressed, then into the crew bus & out to the kites.
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They were lined up together, & as R/T isn’t allowed on any ‘ops’ take-offs, a yellow verey was to be fixed from control for the signal to start up engines, then a green verey, when it was time for the first kite to start taxying out. The photographic vans drove out with the camera magazines, & the LAC, rather a gigolo type, who handed up mine, uttered the famous words “Wish I was coming with you”. Suddenly up went the yellow cartridge & the ground crews leapt into action, and the roar of engines shattered the summer’s evening. Johnny then called up to say none of the lights would work in his turret, & the spare fuses had no effect. This caused quite a flap, ‘bods’ went dashing everywhere, & both an armourer & a fitter came dashing along when it was a job for an electrician. During this time the green verey went up & the first kite taxied out, Macgillvray was next, on our right and he waved to us, as they went out, we were still waiting there as the kites on our left followed Macgillvray out, & soon we were sitting there alone. The Groupy came whizzing over in his car to see what the electrician was doing, but at that time one came along with the fuses that had to be changed inside the fuselage. So everything O.K. at last, we taxied out by ourselves, the others all having taken off. All the officers were on the control tower and they waved as we went past, then onto the runway, a green from the A.C.P. and off we went. The others were circling base to gain height, & there was 10 mins to go before setting course, so we were O.K. for time. We set course with them, & made up our height by the first turning point.
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It was quite dusk as we crossed the coast near Southampton, & it was quite dark when Ken said “We’re getting near the enemy coast”. I strained my eyes to peer through the darkness, & after a little while made out the long narrow neck of land, that I had memorised so well as the Cherbourg peninsula. Then I saw my first flak, the sudden whitish flashes on the ground, & after a brief while, the flashes (like twinkling lights but not so harmless). I felt a sense of false confidence, as it seemed remote from us, but the truth was there wasn’t very much flak, and nobody would have worried much. I told them we were starboard of track, & we altered course & soon crossed the enemy coast. Johnny said there was quite a bit more flak going up at the chaps behind us.
I pinpointed the river at Avranches, & after a while we came to the dropping place, it was 15 miles S.E of Rennes owing to the wind. We had to follow the bombing procedure, & drop them by a distributor in order to space them out. A sudden shout from Johnny caused a flap, & as he said “There’s thousands of them floating everywhere,” I cursed him as I wanted to give the order “Close Bomb Doors”. Eventually we shut him up and returned to base. It was an uneventful return journey, & we landed tired but happy (admittedly mainly because we were going on leave). Carr got quite a bit of flak over St. Malo.
We slept in this morning for a while & then got going on our clearance chits. Mac has met the Mid/Upper who has joined our crew, but the rest of us haven’t seen him yet. Tomorrow morning we will complete our clearance chits, then off on 10 days leave, before going to a Con Unit. So goodbye to Hixon.
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[underlined] 29th August. [/underlined]
Since I last wrote various changes have taken place. On the morning of the 20th, the day we [deleted] went [/deleted] left Hixon, we reported at the Adjutant’s office for our warrants & passes. He came out very apologetically & said a last minute change of posting had occurred, we were to go on Stirlings & report to a Con. Unit at Woolfox Lodge, after [underlined] 6 [/underlined] days leave. Losing four days leave didn’t seem too good to us, also we had heard pretty duff reports of Stirlings on ‘ops’. Still off we went – the orderly room had told us the Con Unit was near Cambridge & the warrants were made out to there.
I caught the evening train back, but when I went to the Cambridge R.T.O. they said Hixon Orderly Room had boobed, & Woolfox Lodge was near Stamford. As there were no more trains that night, I had to spend the night in the Nissen hut there, rather grim. In the morning I met Johnny & Pinky Tomlin, & we travelled to Stamford, we had to change at Peterborough and there met some more of the boys. At Stamford we phoned for transport, but it was a few hours before it arrived and we had [deleted] dinner [/deleted] lunch in the George Hotel. Mac & some of the others arrived here yesterday and are in the hut near to ours, and today we have been tramping around with our arrival chits, but as the course commences for us tomorrow we won’t bother to finish them. This course has already been on a couple of days, they were as unprepared for us, as we were for coming here.
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[underlined] [deleted] August [/deleted] [inserted] September [/inserted] 5th. [/underlined]
First, I had better bring my crew up to date, as we have a full crew now. Don Keeley the Mid-Upper Gunner, who joined us as we left Hixon is tall & very dark, his face has been sunburnt so much it leaves one with the impression almost of an Indian, he is quiet a good looking chap & seems very decent. Our engineer was allotted to us by the Engineering Leader, and is a Welshman, Jack Barker. He is about 5 ft 5” with a cheerful face, & crisp wavy hair, we haven’t had a lot to do with him yet, as quite naturally he still goes around with the engineers who came with him as a course, from St. Athens, I think I can safely say that we have got a very good crew, though.
This station is far more dispersed than Hixon was. It is cut in half by the Great North Road, to the East of the road is the airfield itself, whilst to the West are the living & communal sites. Our billet is a quarter of an hours walk to the mess, then from the mess it is a 20 min walk, to the other side of the airfield where training-wing is. There are no ablutions on the sites, and washing kit is stolen if it is left in the ablutions by the mess, so we wash from an old rain water tub at the back of the hut.
We have a ground course of a week to 10 days here, comparable to that at O.T.U. only bringing newer work into it. At last I have met the MK. XIV Gyro Bombright, the one I shall actually use on ‘ops’ – it certainly is a bag of tricks. In a day or so we will have our exams, & then commence our flying on Stirlings.
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[underlined] 14th [deleted] August [/deleted] [inserted] September [/inserted]. [/underlined]
The exams are over, everyone passed O.K. and we are now underway with our Flying Conversion. For the engineers, this is when they fly for the first time, as they pass out from there [sic] training school, and come straight here to be crewed up, without ever having flown before. It seems pretty hard on them, to have only a few hours air experience before they arrive at a squadron and go on ‘ops’.
Stirlings are the largest 4 engined bomber there is, and the cockpit is certainly a height from the ground. They have a long undercart, & it is quite a common prang, to see an undercart wiped off, as the aircraft have a tendency to swing & if one brakes severely & swerves, the undercart is quite likely to go. I have to fly as second pilot in there, and attend to boost, revs, flaps & undercart, it takes both of us to get the kite off the deck & they take a hell of a long run.
For a lot of our circuits and bumps we flew over to a Yankee airfield, they had Fortresses. We used to fly there for 2 hours or so & then return. Before Mac had soloed, he was taking off there, & the kite swung viciously & shot across the grass straight towards a Fort. There were some mechanics working on it, and they looked up to see a Stirling thundering at them, without pause they leapt off the wing, fell over picked their selves up & dashed off. If it hadn’t been dicey, it would have seemed ludicrous, however, the screened pilot took a hand, pulled at the controls, & we took off right over the Fort. Mac soloed O.K. a little later, & now we are on X-countries.
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[underlined] 22nd [deleted] August [/deleted] [inserted] September [/inserted] [/underlined]
Our Con. Unit is nearly over, & we shall soon be on an operational squadron, different instructors speak in glowing terms of their old squadrons, & advise us to try & get posted there so we don’t know where we are. At the moment we are commencing our night X country period, this is a tricky airfield to taxi on at night.
Macgillvray has been going out with a WAAF M.T. driver here, & at last it seems like the real thing he is talking seriously of marriage. When he left Hixon, “The Blunder”, went into Stafford with him to stay the night, & then spins a 48 hr pass with him at the Strand Palace. Macgillvray was half & half about telling her to go, however when he arrived here he wrote, & told her he didn’t want to see her again. She wrote back & said as soon as she got a pass she was coming to have it out with him. Then a letter arrived yesterday saying she would arrive in the evening, & would he meet her in town. Macgillvray religiously stayed in camp all evening, & every now & again the phone would ring for him, it was her, phoning from Stamford, & it was really funny to see him keep telling chaps he wasn’t in. Suddenly, the boys came in with the news, she had come out on the 10.30 P.M. bus, & fixed up with the WAAF Officer to stay the night. Macgillvray was off to his billet like a shot. [deleted] Next [/deleted] [inserted] This [/inserted] morning, the Blunder, was in the dining hall, early, & waiting behind the servery, when Macgillvray came in, she dashed out, & told him exactly what she thought of him, in a loud voice. Everyone listened interestedly, & the cooks even ceased serving in order to hear clearly, Mac went deadly white, & after a while walked out, with the Blunder behind. Anyway that was exit to the Blunder. We’ve certainly had some laughs here.
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[underlined] Wednesday [deleted] August [/deleted] [inserted] September [/inserted] 29th. [/underlined]
At last the time has arrived, and what a time I have had to wait for it, 2 1/4 years ago I volunteered for aircrew, & right up till now I have been training for the real job, & we have arrived at last on a squadron. It is a new squadron just forming, No 623, and we are stationed at Downham Market with No 218 squadron. We left Woolfox about 8 AM. on Monday, and caught the 9.15 AM. to Peterborough, where we arrived about 10.15 AM. Deciding to spend the day we trooped out and started off with a large meal in the Silver Grill, a very satisfying start. During the afternoon we looked over the Cathedral, and afterwards went to the cinema to see Tyrone Power in “Crash Drive”, pretty good. Another large meal at the Silver Grill then off on the 6.46 PM. to Downham Market. Naturally the trains were late and we reached Downham Station around 10 PM. & phoned for transport. When it arrived we threw the kit on, we were getting rather cheesed with it by now, after lumping it on & off different trains, and out we went.
It was rather a grim reception, they told us we couldn’t have a meal, & then we found out there was no accommodation for us. So we drove round in the dark in a lorry and they found room for us in ones & twos with the erks, it was pretty grim organisation.
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They locked our kit up in a hut, my overcoat & groundsheet amongst them, so of course it poured of rain during the night & the next morning. Being as the station is all clay like most of the Fen country, it was one helluva mess. Like all Bomber Stations it is horribly dispersed, & we tramped around miserably in the wet, with our arrival chits. The mess was large and new, & very bare, & the food just happened to be pretty grim, so I’m afraid we took a rather poor view of the station, things look a little better now though.
There is a rigged up cinema & I believe they have occasional shows there, but there isn’t a lot of entertainment available. The town [deleted] of [/deleted] or village of Downham is only 15 mins walk from the mess, but there isn’t much life in there. They have one rather ancient cinema with old films & a dance hall, that is always over crowded & 21 pubs, the latter is over shadowed by Stamford’s 63. I don’t think we will be going in there very much. There were three crews arrived from Woolfox together, Pete, Macgillvray & ourselves, Carr is travelling down too today, as he hadn’t finished his flying at Woolfox. We are binding for leave as most crews get it on arrival but our efforts haven’t been successful so far. Our first two ‘ops’ here are mining trips & the pilot was a second “dickey” (pilot) trip, before we start we have to do a bullseye though.
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[underlined] Monday 4th October. [/underlined]
Things are looking quiet a bit better now, the mess seems comfortable, & the food really is good. Up till Saturday we didn’t do much, mainly hung around & had a few lectures, & got our kit into the parachute section. This is a new idea, they have a large room, with lockers, & hang our kit up properly, to dry etc, also testing it each time, then when we want something we go & ask for it & they bring it out. If they have found any stuff U/S they tell us what it is so we can change it, it’s a good scheme. The essentials such as chute, harness, helmet, boots, & ‘K’ type dinghy, are laid out already when the crew is on ‘ops’. No waiting or anything its quite a good scheme. We drew our electrical kit & our new flying boots, from stores, there [sic] boots are the new type with leather boots as bottoms, they have a knife in the side to cut the upper off, should we land in enemy territory, & thus leave a fine pair of walking boots.
On Saturday our bullseye arrived and we were briefed in the afternoon for a 7.50 PM take off. We got away a few minutes late but with no mishap & climbed over the drome then set course for Bedford, this was the starting gate of the bullseye. About 15 mins after we left there, we were coned by about 20 beams & passed on to other cones. We were diving all around the sky but we were
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held pretty well for around 10 – 15 minutes, before we got out. At Portsmouth we were held for around 2 minutes, & again at Beachy Head, then we headed for the target – London. We came in over Croydon & Lewisham to run up to our target, Westminster Bridge. There were about four cones in action with about 30 beams in each, and they all had a kite in, jerking like mad. Whilst they were occupied we were able to slip in smoothly on our bombing run without interference. The searchlights blinded me a bit though and I was unable to get a good line of sight on the bridge, but took the photographs. The black out of London was pretty grim, there were bags of lights about, & the docks were clearly lit up along the river & so were the main railway stations. I don’t think I would fancy an attack on London though, the defences seem pretty hot. After London we went to Bedford again where the bullseye finished, so we had no engagements with fighters. From here to base then up to Goole and back on another I.R. stooge. It was pretty nippy & poor Johnny & Don in the turrets were frozen stiff. There were hardly any fighter interceptions I guess the fighter boys didn’t feel like playing. Anyway back to the bacon & egg, the usual natter with the other crews on various points & then off to bed, for a nice lengthy sleep.
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When we got up at dinner time yesterday it was to be told that we were operating that night – mine laying, it rather shook us. Briefing was at 4 PM. & we learned we were going off the Frisian Is. (a fairly short trip) & taking 6 x 1500 mines. Back to the mess in the bus for the operational meal, then over to the billet, where like old men we clamber into our long flying underwear. Even though it is all pure rayon lined it makes me itch, just not used to long legs & sleeves I guess after jockey shorts & singlet. Our next move is back down to the dressing room in the parachute section, where we collect our kit. We never put the stuff on otherwise we would sweat moving around & then it would freeze when we got up & defeat the clothing. Out to the kite in the bus then, dump the kit on the grass & everyone climbs in for their last minute check of their equipment. Whoever D.I’d the first turret did a poor job, because the reflector sight was left on & the guns weren’t loaded, so I got cracking on those & tested the tuner, then climbed down for my initial bombing check. The engines were run up, tested, then shut down again & we climbed out for a smoke and sign our various forms. The Wing Comdr & Sqdn Ldr drove out to give last minute tips & see if there were any snags, then we all climbed aboard again, fully dressed now, all hatches closed, & taxied out.
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The first aircraft was due off at 7.35 and took off dead on time, we were third, got the green from the ACP opened up & away we went. They are a bit of a job to get off with a heavy load & we didn’t miss the trees by much but we made it. We set course for Cromer, where we were leaving the coast, at 1500 ft, we were staying at that height so Jerry couldn’t pick us up, then climbing to 5,000 ft at the last moment to avoid any flak ships. Everything went fine, poor old Ken was sick again, he certainly has guts to keep flying and navigating when he is often queer. We had to climb quickly at the mining area, & the revs wouldn’t increase for the minute, consequently we nearly stalled. At 1500 ft with that bomb load we would [deleted] dive [/deleted] have dived straight into the waves, it was touch & go for a minute but worked out. The mines were dropped, one [deleted] f [/deleted] could feel them drop, & back we went. When we got back to Cromer there were lots of searchlights & they picked us up, but shut off when we flicked our nav lights on & off. They suddenly coned a single engine kite so we watched it like hawks just in case, there have been a lot of intruders around this area. There was a large fire about 50 miles off the port bow, enemy activity maybe. We landed O.K. though were interrogated & off to the mess, when the siren went so we had just dodged it, still we were safe then. A bang on supper then off to bed for another good rest.
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[underlined] Thursday 7th October.. [/underlined]
Life is proceeding along fairly smooth lines, and we are pretty well settled in. The other night when we did our mining trip, the main force went to Kassel. Clarc Carr went with another pilot to get his second ‘dicky’ trip in. The pilot he went with had 23 trips in & was on the point of completing his tour, but they never returned. Poor old Clarc, he was one of the best chaps I have met, he never got in a temper with anyone, yet he was pretty tough, it’s a shame that such fellows have to go. It really shakes us when fellows we have been with for a long while get the chop, brings it home the hard way. They have sent his crew home on 3 days leave, I don’t know what they are doing after that, whether they are returning to ‘Con’ Unit to pick up a new skipper, or stay here as ‘spares’, the former would be better I should think.
Speaking of spares they grabbed Don, our mid upper to go in somebody else’s crew on Monday for the raid on Frankfurt, as their m/u.g had gone sick. It was rather a nerve I thought both asking a crew to fly with a chap they didn’t know, & worse for the gunner to fly with a strange crew. They did the same thing to Smith, Macgillvrays rear gunner, if they keep this thing up they will
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soon be doing away with the crews & just have a pool that they draw on, I always thought that if somebody was sick in a crew the whole lot was declared U/S. there is a word they have when referring to men they call them ‘bodies’ or ‘bods’, & how right it is, you are just merely a figure on paper. Every morning the big noise walks into the flight office & asks the flight commander “How many crews have you, fully operational?”, and then demands those that aren’t be made so in as short a time as possible. That is all they are interested in, is, how many crews have they available for an ‘op’, regardless of how much flying you’ve done, just recently some of the chaps have been on the main force 3 out of 4 nights. Anyway all kites returned from Frankfurt O.K. and Dan gave us a vivid description, it was very interesting but I guess we will be seeing all we want of it very shortly.
Tuesday night we were on ‘stand down’, but Wednesday we were briefed for a long mining trip to La Rochelle, right down near the Spanish border. There was a hell of a front expected at base around 6.30 so they were rushing us off at 5.50 & come back to meet the front over the Channel & battle through it. There was severe icing from 7 – 15,000 so we had to try & climb above it, not an easy job in a Stirling, the extent was possibly
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right up to the London area as well. The briefing & everything was terribly rushed & we tore around in a mad flap to get everything done, and we were all dressed & on the point of going out to the kite when they scrubbed it, what a life, tonight we were in it again but it was scrubbed once more.
Last night I decided I would see what Downham was like so I ambled in with the boys & was I cheesed. I had seen the [deleted] [indecipherable word] [/deleted] film on at the little cinema, so all there was to do was sit in a smokey pub, & swill lousy beer. At last the smoke made my eyes ache so much I came home. Macgillvray was on a short mining trip last night, & a Picture Post reporter was going along. They sent down 4 camera & news men, & took photographs of them having an operational meal & were going to take bags more in the kite, but it was scrubbed, what bad luck, a chance like that only comes once in a life time. The traditional RAF bull was in evidence, for the photograph they had a spotless table-cloth, cream crackers on the table, & a Cpl WAAF waiting on them. Actually we queue up for our meals & a long one at times & eat of [sic] bare dirty tables, & the only biscuits we see are hard dog ones. – We did our first day flying, here, today, took two kites up on air tests, we were doing a loaded climb but that was scrubbed, at least we know what the drome looks like in daylight now.
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[underlined] Sunday October 10th. [/underlined]
We look like having our first leave in a few days we are officially due to go at 0700 hrs on Thursday 14th, until the following Tuesday midnight. The chaps generally get away on the Wednesday, & if they are very lucky & they aren’t on ops on Tuesday they get away Tuesday afternoon which is pretty good. I only hope we are that lucky, Mac has to do a second dicky & if he gets that in tomorrow night we may be on ops the following night (Tuesday) & mess things up a bit. Should it be scrubbed tomorrow, Mac will go Tuesday & we can go Tuesday afternoon, I am afraid we are unscrupulous enough to hope that the weather is lousy tomorrow night. He has got his Flight through at last, & is now ‘Chiefy’ McCann, it is well overdue, but the Canadians get back pay on crowns, one of the numerous ways they are better than the RAF, so he has about £16 back pay to come. The comical part is that after all this waiting & binding now it has appeared in P.O.R’s the stores have no crowns so he is unable to wear it – poor Mac.
Friday night we went on our long mining trip, off Bordeaux in the estuary of the Gironde. We took 4 1,500 mines a fair weight, our all up weight was 69,784 lbs. The briefing was at 6.0 P.M. it shook us but they were having a late take off because the room was nearly full & they were waiting for it to die down as the German fighters have an easy time in the bright moonlight. The bus took
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[inserted] [newspaper cutting showing a WAAF with a mine] [/inserted] [duplicate page]
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us back [missing words] as our operation [missing words] wasn’t until 8.45 we had bags of time to fill in. Lots of Forts went over then & we watched them the next day we learned they had been to Bremen. We had our egg & at 10.25 the transport took us back, we didn’t have to struggle with our kit as we had taken it out in the afternoon. The run up & testing commenced, then shut down while we donned our kit & start up once more. We took off bang on time & 5 mins later set course. Old Petch who was the only other one beside us going swung on take off & hit his undercart against some iron rails for fog lighting & they wouldn’t let him take off, consequently we were the only ones from this station that went.
It was practically 10/10ths cloud down to the coast, it cleared there & I was able to get a wizard pin point on Selsey Bill, our crossing point. The moon was like a searchlight & we felt all naked illuminated up there, it set quite a bit after they told us it did, because there was the time of setting as seen by a ground observer, whereas we were at 12,000 ft. The cloud built up more & more over the Channel until it was 10/10ths again on the French Coast and we were unable to pin point. It remained like that most of the way, the least it was, was 7/10ths, approaching the target area it began
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to clear & I got down into the bombing hatch ready. I was determined to get my night vision up to scratch because if we couldn’t pin point we had to bring the mines back. The green indicator target on the VCP was glaring on my vision panel like a searchlight so I piled my long cushion over it. Then I wanted to see my target map so hopped to switch on the light for a brief second, next the cushion fell down & the light glared again, I dove back at that. I was hopping around like a rubber ball, & sweating lest I should miss the coast & be unable to pin point. Suddenly I saw it, it was pretty dark, I could make it out clearly though, then we passed out to sea over the first island & swung out to rear to clear the island defences. Then altering course we swung in for the mainland once more, I was straining my neck, thats [sic] the worst of the Stirling bomb aimers window, the Lancs have a beauty. After a bit I made it out we were heading up the Gironde estuary, so we made a left hand turn & came bang on the corner of the estuary, which was our pin point. Setting course on a D.R run we dropped the eg O.K. & set course home. Just after we left the flak began to open up on the islands & one searchlight probed around, but they weren’t near us.
Stooging along happily with thoughts of home & bed we were shaken by a show of
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flak suddenly thrown up. We had got a little port of track & were too near Nantes, they had some accurate heavy flak down there, because of the Fort raids on the U Boat Bases. Anyway they were too accurate for our liking the first burst exploded with quite a crash underneath us & burned the kite a bit. We did some hectic weaving & finally got clear, it was a sticky moment though that predicted stuff is deadly they reckon to get you on the first burst. Nothing happened on the way back beyond sighting another Stirling, the cloud thickened over England, & when we reached base they diverted us to Tangmere, although we could have got in. So we had to fly back all the way we had come down to the South Coast. Arriving there after 6 hrs 40 mins flying we found 11 other Stirlings there. We had a meal, & the guy told us you can sleep as long as you like they gave us good accommodation, boy! we needed sleep. Hardly had we laid our heads down when they dragged us out saying we had to return right away. Then we had to wait 3 hours before we were re-fuelled & away. Two squadrons of Typhoons scrambled while we were there, straight off down wind a lovely night. Flying back to base I could hardly keep my eyes open we had had no sleep for nearly 36 hours. We certainly slept well on return. Today there hasn’t been anything doing because of the lousy weather. Jack Spackly & Ron Winnitt have arrived here, they were with me from Manchester & all through Canada, I was glad to see them arrive here, they are in 623.
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[underlined] Sunday October 24th [/underlined]
It is a fortnight since I last made an entry but I have been on leave during that time, & following my maxim of never letting work interfere with pleasure I made no entries in here. I had a fine leave, Mary was able to get the time off & that made it just right we saw a couple of shows, popped around to a few friends & had a wizard time. There was one disappointment overshadowing it though, Ken didn’t come on leave with us, it all began a little while before - . A fair number of times through his earlier training, so he tells me, and during the time we were with him at O.T.U. and on Conversion Unit, he was sick during trips. He tried hard, by doing everything he knew to overcome it, but unsuccessfully. Then on our first mining trip to the Frisians he was sick at the target area & we had to rush to drop them & there was a fair flap resulting as I have previously mentioned in the kite nearly stalling in. Poor Ken, he reckons he is to blame but I don’t think he has anything to worry about, out of the lot I think he did his job the best & the smartest. He was sick a lot on the long mining as well so he reported sick a couple of days afterwards to see what the M.O. could do.
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He was given some Anti-Air Sickness capsules, & tried them without effect, so the M.O. grounded him for a little while. Then they took Ken’s case up a little more & the Wing Comdr said he would have an interview with him. This was the position on the day we were going on leave Tuesday 12th, Mac also hadn’t done his second dicky trip. So Ken was hanging around all morning waiting for the Wing Co to say he would see him, & we were worried in case he wouldn’t catch the 3.51 London train with us. We left him waiting at the camp & told him to whizz down on his bike if there was a chance of catching the train, if not, to follow us down on the later train. On the road we got a lift to the railway station in an army lorry & had a cup of tea in the café next door. Waiting on the platform later, the [deleted] [indecipherable letters] [/deleted] train was almost due in, when Ken came dashing up. Everyone was overjoyed because we thought he had just made it, but he told us the Wing Comdr. had cancelled his leave and he had to remain behind to get 15 hrs Fighter Affiliation in, to see how often he was sick & then go before a Medical Board. My God! as if anyone wouldn’t feel lousy after 15 hrs. Fighter Affil. Also with the weather as it had been, a stinking yellow fog, there didn’t
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appear to be much chance of flying. It was a hell of a twist all the way round, and poor Ken was on the receiving end. There was nothing to be done, however, so off we had to go without him. I felt pretty rotten though seeing him standing there watching us go on leave, & having to ride back & spend a week by himself.
As I said previously I had a fine time, the days flew swiftly as they always do, & the last day arrived. I had arranged with Johnny to meet at 5.30 in Liverpool St to catch the 5.40 P.M. However he arrived up from Bristol early & came over to my place, so we travelled up together, & met Jack on the station. The train was very crowded & we had to bunk in the luggage room, at the first stop, Bishops Stortford, lots of people got out & we got a seat easily. At Cambridge there was about a 20 minute wait so the three of us got out for a cup of tea. A porter told us it wouldn’t be going for a while yet & we had plenty of time. We were only in the canteen for about 3 minutes and as we emerged, saw the train about a quarter of the way along the platform. I broke into a sprint with Jack about 10 yds behind and Johnny 10 yds behind him. Down the platform we raced, porters shouted out “Clear the Way”, and people skipped
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nimbly aside, luckily the platform was fairly empty. Some people shouted encouragement, other shouted “You’ll never make it”, but unheedingly we pounded quickly on.
One American soldier told us it was just like the races, first I flashed past, and he turned to watch me when Jack whizzed by. As he swivelled his head to watch him Johnny shot past, so he ran after us to see the result. Down the whole length of Cambridge platform we raced & closed the distance to about two yards, I had already selected the door I was jumping for, when we reached the blacked out part of the platform. There were no lights at all & it was as dark as the pit, I tried to maintain speed but cracked against a pillar and spun around like a top. So the chase was abandoned & we stood watching the tail light disappear into the darkness. We were in rather a fix as all our kit was on the train, none of us had hats & Johnny had no belt either. After hunting around & getting wrong directions from a few people, we contacted a porter, and old sweat from the last war, who was very helpful & took us to a fellow, who sent off a wire to the different stations telling them to take our kit off the train & send it to Downham. That done, with certain misgivings as to whether it would work out we went over to the A.T.O.
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Here we phoned the camp and told them we would be arriving late & fixed things up. That done we adjourned to a nearby pub & treated our helpful porter to a few. After that it degenerated into a regular crawl, hatless & hands in pockets we rolled round Cambridge. Greatly warmed by the beverage, we didn’t notice the hardness of the bunks, & I didn’t suffer as I did on the previous occasion I slept at Cambridge ATO. We travelled on to Downham on the 8.13 AM. next day & arrived about 9.15. As I feared they hadn’t any of our kit there, so I thought “Goodbye to that”. It rather shook the S.P’s in the guard room when we rolled up with no hats or anything, they didn’t say anything, though, I shudder to think what would have happened at a training unit under similar circumstances. Within an hour of arriving back we were flying on an air test, maybe they thought we would forget how.
We haven’t done much since arriving back, the weather has been pretty rough. The situation regarding Ken appears pretty obscure, he didn’t get much flying in as he predicted, now he is just hanging about to see what the score is. I hope they wont [sic] take him out of the crew he is such a decent chap. Its growing late & the other guys are binding for the lights out, so I guess I’ll put more next time.
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[underlined] Thursday 28th October [/underlined]
The weather still remains duff, after days of rain, it has changed into pretty thick fog every day. The last time we flew was over a week ago when we did a loaded climb in “D”, we now have I for Ink, instead of D. For the time being Ken is out of the crew, we are all praying it wont [sic] be for long although we have another decent chap in his place, Les Gray another Canadian. The whole situation is pretty vague, Ken himself feels he would rather not go on in case he should be sick one time & we wandered into a flak area whilst he was sick. As for us, we would put implicit faith in him whatever happened, & I just hate to lose him. So nobody knows what is going to happen, we’re just keeping our fingers crossed.
To keep ourselves amused now quite a bit of our time is spent in seeing films, I have seen a couple of decent ones on the camp recently. The other day they had the power off all day, no electric light, wireless or anything, I certainly think they ought to get there [sic] fingers out with the lighting in the ante room, it is very dim. Last night seeking amusement further afield, Mac, Jack, Don, Johnny & myself went in the liberty bus to Kings Lynn. We had a good meal when we arrived there, & then saw a decent show, coming out from there, Jack, Johnny & myself
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went into a dance, while Mac & Don went to the Duke’s Head for a meal. I think they had the best of the deal, because the dance was pretty corny, & then when it finished at 10 P.M. we were tramping all over the town trying to find a place with something to eat without success, it was pretty grim.
We got back to the bus O.K. & off we went, by this time a thick mist had rolled in, add to this the fact that our driver had a fair number of drinks under his belt, & we went weaving all over the road. It wasn’t long before we went into the ditch, & a fellow raised a laugh by asking “Does this count as an op?” We lifted the thing out of the ditch, then he found he had taken the wrong turning so back we had to go. It took us 1 1/2 hours to travel a 25 minute journey, we heaved a sigh of relief when we arrived back here. It would be that night too that they had an ENSA show at the camp and who should be in it but Pat Kirkwood, I would have liked to have seen it. Our next leave is due on the 24th November & I have written to Mary & told her to book some shows up. It is rather a long chance, that we will be there on time, even providing all goes well. Still I think it is worth trying. Ah! well I’m tired we didn’t get much sleep last night so I’ll turn in.
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[underlined] Monday November 1st. [/underlined]
Friday was just one of those uneventful days, though the mist seemed to have lifted a bit, a few very keen types were speaking eagerly of the prospects of flying, but the main horde, including all of our crew, nearly, retired to the mess early & buried theirselves [sic] in the newspapers, springing up eagerly to get in the dinner queue. That evening we went into town to see an Abbot & Costello film, it wasn’t bad, with a simple meal of fish & chips, we wandered back, what an uneventful life this is. Saturday was no better, but we really put some work in on the kite harmonising all the guns. We made quite a job of it, having Bill & Jack run backwards & forwards with the harmonisation board. The only thing that marred it was the fact that both Johnny & myself broke our lateral levelling screws on the reflector sights, necessitating harmonising them over again. We have been informed that it is nigh on impossible to get any small nuts & bolts of that type, so we are waiting for them, meanwhile the kite is unable to go on ops without the two reflector sights harmonised. So a kite has to stay back because of two nuts & bolts. Just a classic example of the important part played by the small cogs in the big wheel.
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Yesterday the weather seemed to be better, but there was nothing doing in the morning so we put in quite a bit of work on the kite. In the afternoon though there was a sudden flap, to get as many aircraft airborne as possible, so off we went for our air test. We have a new kite now I Ink instead of D Dog that we used to have, yesterday was the first time we had flown in it. She seemed a pretty decent kite, if we can do a loaded climb on it, & see how much height we can get out of it, it will be O.K. In the evening I just remained in the mess & went over to the hut early, I just seem to be in a state of lethargy here, with no inclination to do anything. We tried to get the fire going in the hut, these stoves are grim things at times. All the time we are chopping fences down & scrounging wood & ‘borrowing’ coal from out of the dump opposite. Most times that we light it, huge clouds of smoke belch out in every direction and there is a frantic rush for the doors to breathe some fresh air in. Last night was an exception though, the fire lit right away, & it gradually warmed up until it was giving out a heat like a blast furnace. It isn’t very often that we get it to go like that though, still I am nearest to it, I had that in view when I chose my bed.
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Today we had quite an interesting time, the morning we spent going round the bomb dumps. Practically all the bomb aimers went out, and at the dump we saw how the carriers are fixed on, & then at the firing point how they are flared. It was quite a sight in the dump to see all the rows of bombs laid out in their rows behind the blast walls. The corporal who was giving us the gen set a 4 lb incendiary off for us to show us how they went, boy they certainly burn, they seem better than the ones the Jerries dropped on London in the blitzes. We handled all the equipment & all of it was quite different from the stuff we had been taught throughout training all that was obsolete a good while before. Finally we went out to the kites to watch them bomb up & then try the various ways of releasing hang ups, it was quite a useful morning.
This afternoon we flew again, to level the bomb sight, & then to continue to Goodestone for a bombing exercise. It went off pretty well, but I don’t know how they are going to figure out where bombs are where, because we didn’t have 3073’s and didn’t inform the range as we dropped each one. As there were at least four kites bombing, they seemed to be showering down. Most certainly there will be some news in the morning.
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[underlined] Thursday 4th November. [/underlined]
There has been some flying recently but not a lot we have been up on a couple of air tests but on the whole the weather is still rather grim. We have been putting in quite a bit of work on the kite, Johnny, Don & myself have had our guns out & cleaned them. They were in a hell of a mess as they were packed with grease, then somebody borrowed our kite & the dope of a bomb aimer fired my guns, mucking things up well & truly. We have got them back again now. Tuesday afternoon they gave us a stand down, its funny no sooner do they say stand down & the fellows have started trekking into the different towns, when the old sun comes out & things are fine again, I bet they gnash their teeth.
All of us except Mac caught the 2.3 P.M. into Cambridge, had a look round, & a decent tea then booked our beds in the W.V.S. Afterwards we saw a show, then diving into a pub for a drink we landed in a flight passing out party. They had just finished their exams at Cambridge I.T.W. & were celebrating, when we entered somebody said “Here’s the gen boys”, at which I nearly fell over. Still they plied us with free beer so that was bang on, they also asked quite a bit about their future training & ‘ops’. Maybe quite a few lines were shot, but we had enough shot at us
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during our training so it was our turn. They all had bright blue uniforms, ‘bully’ white belts, close cropped hair, a general sprog appearance altogether. I shudder to think I was like that once, though not to such a degree, but I was & so must everybody who goes in for aircrew, we didn’t notice anything strange then. They had various toasts & I’m afraid I smiled a little cynically when one chap said “Goodbye to all exams and binding”. Still we had a good time, followed by a meal in a nearby café & then to bed. We rose at 7 AM. & went round to another W.V.S. place for our breakfast, then from there to the station to catch the famous 8.13 AM. to Downham.
They were taking a squadron photograph, & naturally Jack & I had to roll up late and miss being in it – such is life. Last night they had an ENSA show to which we went and surprisingly enough it was quite good, we almost got in without paying, but not quite, it would have helped our financial status quite a bit. Today we had to take the Flight Commander’s kite up an [sic] Air Test it, a doubtful priviledge. [sic] The bind was it was 12 midday when they rang the mess and told us & we were already in the dinner queue, so out we had to go & tramp back to the flights. We came down fairly late so didn’t go back again, but phoned into town & booked our seats for the cinema it was a good film, though I’d seen it before.
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[underlined] Sunday November 7th [/underlined]
Friday was quite a busy day, in the morning there was a smashing lecture by a Dutch F/O who had been shot down in a Lanc. & had got back from Holland. We had been listening to him for about 10 mins & lapping every word, when they came in and dragged us up for flights affil. typical RAF. The bind was there were two crews in the same kite, ourself [sic] & Bennett. We stooged around for over an hour but the fighter didn’t show up, so back we had to go, I was pretty cheesed about missing that lecture though. They put us up again in the afternoon, & after a bit of stooging around, boy! that fighter could fly. I sat in the Wops seat all the time, listening to “Music While You Work” poor old Bennets Engineer was sick, he must be quite a lot because he had a paper bag ready with him. I felt a bit grim once or twice, because they were really throwing the kite around. I am O.K. if I can see out to see whats [sic] doing, but if I am in the middle of the kite unable to look out then its rough.
Ken has gone on leave at last, this was the one he missed when we went, he has gone to Iver, Bucks & to London. I have told him to pop in at my house I hope he does. Meanwhile he has let me ride his bike which comes in very handy at this blasted place. Friday
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night it was given out on the radio that F/Sgt Aaron who used to be with 218 had been posthumously awarded the V.C. The citation said his courage had never been surpassed, & by jiminy they were right. In absolute agony & with severest wounds he had diverted the kite on from Turin to N. Africa, where he died 9 hours after, it was a marvellous show! The air bomber who flew it & landed it, belly landing, with 4,000 lb still on received the C.G.M. & most of the crew the D.F.M. They arrived back from Gibralter not long ago, with tins of sugar & heavens knows what else besides.
All our trips recently have been in other kites ours was U/S, when we came down from a flip they found the tail plane was only secured with about 3 nuts & bolts, we nearly had it that time. Yesterday it was put serviceable again & we had to take her up for a couple of hours. It had rained cats & dogs in the morning so there was a stand down & we were the only joe’s flying, & Saturday afternoon too. We were caught in some hellish storms but dodged them, then found parts with clean weather, & played tag with the cloud tops it was good fun. I broke a bigué and then we couldn’t get the undercart down, so poor old Jack & Bill had to set to & wind it down. We all held our breaths when we came in but it didn’t collapse & we were O.K.
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The Wing Cmdr was attacked by a JU88 on a gardening trip to the Baltic the other night, & they claimed it shot down. Who is to dispute them, I bet they went nowhere near the thing, as everyone else thinks & its popular talk that the Wing Cmdr. may get a gong for it whether its true or not I don’t know. There is something funny going on Stirlings haven’t operated against a land target for a month now, & there are all sorts of rumours going around. We are going on Coastal Command, are going out East, are converting onto Lancs, are towing gliders, are only going to do mining trips, these are but a few of the speculations floating around, there certainly seems to be something in the air. The most obvious solution I think is they are waiting until a .5 mid under gun is fitted, we also have to operate this, quite a few jobs we have now.
It has been bitterly cold all day today, whilst harmonising my front guns I gashed two fingers & I didn’t feel it, nor did it start to bleed for a good while, my fingers were so frozen, it’s a real touch of winter. There are two fires in our huge ante room & that is the only method of heating the place. Consequently there is a circle of fellows packed tightly around it, & another circle around them waiting for someone to vacate a chair at which there is a mad rush. The rest of the fellows just have to hover around hoping to catch a glimpse of the fire or of moving into the outer circle.
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[underlined] Thursday 11th November. [/underlined]
The cold weather continues, it takes ones breath away just walking down to the flight, I am glad there are no ‘ops’ on from this station nowadays. I wonder what is happening, it certainly is funny, Stirlings off ‘ops’ all this time, must be something behind it all. The rumours are flying as thick as ever, but nobody has any definite ‘gen’ at the moment. We will find out in due course I daresay. Yesterday we went on rather an interesting trip, an Eric, which is a daylight bullseye. Naturally the only defences we had to combat were fighters, & we didn’t have any engagements, so everything went smoothly. Our route took us across London three times, & pin pointing became very interesting, as I found the various places I know. The balloons were quite a sight, flying at their operational height, there seemed literally hundreds of them. Old Father Thames looked grand in the sun with the boats chugging slowly up & down, there was a fair amount of shipping off Tilbury & Grays & a convoy at Southend. At Chatham there were a fair amount of naval vessels, but nothing like peace-time. We followed the Thames up to attack our target Tower Bridge, there was a certain amount of difficulty in finding this owing to cloud that had rolled across. We eventually made it though.
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Being used to stooging along by ourselves at night it was a novel experience for us to see about another hundred bombers all around, on the same course & height. It was rather tricky at turning points, some kites E.T.A’s would be due slightly before one’s own & they would turn & come cutting across, diving underneath, or lifting above, there must be some close shaves at night, which the darkness hides. When we returned to base the weather had changed down so we had to stooge around for a bit, but we landed quite safely.
Our leave is due on the 24th, and we are beginning to make our arrangements, praying to the Lord, that nothing crops up & we lose it. I had a letter from Bill today, saying that old Bob Blackburn, who was in our room at I.T.W. had got the chop on his 13th over the Ruhr. He always maintained there was nothing in superstition & insisted on third lights, I guess it was just Fate that it should be his 13th, I hope he managed to bale out safely. We lost a crew the other night on a long mining off the Spanish border, Johnston was flying with them as rear gunner, it was his first trip. He was in Carr’s crew that is the second one gone, these mining trips certainly don’t seem to be such a stooge nowadays.
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[underlined] Sunday 14th November. [/underlined]
What a hum drum life this is, & a cold one. Rush for breakfast, fight to get a wash basin then trudge down to the flights. Knock around in the Bombing Office for a while to see the score then out to the kite for a D.I. It’s a hellish cold job polishing the perspex on the first turret, especially the outside I have to mount a rickety iron ladder, & perched up there 25 ft in the air polish away vigorously with frozen hands, each movement causing the ladder to sway. We generally continue to get back to the flights at 11.15 AM. in time for the NAAFI van. Then back to the mess, with more chances than one of being called back for an air test, just as we are about to go into dinner. The afternoon’s procedure is very similar, if we aren’t flying, it is link or Gee, Astro or something, until we scuttle back to tea. Over to the billet, then, to coax a fire into the stove & all huddle round it. Gangs of fellows scour the immediate vicinity of the huts for wood, posts are pulled up & everything of an inflammable nature seized upon. There is a huge coke dump opposite & every evening sees a dozen fellows or more filling buckets & other articles. These stoves are quite our pride & we take an experts delight in raising a large fire in a short while.
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If we aren’t writing letters we are listening to records on a gramophone that Bill managed to ‘borrow’ from the W/T section, I wish we had a wireless here, though. Sometimes we attend an ENSA show, the one this week wasn’t so bad. Friday afternoon we had a stand down so Jack, Johnny & myself bowled into Cambridge again, following the routine of our previous visit, but not having the luck to fall into any flight parties again. So far this month we have gone in quite a few flying hours the weather has been lousy on quite a few trips. Last night we were stooging round in a rain storm trying to find a bombing target before we were recalled, Saturday night, too. The other day Mac, Johnny Don & myself went up with Wiseman’s crew for Air to Air firing over the Wash. After landing & unloading the blasted ammo. when it came to my turn the Martinet ran out of fuel & had to return.
The other day on our Air Test, Mac feathered the starboard outer to test it, but couldn’t unfeather it. After a few unsuccessful attempts we gave up & landed with it feathered, & got down O.K. too. If it isn’t the undercart refusing to come down, its something else. Still old I Item is quite a good kite now, & we can get a fair turn of speed from it.
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[underlined] Thursday November 18th [/underlined]
Quite a lot of things have happened in the few short days since I made my last entry. First like a bolt from the blue came the news that the squadron was being disbanded. It was quite a shock we are supposed to be moving to Chedburgh shortly & there given individual postings. Everyone is thoroughly cheesed about it, we were just getting settled in here too, all the top bags, Bombing, Nav & Gunnery Leaders are fine fellows, one couldn’t wish for a better bunch, I guess that’s typical of the RAF when one gets a piece of cake, they aren’t allowed to eat it. 214 squadron which is at Chedburgh is coming here in our place & we are gradually breaking up. They say we are converting to Lancs & if so it may be time that Stirlings are gradually dieing [sic] out of Bomber Command & the Lancs taking their place. If we are moving in a few days, as the tale says, then it will mess our leave up, after all our arranging, its driving me nuts, we never get a leave that works out smartly. Johnnie Smythe a Nav. from Sierra Leone has had a letter from the people there saying they want to adopt 623 Sqdn. & have collected 100 to £150,000 for our benefit – phew! that’s over £250 per head ground & air crew, of course it would be used for the betterment of the squadron, building a wizard crew room, & various other things.
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The Wing Cmdr. has been up to Group to raise Cain, I don’t know if he has had any satisfication, but I & everyone else hope we stay here together. Monday night we had our Sqdn party, strictly bachelor, the air crew paid for it all, & invited the ground crew to show their appreciation for their maintenance of the kites. There was lots of beer & everyone was happy especially old Mac he was well under, a gang of them started down the mess before the party, then rang Downham for a taxi to take them to the party 200 yds away. There was a championship table tennis match between a couple of top notches in peace-time & then the winner issued a challenge. Ginger Morris who used to play for England, had been waiting for this to just bowl out & beat him. The only fault was Ginger had been imbibing heavily & consequently could hardly see the ball, so lost easily. At 10.30 P.M. it broke up and Mac got in at 5 AM. he had wandered over to the mess to shoot the bull & fell asleep there.
Poor Johnnie has been feeling grim and was very bad the other day & went sick, & they chopped him in dock with flu. Jack was also feeling bad but has recovered, but Don is in bed very queer & I feel it myself, what a crew, but this place is enough to give people all the illnesses under the sun.
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Tuesday night, six Canadians came & gave a concert show, they were a travelling party all [indecipherable word] & they put up quite a performance too. Last night there was an ENSA show which I thought rather good, so we haven’t done too bad for entertainment. Today held a big shock for quite a few people, Group came through to say there was a big do, & 218 & 623 were on the main effort. All crews available were put on, & after 6 weeks they thought it was a laugh & a joke, but realised it was true. Mac was due to go on a second dickie with Sqdn/Ldr. Overton, but it was scrubbed at the last minute as Overton’s Navigator was sick. Petch has gone with Flt/Lt. Willis, & Macgillvray with Flt/Lt. Nesbitt, I hope the morning saw them all back safe & sound. Apparently we are still an operational squadron, but for how long is the question. There is also a fair amount of mining & a new crew is taking our kite, so Don & I were out there this afternoon checking on the turrets.
The other afternoon we had a wizard lecture from a Lieutenant in the Navy. He had quite a few experiences to recount he had been on the Greton in the Graf Spee battle & in the U-Boat War, & seen quite a bit of excitement in the Med., he was very interesting to listen too. [sic] His story showed both sides of the picture too, we weren’t always winning. He said a good word for mining, the results of which were definitely assessed as 1 ship sunk every 11 mins which is good going.
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[underlined] Sunday November 21st. [/underlined]
The squadron definitely is disbanded, though in the meantime it is fully operational. The Wing Co. leaves on Dec 6th to some O.T.U. I believe. Sqdn/Ldr Smith adding his D.F.C. to his D.F.M. is going to an O.T.U. also, - as a flight commander, he has both his tours completed now. The Navigator Leader has already gone, & the Wing Co. has been asking crews what squadrons they would like to be posted to, but nothing is promised. Anyway it appears we are remaining in 3 Group & not going onto Lancs, so that is one theory squashed. Right now we are just praying that nothing will crop up to cheat us of our leave, there are only two days to go. We have arranged to get on the 11 AM pay parade Tuesday & hope to catch the 11.48 AM London train.
Three kites were lost from here on Thursday’s trip to Ludwigshaven – one from 218, & two from 623. Poor old Ray Bennett was one, Johnny Smythe was his Nav. I only hope they baled out, F/Lt Wallis was the other & Petch was with him on a second dicky. That leaves only Macgillvray & us with complete crews from Hixon. P/O Ralph & F/Lt Nesbitt turned back with engine trouble, so it wasn’t too good for 623. It was even grimmer on Friday night, they were going to Leverhulme or something a small place just north of Cologne, & a pretty easy trip it turned out.
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623 only managed to get two kites off the deck, & there was hell to pay, there was quite a bit of finger trouble, though. They said Group sent through the bomb load too late, but then it was the armament officers first experience of bombing up for ‘ops’. Bombs were being sent out to kites that were U/S with engine trouble when others were standing there with engines running merely waiting for bombs, consequently most of them never got off in time. They told one chap to take off 5 mins after time & catch the force up, he told them what to do. Another just got off & set course over the runway in his take off. Wiseman was waiting for one more 1,000 lb H.E. when the Armament Officer said that’s O.K. take off without it, this made the C. of G somewhere in the region of the rear turret – Wiseman’s reply was rather flowery. So poor old Mac didn’t get off again & still has to get his second dicky in. All the kites got back safely but were diverted owing to local fog, one of 218’s was pretty shot up by flak, and pranged at Chedburgh. The kites that were on mining also returned safely. Nesbitt has been told that his tour is completed now, so they are screening him after 24 trips, still that’s enough for anyone, and if I had that number under my belt I would feel very contented.
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Johnny seems a lot better now, we have popped in to see him each day, & he is having a regular rest cure, he intends trying to come out tomorrow as he doesn’t want to miss his leave – nor do any of us – keen types. Ken & I went to the camp cinema the other night, quite a good show but the place is like an ice box. There is a real fiasco here, the water supply is being cut right down, apparently the camps normal consumption is 52,000 gals a day, & the water company will only supply 10,000 gals daily, until their reservoir rises. Consequently all water on the sites is cut off & we cant [sic] have any baths or showers, & now we have been informed we are not supposed to wash or shave in the mess ablutions. This means not washing or showering day in, day out, I wonder what the M.O. thinks of it! There are a couple of water carts that come round the sites & people fill up old cans etc. Even of we hand round all cans we are never on the sites, our whole day is spent down the flights or in the mess. The whole situation is preposterous and it’s a pretty poor show for an RAF camp.
I went into town last night, for the first time for over a week, it was a real pea souper of a night & we muffled right up. The film was quite a decent one, & a drink after made a little break out of the monotony.
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[underlined] Wednesday December 1st. [/underlined]
Another fair interval since I last made an entry, & for the old reason that I have been on leave, we arrived back last night. After all the sweating & heartbreaking we eventually got away on Tuesday, & we did sweat as I will account. On the Sunday, before going on leave, when I last made an entry there had been rumours of something big coming off the following day, as all Ground Crew N.C.O’s had been ordered to have their kites in really tip top condition. Monday dawned a thick misty day, visibility wasn’t more than 50 yds, Jack & I danced for joy as Mac couldn’t possibly do a second dicky that night & we would definitely go on leave on Tuesday, what a fine world it was. Down at the flights a rude shock was awaiting us there was ‘ops’ on that night & Mac was going as second dicky to Sqdn/Ldr. Overton. Everyone thought it must be a farce, it was bound to be scrubbed, the Met reckoned it would clear though. However out we went to the kite & gave it a thorough D.I. because Sgt Ralph was taking it. Gradually the weather cleared, and gradually our hopes sunk, because if Mac got his trip in we would be definitely on “ops” the following night instead of on leave. Every few moments we would gaze at the cloud formations & the fast disappearing mist & try to cheer each other up, although we all felt we had had it.
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We had found out all tanks were to be filled that meant Berlin or Italy & it all pointed to The Big City. Briefing was at 2.30 P.M. & off they went & I went out to the kite again, Johnny was still in dock as his guns had to be checked but Johnny Hyde the Gunnery Leader was out there to do them. At this time the sky clouded over really black, & everyone was certain the Met had boobed. When large drops of rain fell I could have danced for joy, but as though the Met had exercised a superhuman influence the skies miraculously cleared as take off time grew near. The crew came out to I Item & I spoke to the Air Bomber for a bit & happened to see the Nav’s charts, & Berlin it was. I wondered whether Mac was twittering inside, Overton was taking Les Gray, our Nav. who had only done a Nickel before. What a task without even having done a Mining to navigate to Berlin & back. When the actual take off started the weather wasn’t too good but they went, they scrambled at 5 P.M. & set course 5.30 P.M. with our best wishes. During the evening five kites returned early but old Mac wasn’t amongst them, they were mainly 218’s kites too. So off we went to bed, hoping to hear old Mac come banging in at about 2 AM he did. It had been a fairly quiet trip he said, cloud cover all the way, & no fighter sightings. Les’s navigation had been bang on & he was personally congratulated by the Groupie.
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There had been a lot of reporters and photographers there & someone said a B.B.C. chap, lots of lines were shot anyway, we listened to all the story & then sank back asleep. When the morning came it seemed as though our luck was really out, it was clear as a bell. Jack & I grabbed two bikes & dashed down to the Flights to see whether we were on or not. What an anxious half hour that was, the Wing Co. rang for P/O Ralph who was acting Flt/Comdr. then & he came out with lots of papers etc. our hearts sank, but then he said “Nothing on, only mining” we could hardly believe our ears. Back we tore & dressed up for pay parade & a speedy get away. We reckoned without Pay Accounts, with their typical efficiency they paid us at 11.45 AM instead of 11 A.M as it was supposed to be. So we missed the 11.47 train, still nothing mattered then we were off & going home. Scorning the RAF food we had a dinner in Sly’s Café then a drink & homeward bound.
I had a fine leave although the weather wasn’t so hot, that night (Tuesday) it was Berlin dunno if any Stirlings went but we didn’t send any at all. During the leave I saw quite a few shows, among them the new film “For Whom The Bell Tolls”, also read the book, both very good. We arrived back O.K. without any incidents we only stopped 5 mins at Cambridge so couldn’t recreate our previous escapade.
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Johnny was looking very seedy going home, as he had only come out of the dock that day, he wangled round the M.O. He came back looking fit though, we all seemed to have reduced our colds. Ken had been down to Pastow for his Medical Board, & has been taken off flying. So we have definitely lost him, it is goodbye to a fine Navigator & one of the finest fellows it has ever been my priviledge [sic] to meet. We are lucky to have an equally good chap to fill his place they are much alike in many ways. Old Jack Yardley the W/Op who is in our hut & also suffered with air sickness went down with Ken & he is also off of flying.
This morning we did the inevitable Air Test, it always happens the day one returns from leave. I Item is still here, someone buckled a wing tip whilst we were away, there are only four kites left now, they have ferried all the others away. So we should be leaving in a few days, but where to nobody knows yet, rumours are flying as thick as ever. One thing that is definite 214 Sqdn are arriving here on Monday so we will have to leave by then. It is so cold as anything today, there was a frost like snow this morning. If this weather continues & gets worse during the winter I would welcome a posting to Italy or somewhere warm. Talking of warmth, I think I’ll turn in, bed is the best place to warm anyone up.
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[underlined] [missing words] December. [/underlined]
The cat is out of the bag, & there were a few surprises in the bag too, the gen has been dished out as to where we are all going. We all leave tomorrow on the 2 P.M. train, except for those who were due for leave & they went today, (our luck was in we were the last ones to get away, all leave was cancelled after we went). The Wing Co. went a few days ago to 90 Sqdn at Tuddenham, & P/O Ralph, Macgillvray & somebody else are going as well. After all this time then we are parted from Mac, it’s a pity, we two crews have been together a fair while, we are the only ones from Hixon now. By the by. Macgillvray appeared in the newspapers, there was a large photograph of old Wiseman & crew being interrogated upon their return from Berlin, & Macgillvray was in as second pilot quite celebrities now. That B.B.C. chap was here he gave a hell of a ‘bully’ story after the 1 P.M. news the following day.
To resume we and about six other crews are off to Waterbeach to convert onto Lanc IIs. As they have Hercules engines, we wont have Jack, as he won’t have to take another course. Four or so of the crews have gone on leave, today as they are due for it & they arrive there a week after us. It came as quite a surprise we all thought we were set on Stirlings, it will be quite a
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bind, circuits & bumps & screened cross countries all over again, oh hell! There is a squadron there as well 514, I wouldn’t mind being put on that, pray to the Lord we are. Four chaps are being transferred to 218 Sqdn. Overton & Wiseman are amongst them, they say Overton will have to revert to F/O. Nickie Nesbitt went back to P/O & Vickers the Engineering Leader did also, daresay they will have ‘em back again soon though. Some of the postings were to 199 & 149 Sqdns I believe. Last night we were put on the main effort, right in the middle of getting cleared from here, quite a flap. It was only 2, 4 & 6 tanks and 8 x 1,000 lbs & 6, x 5,000 lbs, as it must have been to these rocket gun emplacements they are building to shell London. It was scrubbed though, the minings went & poor old P/O Puch got the chop, his B/A Sutherland was a good guy, they were only an a short mining, too, quite shaking.
The latest Berlin raid where they lost 41 two war correspondents are missing, one got back though, gee! if they were paying that reporter £200 for going on a mining trip, heavens knows what those boys were raking in. One thing is sure from the way the Lancs are operating nearly every night whatever the weather, our tour will be over pretty soon one way or the other. We were paid today & finally cleared from here, last night we went into town to the dance & to the Crown for a farewell ‘do’ before we said goodbye to the hallowed precincts of Downham.
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[underlined] Thursday December 9th. [/underlined]
This entry is being made at Waterbeach, another new station this is my eighteenth station since I have been in the RAF, like Crosby & Hope I certainly get around. We left Downham Monday dinner time, and in the rush I missed saying cheerio to Ken, and was sorry but I have written to him. As usual when they tell you transport will be waiting, there was none, so we walked it was about 15 mins to the billet. The tales of the billets etc. being good inside the camp are quite true, the only snag being we aren’t in the camp. Our quarters are in the inevitable huts “Con Sight” as we call it though it is listed as Conversion Site. The Con Unit (1678) is almost entirely separate from the squadron we have our own mess about 5 mins walk from the hut. The food is good, better than at Downham, but the mess is bare, empty & cold. Not being many crews here either, it is generally isolated, & not very cheering. The squadron have a smashing mess in the camp, with living quarters above, very handy, wish we were in it.
I think the most shaking thing is that breakfast finishes at 7.45 A.M. right on the dot, so we have to be up really early. Then breakfast over we wash & are supposed to be at the flights at 8.15 A.M. It is a 25 min walk too, so we have to start out in time. There is [underlined] P.T [/underlined] 8.15 till 8.30 AM. then lectures.
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The walking is rather a bind as we didn’t expect it here, poor Mac is looking somewhat slimmer, as he lost his bike at a [deleted] [indecipherable word] [/deleted] wild party, before leaving Downham. Tuesday was occupied with filling in the arrival chits as usual, then yesterday & today we have had ground lectures, weather permitting we may commence our circuits & bumps tomorrow. There was nothing new in the ground work, the bombing side of the Lanc. is simpler than the Stirling. We carry cookies on there now, there is no second pilot, so I have lost my comfortable seat. This is compensated by the much better bombing compartment, there is a fine huge vision panel in the nose, no more straining one’s neck to get a line on the target. One also enters the turret from the bombing compartment, so there is no chance of being locked in the turret. The performance of these aircraft are pretty good, especially speed & climbing power.
Tuesday afternoon we went into Cambridge, there is a pretty decent bus service to & from there. In the village there isn’t a lot of life but a couple of decent pubs do a good trade. I have just heard from Bill Taylor, & he tells me poor old Jack is missing now, he was on the same squadron as old Bob Blackburn who is now reported killed. Its pretty grim to hear of the old pals getting the chop, wonder if I’ll be alive at the end.
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[underlined] Monday 13th December. [/underlined]
The weather at this place is as bad as at Downham, I didn’t think there could be another place as bad. Mac’s day circuits & bumps are now complete & we are ready for a day cross country which finishes the day flying & then on to night c & b’s. I rather like the lay out of this station, it is very neat and compact, of course that is because it was a peace time station. I wish we were billeted in the camp although I understand the food in the permanent mess isn’t as good as in ours. On Friday the Duke of Gloucester came down to inspect the camp, we knew a full 24 hrs before who it was, the old grape-vine certainly defeats security. On the Thursday morning the Bombing Leader asked us who it was as he wasn’t able to find out. Our six crews were joined for a cheering party we had to line up opposite a line of WAAF’s at the gate & cheer when he left. I haven’t been on P.T. yet I have a hard enough job to get up in the mornings. Mac has managed to scrounge an official bike now, that is one thing he moves fast for. Every Wednesday they have a C.O’s parade and march past, there is a fair amount of bull here considering they have an operational squadron, I guess it is because they have the Con Unit still, yes, the more I think of it, the more easier 623 appears.
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[underlined] Tuesday December 21st. [/underlined]
We are now back on an operational squadron again, 115 Sqdn at Witchford near Ely. Our course finished here last [inserted] Sunday [/inserted] night and yesterday & this morning we were completing our clearance chits. It wasn’t such a bad place, & the work was pretty easy, the ground work was nothing new at all, except a new photo flash fuse. Our first flip was a day cross country at 23,000 ft, a really binding trip, 10/10ths all the way, just sit there and freeze about 25o below. Then after the night circuits and bumps, we were on a Bullseye, Sunday night. Or rather a Flashlight exercise, because the I.R. bombing is abandoned over London, & they have a target of three red lights to simulate T.Is, & at various distances of a couple of miles altogether were white lights flashing various Morse characters, so on the photograph, one could tell in theory how near the bombs would have landed. That trip was a cold one as well but we had a hot time with the defences, a solid belt of searchlights all the way round, & a hell of a cone sight over the target, we were picked up on our bombing run & they sure dazzled me. We rather preferred to remain at Waterbeach with 514 Squadron owing to the compactness of the station. They don’t operate such a lot, the other night they landed at Downham Market, practically all kites were diverted. It was a black night, & the Met boobed badly, all England almost was fog bound, & we have heard from reliable sources that 65 kites either crashed or had to be abandoned owing to weather. With the 30 kites lost that made 95 kites, the public will never know of that.
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The transport brought us by road from Waterbeach it is 13 miles & when we reached Witchford there was a howling gale & the rain was lashing down. Nobody knew where we were supposed to be billeted & we were driving around the place, dashing in & out of huts, until soaked to the skin, we eventually found one. Roger’s crew is in the hut with us, we are on 4 site & it is about two miles from the mess. I have seen some dispersed stations but this is the worst of them all, the mess is a 30 min walk from the flights as well, we certainly use Shanks Pony here, it is killing Mac he hasn’t done so much walking for ages. The usual thick mist is everywhere that is the trouble in East Anglia. Everything about the station & squadron seems to be grim, at one time it was a happy squadron & contented, but this station has got everyone down a lot; they have only been here 3 weeks. To give a typical example of the way the place is run, they moved here via Berlin. The crews were sent off to Berlin from this base & on return had to land here, what a fiasco that must have been, tramping round in the dark trying to find billets etc. Leave here is about every 12 weeks, its incredible, they don’t appear to worry whether you have any or not. There is no operational meal before ops, just tea & a couple of sandwiches & the rations are pretty small, & no coffee. No transport is organised to take us into Ely, & there are hardly ever stand downs, there appears to be a complete lack of interest in air crew, oh! well I’m too cheesed to write any more.
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[underlined] Monday 27th December. [/underlined]
Xmas is over now, & I’m none too sorry really, it wasn’t a lot to shout about. Now we are settled down a bit better, but its hard to shake off the feeling of being cheesed here, everyone is, the old chaps of 115 Sqdn, the fellows on 196 the sqdn that was here before, & ourselves the mix crews from 623. The Bombing & Engineering Sections are in the same room, the Bombing Leader is a decent chap, but I don’t see how you can get to know the other bomb aimers, they don’t make any advances or anything. We flew the second night we were here on another Flashlight exercise, & were getting around O.K. but as we were running in towards London for the target, all the searchlights began homing us away from London, so we realised there was an air raid in progress, & beetled back to base. There they told us over the W/T to continue with our exercise & we had to beetle up North & keep cracking around. The trip took us 6 1/2 hours & they didn’t give us any rations at all, I was absolutely frozen, & had an electric waistcoat on, but that didn’t keep my legs warm, I was glad when we landed. On Thursday night, Mac did his second dicky they have to do them on these kites as well, of all places it was Berlin again. Thats [sic] two second dickeys he has done there now, packing ‘em in alright. I think it is a terrible feeling waiting around for them to come back I would rather go myself, he returned O.K. there was one missing from here.
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On Xmas Eve afternoon Bill & I cycled the 26 mls to Waterbeach & back to collect the Xmas mail for about a dozen fellows, we could have used a truck coming back. That night we all went into Ely to the Lamb Hotel to commence the celebrations. What a night it was, & what a head I had next morning. On Xmas Day the officers mess invited us over in the morning then came over to our mess in the afternoon, it was more of a drunken brawl than anything else. Bags of broken bottles & glasses, it is grim like that, we were supposed to serve Xmas dinner to the airmen, but I felt too grim to go across. Our tea that night was really wizard, it was served buffet form, & there were sausage rolls, cakes, pastries, sandwiches, sardine on toast, spam & chopped egg, trifle & cream cake it was grand! There were two fights, because tempers were rather frayed after drinking. Afterwards we all tramped into town to have our Xmas Dinner for the crew, in the Lamb Hotel, it was pretty good, we were in bed pretty early that night. Boxing Day was very quiet, we had our turkey dinner at 7.30 P.M. it was well served, afterwards there was a dance in the mess. There wasn’t a single decoration in the mess for the Xmas just lovely & bare. Anyway that was the end of the festive season, & this morning we donned battle dress once more & got cracking on the same old grind.
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[underlined] Thursday 30th December. [/underlined]
We have made a start at the squadron now, they don’t waste a lot of time, last night we began ‘ops’ here with a trip to Berlin. The pre-briefing was at 1.30 P.M. & Les & I got cracking on the maps and charts before all the crews arrived at 3 P.M. for the main briefing. Our route was worked out to try to bluff Jerry in believing the attack was being carried out on Leipzig or Magdeburg. We went straight for those places and as Mossies opened the dummy attacks on both towns we suddenly turned north & headed for the “Great City”. Taking it on the whole it wasn’t a bad trip twenty kites lost when over 700 were sent.
The trouble with these early take offs is that we don’t get a meal before we take our kites away & start dicing. At the end of briefing there is a mad rush to grab a cup of tea and a couple of sandwiches at the back of the room; then down to the locker room to change. Out we lumber to the transports, & they take us to the waiting kites. Here we dump all our heavy kit & climb in to check all our equipment & run the kite prop to see everything is bang on. Then we shut her down, & climb out to complete our dressing, a few minutes for a smoke for those that need it, then 20 minutes before we are due to take off we climb aboard again & start up. As the time approaches we taxi out & take our place in the line, then one by one [missing words]
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Round & round we circle, then as the time for setting course arrives we make the last circuit and away we go. By this time we are at about 13,000 ft & generally by the time of crossing the English coast we are a little [deleted] of [/deleted] over 15,000 ft. I carry out all my Bombing checks & put the front guns on Fire, all ready for something, we begin our vigilance here, as the German fighters often operate right across the North Sea. At our turning point we are at our operational height of 20,000 ft, & we set course for the Dutch Coast. Approaching the coast the flak can always be seen coming up from Texel or other equally well defended spots. The cloud was 10/10ths awarding us a natural protection from the searchlights.
Every now & then along the south some place would start throwing up flak, if it came close we weaved but generally didn’t bother. Quite a few times a fighter would drop three flares, lighting up quite an area of sky, if they were too near for safety we corkscrewed quickly, with everybody searching the sky carefully. The searchlights would also shine on the clouds in large concentrations causing us to be silhouetted to any fighter above. Two markers were dropped on the route to guide us away from hot spots, we didn’t see the first, but the second at Leipzig was plainly visible. The dummy attacks had commenced & there were some red & green T.I’s & a few bombs, they were certainly throwing up some flak, we had to nip in between Magdeburg & Leipzig, it was very warm & we got away as soon as possible.
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Just after leaving Leipzig I had a momentary panic when three ME110’s came whizzing past us going the opposite direction to Leipzig, I guess they came haring back later when Berlin opened up. We were running into a head wind coming up to the target & I thought we were never getting there; the T.I’s were burning there, & the cookies exploding, & the flak was pouring up, although it wasn’t too heavy; but we never seemed to be getting any nearer. As we eventually approached I could see the glow of a large fire reflecting on the clouds. Then “Bomb Doors Open” – “Running Up”, “Left Left” “Steady” “Bombs Gone” “Bomb Doors Closed” & away we went. The return journey was much the same as the outward, but we found the W/Op had turned the inter-wing balance cock the wrong way & we had lost 200 galls. So we had the worry of whether we would be able to make it or not. We crossed the English coast O.K. and were trying to make base, when the fuel warning lights started to flicker meaning we were almost out. There we were at 400 ft to [sic] low to bale out & unable to use up petrol to climb, just expecting the motors to cut at any moment. Suddenly a drome appeared & we screamed in there without announcing or anything but we were down & that was the main thing. It was a P.F.F. place Warboys, we didn’t get the egg there & had to sleep in a chair in the mess, so it wasn’t so good, next morning we flew back to base, & had a badly needed sleep. There was one missing from here which wasn’t so bad, however that was our first major ‘op’ over.
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[underlined] Monday January 3rd [/underlined]
Well that’s another year gone and 1944 is here, I wonder if this year will see Germany out of it, somehow I doubt it, though I think she will be well on the way. Last Friday ‘ops’ were on, so we had visions of seeing the New Year in over the other side. Briefing was at 3 P.M. again and the target was Frankfurt, it was an attempt to fool the Jerries and make them think we were going to Berlin, somehow I don’t think it would have been successful, anyway just as briefing it was scrubbed and we didn’t cry over it. There was a New Year’s Dance on in the gym, so we went there and got pretty merry, eventually getting into bed around 4 A.M.
Getting up well the worse for wear in the morning we were shaken to find there were ops on again that night. Pre briefing was 1.30 P.M. but the main briefing wasn’t until 9 P.M. there being an operational meal before we took off. The target was once more Berlin, this time we were going in from the north with a dummy attack on Hamburg though I wasn’t so sure that that would fool them. Take off was at a quarter to one in the morning a hell of a while to wait up till. This time they sent the fighters out to meet us and the fun started right over the Dutch coast. The flak was as eager to greet us as ever.
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About 10 mins after we had crossed the Dutch coast I saw a burst of tracer go streaking across the sky then suddenly flames burst out on a Lanc & she slowly peeled over & went spiralling down through the clouds, then a few seconds later a huge glow shot up – poor devils. It couldn’t have been more that five minutes afterwards when Johnny the rear gunner screamed “Corkscrew Port”, I thought “here it comes” & gripped on. I guess whoever they are they all feel a bit of panic at such moments, I know the flesh on my back crawled as I kept anticipating the feeling of bullets ripping into my back. However we dodged him, it was a JU88 who came screaming down and fired a burst at us, he broke off the attack though. The flak in the target area was quite a bit heavier this time & it was really close, the return journey took us a fair bit longer as we were pushing against the wind. There were quite a lot of fighters lobbing down three flares at a time, it certainly is a hell of a feeling when one is battling along in the dark, & suddenly one is lit up as plain as daylight, & the feeling that every fighter in the sky is leering down at you is no fun. Mac generally swears and corkscrews viciously. We got back to base without mishap, shot the lines at interrogation then trotted off to another bacon & egg meal. There were 28 missing on that raid out of about 450 kites so it was heavier losses, none were missing from here which was good but 3 didn’t take off, and 3 turned back. ‘We got to bed at 10.30 A.M.
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At 2 P.M. we were awakened by the Tannoy blaring for all Navigators to report to the briefing room at 4 P.M. for pre-briefing. My God! there were ops on again & we were feeling nearly dead from lack of sleep already. It certainly set me back when going into briefing the target map showed Berlin again, gee! three times in five nights to the Great City it was pretty rough. Take off was at 12.20 P.M. because we were fighting to avoid the moon, even then it wasn’t set when we took off, but it had set before we reached the enemy coast. Things were pretty lively because there was a ninety mile an hour gale blowing and we had to go straight to Berlin, with no dummy attacks, & boy were they ready for us. For miles around the target it was like day with lanes of flares and kites whizzing around. It certainly was hectic over the target, I was expecting a fighter attack at any moment, & when the bombs had gone I got in the front turret & scared old Mac by flashing the guns backwards & forwards. Altogether we were in the thick of it for nearly 25 minutes it seemed like 25 years. I thought we would never get clear of there. It took us 2 1/2 hours [deleted] for [/deleted] to reach the target & 4 1/2 hours returning, because we were battling almost head on against the gale, it seemed an eternity before we reached the French coast. We reached base O.K. & tumbled in at 10.30 A.M. & boy! did we need the sleep, we lost one from here & I believe 27 on the whole effort.
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[underlined] Saturday 12th January [/underlined]
Its quite a while since I wrote here, but as usual I have been on leave in the meantime. There were no ops on the Tuesday after I last wrote, but on Wednesday there were. It was to Stettin & the route was all around Norway & the Baltic, then the stream suddenly headed south to Berlin, where Mossies started a dummy attack & the main force suddenly swung west to Stettin. The trip was terribly long 8 hr. 32 mins at the minimum & it was cutting it fairly fine with a full petrol load. At the last moment the route was lengthened by another three quarters of an hour, so that if we had made the trip we would have landed in the North Sea, consequently all Lanc IIs were scrubbed, the I’s & III’s went though & only lost 15 I wouldn’t have minded going. The next morning at two hours notice we were told we were on 7 days leave & had to rush around to get away that day.
We returned Thursday night, & got to bed about 1 A.M., then as it was the 4th day after the full moon, we were sure there would be no ops. Because 4 days before & 4 days after the full moon is the moon period & there are no ‘ops’. However Chopper Harris shot us up by putting ops on, after the morning air Test we dashed off for dinner then Les & I went back for 1.30 pre-briefing. The target was Brunswick, the place that the Forts went to a couple of days previously. They attacked aircraft factories about 20 miles from Brunswick, & we attacked the town.
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It was a real daylight take off, & when we were approaching the Dutch Coast it was quite light behind us, so I was expecting a head on attack. The weather was quite clear so the searchlights were active, there was quite a cone on Texel, & three large dummy fires as well, they must have quite a faith in the dimness of Air Bombers to bomb there. Our route took us quite close to Bremen, & there was a T.I. marker there cascading yellow. Later as we were getting close to the target we had to come really close to Hanover, & they were pretty active there. She had a hell of a lot of searchlights and if anyone strayed across the old flak would poop up. The attack started when we were a quarter of an hour from there, down went the T.I’s & up came the old flak. At briefing they said it would be pretty quiet, and that the Americans had destroyed 150 fighters for us – lovely it sounded. However there was quite a bit of flak and damned accurate, & more fighters milling around there us & other crews had seen before. I saw four kites go down in flames, [inserted] & burst [/inserted] on the ground, it was really grim. There was a lovely fire burning a huge thing with the green T.I’s in it, then a minute later our load went crashing down to help the conflaguration. The return journey wasn’t so bad there were numerous red flares dropped that burnt for a very short [deleted] [indecipherable letters] [/deleted] while, not like the usual fighter flares. We landed at 10.20 A.M. came butting back to beat the moon rise, we lost Blackwell & Christianson two senior crews, which was pretty grim, 38 [missing words], it certainly was no easy raid.
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[underlined] Tuesday January 18th. [/underlined]
The weather certainly is grim, we haven’t flown since Friday, there has been a thick fog, and these last two days it has rained, but tomorrow promises to be clear so I guess there will be ops on then. According to the Press the Brunswick raid was fairly easy, they certainly harped out some guff, one of them said there were no fighters over the target & the Luftwaffe was fooled. I was looking at the official list of combats & sightings over the target, & there really were some. One chap from here claimed a confirmed & a probable. Three times over the target Bill the W/Op. happened to knock our huge nose light on, it put five years on my life, ‘cos the first time nobody knew who did it, & I was crouched there with my hands over it, & cursing like a madman. F/Sgt Foggarty who was with us put up a damn good show, over the target he was attacked consistently for half an hour by fighters & an engine (stbd inner) hit by cannon shell. He feathered it and it fell right out, he came down from 23,000 ft to 7,100 ft before he could pull out, & had to stay down low all the way. He sent out an SOS because he thought he wouldn’t make it, & the Jerries followed our homing procedure identically. They homed with searchlights to a ‘drome in Holland, lit it up & gave him a green, luckily his Gee operated and he battled off in a hurry. He crash landed with 3 engines, one bust tyre, no flaps or brakes, & nobody hurt. The engineers right arm & leg were rendered useless over the target & he carried on, but they both got a gong. Beside the two we lost we had three kites written off through fighter attacks, Waterbeach lost two. Dimmock was one of them he came back from leave with me the night previously.
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[underlined] Monday January 24th. [/underlined]
Still no more ops, in a week, at least no ops that we have completed. Last Thursday we were on the Berlin trip, it seemed a pretty good route, but there was a terrific long sea leg up to Denmark. I hate that, I don’t mind baling out over land ‘cos you have some chance, but there is no sense in baling out over water as by yourself in a Mae West, a chap wouldn’t last a couple of hours. So the only thing is ditching, then if the kite is out of control & we are unable to ditch, we’ve had it. However soon after taking off we couldn’t see any other kites & Johnny & I were picking up opposite drifts from what they should have been. Suddenly Mac checked his compasses and found they were all haywire, we were well off track, and crossed the coast at Ipswich instead of Cromer. Then trying to steer a straight course we went round in a huge circle. It was impossible for us to go on so we tried to jettison fuel in order to land. Mac & Jack tried to jettison fuel to bring our load down, but were unable to do so. We had to jettison the cookie, and flew sixty five miles out from the coast & let her go. So back we went, & were we cheesed, & hate a turn back, it was our first. Jimmy Rodgers returned earlier with a U/S rear turret & W/O Robbins with a U.S Rev counter, Anderson got lost & bombed Wilhelmshaven & I believe F.O Ogden came back after 4 1/2 hrs we were airborne 2 hrs. We lost P/O Canning, on his 19th trip.
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The following night we were going to Magdeburg, with a dummy attack on Berlin, by 15 Mosquitoes, & 20 Lancs (dont [sic] fancy that). There were 690 kites detailed, quite a few for a place that size, we were taxying out, & were almost at the flare path when the kite in front of us became bogged, it was old Howby in F, Freddie. The dim of an ACP let us get right on top of it, before flashing a red, so there was no room for us to turn & go round the perimeter in time to take off. There were other guys in the same position as us & there we all sat whilst the minutes ticked by & we were scrubbed, did we curse. In all eight kites didn’t take off & we lost one, Waterbeach lost four, which was grim, and they say six returned early, I don’t know if thats [sic] right, if so only six kites got to the target & back, it certainly was a chop raid.
Hardwick the chap who was at OTU with us has 5 weeks more [deleted] week [/deleted] grounded, he is cheesed. He gave us some news of fellows at OTU. Doc & his crew are P.O.W’s poor old Cecil Kindt had the chop, Chiefy Young is a P/O with 15 in & his navigator Shields has his W/O they have [deleted] [indecipherable letters] [/deleted] been doing O.K. Bouchard is O.K. with 9, old Towne is in jail, stripped for beating up a town low level. Mac met, Pat Macguire, who was Petch’s Navigator, in London, he said Petch was killed outright. They have an English chap who was a staff pilot in Canada. Ray Bennett was killed outright, but Johnny Smythe his dark navigator is a P.O.W. I don’t know about the rest of the crew.
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[underlined] Sunday 30th January [/underlined]
Everything was peaceful until Wednesday & then ‘ops’ were on again, bags of twitter, we beetled out to old G George to see everything was bang on. The weather wasn’t too hot & everyone was sure it would be scrubbed. When we found out it was Frankfurt, we were certain we wouldn’t go as before we had been briefed for it & hadn’t gone, sure enough it was scrubbed. The Forts went there the other day though, (yesterday in fact) 800 bombers, they certainly must have wanted to rub that place out. However the following night (Thursday) we were dicing once more & it was the old Faithful Berlin again. It seems strange but I have on obsession for that place, I wouldn’t go so far as to say I like it, that would be plain dumb, but I am less disturbed when we go there than anywhere else. Why I am at a loss to explain as it is the longest & hardest trip we will ever have to do. All I know is I wouldn’t mind doing quite a few there, I hope it isn’t a fateful fascination & we get the chop over there.
We had a strong westerly wind blowing behind us & the outward trip only took 2 1/2 hrs, whilst the return took 5 1/2 hrs. Our journey wasn’t too bad, we had a nasty moment when Les told Mac to turn on a course of 037o & Mac thought he said 137o. We were on it for 2 minutes before I saw a Lanc. cut across us & I queried our course.
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This caused us to stray over, Brandenburg I believe it was & by jimini their predicted flak was damned accurate. It burst at the dead same height about 200 yds in front & another lot off the starboard beam. Another few seconds & we were flying through the black smoke puffs. As we saw the P.F.F. flares go down (they were a couple of minutes early) the first fighter flares dropped. Some of the kites had obviously arrived early & been stooging around, waiting for zero hour, because the flak had been going up for a while already. By the time we arrived, we were in the blasted last wave as usual, there were scores of yellow fighter flares making a lane into the target & another one out of it. There was one fair sized fire going but not so big as I have seen, just after the W/Op watched my cookie go through the clouds he reported a huge explosion. I smile to think it might have been me, but one can never tell what happens in a concentrated attack like that.
Two minutes after the bombs had gone, Don the Mid Upper spotted a fighter, & called to Johnny to watch it. Then we heard Johnny’s excited voice over the inter-com, “Its a JU88, he’s coming in he’s crossing over now, get ready to corkscrew port, - corkscrew port go”. I was scrambling up to the front guns & just reached there in time. Our corkscrew was so violent that neither of the gunners were able to open fire, it also
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must have surprised the Jerry because he overshot above us, & skidded in a stall turn about 200 yds away from our nose. I remember thinking “My God what a bloody size he is”, somehow I had never realised how large a 66ft wing span was for a fighter. Anyway he was in the wing right & a no deflection shot my fingers squeezed & I nearly whooped with joy, when I saw the tracer striking the rear of the port engine & the [deleted] sp [/deleted] mainplane between the engine & the fuselage. Then he dived down to port at a hell of a speed & my little bit of fun was over. It shook me that I was the one to open the attack, as the B/A’s don’t often get a crack. I think it rather shook him to be fired at from the front as he didn’t break away there again.
The battle really started then, & it was a battle too. Up he came from underneath, & Johnny yelled “corkscrew” & opened fire, we could hear his guns shattering, & we were zooming around the sky. Johnny said he hit the port engine again, as I hit it previously & some sparks & flames shot out then subsided to a glow, I think everyone thought we had had it then, though I must hand it to that fighter pilot he really had guts. Round he would come firing right in close & both our gunners would return the compliment. We were corkscrewing violently all the time and my stomach felt as though it was being torn apart & my head smacked against the perspex. Mac & Jack were both thrown against the
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roof too. Every now & again a huge stream of tracer would pour across the top of us, & my mouth was dry with fear as I saw the cannon shells exploding at 600 yds. The gunners would be shouting “Corkscrew keep corkscrewing – here he comes again,” then the guns would chatter & we’d roll around. When it came to the break aways I kept praying he would come up to the front & I could get another crack but he never did. I would yell “Where is he?” each time but he would dive right down underneath & they would lose him, it was a separate sighting & attack each time. He made 7 attacks on us, I thought it would never end, on the third he hit us in the elevator trim. Then on the fifth attack a cannon shell exploded in the port wing & bullets ripped through the port inner nacelle. Though we couldn’t tell where the damage was we could only feel the hits. However we gave him quite a bit of punishment, we all hit him, & on the seventh attack, the glow in his engine suddenly became brighter & he dived down & that was the end of the attack, we claimed him as a probable. The whole engagement lasted 18 to 20 minutes it seemed like years, I had one moment of real fright in it. In the middle of a corkscrew with squirts of tracer everywhere I felt a violent blow in the left leg & thought “Hell, I’ve been hit” but it was all the heavy bundles of window that had shaken loose & crashed on my leg.
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We were at 18,500 ft when the attack started & were down to 13,000 ft at the end, the corkscrews were so violent, the Elsan came right out & was all over the floor & the ammo from one of Johnny’s tanks was all out. My God I was really thankful we had seen that through, one doesn’t often get continuous battles like it. Mac had a fair amount of work with no elevator trim but there was nothing vital hit and the kite flew O.K. We managed to get back on track but we were pretty late, everything went pretty well until it came to the part we squeezed between Frankfurt & the Ruhr. Everything was O.K. until some wicked predicted flak shot up about half a mile to the starboard, there were only three bursts then suddenly there was a Lanc. with flame pouring from the nose & three of her engines. She held her course for a short while, then swung round in a huge circle, came behind, assumed course for half a minute or so then plunged down, I hope they got out. I thought the return journey would never end, I hate it as long as that. We came out pretty well south of track, but we were back O.K. a fair few landed away through lack of fuel. The bullets that ripped through the port inner [indecipherable word] punctured the tyre, but we didn’t know, and landed with a flat tyre, swerved off the runway & there we were. The crash wagon & blood wagon tore out, & they insisted on us riding in the blood wagon.
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The M.O. insisted upon giving us some capsules, to make us sleep that night & wouldn’t let us go on ops the next night. He knew his ‘gen’ because when we woke we were pretty dizzy & weak from their effect & couldn’t possibly have operated. It was Berlin again, another 8 hr effort, it was a shambles here. They only got 9 out of the squadron airborne, & 2 of these returned, leaving 7 to go on to the target. Out of these 7 we lost 2 which is pretty grim, F/Lt. Aarvin & P/O Tyn were the ones missing. From the night before we lost F/O Harris & F/Sgt Morris, old Morris had been with us at Downham, they said he was in a dinghy, at least he was going to ditch, but they heard no more. Friday night, the RAF Bomber Command Band gave a performance here & was very good, Saturday there was a stand down we went to a camp dance. G George is U/S for a fortnight or so & we were going to take another kite tonight but they were so short of kites they couldn’t put us on. We are right hard up for kites now, two had a head on crash when taxying, nobody was hurt, but the kites are really ripped up. Another had incendiaries through it, they only sent 11 tonight, it was Berlin again, Chopper is really pushing ‘em in again. Old Foggarty has been awarded the DFM for the show he put up, I thought he would. So 623 has made a start here anyway. I wonder if we will be going to Berlin much more I should think it must be pretty well smashed up, they haven’t been able to get photographs for awhile.
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[underlined] Monday February 7th. [/underlined]
A week has elapsed since I last wrote, a week of doing practically nothing. That Sunday raid on Berlin was the last op there was, we got eight kites off I believe, & lost poor old F/Lt Hicks. He was the Asst. Flight Commander in our flight, a [deleted] [indecipherable letter] [/deleted] ‘Newzie’ & a good chap it was his 24th. There were no ‘ops’ then for a few days & then the moon period commenced. Our kite won’t be serviceable for nearly three weeks so they have given us J Johnny, Hicks’ old kite it was U/S & he took another when he got the chop. Sqdn.Ldr [indecipherable name] the ‘Corkscrew King’ had a real do. They had a contact on the Monica & instead of corkscrewing as they were told he asked the gunners if they could see anything. They were looking down & said “No”, & a fighter sitting about 10o up gave them a long burst while they were straight & level. He raked them right along, the rear turret smashed, the mid upper had about 20 fragments pass between his legs. A couple of cannon shells exploded in the fuselage, the [deleted] [indecipherable letter] [/deleted] D.R. Master Unit was hit, a large hole in the main plane, one prop damaged, Boy! they were really shot up. The only one who was hurt was the A/B who had a small piece of flak in his behind. We have been informed that the old Groupie has detailed us for an hours circuits & bumps for the bad landing we made returning from Berlin. That was with a burst tyre. God knows what he wants, I don’t even believe he knows we were shot up.
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It seems pretty definite that the German [indecipherable word]. is evacuating from Berlin to Breslau, its another 200 miles to the South East, surely they wont go there from here, it would be about a 10 hour trip. There is some talk that the tour is being reduced to 25 ops as they are pretty grim now with the Berlin trips, it seems pukka ‘gen’ I hope it is. During the week we have been doing loaded climbs on J to test her starboard outer now it has to be changed. We have also been trying to get some GH Bombing in but the weather isn’t so good. Yesterday we had the day off, they are giving crews a day off during the moon period. Johnny & I went home catching the 1036 AM. Sunday, & travelling back on the 8.20 AM. Monday, I had a wizard time.
On Saturday night we lost a kite on the Bullseye, it was Bishop who was at Downham with us. Poor old Jack Speechly was the Bomb Aimer, I had known him 18 months ever since Manchester, we did our training in Canada together, he was a rattling good chap. They had an American pilot with them, they were all killed, & they don’t know how it happened yet. The crash was found with them all in it, its really grim. That’s three of the crews that were with us at Downham gone now P/O Whitting Ginger Morris & now old Bishop, boy! I only pray we see the tour out & so do all the others. There’s nothing much happening, consequently there isn’t much to make an entry of, think I’ll snatch an early night.
[underlined] Sunday February 13th. [/underlined]
The moon period has definitely finished now and our period of rest is over. Once more ‘Chopper’ whipped a day off the end of it, we were briefed for Berlin & were out at the kites with about 30 mins to go before take off when it was scrubbed. The reason being the bad weather at base on return, it was pretty grim, & was a [deleted] poo [/deleted] wonder it wasn’t scrubbed before. I wouldn’t have minded the trip, because for a change it was a long trip out, & a short trip home. Last minute scrubbings are worse than some ‘ops’ I think after being keyed up all that time, still it shows there is still some of the Big City left there.
We haven’t done much this week, as the weather has been pretty duff, most of the time we tried some GH Bombing nothing came of it, owing to climate conditions. The other day we were up in a hell of a snow storm, all the time we were running before it & trying to find a way out. All the countryside looked pretty Christmassy with a coating of snow over the fields & villages. As I was in the rear turret all the time I was more interested in keeping warm. Our turrets got in grim condition during the moon period and we had to work like the devil all day to get it in shape. I was late for briefing through it and had a hell of a flap trying to get my tracks & maps all ship shape.
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All Jimmy Rodgers crew went to Cambridge on Friday, as two of [deleted] Jim [/deleted] Bishops crew were being buried there. It is terrible really four of them were married & a couple engaged, old Bishop was only married at O.T.U., I would never get married in war time for that reason. Looking at it soberly with all the chaps getting the chop it seems a hell of a mugs game still there it is.
There has been a fair amount of entertainment this week, we had a night out in Ely with a wizard meal in the KUMIN Café. On Wednesday night there was a dance in the gymnasium, then Thursday night we had a big social in the mess. They even went to the extent of polishing the floor, & in our grim mess that really is something. It went on until 1 AM. & there was bags of beer & eats, the food was very good, marzipan cakes, sausage rolls etc. £25 was allowed for it, so it should have been good. On Saturday there was another dance but I was cheesed with that & don’t think I will bother going again.
The siren is going now & there is some gunfire, be quite comical now, with us refraining from bombing Berlin owing to the met. here, & the Jerries using the same conditions to bomb us. They have left the bombs on the kites & only drained the tanks to 1500 so it looks as though they will be parking us along tomorrow. I guess now they have started again, Chopper will try & really finish Berlin, hope he doesn’t finish us.
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[page break]
[underlined] Thursday 17th February. [/underlined]
All was quite [sic] until Thursday, when ‘ops’ were on again, & there it loomed on the briefing room chart, the [deleted] G [/deleted] Big City once more. It was another daylight take off, quite a sight to see all the kites streaming over the coast at Cromer. The first leg was a terrific long one up to Denmark, & it was quite light most of the way, but luckily got dark by the time we were crossing the coast. Those Danish islands can certainly poop up some flak, & I was glad when we hit the Baltic Coast. The last leg to the target was a terrific long one, straight to it, I couldn’t see that the Jerry would be fooled regarding the target, even though there was a spoof attack on Frankfurt-on-Oder. The P.F.F. boobed by sending the flares down before zero hour, & the flak certainly opened up. It was the heaviest I have seen there, I think he was relying more on that than his fighters. Running up I could see about six Halifaxes beneath us, they seemed quite happy as the flak was all bursting between 18 & 21,000 ft. We were carrying just one 8,000 lb cookie, which is quite a goodly size, it was handy in the way that immediately I said ‘Bombs Gone’ Mac could whip the Bomb Doors shut.
Bomber Command was trying new tactics this time the 1st, 2nd, & 3rd waves went one way, & we in the 4th & 5th waves went a bit south of them along another route. The idea was to split the fighter forces, & I think it succeeded we only saw two all night, one ME110 just after
[page break]
[inserted] [two newspaper cuttings regarding the raids on Berlin] [/inserted] [duplicate page]
[page break]
[inserted] [newspaper cutting about obliterating bombing techniques]
[page break]
leaving the target flashed across our nose. We ran into some flak though, getting off track a bit we stooged right over Magdeburg. Beside window there were two huge packets of nickels to throw out so I was sweating like anything shovelling it all out. Not much happened on our return journey apart from a few fighter flares & some rockets. We saw a kite go down in flames over the North Sea, I should hate to get the chop right back there. Two were lost from here, F/S Whyte who had 16 trips in & F/S Ralph who was with us at Downham. He had Pinky Tomlin, Petch’s old B/A, who arrived with a new skipper F/O Nice, beside losing his B/A he lost his rear gunner who went as a spare with Whyte. I hate this spare business they always seem to get the chop.
Yesterday we were briefed for Berlin, then scrubbed, then again tonight & were out at the kites before being scrubbed, the weather was terrible both days, yet they wait till the last minute before scrubbing it. We were read a message from Chopper Harris C in C. congratulating us on the progress of the Battle for Berlin. After the usual flowery comments on our ‘courage & steadfast spirit’ he said we were well ahead of schedule in the obliteration of the capital. He also said the Allied Command considered it the most important battle of all land, sea or air battles fought & yet to fight in the war. There was a long list of reasons of its immediate need to be liquidated, & he said he had to rush us to finish the job as the lighter nights and the Northern lights would soon be making their appearance. Well I hope there isn’t many more trips to be done there.
[page break]
22
[underlined] 60/520 [/underlined]
8
196
2443
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
Book 5, Return to UK
Description
An account of the resource
Fifth and final diary kept by David Geach chronicling his time training and on operations. He writes about his return from Canada on the Queen Elizabeth then his training in England which began with arriving at the Posting Centre in Pannal Ash, Harrogate. He was then posted to AFU Bobbington, training on Ansons. From there he went to O.T.U. Hixon and satellite station Seighford training on Wellingtons. He then went to Flying Conversion Unit Woolfox Lodge to train on Stirlings. Once training was complete he was posted to RAF Downham Market on 623 Squadron flying Stirlings on operations. When 623 Stirling squadron was disbanded he was transferred on to Lancasters. He was posted to Flying Conversion Unit 1678 at RAF Waterbeach to train on the Lancaster and then on to RAF Witchford where he undertook operations over Germany, including a number on Berlin. Covers the period 17 March 1943 to 17 February 1944.
Creator
An entity primarily responsible for making the resource
David Geach
Format
The file format, physical medium, or dimensions of the resource
One handwritten diary
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Diary
Identifier
An unambiguous reference to the resource within a given context
YGeachDG1394781v5
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Scotland--Greenock
Scotland--Glasgow
Scotland--Edinburgh
England--Harrogate
England--Whitley Bay
England--Bournemouth
England--Stourbridge
England--Birmingham
England--Wolverhampton
England--Stafford
Canada
Ontario--Ottawa
Atlantic Ocean--Cardigan Bay
Wales--Rhyl
England--The Wash
England--Nottingham
Great Britain Miscellaneous Island Dependencies--Isle of Man
England--Cannock
Wales--Aberystwyth
Scotland--Orkney
France--Saint-Malo
France--Rennes
France--Isigny-sur-Mer
France--Cherbourg
France--Avranches
England--Southampton
England--Stamford
England--Cambridge
England--Peterborough
England--Bedford
England--Portsmouth
Netherlands--Friesland
England--Cromer
France--La Rochelle
France--Gironde Estuary
France--Nantes
England--King's Lynn
Italy--Turin
North Africa
Gibraltar
England--Thames River
Germany--Ludwigshafen am Rhein
Germany--Cologne
Germany--Berlin
England--Ely
Germany--Leipzig
Germany--Magdeburg
Germany--Hamburg
Norway
Netherlands--Texel
Germany--Bremen
Denmark
Germany--Wilhelmshaven
Germany--Brandenburg
Germany--Frankfurt am Main
Germany--Braunschweig
Germany--Hannover
England--Sunderland (Tyne and Wear)
Poland--Szczecin
Poland--Wrocław
England--Southend-on-Sea
Italy
Atlantic Ocean--Firth of Clyde
Poland
France
Ontario
Germany
Netherlands
Germany--Ruhr (Region)
England--Bedfordshire
England--Durham (County)
England--Essex
England--Hampshire
England--Lincolnshire
England--Norfolk
England--Northumberland
England--Sussex
England--Staffordshire
England--Worcestershire
England--Nottinghamshire
England--Warwickshire
England--Selsey (West Sussex)
Wales--Caernarfon
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Tricia Marshall
David Bloomfield
Temporal Coverage
Temporal characteristics of the resource.
1943-03
1943-04
1943-05
1943-06
1943-07
1943-08
1943-09
1943-10
1943-11
1943-12
1944-01
1944-02
115 Squadron
149 Squadron
1678 HCU
196 Squadron
199 Squadron
214 Squadron
218 Squadron
30 OTU
514 Squadron
623 Squadron
90 Squadron
Advanced Flying Unit
aerial photograph
air gunner
aircrew
Anson
anti-aircraft fire
B-17
bale out
bomb aimer
bombing
Catalina
Conspicuous Gallantry Medal
crewing up
Distinguished Flying Cross
Distinguished Flying Medal
entertainment
fear
flight engineer
Gee
ground personnel
Halifax
Heavy Conversion Unit
Hurricane
incendiary device
Ju 88
Lancaster
Lancaster Mk 2
Me 110
military living conditions
military service conditions
mine laying
Mosquito
navigator
Navy, Army and Air Force Institute
Nissen hut
Operational Training Unit
Pathfinders
pilot
RAF Chedburgh
RAF Downham Market
RAF Halfpenny Green
RAF Hixon
RAF Lindholme
RAF Lossiemouth
RAF Seighford
RAF Tangmere
RAF Tuddenham
RAF Warboys
RAF Waterbeach
RAF Witchford
RAF Woolfox Lodge
Red Cross
sanitation
searchlight
Stirling
target indicator
target photograph
training
Typhoon
Victoria Cross
Wellington
wireless operator
Women’s Auxiliary Air Force
-
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Spatial Coverage
Spatial characteristics of the resource.
England--Southend-on-Sea
Title
A name given to the resource
Southend-on-Sea [place]
Description
An account of the resource
This page is an entry point for a place. Please use the links below to see all relevant documents available in the Archive.
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1230/16037/PRedgraveHC1605.2.jpg
a263f5d2be2a5dc6ca527b23dfde80ec
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1230/16037/PRedgraveHC1606.2.jpg
e828f88afeb0a3cbf33d1f8cd55394a7
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
Redgrave, Henry Cecil
H C Redgrave
Description
An account of the resource
187 items. The collection concerns Henry Cecil Redgrave (743047, Royal Air Force) and contains his decorations, letters and photographs. He flew operations as a bomb aimer with 207 Squadron from RAF Waddington. He was killed 13/14 March 1941. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Pam Isaac and catalogued by Barry Hunter.<br /><br /><span>Additional information on Henry Cecil Redgrave is available via the </span><a href="https://internationalbcc.co.uk/losses/119457/">IBCC Losses Database</a><span>.</span>
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-10-02
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Redgrave, HC
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
Leslie's Stores, Southend
Description
An account of the resource
Leslie's Stores, Southend, where Harry Redgrave worked pre-war.
Photograph 1 is the exterior with a 1938/39 Austin 10/4 delivery van parked outside. Leslie's Stores are described as a 'Free Full Off Licence' and address given on van as 5 Southchurch Avenue, Southend.
Photograph 2 is an interior view of the off-licence, showing the arrangement of stock and an advertising display for Sandeman Port and Sherry.
Format
The file format, physical medium, or dimensions of the resource
Two b/w photographs
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PRedgraveHC1605,
PRedgraveHC1606
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Essex
England--Southend-on-Sea
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.
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1230/16036/PRedgraveHC1604.2.jpg
786b8a211d3ab14d541bef212e497af5
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
Redgrave, Henry Cecil
H C Redgrave
Description
An account of the resource
187 items. The collection concerns Henry Cecil Redgrave (743047, Royal Air Force) and contains his decorations, letters and photographs. He flew operations as a bomb aimer with 207 Squadron from RAF Waddington. He was killed 13/14 March 1941. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Pam Isaac and catalogued by Barry Hunter.<br /><br /><span>Additional information on Henry Cecil Redgrave is available via the </span><a href="https://internationalbcc.co.uk/losses/119457/">IBCC Losses Database</a><span>.</span>
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-10-02
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Redgrave, HC
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
Harry and Jessie Redgrave's home
Description
An account of the resource
A view of Harry and Jessie's bungalow 'Redwood' in Southend.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PRedgraveHC1604
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Essex
England--Southend-on-Sea
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.
home front
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1230/16006/EHobbsAHRedgraveJM430909.1.jpg
0381650bc356c05826095161f3a3782b
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
Redgrave, Henry Cecil
H C Redgrave
Description
An account of the resource
187 items. The collection concerns Henry Cecil Redgrave (743047, Royal Air Force) and contains his decorations, letters and photographs. He flew operations as a bomb aimer with 207 Squadron from RAF Waddington. He was killed 13/14 March 1941. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Pam Isaac and catalogued by Barry Hunter.<br /><br /><span>Additional information on Henry Cecil Redgrave is available via the </span><a href="https://internationalbcc.co.uk/losses/119457/">IBCC Losses Database</a><span>.</span>
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-10-02
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Redgrave, HC
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Borough Collector’s Office,
39, Alexander Street,
Southend-on-Sea
Mrs. J. M. Redgrave.
32 Clive Avenue.
Boultham Park Road.
Lincoln.
General Rate 37828- re “Redwood”, Oaken Grange Drive.
[underlined] Arrears to 31st March 1941 [/underlined]
Dear Sir or Madam
The Finance Committee has directed me to inform you that no action will be taken with regard to the arrears shown above, and they refer and remission by the Council.
Yours faithfully,
[signature]
Chief Collecting Officer
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
To Jessie Redgrave from Southend-on-Sea Borough Collector's Office
Description
An account of the resource
A letter advising Jessie that no action would be taken on the general rate arrears for the house 'Redwood'.
Creator
An entity primarily responsible for making the resource
Borough Collector's Office, Southend
Date
A point or period of time associated with an event in the lifecycle of the resource
1943-05-04
Format
The file format, physical medium, or dimensions of the resource
One typewritten sheet
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
EHobbsAHRedgraveJM430909
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Essex
England--Southend-on-Sea
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.
1943-05
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1230/16005/EBeecroftWG-SRedgraveJM430723.1.jpg
1a4a5e9ae48e6af6e45fa0eb483d4e90
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
Redgrave, Henry Cecil
H C Redgrave
Description
An account of the resource
187 items. The collection concerns Henry Cecil Redgrave (743047, Royal Air Force) and contains his decorations, letters and photographs. He flew operations as a bomb aimer with 207 Squadron from RAF Waddington. He was killed 13/14 March 1941. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Pam Isaac and catalogued by Barry Hunter.<br /><br /><span>Additional information on Henry Cecil Redgrave is available via the </span><a href="https://internationalbcc.co.uk/losses/119457/">IBCC Losses Database</a><span>.</span>
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-10-02
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Redgrave, HC
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Walter G & S Beecroft
Solicitors
Broadway Chambers,
Leigh-on-Sea,
Essex [underlined] 23rd July 1943 [/underlined]
Mrs. J. M. Redgrave,
32 Clive Avenue,
Boultham Park Road,
Lincoln.
Dear madam,
[underlined] re “Redwood” Oaken Grange Drive. [/underlined]
Mr. G. W. Wright has passed on to us your instructions to act for you in the Conveyance of the above property, which, the purchase by Mrs, Skelton having gone off, is now required by Mrs. L. M. Moore at the same price namely, £850.
We are getting a part Contract signed by Mrs. Moore and the balance of the deposit, she having paid us £10 on account.
We send you part Contract herewith, which please sign across the Contract stamp at the foot of page 3 and return to us, when we will proceed with the matter.
Yours faithfully,
Walter Beecroft
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
To Jessie Redgrave from Walter G & S Beecroft, solicitors
Description
An account of the resource
Concerning the sale of "Redwood", Oaken Grange Drive, requesting she sign the enclosed contract.
Creator
An entity primarily responsible for making the resource
Walter G & S Beecroft
Date
A point or period of time associated with an event in the lifecycle of the resource
1943-07-23
Format
The file format, physical medium, or dimensions of the resource
One typewritten sheet
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
EBeecroftWG-SRedgraveJM430723
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Essex
England--Southend-on-Sea
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.
1943-07
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1230/16003/E[Author]RedgraveHC390804.jpg
ffd469ec4b3f21a53088f9cb9c69022c
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
Redgrave, Henry Cecil
H C Redgrave
Description
An account of the resource
187 items. The collection concerns Henry Cecil Redgrave (743047, Royal Air Force) and contains his decorations, letters and photographs. He flew operations as a bomb aimer with 207 Squadron from RAF Waddington. He was killed 13/14 March 1941. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Pam Isaac and catalogued by Barry Hunter.<br /><br /><span>Additional information on Henry Cecil Redgrave is available via the </span><a href="https://internationalbcc.co.uk/losses/119457/">IBCC Losses Database</a><span>.</span>
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-10-02
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Redgrave, HC
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] ROYAL AIR FORCE VOLUNTEER RESERVE [/underlined]
[underlined] Town Centre southend district [/underlined]
Palmeira Towers
Palmeira Avenue
Westcliff-on-sea
Telephone – Southend 49050
4th August 1939
Dear Sir
Approval has been accorded to your beginning your fifteen days annual continuous flying training, with effect from Sunday the 8th OCTOBER 1939.
You should arrange in direct communication with the Chief Flying Instructor, No. 34. Elementary and Reserve Training School, Municipal Airport, Southend-on-Sea.
Yours sincerely,
D. R. Mitchie
for Wing Commander,
Commandant, R.A.F.V.R.
Town Centre – Southend District
To. LAC. H.C. Redgrave,
“Redwood”
Oaken Grange Drive,
Prittlewell.
COPY TO: –
The Air Officer Commanding in Chief,
Headquarters, Reserve Command,
Royal Air Force,
Hendon, The Hyde, N.W.9
The Chief Flying Instructor,
No. 34, Elementary & Reserve Flying Training School,
Municipal Airport,
Southend-on-Sea.
With a request that he will kindly let me know how the Volunteer Reservist specified above is progressing.
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
To Harry Redgrave from Volunteer Reserve
Description
An account of the resource
The letter approves Harry Redgrave's annual continuous flying training at Southend.
Date
A point or period of time associated with an event in the lifecycle of the resource
1939-08-04
Format
The file format, physical medium, or dimensions of the resource
One typewritten letter
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
E[Author]RedgraveHC390804
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Southend-on-Sea
England--Essex
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
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1939-10
Creator
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Great Britain. Royal Air Force
aircrew
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1230/16002/YRedgraveJM743047v2.1.pdf
10873330e482cba2e1e31d9afbafecba
Dublin Core
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Title
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Redgrave, Henry Cecil
H C Redgrave
Description
An account of the resource
187 items. The collection concerns Henry Cecil Redgrave (743047, Royal Air Force) and contains his decorations, letters and photographs. He flew operations as a bomb aimer with 207 Squadron from RAF Waddington. He was killed 13/14 March 1941. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Pam Isaac and catalogued by Barry Hunter.<br /><br /><span>Additional information on Henry Cecil Redgrave is available via the </span><a href="https://internationalbcc.co.uk/losses/119457/">IBCC Losses Database</a><span>.</span>
Publisher
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IBCC Digital Archive
Date
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2015-10-02
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Redgrave, HC
Transcribed document
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Transcription
Text transcribed from audio recording or document
KIA-ORA
DIARY
1939
[Page break]
[Patterned printed page]
[Page break]
THE
KIA-ORA
DESK DIARY
FOR 1939
WITH MONTHLY AND ALPHABETICAL INDEXES
[Page break]
[Page of General Information]
[Page break]
[Tables of information on Bridge Scoring and Wages]
[Page break]
DECEMBER, 1938
[Deleted] THURSDAY 22 [/deleted]
[Entries from FRIDAY 23 to SATURDAY 31 in diary from 1938]
SUNDAY-JAN. 1
Cont -. From previous diary
[Page break]
JANUARY, 1939
2 MONDAY
Mum & I did our washing in the morning She took Gwen to the Pantomime
Window cleaner came in the afternoon
3 TUESDAY
Pamela still is not so good. Went to work in the afternoon
Harry bought two snips of champagne.
Harry bought home a lovely piano the very thing we want
4 WEDNESDAY
I went to work all day
Rain quite a lot today
[Page break]
[Panel advertising Kia-Ora]
[Page break]
MEMORANDA
Harry is joining the R.A.F. Volunteer Reserve so far as he has his school master signature Mrs Leslie & Mr Robinson
[Page break]
JANUARY, 1939
THURSDAY 5
I went to work this afternoon [deleted] in [/deleted] till 8 oclock.
FRIDAY 6
Mum and I got a lot of work done in the morning. Pamela is a lot better and went to work in the afternoon
Harry has bought Pamela a lovely box of chocs.
SATURDAY 7
I am sitting on the bed by a lovely fire in our bedroom writing this it [underlined] is [/underlined] lovely. Harry and I had a Champagne supper. Excelent! Bought some Bickie-pegs for Pamela
SUNDAY 8
20/ min fire Went out for a walk in the morning with Gwen to the aerodrome. Vera came up. We all had a game of Monopoly
[Page break]
JANUARY, 1939
9 MONDAY
Mum and I did our washing this morning.
Harry and I fitted Mum’s wireless on top of the cabinette this afternoon and then he went out and bought Mickey’s hook to hang his cage upon he looks a lot better now complete with cuttlefish
Making Pamela another petticoat
10 TUESDAY
Hanging out the rest of the washing
Went to work in the afternoon to finish at 6.15pm
Had a game of Monopoly with Mrs Jacombe.
Turned bitterly cold tonight
[Calculations]
11 WEDNESDAY
Rained during the night
Harry took me to work on the motor byke
Harry had the piano tuned. Practicing some of my old music lessons again. Band Waggon was good tonight.
Stan came with his young lady to see Harry.
8 1/4 5/6
[Page break]
JANUARY, 1939
THURSDAY 12
Did a bit more washing nearly filled the line washed the front room carpet looks better and the hall runner
Went to work in the afternoon finished 6.15.pm.
Did my ironing 2-10
FRIDAY 13
Pamela’s birthday her first birthday time does fly. She is such a little dear. Her daddy has bought her a birthday cake and a box of chocolates
Agnes – a pink wooly coat Gwen Hanks a petticoat & a lovely dolly. Mrs Souster was down [inserted] with [/inserted] the flu so could not come to tea.
SATURDAY 14
Mum & I getting very busy for tomorrow had Pamela’s party today Stan & Gwen bought a lovely doll & Big ball
SUNDAY 15
Joyce & I made the sandwiches to the party. The party was a success & everybody enjoyed themselves Dolly & Sid bought Pamela a novelty toy coloured wooden rings
[Page break]
JANUARY, 1939
16 MONDAY
Mum & I were a bit worried over Joyce & Tom could not seem to do any work. Joyce was feeling a bit brighter
Harry and I went to the Astoria in the afternoon the first time for months saw “Robin Hood” Errol Flynn – Olivia de Havilland.
17 TUESDAY
Did my washing but it rained still worried about Joyce cant seem to get the work done.
18 WEDNESDAY
Harry spent a lazy day half in bed & the rest in an armchair Harry is starting Vernon’s Club Band Waggon was very good – “Stay in my arms umbrella”.
Joyce & Tom seem to have to some arrangement thank heaven.
[Page break]
JANUARY, 1939
THURSDAY 19
Mum went out and ordered her divan I went to work in the afternoon.
Agnes’ mistress bought Pamela a pretty dress hand [deleted] embroidied [/deleted] embroidered I have never seen such a sweet dress. Harry is laying in bed beside me waiting for me to pack up writing this
FRIDAY 20
Mum & I got with the work O.K. in the morning
Went to work in the afternoon
SATURDAY 21
Harry owes me 1s 2d 3s 0d
2 3
6-5
SUNDAY 22
Harry & Tom made mum’s bed look a treat looks quite modern. Gwen Pamela in the pram & I went for a walk a bit cold.
[Page break]
JANUARY, 1939
23 MONDAY
A nice day for washing did some of mine ready for tomorrow
Harry & I went over to Milly’s in the evening had quite a chat wireless promgrame was good about Jan-birthday’s
Pamela a bit [deleted] toughy [/deleted] touchy
24 TUESDAY
Harry’s Mothers birthday 55 years
Sun shone all day today the best day for a long time for drying my washing Pamela was very good today Turning very cold tonight
Harry had to buy a new tyre for his front wheel.
25 WEDNESDAY
What a terrible day it has turned out to be. rain and snow and very cold
Harry tool me to work morning and afternoon finish at half past five
Pamela hurt her finger in the door. very good “Band Waggon” and Variety still very cold
[Page break]
JANUARY, 1939
THURSDAY 26
Aggies case arrived today it is a very nice one blue Harry’s shirt arrived and Joyce’s wedding ring
I went to work in the afternoon finished 6-15pm.
Had a nice bath
FRIDAY 27
Pamela cut a tooth today [deleted] a [/deleted] in the bottom row.
Went to work in the afternoon finished at 9.O clock.
SATURDAY 28
Sat – rather cold Mum & Joyce went flat hunting and shopping Washed my hair & had a game of monopoly with Gwen.
SUNDAY 29
Made mum a bolster for her divan We had a very good game of monopoly in the evening I won
We gave Aggie her case she was very pleased Harry & I turning the front garden over
[Page break]
JAN.-FEB., 1939
30 MONDAY
Mum did her washing I did a bit of mine. Harry & I went to Southend to pay the rates
We went to the Moscert and saw Bing in “Doctor Rythme”
31 TUESDAY
Nice day for washing did all my ironing and mending. Mum went to pictures with Mrs Jacomb.
1 FEB.-WEDNESDAY
Went to work all day. Pam went for a walk for the first time down the path
Harry & I went to see Florrie she has got a baby boy.
[Page break]
FEBRUARY, 1939
THURSDAY 2
Still cold
Went to work in the afternoon till 7- O clock
Pamela has a bit of a cold
Harry’s chain broke. coming home worse luck.
FRIDAY 3
My husband’s birthday 27th year I have bought him a pr of leg shields including his Mum Aggie bought him two of socks.
Bought himself a pr pyjamas
Very foggy all day
Met Nurse Leadbeatter tonight had a long talk in the fog. Went to work this afternoon
SATURDAY 4
1’/- Kye light 6/S & 1/- = 7/5 [symbols]
8/- SUNDAY 5
A nice day Made Joyce’s curtain & Mum’s sheet. Play mon- in the evening Aggie bought a birthday cake for Harry & hers Birthday it was lovely. Pamela not so good in health
[Page break]
FEBRUARY, 1939
6 MONDAY
Sun is shining looks [deleted] likle [/deleted] like a summers day Mum has done all her washing We both went to Southend in the afternoon Paid Abbey Road.
Harry put new [inserted] valve [/inserted] springs. at 13,240 miles
I bought myself a new hat at last and Harry likes immensely.
7 TUESDAY
Another lovely day did crowds of washing Pamela a little irritable with her teeth. People moved in next door into their £900 bungalow
Harry & I popped down Southend to see about Tom electric light
Did my ironing in the evening and my mending then had a bath It is raining now.
8 WEDNESDAY
Went to work all day
Harry is going to get in the [deleted] R A F Rerves. [/deleted] R.A.F. Volunteer Reserve. He went and saw his old school master and talk over old times.
I had Pamela’s coat washed and finished in the day and bought it home
Band Waggon was very good
Stinker is going to have an opperation for appentacitis
[Page break]
FEBRUARY, 1939
THURSDAY 9
Mum & I got our work done as usual. Went to work in the afternoon Agnes had a lovely birthday cake made for her by her mistress it had on it “To Our Agnes” They bought a very good pair of brown shoes and some other friends bought her several pairs of stocking we bought a blue weekend case which she liked very much. Agnes certain is very lucky now.
FRIDAY 10
[Deleted] Agnes [/deleted]
Mum & I tried to get Saturday’s work in this morning what a scramble
I went to work in the afternoon finish at 8.30 p.m. Joyce & Tom had a lot to do they did not get to bed till 1-45 AM, they looked very tired their Bedroom Suite did not come for today
SATURDAY 11
Joyce & Tom were married at 12 Oclock today Joyce looked lovely the dinner went off lovely we play monopoly in the evening I won the 1st game. 4th. Milly & Frank came they looked very well Bobbie was ill though
SUNDAY 12
It rained a bit this morning just as Mum & I were going out for a walk but still we had plenty to do in the mean while. Vera came up in the afternoon
[Page break]
FEBRUARY, 1939
13 MONDAY
Mum did her washing a very nice day.
I cleared up the mess in the long room after the wedding
Joyce & Tom came along in the evening Wireless was not to bad.
I making a crochet butterfly
14 TUESDAY
I did my washing another very nice day did my ironing in the afternoon played monopoly with Gwennie in the evening I had my bath and washed my hair
15 WEDNESDAY
Went To work all day Harry took my on the motor byke but something wanted doing to its in the engine
[Page break]
FEBRUARY, 1939
THURSDAY 16
Mum & I got our work done and washed and dressed in the morning
Harry had his day off today as he has an appointment a 2.30pm. at the RAF offices at Pameria Towers he passed the board, but he had to go tomorrow to see the doctors.
FRIDAY 17
Washed over all the carpets this morning we are keeping the bungalow lovely The green grocer is still ill his wife looks very tired
Went to work in the afternoon finish at 8-oclock going to work I met Nurse Leadbeatter she took me to work in the car.
Harry has passed for R.A.F.V.R. He is sworn in for 5 years.
SATURDAY 18
Still very nice weather Mum & I got through our work lovely I went to Mums in the afternoon and Mum & Gwen went with Joyce to Southend Harry bought some roe home for supper I am making Joyce some more curtains
SUNDAY 19
Harry & I went over to Millys on the motor byke saw Joyce & Tom first Joyce had badly scalded her hand.
Went to Joyce & Tom in the evening Pamela did not want to sleep un the pram
[Page break]
FEBRUARY, 1939
20 MONDAY
Nice day for washing Harry & I went to the Mascot saw “You & Me” & St Martins’ Lane”
Joyce’s hand is no better. Gwennie stayed in bed she had a bad head.
Pamela walked up & down the road today she loved it walked round to Elsie but she was out
21 TUESDAY
Did rest of my washing and all my ironing and mending
22 WEDNESDAY
Harry & Millie went up to Aunt Nell’s for the day saw Vera she is having a baby in June It rain a lot up in London
Harry got home a 2-15P.M. I took Pamela to my mother’s in the afternoon she had a good time 3/4 hours late for work.
[Page break]
FEBRUARY, 1939
THURSDAY 23
Took Harry’s trousers to be cleaned and he had let some in the pockets
Worked in the afternoon took Pamela to Mum again
FRIDAY 24
Went to Joyce’s in the morning and dress her made her cup of tea.
Went to work in the afternoon finish earlier Heard Victor Silvesta and “Top Hat” again
They found Harry’s money thank good-ness
SATURDAY 25
Mum & I got our work done and the sun shone all morning but it poured during the afternoon
I washed my hair in the evening and altered my skirt
SUNDAY 26
I cooked the dinner this morning while mum went out Harry & I went over to Milly’s to tea it was all very lovely.
[Page break]
FEBRUARY-MARCH, 1939
27 MONDAY
Mum did her washing and it was a very nice day
Harry & I took Pamela for a walk to the aerodrome saw some new Hawker Hurricanes
Harry & I went to the Ritz saw “Pygmalion” the best picture of the year.
28 TUESDAY
Did my washing today not quite so much for a change. Pamela is very amusing she is still cutting more teeth
Did my ironing and had a lovely bath.
The council have started laying the drainage in Hamton Gdns.
1 MARCH-WEDNESDAY
I went to work all day
Harry took me to & fro on his byke.
Doris is ill with the flu. so I did her work
We all listened to “bandwagon” very good indeed Auther Askey is a scream
Harry made a beautiful fire to night.
[Page break]
MARCH, 1939
THURSDAY 2
Sun shone it is a lovely day I went to work in the afternoon I saw Elsie & her sister & mother doing some cooking as usual. Her sister is going to Switzland for a holiday very nice too
Harry brought home my handbag they had repaired it nice and strong.
FRIDAY 3
Still another very nice day Pamela is getting so clean now that I have not got so much washing to do.
I went to A in the after-noon finish at 9 o’clock
Aggie came and [deleted] fecth [/deleted] fetched to stay with her over the week-end
SATURDAY 4
Sun shone all the morning then it rained in the afternoon just as Mum & I planned to go shopping but still we went in the evening. I made some lemon curd it was good.
SUNDAY 5
Mum went out this morning with Pamela saw Mrs Winch Harry & I went over to Tilbury to tea with some of Millie’s friends had a nice time the ride there & back was grand.
[Page break]
MARCH, 1939
6 MONDAY
I did my washing the morning and got it dry during the afternoon
I listened to the wireless. in the evening Harry bought himself some very nice grey [deleted] worsters [/deleted]. garbs.
He started attending his lectures tonight he has quite a lot to learn I hope he is successful.
7 TUESDAY
Went and saw Elsie in the morning did some gardening in the afternoon did my ironing and mending in the evening and had a nice bath.
8 WEDNESDAY
I Went to work all day Wed. Harry did a bit of [deleted] gardening [/deleted] studying during the day
Pamela is keep very well
We listened to “Band Waggon” the last but one this season Auther Askey is a fool
[Page break]
MARCH, 1939
THURSDAY 9
Mum & I did quite a lot of work this morning
I went to W. in the afternoon saw my mother in the evening Bought Pamela yellow coat I had it washed again
FRIDAY 10
We got our work done O.K. Polish a lot of window fittings went to work in the afternoon
Harry went to his RAFVR. [deleted throuroughly [/deleted] thoroughly enjoyed it very exiting and thrilling rather interesting to
The little airplanes over the airodrome are called “Tiger Moths” Mum helped Harry with the garden
SATURDAY 11
It was a nice morning but it rain in the afternoon again Harry & I did a bit of gardening. Started altering one of my dresses
SUNDAY 12
Gwen, Pamela, & I went for a walk [deleted] pats [/deleted] past the aerodrome to Eastwood Church. Harry a quiet afternoon & evening indoors. Vera came up in the afternoon.
[Page break]
MARCH, 1939
13 MONDAY
Turned out a better day today but it is still cold.
Harry & I went and saw George Formby in “Its in the Air” Washed my hair in the evening Harry went to his lectures feeling rather tired tonight It has turned very chilly.
14 TUESDAY
It has turned out a miserable kind of day I could not hang out any washing but still I had some drying by the fire in the evening Had a good game on monopoly in the evening with Gwennie
Had a very nice bath and nearly finish altering my dress
15 WEDNESDAY
I went to work all day Harry took the motor byke he went to work in the evening.
We listened to the last “Band Waggon” tonight it was very good. also there was a good variety.
I did my ironing as it rained yesterday
[Page break]
MARCH, 1939
THURSDAY 16
Rain during the morning and Pamela did not seem so well so I let her play [deleted] a [/deleted] whilst [deleted] while [/deleted] we did the long room thoroughly.
Did a bit of shopping on my [dleted] biykle [/deleted] bicycle.
I went to work in the afternoon Pamela was better and very good in the afternoon because Harry just said so whilst I am writing this (the B so and so)
FRIDAY 17
Victor Sylvestere 9-15P.M. cancelled Herr Hitler does not seem so good after all, every thing is getting serious again. Harry had a letter from “Air Hire” to make an appointment for going up in the air I listened to Chamberlain’s speech he certainly is very disapointed over Berlin & Munich agreement. Very cold to day bitter
SATURDAY 18
Mum & I bought the tea for Sunday for 12 people Mrs Holmes tool Pamela out she did enjoy it
SUNDAY 19
Mille & Frank arrived and their friends We all had a nice tea and nice time The visitors had to leave us early to [deleted] cacth [/deleted] catch their train
[Page break]
MARCH, 1939
20 MONDAY
Did some of my washing Mum [deleted] Harry [/deleted] & I went with Harry to the aerodrome to see him go up for the first time [Deleted] U [/deleted] He thoroughly enjoyed it he said it was better than motor byke riding it was grand.
While we waited for him we got frozen.
Altered two frocks this evening.
21 TUESDAY
Finished my washing and did a lot of gardening in the [deleted] evening [/deleted] afternoon did my ironing and mending in the evening washed my hair and had a bath went to bed before Harry got home Mum went to Thundersley Harry went to Pameria Towers They held a meeting there for future entertainment
22 WEDNESDAY
It poured with rain when I woke up this morning and poured in the front door went to W. all day home at 5-30p.m. We had the fire on in my bedroom tonight as the kitchen one went out
{Page break]
MARCH, 1939
THURSDAY 23
Mum & I got our usual work done I went to A finished at 6.15pm Tried Agnes’ dress on her it fitted lovely I am so glad
FRIDAY 24
We did the bedrooms today and got washed and dressed before dinner Harry run me up to A finish at 7 oclock saw. Elsie Had quite a long chat and her husband showed me the [deleted] ds [/deleted] lounge it looked lovely I had never seen a room done like it. Harry played darts & table tennis after his lectures
SATURDAY 25
We got through our work. Took Mum to see Elsie and she showed us all her baby’s clothes they looked sweet I went shopping in the evening and it was raining looked at all the dresses.
SUNDAY 26
I cut out my new dress and started to make same. Harry & I spent the afternoon and evening around the fire.
[Page break]
MARCH, 1939
27 MONDAY
Mum did her washing but it rained so she had to dry it indoors. In the afternoon I took Pamela to see Michael and Mrs Souster. Pamela had a lovely time playing with Micky’s toys he did not look any better in health poor chap.
28 TUESDAY
I did my washing it rained so I had to dry it all indoors did my ironing it the evening
Had [deleted] and [/deleted] a very nice bath
29 WEDNESDAY
I went to work all day and Harry motor byke has gone wrong so I had to pedal to work. I cut and thinned out mum’s hair & semi shingled it I was quite pleased with it
[Page break]
MARCH-APRIL, 1939
THURSDAY 30
I went to work all day today got up early went on my bike Aggie took Gwen to Southend as usual.
FRIDAY 31
Mum I did our work as usual. I went to work in the afternoon Harry took on his motor byke
Saw Joyce & Tom in the evening He was sworn in the RAF.V.Rs. I was very pleased because he had not been to High School, so he was lucky I gave Joyce some pink wool to make a babie’s vest.
SATURDAY-APRIL 1
Mum went to Millies’ for the week end over till Monday night
I did feel queer during the morning I listened to the boat race Cambridge won Harry bought home a dozen [deleted] oste [/deleted] Oysters the first I had tasted grand
SUNDAY 2
Harry & I got up early so did Gwen & Pamela I helped Harry finish the back garden ready for the seed
Harry went to work in the evening
[Page break]
3 MONDAY
Did all my washing this morning and cooked the dinner Pamela had a powder which made her sleep all the morning. I manage to wipe up the dinner things and put Pamela back in the pram for Harry to take down to the hairdressers to have my perm. It took 4 1/2 hrs. Miss Simmons did it very carefully and extremely well. Did my ironing in the evening my green bedspread look O.K.
4 TUESDAY
It poured with rain just before dinner but cleared up after, Joyce came with me to have Pamela’s photo down she had to stand on a chair with me sitting and wanted to get down. Saw Elsie again she looks very well and Ethel came up too.
5 WEDNESDAY
I worked all day
#Mum & I spent a quiet evening in the long room round the fire.
[Page break]
APRIL, 1939
THURSDAY 6
I worked all day again took [inserted] Pamela to [/inserted] Mum’s in the afternoon
Pamela had a nice lot of Easter eggs. lucky girl and so did Gwennie
FRIDAY 7
Went to work in the morning came home with a shocking headache.
Joyce & Tom came round. he went up for his first flight he like it
Vera came along too we had a darn good game of Sorry.
SATURDAY 8
Mum & I saw Elsie and her baby in the morning.
After tea I felt tired to I went to bed I was not so good.
SUNDAY 9
I still felt pretty rough, so I set about doing nothing I felt terrible is was a touch of the flu.
[Page break]
APRIL, 1939
10 MONDAY
Stayed in bed felt rather queer shocking headache. Vera came up & took Pamela out in the morning again.
11 TUESDAY
Feeling a bit better today Harry took Pamela and I to Barking. Had some Oysters for tea and being as I was feeling rotten again Harry gave me Champagne it certainly cleared my head.
12 WEDNESDAY
Harry Pamela & I went to Priory Park in the morning Pam did enjoy herself trotting about with other children
[Page break]
[Kia-Ora advertising]
[Page break]
MEMORANDA
Harry has camera gun test April 16th [deleted] t [/deleted]
First flight March 20 th.
Aerobatics April 16th
I had a touch of the flu Easter Sunday
Agnes had it the following Sunday, her mistress came round to tell us she is very nice & her friend Mrs Huntly.
[Page break]
APRIL, 1939
THURSDAY 13
I went to A in the morning but I had a-nother nasty headache went to bed early in the evening
FRIDAY 14
Mum & I got through the work fine and I went to A in the afternoon felt very tired when I got home.
Agnes’ Mistress sent me the birds’ Cage I liked I cleaned it all up its brass and it looked lovely
Mum took Gwen & Pam to Southend & met Agnes. Pam is a pickle when she is out.
SATURDAY 15
Sun shone all the morning finish my dress and mended Pamelas dog that got burnt and iron her best dress.
SUNDAY 16
Dris-led with rain this morning it was really Mum’s Sunday off but she gave it to me. I popped up to see Joyce & Tom – Mrs Rogers came round in her car like the bungalow very much Did the front garden hoed & mowed Played Sorry in the evening
[Page break]
APRIL, 1939
17 MONDAY
Did my work & my washing a very nice day to Mum did a bit of gardening.
Went to Southend in the afternoon wireless was good in the evening, then it rain too late to put the grass seed Harry was disappointed
18 TUESDAY
A bit cold this morning but the sun shone and I had all my washing dry. I helped Harry seed the lawn and Gwen help me tie papers to keep the birds off. Did my ironing & mending in the evening and had a lovely bath Harry came in and ruffed my back down how seductive. Harry brought home a book ‘One bright Summer”
19 WEDNESDAY
Woke up and found the sun shining but did not want to get up. Harry took me to A. and I finished at 6-15p.m. Did some machining in the evening and made 6 dusters& 2pr [deleted] dusters [/deleted] knickers for Pam. Pamela has been very good today. I shall always have a picture in my mind of Pamela looking through the gate when she saw us go out on the motor byke she did so want to come
[Page break]
APRIL, 1939
THURSDAY 20
I went to A in the morning & took Pamela to my mother’s in the afternoon Harry brought me home a beautiful bunch of narcisis they smelt lovely they were out of his boss’s grounds.
It is a lovely evening out I hope the weather keeps fine Harry watered his seed lawn as it was still dry weather and no sign of rain
FRIDAY 21
A beautiful day I went to A in the afternoon finish at 8-45.p.m. Bought some chips on the way home
Gwen has still got her nasty cough
SATURDAY 22
Sat a nice morning but did not look so nice in the evening We had a nice fire in the reception room did some maching
SUNDAY 23
Mum took Pamela out and went to see Joyce they are coming down in the afternoon I made 2 Gainsborough tarts & 14 Madalines they all enjoyed them
Tom & Joyce came down we played M.
[Page break]
APRIL, 1939
24 MONDAY
Mum did her washing it rained during the morning I washing the net curtain they shrunk a bit they were not suppose to still they all do
I helped Harry & Stan make the cement path down the garden it is looking nice and did my back ache
25 TUESDAY
I did my washing and washed a blanket it was nice weather during the morning but it rained in the afternoon I got all my ironing done and cut out a nightie for Gwen’s doll. and we play M.
Mum got Pamela a mug for she keeps on breaking the cups. She is a little devil
Harry keeps moving about while I am writing he is a B nuisance
26 WEDNESDAY
Went to A allday bitter cold N.E wind Harry took me on the motor byke
[Page break]
APRIL, 1939
THURSDAY 27
Worked in the morning and [deleted] did m [/deleted] went to the Kursaal Cinema to see “Test Pilot” the first time I have been there made my appointment at the hairdressers. Joyce came round in the evening to see a house with a friend she might live there its very nice
FRIDAY 28
A very nice NE. wind has dropped but there was a ground frost
Went to A. finished at 7-15pm.
I left a book there I must go & get it tomorrow in case its lost.
Put the chrysanth’s cuttings in the garden this morning they are good ones Harry had [deleted] a yo [/deleted] them given to him.
SATURDAY 29
Did not feel so grand this morning we lit a fire in the long room and mum did some knitting I had an hair appointment at 3.0oc
Harry took me to a tail end of a wedding to introduce me to Mr. Davis & his wife they were very nice I got a little tottering on Sandeman’s Port and Champagne
SUNDAY 30
/Sunday. We all spent the day indoors it never ceased raining the whole time
[Page break]
MAY, 1939
1 MONDAY
Still pouring with rain and no end of weeds coming up all over the garden. Pamela & I went over to Millys all day she was pleased to see us and Pamela was ever so good Milly had to have Bobby put to sleep as the neighbours continuely complained. Mum met me off the train and we all had fish supper when we got home.
2 TUESDAY
I did my washing and had to dry a lot indoors I got all my ironing done. I am trying to get Pamela white coat finished for Whitsun
3 WEDNESDAY
I went to A. all day.
Mum & I went round to Joyce’s and did her curtains for her She has moved in to a lovely house upstairs her bedroom is very large. Harry & I saw the lady’s place downstairs it was very pretty.
[Page break]
MAY, 1939
THURSDAY 4
I went to A. all day and took Pamela to my mother’s in the afternoon Went I got home I did a bit of washing and had a lovely hot bath
I showed the girls at work Pamelas photo they all liked it very much.
FRIDAY 5
Mum & I got the work done alright I also cleaned Joey out did some washing Pam Yellow coat Bluebelled. the Birds stand looks nice.
Went to A in the afternoon finish at 7 o clock
I have been talking to Vera Mum & her may be going for a holiday to Hasting the first week in July. very nice too it would be the first since mum has been married.
SATURDAY 6
Mum & I got our work done and went to Southend in the afternoon, around the band stand and down the cliffs When we came home I had all my work cut out preparing sandwiches and things for tomorrow I bought P. a new pr of shoes
SUNDAY 7
Stan, Gwen, Harry & I got up 3.-30AM to go fishing of Barking creek we went aboard with three other fellows We all had a grand time 11 hours and I have never felt so fit for a long time it did me a world of good and it was very good weather Sun shone all the time
[Page break]
MAY, 1939
8 MONDAY
Mum did her washing and I hoovered every where in the bungalow and polished. The weather is gorgeous.
Harry took me to see “Men with Wings” a very good picture about history of aeroplanes and the progress
Weeded the front garden and trim the lawn. It is all looking lovely.
9 TUESDAY
I did my washing and got it all dry a beautiful day and hot Pamela looks comfy laying in the pram with the canopy over her and fast asleep she is getting brown. Pamela is a pickle there is nothing she wont touch and she had a little paddy does not want to come out of her bath and likes eating her soap.
10 WEDNESDAY
Went to A finished at 6-15p.m. Weather is still OK. The lawn is come along fine. Pamela is very good with exceptions now & again she is have a bit of trouble with her teeth. I altered mum’s dress tonight it is very nice material. Harry & I danced to the wireless when he came home from work Sunday has done us a bit of good.
The Havow Hensons have arrived
[Page break]
MAY, 1939
THURSDAY 11
Went to A. in the [deleted] after [/deleted] morning and took Pamela to see the girls in the afternoon they all loved her and she had a smile for every one. I altered mum’s dress and it fitted all right.
Harry & I danced to the radio it was very good like old times
FRIDAY 12
Mum & I did all the work we possible could because Aunty & Uncle were coming down tomorrow
I went to A in the afternoon finished at 8 O clock.
SATURDAY 13
Harry Mum & I got up @ 7 oclock and we were ahead with the work. and telegram came to say they were definently coming. They arrived safe & well. Went to Southend Granny & I went And saw Elsie and the baby.
SUNDAY 14
S We all went for a walk by the Aerodrome while mum cooked the dinner Aunty bought Pamela two pretty dresses, one pink & one yellow they went home at 7-30pm. as they had a long way to go home.
[Page break]
MAY, 1939
15 MONDAY
I did a bit of machining in the morning sat with Harry in the afternoon around the fire. Mum went to the pictures with Joyce.
Pamela is getting along fine.
Harry came home with his uniform he did look smart they were all good things.
Harry came top in Navigations
It rained today Mum did her bit of garden and I gave her some plants
16 TUESDAY
Did my washing & ironing did a lot of mending and repairing things in the evening had a nice bath.
It rained during the morning but it cleared after dinner
17 WEDNESDAY
Went to A all day Harry went to work in the evening I was very tired
Sun shone all day.
[Page break]
MAY, 1939
THURSDAY 18
Went to A all day My mother looked after Pamela in the afternoon came home and found a nice fire
Altered Mums dress.
Sun shone all day.
FRIDAY 19
Went to A in the afternoon
The sun shone all day.
I finish W at 8-30pm came home tired and Pamela was crying with her teeth and would not go to sleep I had to put her in the reception room to sleep
SATURDAY 20
We got our work done early and Vera & her young man took us to Hornchurch in his car to see the R.A.F. display I never seen such streams of traffic as there was that day, lined up for 3 miles
SUNDAY 21
S I got the dinner prepared and went out with Mum Gwen & Pamela for a walk. went over to the aerodrome. Harry & I walk to Rochford and back with Pamela
[Page break]
MAY, 1939
22 MONDAY
I done the reception room out thoroughly Hoovered the curtains and the suite washed the carpets & runner polished the floor all over and [deleted] Hooverd [/deleted] Hoovered the bedrooms. We all gardened in the afternoon Harry took me to Southend to do a bit of shopping then we came back & done the front garden thoroughly Cut Joyce’s dress out in the evening
23 TUESDAY
Sun shone bright it is a lovely day for washing Harry & I sat in the garden in the afternoon and Pamela slept in the pram.
I did all my ironing and machined some of Joyce’s dress. Had a lovely bath.
24 WEDNESDAY
Went to A all day, fitted Joyce for her dress in the evening and finished it and sew some large pearl buttons on Pamela white woolly coat I made for Whitsun it does look nice
Harry & I were busy turning out his robet & my wardrobe at 11-15pm but still they look better for it
[Page break]
MAY, 1939
THURSDAY 25
I did not feel so good today nasty pain in the Back. Joyce’s dress is to big so I must alter it
I had a nice little honey pot Agnes gave me a little brown one with flowers around it
FRIDAY 26
I went and had my hair set at Ediths this morning the sun shone lovely but the wind is a bit cool. Went to A this afternoon finish at 6-30p.m.
SATURDAY 27
We got our work done and Mum went out with Mrs Jacomb and I tool Gwen & Pamela down the beach Pamela did enjoy it. We saw Harry later & Stan
SUNDAY 28
Harry work Morning and Evening Mum went out with Mr Jacomb so Pamela helped me with the front garden she tried to hoe she certainly got the idea I bathed her about 8-30pm the Agnes & Gwen came home so Gwen & Pam went to bed together
[Page break]
MAY, 1939
29 MONDAY
Harry went into work and help with [deleted] di [/deleted] oysters his governor’s son is doing quite a lot of wholesale as well as retail. he will be [indecipherable] Harry at the end of the season.
Harry took me over to Barking Creek to get no end on oysters, in the evening we all went to Priory Park it had turned very chilly North East wind
30 TUESDAY
Mum stayed in bed today as her back was not any better “lumbago”. I did all my washing it was a lovely day and I managed to have 1/2 hr in a deck chair. I did my ironing and mending and had a nice bath then got the supper and had a chat with mum. Pamela has been a very good girl all day and she is getting very loving bless her
31 WEDNESDAY
I went to A all day finished at 6 oclock. Joyce looked after Pamela in the afternoon Mum went to bed about 7 oclock she is feeling better. I took Pamela along the road to the sweet shop to buy some choc. I spoke to a young lady next door but one and she is having a baby in November she is very happy about it and she loves Pamela.
[Page break]
JUNE, 1939
THURSDAY 1
I went to A all day and Harry’s mother push Pamela down to my mum in the afternoon and they went down to the beach. Joyce was all alone when I got home, and when Pamela was put to bed we had quite a long talk in my bedroom Tom came and fetched her at 10-30pm he said he was going up in a Avro [deleted] H [/deleted] Anson on Saturday, he was quite bushed with himself
FRIDAY 2
[Deleted] We [/deleted] Gwen’s wardrobe arrived this morning a very nice little one too
Mum & I altered the room round to make more room. I went to A and finished at 8-45 Heard a good variety on the wireless and a good play called “Musical Chairs”. Harry has started working till 10-30pm now for the season.
SATURDAY 3
We got work done as usual. Mum went out with Mrs Jacomb. to the pictures I altered two dresses one for Joyce & one for me.
SUNDAY 4
Mum went to Mrs Jacomb to dinner so [deleted a [/deleted] I put the meat in the oven and went out with Pamela for an hour then came back put the dinner on and made a cake Harry & I spent the afternoon in the garden then went to Chalkwell Park. then went in the Bell.
[Page break]
JUNE, 1939
5 MONDAY
Mum went round to Joyce’s to do her washing in Her new machine I washed the curtains in the long room and done all the paint. Harry took me over to Millies in the afternoon then he came back and went to the RAF. I mowed the front garden and watered it Mum done some and the back garden. I pulled all the weeds out on the public path.
6 TUESDAY
I did my washing today not so much as I sent some to the laundry then I washed three blankets out they did look nice & clean.
It is hot today I believe it is the hottest day [deleted] week [/deleted] we have had so far this year. I did my ironing in the evening and finished Joyce’s dress and made Pamela a beach dress of pink print. Harry & I had a lovely bath.
7 WEDNESDAY
Another hot day went to A all day Harry received a watch from Aunt Nellie for him to go up in the aeroplane. Pamela a bit touchy [deleted] tutchy [/deleted] tonight I wrote a letter in reply to Aunt Nellie and posted it finished the dress for Pamela. it does look nice. Harry is reading a good book called “Testament of Steven Fane” hot.
[Page break]
JUNE, 1939
THURSDAY 8
Went to A all day very busy this week my feet ached.
Harry went. up in the Avro. he did enjoy it then he went to his lectures in the evening. Altered my trousers to fit
FRIDAY 9
I went to work in the afternoon it is a beautiful day.
Mum went out with Pamela in the evening I arrived home first and watered the garden.
SATURDAY 10
The weather is still fine had a sleep in the afternoon to make up for the morning as we were off to Chedar Gorge. Saw Elsie in the evening [deleted] us [/deleted] her baby is fine.
SUNDAY 11
We started off 2 oclock in the morning but it started raining so we turned back Stan & Gwen came back too so we slept and went to Godsfield Lake & Colne Valley & Flatford Mills we had a lovey day
[Page break]
JUNE, 1939
12 MONDAY
Mum did her washing today and I help her with two blankets did some weeding in the garden I helped Harry in the afternoon with mum’s wireless set the cord from the gang had broken but after mending it something else was wrong.
13 TUESDAY
I did my washing and a blanket Pamela seems to have a cold coming
It certainly is cold today not a bit like last week. I did my ironing in the evening and Joyce popped in, it was pouring with rain.
Harry & I had a lovely bath each.
14 WEDNESDAY
Harry went on his flight with Vicky Captain McGill & Lt. Barlow to Exeter they left at 5 oclock. Harry phoned Stan when they arrived and he came down & told us. I had the bed all to myself. Harry came back at 2 o’clock [inserted] on Thur [/inserted]and brought home some Devonshire cream They navigation was top hole they came out [inserted] right [/inserted] over the aerodromes. Harry had a lovely [from next page] time when they arrived at Exeter Lady Mcgill came in a car to meet them and Vicky Harry stayed at a hotel for the night they had a picnic in the aeroplane on the way back. [/from next page]
[Page break]
JUNE, 1939
THURSDAY 15
I went to A as usual.
Freda told me Joan had a baby girl 9lb born, but her mother had gone to Scotland with Bobby Abrey & Nancy, apparently there was some misunderstanding Mr Holmes is staying with Joan & Freda with Dick’s people I am very sorry about it all. their home is all broken up.
FRIDAY 16
Went to A in the afternoon finish at 6 Oclock quite early for a Friday did some gardening in the evening
SATURDAY 17
A lovely day. took Gwen & Pamela on the beach at Westcliff a bit windy had a look at the shops a met several friends I use to know.
SUNDAY 18
Harry worked both turns today. Mum & I took Pamela for a walk to St Mary’s church just as we got back it poured with rain and I felt rather queer.
[Page break]
JUNE, 1939
19 MONDAY
A lovely day and mum did all her washing she had quite a lot
Harry & I did a bit of gardening. Pamela helped. She is getting on lovely. Harry went to the RAF in the evening.
20 TUESDAY
I did my washing and washed my bedroom curtains & washed the paint the curtains have shrunk a bit.
I went round to Joyce’s flat it does seem a shame to have to move again it all looked so nice every where, it made my blood boil to think Mrs Phillips played such a dirty trick on them
21 WEDNESDAY
I went to A all day the work is getting slack
There was a scene out side Mrs Phillips house tonight the chap she is going out with hit Tom because he would not pay the rent they played a dirty trick on him so vice versa it made Joyce cry & scream her head off I was wild about it all especially in Joyce’s condition
[Page break]
JUNE, 1939
THURSDAY 22
I went to A. Joyce went out to look for a place and found a nice top flat in Byne Dr. near us and they are taking it [deleted] it [/deleted].
I went and saw Mrs Phillips and properly told her off.
Harry went for his flight at 13.45 [deleted] pm [/deleted] and did a spot of camers [deleted] gunning [/deleted] gunnery he felt a bit seedy afterwards
FRIDAY 23
I went to A as usual Joyce & Mum went out in the morning to get a removal man but they were all booked up but when Tom came home dinner time his pals had offered to help him and on a barrow so it saved a bit of money for them
SATURDAY 24
Pamela & I went to Southend after tea and I bought her a pair of new blue shoes she does like them Gwennie went to her mothers for the week end. Harry bought a plane model to make
SUNDAY 25
Harry Pamela & I went over to Milly & Frank’s we met Franks Parents and his youngest brother & baby sister had a lovely time Pamela thoroughly enjoy herself. He was very good and such charming company.
[Page break]
JUNE, 1939
26 MONDAY
I did a bit of washing but no ironing the week I did a bit of gardening in the afternoon I had to take Pamela down to the sweet shop to get some chocolate Mum & Joyce went to the pictures so I went to [deleted] the [/deleted] bed early.
27 TUESDAY
Harry & I went to Margate on a sea trip. We got up early 5 o clock. and went to Tilbury Station by motor byke and train to Fenchurch Street Station. The sun shone all day and we had a thundering good time Dinner at Dreamland we landed at Tilbury pier and motor byke home Harry went to the R.A.F.
I bought Pamela a wooden [deleted] buck [/deleted] duck She had been a good girl
28 WEDNESDAY
I went to work all day did a bit on gardening in the evening
Pamela went to bed good as gold she is getting on lovely and she like her duck very much
The weather is not so good today [deleted] an [/deleted] there was a terrible fire in London today and on the previous day and on the placards tonight another one. there certainly must be some one behind it all.
[Page break]
JUNE-JULY, 1939
THURSDAY 29
I went to A all day and took Pamela down to Mums and she took her on the beach she was a very good girl. In the evening I bought home a box of anteriums 4 doz for 1/2d and mowed the lawn and trimmed it Harry went to the RAF they are preparing for the exams
FRIDAY 30
Turning a bit cold. we got our work in the morning Pamela is keep well shoe likes her duck and fork & trowel. I bought another box of anteriums “Dark Prince” for the back garden I finish early at A. so I did a bit more gardening.
SATURDAY-JULY 1
Got the work done went to Southend in the evening Pamela did enjoy herself had a nice ice cream at “Rossi” bought quite a number of things
SUNDAY 2
[Deleted] Sun [/deleted] Harry is flying in the morning her went over to France Cape Griz Nez he had a lovely flight and his navigation was good Mum & I went to Southend in the evening I made a ginger cake
[Page break]
JULY, 1939
4 MONDAY 4
It turned out to be a lovely day. Vera came up she is on holiday this week. We went down on the beach Pamela did enjoy herself. Vera & I went to the pictures in the evening I cant remember the last time we went together. Started knitting a woolly set for Joyce’s baby.
4 TUESDAY
I did my washing and it started to rain as soon as I put some out but after that the sun shone and it was a hot day I got my washing dried air ironed and repaired. Harry bought me 8 dahlias Snow white & the Seven Dwarfs and Harry reminded me it is our anniversary day we have been out with one another 10 whole years not a day to long.
5 WEDNESDAY
Not such a nice day it rained a bit during the morning. Harry took Pamela for a ride in the van when he took me back to work she did enjoy it then again in the evening when I finish work and when he went back to work Pamela wanted to go too she did cry. The world crisis is still very serious it certainly looks like war. I planted my dahlias tonight then afterwards Mum & I went for a walk and posted my letter bought some chip for supper.
[Page break]
Kia-Ora advertising
[Page break]
MEMORANDA
[Deleted] Aug [/deleted] Sept 2nd [underlined] Sat. [/underlined]
I changed my libraries got a book called “Gentle Eagle” by Christine Ore about James the Fourth King of Scots
Lord Halifax is
5000th Feet German planes.
Reuter reports that they have not declared war but they have bombed many of Poland Aerodromes and badly [deleted] cpl [/deleted] crippled them The German planes are reinforce theirs for protection.
All men are called upon to enlist aged are from 18 to 40.
Sept 3rd Sunday.
News they are still fighting
An important anouncement at 10-Oclock
We gave Germany an ultimatum by 11 oclock if they do not withdraw their troops [underlined] War [/underlined]
[Page break]
JULY, 1939
THURSDAY 6
Harry has booked up for flying 11 oclock for all day
Very windy today Harry found it a bit bumpy in the air, they past over Wimbledon Windsor Horse show and landed at Heston airport.
I went to A all day my mum took Pamela down the beach in the afternoon A letter arrived to say that the fruit dishes will arrive as soon as possible the factory had such a lot to do
FRIDAY 7
It rained a little during the morning Millie and Frank wrote to come down tomorrow so we are busy.
Went to A in the afternoon finished at 8-25pm. Harry said if I liked a fur coat Mum saw I could have it so I shall go and see it on Monday if it is still there
SATURDAY 8
Milly & Frank came down dinner time to spend the week end. with us
I ordered my fur coat today.
SUNDAY 9
Harry booked up for flying [deleted] next [/deleted] 18-45PM
Tom went up to and they went to Hadleigh in Suffolk. Harry was O.K. with his navigating
Millie & Frank & I played Monopoly I won, they went at 8-30
Joyce’s legs are bad.
[Page break]
JULY, 1939
10 MONDAY
Having Pamela’s photo done this afternoon I went but it was [deleted] too [/deleted] crowded. I am having a lovely fur coat 3/4 length. in coney musquosh. I am hoping to get it tomorrow night
Popped down to see Mum & Vera Aunty Jessie is coming down next week. I mowed the back lawn & watered the garden.
11 TUESDAY
A very nice day today I did a lot of washing and got it dry & air Pamela does not seem so good today a bit touchy. Harry took me up to Higgs’ to get my fur coat and it is lovely they all like it at home.
I mowed the front lawn, then I did my ironing and had a nice bath plenty of earwigs about.
12 WEDNESDAY
I went all day to A. Vera was on subdividing too and did we keep the work down. Harry brought me home in the van Mrs Jacomb came round in the evening she wanted to cut out a blouse we sat in the garden with the wireless it was very nice. Pamela was very good. I am making Joyce a babies dress
[Page break]
JULY, 1939
THURSDAY 13
Went to A all day. Harry did not fly this afternoon but did some swotting He got 37 out of 51 marks for a test paper. I am now going to help him with some administration.
FRIDAY 14
I went to A in the afternoon. We had a letter from Aunty & Uncle in the evening they are coming down tomorrow.
I felt very tired tonight
SATURDAY 15
It was a lovely day Aunty & Uncle arrived at 6 oclock. quite safe and happy We went to Southend in the evening Had a nice drink at the Bell spent quite a nice evening out. There was a plague of beetles & earwigs all round the bungalow.
SUNDAY 16
We all went for a nice [deleted] th [/deleted] walk to Belfairs golf course in the morning we had a lovely dinner & a nice tea a game of cards the Aunty & Uncle had to go home. I felt rather tired perhaps because they went.
[Page break]
JULY, 1939
17 MONDAY
Mum did her washing I popped down in the morning to see Mum about Aunty Jessie they came to see us in the evening with Vera. they liked our bungalow very much and my fur coat Pamela teeth were troubling her again
18 TUESDAY
I did my washing Mum went out early to go with Joyce up to the hospital and the gas men came in the afternoon to do my iron. I did all my ironing then went to the Astoria and saw “Trouble brewing” with George Formby.
Harry sat for his examination [deleted] on [/deleted] in navigation and administration
19 WEDNESDAY
I went to A all day Mum Gwen & Pamela & I went to Priory Park in the evening men were fishing in the lakes. There is a lovely show of geraniums and Begonias
[Page break]
JULY, 1939
THURSDAY 20
I went to A in the morning they have started their new clock machines today. It made me a bit late to meet Mum & Aunty we went down the beach and It was very windy the tide was high We came home about 5-15p.m. I did a bit of sewing and darning Harry sat for his arnament & Photography
FRIDAY 21
I went to A in the afternoon finish at 8-45pm Aggie came and took Gwen away for the week and mum had her bath after taking Pamela out
SATURDAY 22
Mum, Gwen & I went to Southend in the afternoon shopping and met Milly & Frank on the way back. Harry had a friend he took to work & bough her a nice dress.
SUNDAY 23
Mum went out in the morning to Rochford Aunty Jessie & family came up and gave Pamela a (Panda) and took our photos I did the front garden in the afternoon and we went for a walk in the evening met Laurel & Ciril they have a new car. We went in the Bell Inn
[Page break]
JULY, 1939
24 MONDAY
Mum did her washing It poured with rain in the afternoon Harry & I wanted to go to the pictures but we read instead. I made Pamela a green taffeta coat in the evening and shortened Millies dress.
25 TUESDAY
I did a lot of washing and the curtains in the reception room at the back. Harry helped me put them up in the afternoon and he made some rubhard wine Gwennie went to the swimming baths
I did all my ironing and had a nice bath so did Harry he brought me home a good book “Salome the wandering Jewess” Viereck & Eldridge
26 WEDNESDAY
I went to A all day Harry took me to the pictures in the evening I saw “Gunga Din” it was very good.
When we got home we kill no end of beetles & earwigs.
[Page break]
JULY, 1939
THURSDAY 27
I went to A, in the morning it was raining Elsie & Jack arrived about 2-30pm. They look well. we all sat in the front room and chat during the afternoon walk to Southend along the front and back up Hamlet court Rd home I was tired we slept in our own bed
FRIDAY 28
Mum & I got our work done I went to A. in the afternoon finished at 8-30pm. mad two cakes got slightly burnt I felt very tired
Harry & I slept on the settee
SATURDAY 29
This morning Mum & I did not feel much like work. but still it got done.
Gwen, Pamela & I went to Southend by bus no pram had a nice time, down in the children’s play ground. Harry & I sept in our own bed.
SUNDAY 30
I spent the morning in Priory Park Pamela enjoy herself. Jack Elsie Harry Pamela & I walked through the golf links & to Stonebridge Mills and it was a lovely day We had a good game of knock-out in the evening. Pamela good we slept on the settee
[Page break]
JULY-AUGUST, 1939
31 MONDAY
We all spent the day on the beach and Elsie & Jack it was very wind and had a few showers of rain I made a dress this evening for sun bathing.
1 AUGUST-TUESDAY
Gwen helped me do my washing this morning I did quite a lot The sun shone now & again
Ironed in the afternoon sewing & mending in the evening I had a nice bath then Harry Elsie & Jack. It poured with rained for an hour just as they were coming home from Millies somebody had a bad storm Finish my sun bathing dress & made Joyce some pillow cases.
2 WEDNESDAY
I went to A all day. after tea we all had a good game of knock-out I [deleted] wkn [/deleted] won 8 1/2 d. Harry did not finish work until 10-15 pm so he was very tired.
[Page break]
AUGUST, 1939
THURSDAY 3
I went to work in the morning in the afternoon We all had a game of cards and monopoly Elsie & Jack went home at 7oclock they bought Pamela a silver bracelet very nice so sweet I went round to Elsie in the evening She is quite well her mother was they two
FRIDAY 4
We had several falls of rains at dinner time I had to wait as it simple fell down. I went [deleted] w [/deleted] work in the [deleted] evening [/deleted] afternoon finish at 8-45pm. Vera brought me in a lot of apples.
SATURDAY 5
We had several storms during the morning but the sun shone for a while in the evening Harry & I bought Gwen a tennis racket ring & Hi li for her birthday I did quite a lot of shopping at Southend.
SUNDAY 6
Harry worked all day I cooked the dinner Mum is at Mrs Jacomb’s house. I went for a walk in the evening and popped in and saw mum she has been very busy. The weather is very disappointing.
[Page break]
AUGUST, 1939
7 MONDAY
Vera bought Mr & Mrs Curtis up to see us during the morning it drisled with rain when it stopped we went over to the aerodrome. In the afternoon I took Pamela to the pictures but she gets to noisy I had to come out so I went for a walk down Hamlet Ct Rd and on the front Pamela looked very pretty people were admiring her as she walked along the front
8 TUESDAY
Washing day Mum & I did it together Had a card from Millie She was coming down but the weather is not so good shame. I did some ironing and had 1/2 hr sleep in the garden Harry & I went to the [deleted] Ritzy [/deleted] Ritz saw “39 Steps” with Robert Donat very good, found a bathing helmet.
9 WEDNESDAY
It keeps raining it is not a bit like summer. I went to A all day Harry busy down at the shop
Finished my ironing and started altering Mums dress another Agnes has got for her.
Raining again.
[Page break]
AUGUST, 1939
THURSDAY 10
Gwen’s birthday today at last she has looked forward so long for it and she has had some lovely presents too she is 10 years old now she had a nice little party and her mother bought her a lovely birthday cake. Mrs Rogers bought her a gold cross & chain. Pamela enjoyed herself too
I went to A all day (still raining
Harry went to RAF in the evening
FRIDAY 11
Got the bedrooms done and went to A in the afternoon very busy Millie & Frank came down.
Vera had a letter from her young man they had had a tiff.
SATURDAY 12
A beautiful day it has been after a wet week. Milly & Frank spent the morning in the garden. I painted Pamela’s push chair blue it looks better for it. I went to Southend in the evening procurede a form for Pamela show
SUNDAY 13
Harry went flying at 1030.AM. this morning and did not get back until 5 oclock. The crew went to Teignmouth in Cornwall Harry had a lovely time and the scenery is beautiful Lady Mcgill met them in the car 100mins.
[Page break]
AUGUST, 1939
14 MONDAY
Sun is shining lovely Millie & Frank spent the morning in the garden Mum did her washing There were a few Spitfires performing over head in the afternoon two Ansons landed at the aerodrome. Harry Pamela & I walk over to see if there were any on the field Harry went there in the evening to drill poor Harry, they are practicing for the Drummmer head of service Harry bought me a box of chocs
15 TUESDAY
I did my washing sun shining lovely, but I felt tired I read a good book “Conflict” Haydyn Guest on German people.
Did all my ironing in the evening. Gwennie has gone to Millies for a few days coming home Friday
16 WEDNESDAY
I went to A all day a very hot day Mum & I bottle some rhubarb wine there were 20 wasps dead in it
I cut mum’s frock then Harry & I had a lovely bath before we went to bed
[Page break]
AUGUST, 1939
THURSDAY 17
Rather misty when I got up this morning but it is a sunny hot day
I work in the morning and made some of Mum’s frock in the afternoon
Took Pamela round to Codbo Corner after tea. Harry went flying all the afternoon doing bis Nav. 1 & 2 exercise. Stan clean his byke for him
FRIDAY 18
Mum & I got our work done in the morning I went to A in the afternoon finished at 8-15. Afterwards I went and met Harry from the aerodrome they were drilling in full uniform he did look smart then we went for a walk around might be our last.
SATURDAY 19
We got our work done I saw Mr Pringe about our water tap leaking he said he would send the plumber round. It was a lovely morning Gwen, Pamela & I went to Southend I have joined the Public Library .
SUNDAY 20
Harry went to work in the morning and flying in the afternoon did CG 2 & 3 (100%) & N3 Harry helped me with the garden in the evening he cleaned his uniform up for tomorrow Mum went to Sheerness by boat for the day, Made a lovely cake.
[Page break]
AUGUST, 1939
21 MONDAY
Mum did her washing I went down to see Mum she gave me some money to buy some medicine for Pamela chest its her teeth troubling her again I bought some oranges. Pamela is not eating much I finished Mums dress in the evening it looks nice.
Harry took me to Southend and change the library books & bought Pamela some black slippers.
22 TUESDAY
I did my washing got done nice & early Mum & Joyce went to see the doctor he said baby will be any day now I hope it wont be long because of the crisis it is getting serious I did my ironing in the afternoon took Pamela & Gwen up in Chalkwell Park not much there in the fair Mrs Jacomb came with me we met Mrs Wy & Mr Holmes
23 WEDNESDAY
I went to A all day finish at 5-15pm so dashed home and to Pamela to see the Carnival it was not so good Pamela was quite excited over the horses.
Went down to see Harry then went home I did a bit of machining and fused the lights I was in a plight but I managed to mend them but not the machine plug I left that
We listened to the news Hitler is still determined. The plumber repaired our leak.
[Page break]
AUGUST, 1939
THURSDAY 24
The crisis is getting more serious Russia has definitely signed a contract with Germany not to fight but still we were not relying on them
It rain a bit early I went to A in the morning Mum looked after Pamela in the afternoon while Harry & I saw “Four Feathers” very good.
I made 9 1/2 lb of plum jam in the evening, Harry went to his RAFVR. no orders yet thank God but they wont be long
FRIDAY 25
Mum & I did our work as usual but the war is still coming,
I went to work in the afternoon
SATURDAY 26
It’s a lovely day but the crisis is still bad I wish it could all be settled Harry is not thinking much of it every where A R P is preparing people are buy lot of food stuff.
SUNDAY 27
Pamela Gwen & I went to Chalkwell Park and saw Harry & Tom march in the Drum head service they look very smart the Navy & Terrys & army were not there they were called up
[Page break]
AUGUST, 1939
28 MONDAY
A lovely hot day mum is doing her washing The war is getting nearer every body nerves are on edge I don’t know which will be first Joyce’s baby or the war.
Harry & I spent a quiet afternoon by ourselfs it is nice to be alone
Harry went to the R.A.F. nothing to be done yet
Mum & Joyce are both worried if there is a war I did a bit of machining
29 TUESDAY
A nice day the news is still holding over. I did my washing and done my bedspread & blanket Did my ironing. We all listened to the Premier speech at 3.oclock They are not disclosing what is in the documents between Sir Neville Henderson & Herr Hitler but we are still preparing and standing by waiting ready for war it is up to Hitler to say Peace.
30 WEDNESDAY
A bit cold today. I went to A allday I felt queer about 10-15 a bit of tummy ache nuisance when I was working very busy Listened to the wireless the news is no better Hitler is still demanding Danzig and the corridor. Joyce went to the hospital this morning the doctor said the baby is a bit on one side that accounts for her pains. I did a lot of mending and made a white petticoat for Pamela
[Page break]
AUG.-SEPT., 1939
THURSDAY 31
Much colder today I went to work in the morning I went to Southend with Pamela & Harry I bought some material for a dress & Harry ordered a new suit for the winter but the news every where is getting worse I hope nothing comes of it The men are busy making trenches of sandbags. The government Have called up all the army & navy and started on RAFVR. Waiting now for more news.
FRIDAY-SEPT. 1
The sun is shining. Mum & I are getting on with the work & cooking but the news on the wireless is very bad Germany has started war on Poland bombed 8 places many killed & injured Harry is likely to be called up any time now, I shall be going to work just the same in the afternoon Harry will phone me if he goes. No Harry not phone but they have to report each day till they are told to go. [Deleted] SATURDAY [/deleted] We all have been listening to the news every hour I have covered all the windows and glass doors so the light does not show out side I wonder if anything will happen before morning
Sat. did our work[deleted] SUNDAY [/deleted] Phone Harry as a urgent paper came He reported in uniform and Tom they are on 7 days leave with pay till the 7th Sept even if war is Declare. The news said 34 German planes were brought down & 100 tanks bombed [inserted] Destroy [/inserted] German has said she has not declared war. [Underlined] cont. in memo [/underlined]
[Page break]
SEPTEMBER, 1939
4 MONDAY
France and England have declared War on Germany it is Hitler who has cause this terrible war they are invading Poland. The English planes came over last night about 3-30pm.
Mum was a bit agitated did not like because I mentioned it. Joyce is still O.K.
5 TUESDAY
I did my washing and ironing Harry & I spent the afternoon together only a few more days before he goes I wonder when I shall see him again
6 WEDNESDAY
I took Pamela down to the laundry this morning and saw Mrs Stockton the war has effected the work and only delivery when they collect because of lighting up time Mum seem all right she has an [inserted] attack [/inserted] case in case of flight. Harry & I went over to see Millie & Frank and they did not no quite what to think about the war. All the way down on the road every car & lorry was doing some government work I thought this might be our last ride together
[Page break]
SEPTEMBER, 1939
THURSDAY 7
This morning I tried to paste the door with brown paper & cardboard but it was not any good so Harry took me to Southend and got a lot of large sheets it certainly it good but it makes a lot of extra work We all bathed this afternoon the tank does get hot Harry went down for his medical exam tonight. black-out at 7-30p.m.
FRIDAY 8
Mum & I got our work done and had dinner a bit latter.
I made a great big curtain for the shop Mr Leslie gave me 5/- for doing it
Mum & I spent a quite evening in the front room.
SATURDAY 9
Millie & Frank came down early Mum went to Southend with them We had a game of knock-out in the afternoon They could not get home so they stop the night and was it dark out Millie had a cold coming
SUNDAY 19
I went out for a walk with Vera in the morning bought some chocs and saw my mum. Millie & Frank went home in the afternoon
This black out at 7-20 is quite a preparation every night
[Page break]
11 MONDAY
I received money order for £3 from the R.A.F.
Harry & I went to the Gaumont and saw Jesse James Errol Flyn and Tyrone Power very good Harry & Tom went to the RAF in the evening I cut out a nightdress for Joyce she is still the same.
12 TUESDAY
I did my washing, but it rained a little very windy. The latest news is the British are fighting with the French on the front some Germans have supposed to [deleted] thro [/deleted] have deserted
13 WEDNESDAY
Mum Gwen & I went blackberrying we just got home & made dinner as Harry was home.
We sat in the front room in the afternoon Joyce & Tom came round we had a nice tea
[Page break]
SEPTEMBER, 1939
THURSDAY 14
Harry’s day off He took me to Southend in the morning did some shopping bought some rubber over-boots We went to the Ritz in the afternoon saw Q. planes a darn good picture
FRIDAY 15
We got out work done and Mum went with Joyce & Tom to the Gaumont Gwennie Pamela & I went to see my mum she was very please to see us. It was showery all the afternoon & evening
We had a game of cards
Harry went to the Town Centre to get his pay. very good
SATURDAY 16
Harry has been simply wonderful to me today he has spent near £4 on me Hat shoes bag slip dress. pantees & vest corsets stockings and they are all lovely. Joyce still Ok they came round in the evening “Band Waggon”
SUNDAY 17
Mum took Gwen & Pamela for a walk while cooked the dinner Joyce still the same. Russia has started into Poland just the Polands were resisting well from the Germans. the French are gaining well on the Seigfreid line Harry is on duty all night at the T.C.
[Page break]
SEPTEMBER, 1939
18 MONDAY
A nice morning but blowing the sun is shining
Harry & I went to the Gaumont in the evening saw [inserted] “Goodbye [/inserted] Mr Chips” starring Robert Donat very good. Saw Joyce & Tom in there. Coming home it was a lovely starry night
19 TUESDAY
I did my washing I got it dried and aired Went to the Building Society and library Harry did a route march this morning it made his heels very sore Altered the sleeves of his RAF coat it is much better now
20 WEDNESDAY
Harry went to a foot clinic and had his heels seen to he got out of doing another march
Altered Tom’s coat for him he bought me a lock of coffee chocolate
[Page break]
SEPTEMBER, 1939
THURSDAY 21
Mum & I did the bedroom today Joyce still the same
Harry & I spent and hr in the front room and I altered my new dress we met some friends in the evening Mr & Mrs Vale we went to the Rivoli saw “Jamaica Inn” Charles Laughton Leslie Banks and Horse Racing picture with George Raft. We went to the Palace after and had drinks and a talk quite a number of people there Vale wife [indecipherable] knew Millie at Echo. Shows of rain during the day.
FRIDAY 22
We got our work done Harry & I sat round the fire in the after noon reading Gwen & I played cards in the evening went round to bring Mum home from Joyce & Toms in the dark.
SATURDAY 23
My form arrived for my allowance book I had 1-3 & £1 12-6 to draw I did not feel so well today had a bit of a headache Harry bought home a £1’s worth of groceries. Joyce went into hospital
SUNDAY 24
Took Pamela & Gwen out for a walk went & saw Mum & Vera it poured with rain all the way home so for Joyce is the same.
[Page break]
SEPTEMBER, 1939
25 MONDAY
Joyce’s baby weighs 9lb 4ozs a lovely baby the biggest the hospital has had for a long while Tom is very pleased Mum is doing Her washed and some of Joyce’s
We had a fire in the long room Tom took his mother to the pictures.
26 TUESDAY
I did my washing & ironing played cards with Gwennie
27 WEDNESDAY
Altered a frock for mum made Pamela a petticoat to wear. We went to see Joyce & her baby at the Hospital the baby lovely Joyce feel a bit home sick poor kid Knitting her baby’s coat nearly finish. We had a roasting fire and a good programme on the wireless.
[Page break]
SEPT.-OCT., 1939
THURSDAY 28
Cold but sun is shining Aunt Nellie sent Mum a new coat Elsie knitted it fits a treat and [inserted] Joyce [/inserted] a pram cover in blue and a yellow set for her baby they have been busy
I drew my pension today but I did not do it
My linen chest arrived it is green & gold
FRIDAY 29
Mum & I got our work done. [deleted] the [/deleted] my ironing board arrived
I took Pamela down to see my mother she had bought Joyce’s baby a lovely Bonnet & wooly toy. Pamela a motor and me a birthday present.
SATURDAY 30
Mum & I got our work done and went out to the library In the afternoon Harry took Pamela and I to Southend and rigged her up and bought us an eiderdown & bedspread to match green for our anniversary today
SUNDAY-OCT. 1
I cooked the dinner Mum went to see Joyce. Vera came round in the afternoon with Marie and her Raymond. he is a little devil
We all had a game of cards in the evening.
[Page break]
OCTOBER, 1939
2 MONDAY
Mum did her washing and some of Joyce’s. Milly & Frank sent me a lovely box of chocs. My mother bought me a Californian Poppy outfit powder & cream etc. Harry bought a lovely brooch.
3 TUESDAY
I did some of washing but it [inserted] rain [/inserted] all the morning I manage to dry & iron it. I took some laundry to the office and then saw Joyce’s baby Harry is come home early in the evening now
Joyce has come home from hospital this morning
4 WEDNESDAY
Mum is going round to Joyce’s every day until she is better the baby is very good and looks lovely [deleted] I popped round in the [/deleted]
[Page break]
OCTOBER, 1939
THURSDAY 5
I did all the rooms out & Harry dug the gardens Pamela helped him in the mud Harry was home all day and so went sat round the fire and read, the wireless was good Joyce’s baby eyes are mattery she is quite worried Mum is busy.
FRIDAY 6
I did my work altered a skirt and pressed Joyce’s baby rigout. Went and drew my pension out on Friday then went to my mothers we went down to the beach Pamela enjoyed it had tea then went home the laundry came when I was out he put it in the shed.
We all had our baths I curled my hair up.
SATURDAY 7
It is very muggy this morning every where seems damp
I did my work & went out at 11 oclock saw the RAF men marching Harry came home with sore heels so we did not go out & I went round the corner and bought some bulbs.
SUNDAY 8
Sunday – not a very nice morning
Mum went round to Joyces and helped her all day Harry & I change the bathroom & reception room over they both look very nice
[Page break]
OCTOBER, 1939
9 MONDAY
I did some washing but it rained all day never stopped I have not known such a day this year. I dried it indoors and lit both fires. Made Pamela two pinafores from Gwennie and a dress & coat for her doll, mum came home earlier to have a bath. The programme on the wireless is good
10 TUESDAY
I must not forget to go to the schools this afternoon for Pamela’s mask no tomorrow A-M ours is in group N-Z. I did the rest of my washing and ironing altered three of my skirts in the evening I am knitting a little coat for Pamela.
Cooking stew for tomorrow
11 WEDNESDAY
I put the dinner and dressed Pamela and went out up to the school but Pamela did not like the gas bag Came [deleted] bag [/deleted] back and called upon Elsie up to her eyes in work Coral is getting on lovely allways smiling
Gwennie made a lovely fire in the lounge Harry & I sat round it
Pouring heavens hard with rain.
[Page break]
OCTOBER, 1939
THURSDAY 12
I must draw £1-12-6.
I have £2-12-0
£4-4-6 + 1 0 – 0 £4-14 6
Harry & I went to Southend in the morning changed the libraries & Harry bought himself a lovely watch £3-3-0 I went & paid the elect account and water rate bought some odds and ends in Woolworths I bussed home and got the dinner I felt very tired after dinner sun is shining but it is going to rain
FRIDAY 13
I did all my hoovering and dusting in the morning. Tea has gone up 1/2d Cooked dinner early and Stanley fetched Harry’s for him at work I went to my mother’s earlier this time so as to be home for Harry and the Laundry man “Chamberlain gave his answer yesterday to Hitlers “Peace Offers”. I don’t think the German people know the real truth the Nazis keep a lot from them telling them a lot of lies
SATURDAY 14
One German paper states that we supplied Mustard gas to Poland an excuse to use some on our soldiers.
The Royal Oak was sunk over 850lives are lost.
SUNDAY 15
Two French & one British ships were sunk all most to-gether Three U boats were sunk on Friday last It poured with rain alday so Joyce did not get her baby christen but we had the party just the same.
[Page break]
OCTOBER, 1939
16 MONDAY
The sun is shining for a change to day Pamela is very amusing now in the mornings.
Mum did her washing
Harry Pamela & I went to Southend in the afternoon he took his watch back to R.A. Jones as the spring was slipping
I bought a new powder compact for my Coty Harry bought a new pr of gloves woollen with orange & green embroidery & a bottle of scent California Poppy
17 TUESDAY
I did my washing quite a lot Mum went out with Mr Jacomb The air raid warning went about 1-30pm 6 Bombers took off at Rochford they look magnificent Harry soon came home Pamela is quite excited about it all
I did my ironing in the afternoon & evening Harry repair a valve in mums set that was broken. I had a backache all the afternoon & evening listened to the wireless
18 WEDNESDAY
Mum went round to help Joyce this morning Harry & Tom went marching this morning I am writing this round a beautiful fire Gwen made and Pamela is worrying & jogging me all the while
[Page break]
OCTOBER, 1939
THURSDAY 19
It was pouring with rain all the afternoon and morning just as we planned to go out I made some scones & a cake instead mum went round to help Joyce.
We went to the Astoria after dinner saw “Lucky Night” with Robert Taylor and Myrna Loy very good Had a game cards went we got home
FRIDAY 20
Mum went round to Joyces Gwennie took Pamela out and got the dinner for me I hoovered the place out Went and saw my mother in the afternoon went down the beach brought home some shells.
SATURDAY 21
Mum & I got our work done and went out shopping. Harry & I went to Southend in the afternoon and bought Pamela a little woolly coat and overalls I bought a new tooth brush We listened to band waggon
SUNDAY 22
Patricia Joyce Cole was christened at 2 oclock it was a lovely day after all the rain We had a nice game of cards. Agnes bought round some lovely apples she has got a rotten cold
[Page break]
OCTOBER, 1939
23 MONDAY
Sun shining but misty, I heard the aeroplanes warming up the engines, I suppose just being prepared. I wondered what move Hitler will make now?
24 TUESDAY
I did my washing & ironing and washed my hair
25 WEDNESDAY
Last week of Vernons I am glad it is finished before Harry goes
The bulbs are coming up.
[Page break]
[Kia-Ora advertising]
[Page break]
MEMORANDA
[Page break]
OCTOBER, 1939
THURSDAY 26
I went to Southend only with Pam Harry went to RAF.
Change my libraries
Harry & I went to the pictures in the afternoon it was very dark when we came out
FRIDAY 27
I went to my mothers in the afternoon went went down to the sea front Pamela does enjoy herself. Had some tea just got home as Harry went back to work. Milly came down went to the doctors with mum then went to the Mascot I made Pamela two jumpers Harry & I went to bed early but Pamela cried several times
SATURDAY 28
Millie & Mum went to Southend in the morning We did not go out as it rained
Had a nice game of cards.
Frank came down they stayed
SUNDAY 29
I went out took Gwen & Pamela down to see my mother took some chrysanths
Frank & Millie went at 7 oclock it was pouring with raining
Joyce & Tom went to his mothers
[Page break]
OCT.-NOV., 1939
30 MONDAY
Mum did her washing so as to have nothing left to go round to Joyce.
Harry & I went to the Pictures saw I left my shopping in Woolworths I never got it back. lost my pretty purse
31 TUESDAY
I did my washing go it all done and my ironing getting thinks ready for tomorrow I am quite busy chopped & saw some wood and tidied the garden Harry found out he was deffinently he was going next Monday. Tom went this morning Joyce was upset.
1 NOV.-WEDNESDAY
Harry Pamela & I went up to Aunty Nellie for a few days to say goodbye, it was very dark going up in the tube Pamela thoroughly enjoyed it We had packed our case up full they were very please to see up Aunty is a bit upset at Harry going but still it is all in a life time Aunty has made us very comfortable Pamela went to sleep good.
[Page break]
NOVEMBER, 1939
THURSDAY 2
We got up Pamela had to go out and see Aunty do the work when we had breakfast we did some shopping and saw Cousin Nellie & the children. In the afternoon we went to Felton and saw Vera and the children I feel very sorry for Author is not good to her at all Elsie & Jack came up and had a game of cards.
FRIDAY 3
We got up and had breakfast and Aunty came with us to Richmond to see us off Uncle went to work as usual We arrived home at 2-45pm Then Tom surprised us and came home on his six days leave Joyce was ever so pleased
So instead of Mum going round with Joyce she stopped at home
SATURDAY 4
There was not much work to do as mum did it yesterday We had a fire in the front room Harry spent it alone it is getting near for him to go
SUNDAY 5
Harry had his breakfast in bed we had our dinner early then Mum & Gwen Aggie went round to Joyce & Toms to tea Harry & I had tea by ourselves and the fire all the evening
[Page break]
NOVEMBER, 1939
6 MONDAY
Harry went away this morning he kissed every one goodbye Pamela know he is going on a Puff Puff.
Mum cannot get use to [deleted] of [/deleted] cooking for less
Mum & I did our washing together but I think I would rather do it by myself
We went round to Joyce & Toms while [deleted] she [/deleted] they went to the pictures Had a nice bath
7 TUESDAY
Mum & I did our ironing and work. In the afternoon went shopping and then pictures saw Jeanette Macdonald in Serenade”. Very good had my first letter from Harry wrote him one back
8 WEDNESDAY
Mum & I got the room for Joyce. Pamela rig outs arrived from Vernons 1 brown 1 green they look very nice
In the afternoon Mum Gwen, Pamela & I did some gardening We had our tea early It seems a long day without Harry
Mum & I played cards knitted & listened to the wireless very good Pamela & Gwen are Both sleeping with me
[Page break]
NOVEMBER, 1939
THURSDAY 9
Received Pamela’s ration book
Poured with rain all the morning cleared up at dinner time Tom is going back this afternoon Joyce is getting ready to come round had another letter from Harry I went out on my bike to change my librarys [deleted bunbe [/deleted] met Bill he just as jolly, a Pilot Officer was killed over the aerodrome.
FRIDAY 10
Very misty above today Gwen took Pamela to Priory Park to feed the ducks Gwen posted my letter to Harry I took Pamela to my mothers in the afternoon we went down Chalkwell Av to the beach Pamela loves it all Had tea then came home before it got too dark I don’t feel very grand I have got a head-ache & sore throat and no Harry to hug.
SATURDAY 11
I did [inserted] not [/inserted] feel so good this morning then I Had a letter from Harry. In the afternoon as I was talking to Stan Harry came round the corner what a lovely surprise I did hug & kiss him I have. really missed him He had a nice bath
SUNDAY 12
It seem wonderful to have him with me We went for a walk in the morning round Rochford & Sutton Mum cooked a nice dinner had the afternoon to ourselves had a nice tea then went with him and saw him off at the station it was very dark
[Page break]
NOVEMBER,1939
13 MONDAY
Mum & Joyce did their washing I went out in the afternoon and took Pamela went to get my watch but it was not ready pity
Writing letter to Harry
14 TUESDAY
I did a lot of washing did my ironing in the evening and mending writing a letter to Harry dark out and spitting with rain Mum is out late at the pictures
Writing a letter to Harry.
15 WEDNESDAY
I got up earlier this morning Joyce went to hospital
Mum is not feeling so well this morning
Took Pamela & Gwen into Priory Park very nice out.
Writing letter to Harry
[Page break]
NOVEMBER, 1939
THURSDAY 16
Rain all the morning I took Pamela out in the afternoon drew my allowance and had Pamela’s hair cut looks nice handed in Green’s order.
Wrote another letter to Harry
read my library
very good
Had a nice bath.
FRIDAY 17
No to bad today for weather dusted my bedroom. done the bathroom mended the electric fire sawed some logs and tinded the coal shed. Went down to my mothers and we went do to the beach Pamela did enjoyed herself had a nice when we got home back home mum had bought Pamela another doll & me a ashes sifter. Writing to Harry listen to the wireless Tom came home this after.
SATURDAY 18
We got our work done & cooked a big dinner Joyce & Tom went to the pictures and I did a bit of shopping in Southend I had two letters from Harry today It poured with rain I got my feet wet
SUNDAY 19
Wind blowing like a gale today
Tom went at 4 p.m. Pamela & Gwen went for a walk and met Agnes
We had a nice game of [deleted] gam [/deleted] cards I won I am writing to Harry.
[Page break]
NOVEMBER, 1939
20 MONDAY
Mum & Joyce did their washing
21 TUESDAY
I did my washing but it never got dry so I did some knitting and wrote a letter to Harry
22 WEDNESDAY
I went out during the morning Sun is shining but it is cold. Called on Elsie her baby is lovely. A german plane came over they got it down We went down to see my mother but did not stop long it soon gets dark. Did a lot of knitting at 10 oclock we had an air raid over head it was soon over.
[Page break]
NOVEMBER, 1939
THURSDAY 23
Hoovered all the rooms rubbed off the pencil marks off the wall in the hall went to register out registration books and change my libraries and did some shopping. It rained all the time. I read my library during the evening and then had a lovely bath put scent in and made my face up to be nice for Harry I wish he was home. Had a letter from him. the man put in a new pane of glass.
FRIDAY 24
A funny day today it does not know wether to rain or dry up I put the net curtains up again at the door and the long room they do look nice polished up every where and mopped and dusted Joyce is trying to get to see Tom.
Harry is coming home today about 7p.m. I have made myself up ready for him he arrived at 6-20pm. and he did look well oh boy did I hug him
SATURDAY 25
It was very cold and rained a bit, we went to the pictures Garon’s saw “Blondes”
SUNDAY 26
We all spent the day indoors
Harry had a nice bath Mum & I cooked the dinner Joyce & Tom were on their own for a while he went in the evening we saw him off.
[Page break]
NOVEMBER, 1939
27 MONDAY
It poured with rain Harry & I got up at 6-15 AM. I cooked his breakfast and pack his case for him
I fixed the blinds up much better now and the kitchen.
28 TUESDAY
My mother in law paid me the final 2/-. I did my washing and did my ironing not so much today thank goodness wrote to Harry and listened to the wireless.
29 WEDNESDAY
I did the front garden it looks much better now but it made me tired. I went to my mothers in the afternoon we went down Chalkwell Av. on the beach very windy. Went home had tea then went on to my home Pamela enjoyed herself. Writing a letter to Harry. Knitting vest for Pamela Having a bath tonight.
[Page break]
NOV.-DEC., 1939
THURSDAY 30
Drisled with rain all day I went down to Southend and paid my rates and met Mrs Cole and George he is working in the experimental dept. It soon got dark at 4-30pm I am writing to Harry.
FRIDAY DEC. 1
Made the Xmas puddings today We trimmed one another’s neck. I had a nice letter from Harry he is keeping fine. Russia & Finland are at war. I shall be going to the pictures in the evening very blowy I went to the Astoria very good ‘Man of Conquest’ Richard Dix had to walk all the way home.
SATURDAY 2
Weather better today went out and got the dinner Cook the Xmas puddings do they smell good. Bought a nice new pair of brown shoes. Writing to Harry send of his books.
SUNDAY 3
Very nice morning and we went down to my mothers to dinner and walked along the front Sun shone but windy. We came home at dark made up a nice fire in the kitchen had a game of cards It poured heavens hard with rain Mum & Joyce got soaked
[Page break]
DECEMBER, 1939
4 MONDAY
Looked better this morning after last night rain We cooked out Sundays dinner very nice I took Pamela to Southend and went to the Building Society had a long talk with the manager. Went to the pictures saw “Lion has Wings” [deleted] Wk [/deleted] Wore my new shoes not bad
5 TUESDAY
I did my washing today very cold. Pamela is being very good today she does like going out with Gwennie.
Mum paid me her second 2/- I finished Pamelas second vest they look very nice.
Did my ironing and mending
Wrote to Harry.
6 WEDNESDAY
Bitterly cold today I went out for a while saw Elsie and did a bit of shopping Went to see Lily Everly with Elsie came home a dark had tea and put Pamela to bed
Not so well to day though I did not have a back ache.
Writing to Harry.
[Page break]
DECEMBER, 1939
THURSDAY 7
Very foggy but I went out in the afternoon and did quite a lot shopping met Mrs Jacomb & Aggie the fog cleared at 3 o’clock
Had a game of cards and wrote a letter to Harry sending the standard
FRIDAY 8
It poured with rain all day so I did not go out. lit the fire in the front room. Wrote a letter to Harry had a game of cards. Ate some dates Mum & Gwen had a bath.
SATURDAY 9
Did my work and took Pamela to Eastwood Schools and got her gas mask she like it on her self it is red mickey mouse type
SUNDAY 10
Mum took Pamela out for an airing saw Mrs Winch. I cooked nice dinner and made a cake played cards in the evening and read my library.
[Page break]
DECEMBER, 1939
11 MONDAY
Rather foggy today so I did not go out making Gwen a dress and tried to mend the lamp standard and took down the black out in the bedroom. I have put ap a board of ply wood.
had a nice letter from Harry he is trying to come home this weekend its will be grand to see him again
12 TUESDAY
It is a funny kind of a day What wind there is is bitterly cold and the washing is not drying so I am trying to put it round the chimney. The International station is pretty good this afternoon
Mum paid me another 2/-.
13 WEDNESDAY
Mum & Joyce did their washing Gwen Pamela & I went to see Mrs Cole we had tea there Just got in at dark.
[Page break]
DECEMBER, 1939
THURSDAY 14
We did the bedrooms today Went to Southend with Elsie it soon got dark
FRIDAY 15
Getting everything ready for Harry my darling husband is coming home this evening I put the decorations up and as I finished he knocked on the door was I happy to see him Pamela & Gwennie slept in the front room
SATURDAY 16
Harry & I went for a walk and bought the dinner home we went to Southend in the afternoon met some of his pals and then had a nice tea went to the Astoria saw “Cheer Boys Cheer” Nova Pilbeam Doctor Kildare
SUNDAY 17
We went over to Millies for the day had a nice time we walk to Southend and back.
[Page break]
DECEMBER, 1939
18 MONDAY
Harry & I over slept this morning but he soon got dressed and went I shall be seeing him again on Thursday
I went to Southend in the afternoon with Elsie and bought Coral a pair of blue slippers and Harry an Air Force cigarette case.
Mum went to stay with Mrs Jacomb till tomorrow Joyce and I played cards
The war news is good. Graf Spee is scuttled
19 TUESDAY
I did my washing but it is not drying I am draping it round the chimney I fell lost this afternoon but I have quite a lot I could do.
20 WEDNESDAY
We did our Bedrooms today so as to get done for Xmas and Harry is coming home tomorrow Went down to my mothers in the afternoon it poured with rain all the time Mum was very pleased to see us and gave us a nice time Bought some Xmas Cards and sent them off having a bath and curling up my hair
[Page break]
DECEMBER, 1939
THURSDAY 21
We finished our work for the week and I went to Southend in the afternoon and got some more shopping for Xmas and rushed back Harry arrived 1/2 hr later it turned very cold Oh boy do Harry & I love one another, the gas fire is a treat in our bedroom. Harry bought me a lovely manicure set I am really resolved to stop bitting my nails he does wish it so.
I bought him a lovely cigarette case.
FRIDAY 22
Harry has his breakfast in bed and got up at 10 went down to the Building Society and settled everything up We spent the afternoon round the fire and, went to the pictures in the evening saw ‘Second Fiddle’ Tyrone Powell and Under Cover Doctor both very good. Harry bought Pamela a lovely baby doll red pair of slippers and two books she is a lucky girl, Harry bought his mother a fountain pen.
SATURDAY 23
I did a lot of work this morning quite busy Harry made a nice fire and Mum went to South- It was still frosty and very foggy We went out in the afternoon and evening had a nice time at the Palace Hotel got home 12-15pm. nearly drunk.
SUNDAY 24
We cooked our Xmas dinner and boy it was good we slept in the afternoon and it was so nice to be with my darling husband we played cards in the evening Gwennie went home to her mothers for Xmas.
[Page break]
DECEMBER, 1939
25 MONDAY
Mum & I cooked a piece of pork and my Xmas pudding was good for Sunday’s dinner.
We all went down to my mothers for dinner today she cook a great big Turkey it was good Pamela thoroughly enjoyed herself they bought her a woolly dress and yellow silk pinafore a concertina and a little dolly. We went home about 11-30pm.
26 TUESDAY
We had cold pork and green and potatoes it was good Mr Robinson gave me a 1/2 pint of cream for a Xmas box. In the evening Harry cleaned his boots and buttons and had a bath we talked a long while in bed and Joyce woke us up at 6-10 in the morning. I cooked his breakfast and we talked a while in the kitchenette
27 WEDNESDAY
We put the gas fire on it made the room very warm then I dress and went with Harry to the bus stop the North wind has sprung up and was freezing we waited 5 mins. Then the bus came along and we said goodbye perhaps I shall see him again soon but it may be a long time to come we he goes far away but I hope he comes back soon. I got my work done and mum & I went to Southend we nearly froze coming home so we decided not to go to the pictures but sit around the fire
[Page break]
DECEMBER 1939
THURSDAY 28
Very cold this morning mum & Joyce did their washing It snowed in the afternoon so I did not go out we stopped in the kitchen Aggie brought Gwennie home. She is not feeling any to well.
FRIDAY 29
A very nice morning the snow laided every where it looked a picture Tom Pamela and Gwennie played in the snow. I went to Southend in the afternoon and bought another pair if shoes and saw Tickett and went to the Electric Co. Building Society, Woolworths it was not so cold today. We we got home we played cards. Had a letter from Harry.
SATURDAY 30
The wind is bitterly cold their water froze next door must watch ours. did a bit of washing it got dry. I went out in the afternoon to post Harry’s letter and bought so sweets they are dear now,
SUNDAY 31
Well here endeth the last day in this diary it is still very cold out no pleasure in walking anywhere. Here is wishing for peace and a bright prosperous new year and my Harry home for good how I love him and miss him. I have written every day.
[Page break]
MEMORANDA
On Pamela’s 1st birthday Harry & I had invited 21 persons we all had a jolly good time plenty to eat & drink we started at 4-30 pm. broke up at 3-30 AM.
Pamela had some lovely presents Her daddy bought her a box of chocs and birth day cake. Pamela has done very well for she can almost run we hope she will always be lucky and clever forward and lovely.
[Page break]
[2 blank pages]
[Page break]
Mr & Mrs Cole
60 Byre Dr
Prittlewell
[Page break]
[Blank Page]
[Page break]
Mr Billy & Mrs Elsie Hayns.
“Kia-Ora”
Alton Gardens
Prittlewell
[Deleted]Mr & Mrs Sweeting
16 Artiel Rd
Eastwood. [/deleted]
[Page break]
[Blank page]
[Page break]
743047 L.A.C. REDGRAVE H.C. R.A.F.
ROOM 124 D FLIGHT
NO 2 SQUADRON
NO4. I.T.W. R.A.F.
SACKVILLE HOTEL
BEXHILL on Sea.
[Page break]
[Blank page]
[Page break]
Mrs Sherwood
459 Fairfax Dr
W.
Mrs Sweeting
16 Artiel Rd
Eastwood
[Page break]
Baker 2-4d.
Greengrocer 1-5d.
Butcher 2-3
Milkman 5-8 1/4
Greens Boy 4-3 1/2
Southend Shop 4-7 1/2
Newspaper 8d
[Calculations]
Monday 6d 1d 8d + 2 1/2
A.W. MASON Author of
Four Feathers.
Dec. 4 [calculations]
1oz grey wool.
Building Society
Cakes.
[Page break]
[Blank page]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Jessie Redgrave's 1939 diary
Description
An account of the resource
A diary kept by Jessie Redgrave during 1939 with detailed daily entries on her life.
Creator
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Jessie Redgrave
Date
A point or period of time associated with an event in the lifecycle of the resource
1939
Format
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One printed diary with handwritten annotations
Language
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eng
Type
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Text
Text. Diary
Identifier
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YRedgraveJM743047v20001
Coverage
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Civilian
Publisher
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IBCC Digital Archive
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
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Anne-Marie Watson
Spatial Coverage
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Great Britain
England--Essex
England--Southend-on-Sea
Temporal Coverage
Temporal characteristics of the resource.
1939
home front
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1230/16001/YRedgraveJM743047v1.2.pdf
324ab5279a0c6839c15ef07e5f98c5fa
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
Redgrave, Henry Cecil
H C Redgrave
Description
An account of the resource
187 items. The collection concerns Henry Cecil Redgrave (743047, Royal Air Force) and contains his decorations, letters and photographs. He flew operations as a bomb aimer with 207 Squadron from RAF Waddington. He was killed 13/14 March 1941. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Pam Isaac and catalogued by Barry Hunter.<br /><br /><span>Additional information on Henry Cecil Redgrave is available via the </span><a href="https://internationalbcc.co.uk/losses/119457/">IBCC Losses Database</a><span>.</span>
Publisher
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IBCC Digital Archive
Date
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2015-10-02
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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Redgrave, HC
Transcribed document
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Transcription
Text transcribed from audio recording or document
KIA-ORA
DIARY
1938
[Page break]
[Patterned printed page]
[Page break]
THE
KIA-ORA
DESK DIARY
FOR 1938
WITH MONTHLY AND ALPHABETICAL INDEXES
[Page break]
[Page of General Information]
[Page break]
[Tables of information on Bridge Scoring and Wages]
[Page break]
DECEMBER, 1937
THURSDAY 23
I seem to be having plenty of presents from everywhere wringer from Harry & record Paul Robson’s [sic] “Curly headed Baby” Box of chocolates & perhaps slippers. Compact & scent from his lad at the shop soap & salts (Bath) from Mum & chocolates from Vera a large bottle Lavender Water from Taylor Walkers through Harry 2 brass plates for Harry & I from his mum 2 bibs for baby from Milly
FRIDAY 24
Harry started work 6.45.AM. Finished at 12.45 AM. Having a record day at the shop. Harry bought me home a bottle of Advocaat 50 Gold Flake. I bought Harry a good green silk scarf & tie which he wanted & we both bought Stan a grey pullover. Stan bought Harry 2 good records and Harry had 150 players & black leather wallet Silver pencil and a number of Xmas boxes I went to the Astoria in the evening “Woman chases Man” Harry took me in the Vauxhall lovely.
SATURDAY 25
We spent today at Mums had a nice time. Vera had Bill her Scotch friend with her good programme on the Wireless “Aladin” [sic] and Rocks Christmas Party Dance Music Harry brought home a good bottle of sherry ‘Odds On’ cocktail
SUNDAY 26
Whiskey & Beer for mum Cider & port. Mum lit the Xmas Pudding as usual. Had turkey for dinner. Spent the day quietly.
[Page break]
DECEMBER, 1937
27 MONDAY Spent the day quietly Had plenty of fruit & nuts to eat. Millie Mum Frank Harry & I played Knock-out Whist with cigarettes lost a few. good game. Ankles & feet swollen, otherwise feeling O.K.
28 TUESDAY
Harry had to work all day so we played care again Mum won 14 & I won 1. cigarettes.
29 WEDNESDAY
Joyce & Frank start work today Harry and & I went to Southend and did some shopping bought a new kind of clothes line for indoors and a grey enamel bucket.
DEC. – JAN. 1937-38
THURSDAY 30
Rather tired this morning, had breakfast in bed reading ‘German Spice’ good book
FRIDAY 31
Went to Southend in the morning to do some shopping probable the last time for a while saw quite a number of my old pals. my how shopping accumulates it was heavy
SATURDAY – JAN. 1
Rained a bit this after noon Harry bought a nice chocolate sponge for tea went & saw mum and Vera probably the last for some time good programme on the wireless
SUNDAY 2
Harry & Frank busy to day getting down the bed and other jobs that need doing before the event and Millies Wedding Had my hair cut short works [deleted] tyd [/deleted] tidy
[Page break]
JANUARY, 1938
3 MONDAY
Did my washing today instead of tomorrow just incase anything should happen
Bobbie has hurt his foot somehow poor thing
4 TUESDAY
Have been quite busy today with Mum getting my room ready all my things and baby’s. Harry bought me a tin of Scotch shortbreads how nice of him he is a dear does not deprive me of anything and I love him so. Padded my low chair and filled baby’s pillow
5 WEDNESDAY
Harry has gone over to lay Milly’s lino Sun shining this afternoon I keep getting a pain in my right side baby getting impatient It is getting nearer, I wonder how near.
Bobbie’s foot still hurts him I think he has pulled his claw it is troubling him
Filling in Insurance Forms Harry & Millie arrive home @ 8.30pm tired and dusty. Millie likes her little house
[Page break]
[Panel advertising Kia-Ora]
[Page break]
MEMORANDA
[Underlined] Pamela Weight. [/underlined]
When born Jan 13th – 7 1/2 lbs.
Fortnight Later Jan 26th – 8 lbs.
Monday 31.1 38 8 – 6 1/2 ozs.
7.2.38 8 12
21.2.38 9 - 5
28 2 38 9 - 13
7 3 38 10-5
14.3.38 – 10-5
21 3 38 11 2 1/2
4 4 38 11 9
19 – 5.
[Page break]
JANUARY, 1938
THURSDAY 6
Weather not to bad today
Micky had his bath early and took it Millie getting her curtain material today
Help Millie with her curtains they are done. Had a bath and washed my clothes all ready for the event.
FRIDAY 7
Millie & all her things went to Tilbury [deleted] to [/deleted] She will have a busy day straitening things up. She so exited
The sun is shining lovely this morning I think I’ll go out. The lady next door gave me a woolly ball for baby it is sweet.
Pouring with rain at 4.45p.m.
SATURDAY 8
Milly’s wedding day everything went off fine Harry bought home a good bottle of champagne & mum bought a bottle of port.
SUNDAY 9
Got up at 10.30 A.M. Goblined the place up covered with confettie
Sun is shining altogether it is a lovely day.
[Page break]
JANUARY, 1938
10 MONDAY
Mum and I did our washing Nurse Leadbeatter came to see me wondering how long [deleted] t [/deleted] I would be gave me a dose of Castol oil gave me the tummy ache, didn’t work so she came again at 7 o’clock and also saw Harry for the first time she said it might be Wednesday.
11 TUESDAY
Did mum’s ironing this morning Pouring with rain outside Harry’s cold is pretty rotten He bought home a lot of very nice oranges.
12 WEDNESDAY
Made the baby a dress this afternoon Started my pains Harry phoned for Nurse Leadbeater at 9 o’clock that evening she came and said yes it would arrive tomorrow Could not sleep all night pains getting worse poor Harry he lost his sleep too.
SUN 16. Vera came to see me bought some grapes bovril chocolate & hot water bottle It was nice of mum & Vera.
[Page break]
JANUARY, 1938
THURSDAY 13
What a day to remember Pamela Joyce arrived at 12.30P.M. 7 1/2 lbs she weighed and she looks lovely. Harry is ever so pleased he loves her the darling Nurse Leadbeatter is a dear Doctor Clapham gave me Chloroform at the birth it helped I feel tired now but when you see the baby it is worth it.
FRIDAY 14
Doctor Longthorne came in the morning he was pleased with me and how I felt said I could sit up strait & feed baby. Temp & pulse O.K. Little Pamela looks wonderful & Harry is so happy He’s bought me some biscuits and shortbread all my meals have been very nice and my mother came up to see me must be nice to be grandma. Harry’s Mum thinks she beautiful. Nurse L comes to see [inserted] me [/inserted] twice a day as bathes baby & washes me.
SATURDAY 15
Doctor L came to day still pleased with me. Said I must lay on my stomach 2 hrs in the afternoon each day with do me a world of good. Milk coming in had a dose of castor oil. Harry bought me a lovely bunch of grapes. Fire went out Harry tried to make it. Pamela hand was crossed with silver by Mrs S. .||. Pamela woke in the night again. Harry thinks she a little B. so sweet Nurse came at 10 oclock to bath baby and wash me. Mr Robinson crossed her hand with silver Pamela getting rich Millie & Frank came over. It poured with rain nearly all day.
[Page break]
JANUARY, 1938
17 MONDAY
Doctor & Nurse came as usual quite O.K. Pamela has been quite good so far. Heard monoply night at seven
The weather has been lovely today Mums washing has dried nicely.
18 TUESDAY
Nurse came as usual Pamela getting along nicely
Joyce & Tom have bought her a lovely eiderdown and pillow to match in pink taffetta it looks lovely Have written two letters so now feel a bit weary.
Joyce brought her friend [deleted] Eolen [/deleted] Eileen in to see the baby
19 WEDNESDAY
The sun is shining lovely today. Nurse L. has hurt her foot today. Pamela is getting on beautifully. Have been writing two more letters. Harry has gone to London to buy the pram. Harry came back at 5.30pm. with the pram which looks smart a set of Atlas saucepans Book ends for Nurse & a mattress to come for the pram Mum came up to see me again
[Page break]
JANUARY, 1938
THURSDAY 20
Pamela is progressing lovely The weather keeps fine
Harry bought me some Cadbury’s Mum has bought in a pair of Organdie pillow slips they are very sweet
FRIDAY 21
Weather still nice & Pamela quite well Pamela had a good turn out today
Receive a letter from Aunt Nell. They will try to come down that will be nice.
Got out of bed today a bit wobbly
Doctor came asked when I could get up next Monday.
SATURDAY 22
Sun has been shining
Pamela was going out but the sun has gone in Trying my wart cure.
SUNDAY 23
Pamela first day out Sun was shining lovely. Got up for a little while got rather tired in the evening played cards.
[Page break]
JANUARY, 1938
24 MONDAY
Harry’s Mum birthday gave her 10/- Put Pamela in the pram in the front of the House Doctor coming to day might be able to get up.
Doctor came said I can go about the house but cannot go out till Sat. or Sun. He has given me a tonic. Harry bought home some more chocs
25 TUESDAY
Got up & dressed today feel a bit funny in the head. Bath the baby. Nurse came. Quite O.K.
On Wed., Nurse weighed Pamela She gained 1/2 lb now weighs 8lb.
26 WEDNESDAY
Mum went to Milly’s Harry & I spent the day on our own. Nurse came for the last time gave her a present pr. book Ends. Took the bed down and took my things upstairs what a treat to sleep in our own bed again
Took baby up and down the road what a lovely pram to wheel. A lovely eiderdown from Agnes & Gwenny blue. It fits her cot a treat
[Page break]
JANUARY, 1938
THURSDAY 27
Sun shining but wind is cold Doctor came and saw me for the last visit sending me another bottle of medicine as a tonic to help me.
FRIDAY 28
Still feeling O.K.
bath the baby sleeps well
Went to bed early.
SATURDAY 29
Went out up the road. What a gale nearly blew me over.
Pamela been very good.
SUNDAY 30
Still windy. Joyce took Pamela out in the morning too cold for me to go out.
Went to bed early
[Page break]
JAN.-FEB., 1938
31 MONDAY
Did a lot of washing today Mum cut the top of her finger badly.
Took Pamela to the clinic she has gained 6 1/2 ozs. since last Wed. and she is so good.
Listened to “Monday night at 7”pm
1 FEB.-TUESDAY
Made Pamela a bonnet manage to finish it for tomorrow
Harry, bought her a pair of leggings
2 WEDNESDAY
Harry & I took Pamela over to see Milly & Frank saw their house and new furniture all very nice Bobby looked well Baby was good.
[Page break]
FEBRUARY, 1938
THURSDAY 3
Harry’s birthday 26 years old
Went for a long walk with mum and the baby pop in and saw mother had tea and biscuits
Did some ironing in the evening
FRIDAY 4
Read a good book “The Evil Shepherd”
SATURDAY 5
SUNDAY 6
Milly & Frank came over last night and are staying till tonight Bobbie is getting on lovely
[Page break]
7 MONDAY
Helped mum with her washing her finger is still bad.
Took Pamela to the clinic she has gained 5 1/2 ozs Doctor Shields wants to see her again
Heard “Count of Monte Christo” very good serial
8 TUESDAY
Did my washing today what a lot of [deleted] nappages [/deleted] nappys I have got making a green satin pillow slip to match a pram cover Aunt Nellie sent me today it is a lovely pram cover
9 WEDNESDAY
Harry is thoroughly over hauling his motor byke – it goes jolly fine
Mrs Monk came over to see the baby thinks she is lovely.
Listening to “Band Wagon”
[Page break]
FEBRUARY, 1938
THURSDAY 10
FRIDAY 11
Agnes birthday
[Between SATURDAY 12 FEBRUARY to SUNDAY 6 MARCH there are no entries]
MARCH, 1938
7 MONDAY
Pamela 10lbs 5oz.
She has a nasty cold.
8 TUESDAY
9 WEDNESDAY
Terrible accident outside Woolworths just missed it Luckily.
[Page break]
MARCH, 1938
THURSDAY 10
Went for a walk with Mum Gwen & I and the pram.
Saw Mrs Jacombes.
FRIDAY 11
Bought Harry new wool pants.
SATURDAY 12
Harry is buying me a
SUNDAY 13
[Page break]
[Between MONDAY 14 March and THURSDAY 8 APRIL there are no entries]
FRIDAY 8
My mother’s Birthday
And Aunty Jessie.
Between SATURDAY 9 APRIL and SUNDAY 5 JUNE there are no entries]
[Page break]
JUNE, 1938
6 MONDAY
A whole crowd of us went swimming in the bath early in the morning
Spent the day on the beach a bit cold & windy
7 TUESDAY
8 WEDNESDAY
[Page break]
JUNE, 1938
THURSDAY 9
Second time swimming went with Joyce to the swimming bath.
FRIDAY 10 JUNE – SUNDAY 19 JUNE [No entries]
[Page break]
JUNE, 1938
20 MONDAY
We went to the [deleted] Mascot [/deleted] Corona before that I had a double tooth out [underlined] “OOW” [/underlined]
21 TUESDAY
Washing day.
22 WEDNESDAY
Harry & I popped over to Millie & Frank
[Page break]
JUNE, 1938
THURSDAY 23
Measured mum for her best dress.
FRIDAY 24
Had my Perm today [deleted] at [/deleted] it only cost 7/6 I hope it keeps nice
SATURDAY 25
Pamela cut her first tooth today two bottom ones together
SUNDAY 26
[Page break]
MONDAY 27 JUNE – MONDAY 4 JULY [No entries]
5 TUESDAY
Harry & I went to Margate with Taylor Walkers on the “Royal Eagle”. Had a jolly fine time Plenty of free beer and a bottle of whisky cigarettes & cigars It rained a bit the scenery down the Thames was very interesting.
6 WEDNESDAY
[Page break]
Kia-Ora advertising
[Page break]
THURSDAY 7 JULY – TUESDAY 27 SEPTEMBER [No entries]
28 WEDNESDAY
Milly’s birthday 25 years.
[Page break]
THURSDAY 29 SEPTEMBER - SATURDAY 26 NOVEMBER [No entries]
SUNDAY 27
I took G & P for a stroll in Priory Park a bit cold – still it was nice
[Page break]
NOVEMBER, 1938
28 MONDAY
29 TUESDAY
30 WEDNESDAY
Harry & I took Pamela over to see Millie & Frank we have a nice time Pam [deleted] thou [/deleted] enjoyed herself with Bobbie
[Page break]
DECEMBER, 1938
THURSDAY 1
FRIDAY 2
SATURDAY 3
Mum & I went Southend in the evening shopping bought Gwen’s doll.
SUNDAY 4
Mum took G & P for a stroll while I cooled the dinner Harry and went to Elsie’s to tea she makes lovely cakes.
[Page break]
DECEMBER, 1938
5 MONDAY
Harry & I went Xmas shopping and took Pamela We bought a few presents and Pamela a gee-gee and paid Abbey Rd Society [underlined] 1st [/underlined]
6 TUESDAY
Washing day not bad had rather a lot to do
Mum went to the pictures
7 WEDNESDAY
Harry and I had the long room lino up and levelled the boards up.
[Page break]
DECEMBER, 1938
THURSDAY 8
Agnes bought Harry and I a lovely pair of glass vases in green. Pamela a pr of white kid gloves.
FRIDAY 9
Mum is going over to Milly’s for the day it’s a beautiful day too the sun is shining
Aunty Nellie sent Pamela a lovely woollen rig-out in yellow she does look sweet
SATURDAY 10
It has been raining all night it came through our back door
We bought Gwen’s cot I bought Stan present at Southend this evening it had been raining it was a mucky night Stan bought Pamela [underlined] a lovely [/underlined] little dog
SUNDAY 11
Took Gwen & Pamela out for a walk saw Joan and her new Home. Vera came round Mum and Vera had been to London Sat morn, Vera bought Pamela a lovely dog pink & white
We spent a quiet evening at home.
[Page break]
DECEMBER, 1938
12 MONDAY
Its a rotten day for washing Its miserable as hell.
We all made Xmas pudding tonight had my bath
13 TUESDAY
I got the rest of my washing out today
Started again at the A for a few weeks to help out took Pamela to my mother she thoroughly enjoyed herself. Did a little ironing then went to bed early.
Harry gave me a lovely week-end case & this beautiful fountain pen.
14 WEDNESDAY
I went to work all day yesterday. Harry boiled the Xmas puddings 6 1/2 hrs. We all played Monoply a darn good play still playing till 11.30p.m.
Weather – very foggy
[Page break]
DECEMBER, 1938
THURSDAY 15
Cleaning the Long room
Working in the afternoon
FRIDAY 16
Pouring with rain today
Working in the afternoon
Still raining finished working at 8-O clock
Joyce bought Pamela a lovely pair a slippers.
SATURDAY 17
Turned very cold today
Took Gwen & Pamela to Southend
Bought Pamela some brown shoes.
SUNDAY 18
Mum’s morning off. I cook the dinner It Has turned rather cold
[Page break]
DECEMBER, 1938
19 MONDAY
Mum did a bit of washing But it is the coldest day known the water pipe has frozen I hope it does not burst. Wrote some Xmas cards
Harry bought a record of Bing Crosby “Mother Nature sing her lulaby
20 TUESDAY
Still very cold.
I went to work this afternoon lots of work finished at 7-30pm finished my Xmas cards.
21 WEDNESDAY
I went to work all day today
Pamela has been good
Turned a bit warmer this evening The water thawed
[Page break]
DECEMBER, 1938
THURSDAY 22
Went to work in the afternoon
FRIDAY 23
Going to work in the afternoon
Had a few drinks up in the canteen.
Milly and Frank arrived More presents Nightdress case Dolly for Pamela & sponge gee-gee
Bath cubes
SATURDAY 24
Went to Southend this morning it did not stop snowing
SUNDAY 25
Harry spent the day at my mother’s had a lovely time
[Page break]
DECEMBER, 1938
26 MONDAY
Harry and I went to Aggies still snowing Pamela enjoyed it
27 TUESDAY
Slept at Aggies place all night Pamela was good Had a game Monoply Harry won once mum the other
Milly and Frank left us the dog to mind while they went to the pictures it did not matter about our company at home I was annoyed
Tom’s father dies to day with asthma trouble
28 WEDNESDAY
We did our washing
cooker fused what a stew near 1 – O clock
Pretty good on the wireless this evening
Harry bought my favourite record Donkey’s Serenade with Alan Jones singing
[Page break]
DEC., 1938-JAN., 1939
THURSDAY 29
Sun shone today for a change
It poured with rain in the afternoon.
Harry bought home another record of Bing Crosby. “Swing low sweet Chariot”
Aggie, Gwen, mum & I played Monoply all the evening.
Pam is not feeling so good.
FRIDAY 30
Mum & I got a lot of work done this morning and I went to work in the afternoon till 9-O clock
Pam has got a temperature this afternoon 101 degrees
SATURDAY 31
Tom’s father was buried today
lit the fire in the long room this afternoon. Mum has gone over to Milly’s this week end
Elsie her husband & sister came and listen to the old year out and the new year. We play monopoly till 1-45am jolly good.
SUNDAY – JAN. 1
Pam seems a lot better today
Had rather an enjoyable evening at Elsie’s Pamela seems to be worse.
Cont – in next diary
[Page break]
MEMORANDA
My Insurance Number is 4807904
Harry’s is
[Page break]
MEMORANDA
[Page break]
MEMORANDA
We they
[Scores]
[Page break]
Mrs Bough
26 Queens’ Rd
Teddington
Middlx
Bentalls
Kingston-on-Thames
Phone Kingston 1001.
[Page break]
[Blank Page]
[Page break]
Mrs Care
173 Leyland Rd
Staines
Middlx.
Dr Clapham
15 Southbourne Grove
Westcliff
Tel: Leigh 76383
Miss A Day
6 Uplands Pk Rd
Enfield,
Middlx
Miss G. Day
c/o Mrs Morris
Carisbrook
22 Lavender Rd
Enfield
Middx
[Page break]
[Blank page]
[Page break]
Mrs Ethel Franklin
“Ramoso”
61 Macdonald Av
Westcliff
Mr G.W. Fereday
4 Seaforth Rd.
Westcliff.
[Page break]
[Blank page]
[Page break]
Mrs Holmes
“Ralimars”
Byne Dr.
Bentalls Estate
Prittlewell
Mrs Haynes
Mrs Hird
35 Colonial Av
Whitton
Twickenham
Middlx
Mrs F & M Hantsman
17 Bata Av.
East Tilbury
Essex.
[Page break]
[Blank page]
[Page break]
Mrs Joel.
“The Brambles”
Richmond
Prittlewell
Southend
Mrs Jacob
2 Carisbrook Av
Thundersley.
[Page break]
[Blank page]
[Page break]
Nurse Leadbeatter – Phone 3826
Beechmont House
Beechmont [deleted] Crescent [/deleted] Gdns
Bentalls Estate
Prittlewell.
Doctor Longthorne
4 Western Rd
Leigh
Tel Leigh 7148
Port of London Cabinet Works
Proprietors:
S. Lesser & Sons 1928 Lntd.
9-21 Cutler Street,
London, E.1.
Number Quoted FN 35138
Phone – AVEnue 3515 (3 lines
Leslie’s Stores
5 Southchurch Ave
Phone. – 67560
[Page break]
[Blank page]
[Page break]
Mr & Mrs Marshall
38 Manson Rd
Redhill
Surrey
The Manager
Local Office of the Ministry of Labour.
Southend.
[Page break]
[Blank page]
[Page break]
Mrs Peck
Hampton Rd
Hampton Court
Middlx
Public Health Offices (Pugh)
Clarence Street
Southend
The Parker Pen Co. Ltd.,
Bush House,
London, W.C.2.
[Page break]
[Blank page]
[Page break]
Mr & Mrs H.C. Redgrave
St Lucia
15 Cockethurst Av
Prittlewell Southend
[Page break]
[Blank page]
[Page break]
Mrs Sherwood
459 Fairfax Dr
Westcliff Essex
Southend Machine Co.
7, Talza Arcade
Southend
Phone 6481 receipt 0558
Taylor Walker.
[Page break]
[Scores]
[Page break]
Mrs White
“Brightlea”
[Deleted] Bouth [/deleted] Bournemouth PK.Rd.
Southend.
Mrs Want
35 Surrey Av
Leigh
Mrs. A. Willis
32 Guildford Rd,
Worthing
Sussex.
[Page break]
Short of Whiteways Cider pt Grape fruit
Gaymer
Martini and Dry
Stones Ginger
Taylor W Brown
Manns Bitter
Odds On
Tarragona Ovals
Booth Bot
Xxx Brown Sherry
To many 1/2 Johnnies
Bot Egg Flip
VP Red Bots
Pt Wht L St
pt Mannys
pt [indecipherable] Guinness
Good Sherries
Gilbey White
Seager Martini Cocktail
7 .7-4
[Page break]
[Calculations]
[Page break]
Mum Aff?
Mrs Jacombe
[Deleted] Milly Frank [/deleted]
Joyce Tom
Maisie Harry – child
Vera
Agnes Bill & Elsie
Young baby Stan Ernie & Lily
Mrs Souster Mr Souster
Dolly Syd? & child
Miriam Leslie? & child
Laurel Cyril? & child
Gwen
If Leslie and Syd come 7 qt Beers
Mum Mrs Jacombe Joyce Tom Vera Agnes Jessie Harry Syd Dolly
Stan Gwen
[Page break]
[Blank page]
[Page break]
Aunt Nellie
Nellie & H
Elsie & J
Mrs Jacomb
Mrs Scourrer
Mrs Hayns
Aunt Jessie
Aunt Rose
Aunt Flossie
Mum & Vera
Harry Mum
Aggie
Millie & Frank
Joyce & Tom
Gwen
Mrs Franklin
Harry
Uncle Ernie.
[Page break]
[Blank page]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Jessie Redgrave's 1938 diary
Description
An account of the resource
Diary kept by Jessie Redgrave with detailed daily entries on her life.
Creator
An entity primarily responsible for making the resource
Jessie Redgrave
Date
A point or period of time associated with an event in the lifecycle of the resource
1938
Format
The file format, physical medium, or dimensions of the resource
One diary with handwritten annotations
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Diary
Identifier
An unambiguous reference to the resource within a given context
YRedgraveJM743047v10001
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
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
Anne-Marie Watson
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Essex
England--Southend-on-Sea
Temporal Coverage
Temporal characteristics of the resource.
1938
-
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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
Redgrave, Henry Cecil
H C Redgrave
Description
An account of the resource
187 items. The collection concerns Henry Cecil Redgrave (743047, Royal Air Force) and contains his decorations, letters and photographs. He flew operations as a bomb aimer with 207 Squadron from RAF Waddington. He was killed 13/14 March 1941. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Pam Isaac and catalogued by Barry Hunter.<br /><br /><span>Additional information on Henry Cecil Redgrave is available via the </span><a href="https://internationalbcc.co.uk/losses/119457/">IBCC Losses Database</a><span>.</span>
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-10-02
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Redgrave, HC
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
Volunteer Reserve Pass - Southend District
Description
An account of the resource
Pass issued to Leading Aircraftsman Harry Redgrave in 1939. In pencil is annotated 'Thurs 3 Fri 10 Sun 3'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1939-07-18
Format
The file format, physical medium, or dimensions of the resource
One printed card with handwritten annotations
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Service material
Identifier
An unambiguous reference to the resource within a given context
ORedgraveHC743047-151002-010001,
ORedgraveHC743047-151002-010002
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Essex
England--Southend-on-Sea
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1939
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
aircrew
observer
-
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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1230/15997/MRedgraveHC743047-160216-060003.1.jpg
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9f03434dff9295e2aef0a11e1e6778ee
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
Redgrave, Henry Cecil
H C Redgrave
Description
An account of the resource
187 items. The collection concerns Henry Cecil Redgrave (743047, Royal Air Force) and contains his decorations, letters and photographs. He flew operations as a bomb aimer with 207 Squadron from RAF Waddington. He was killed 13/14 March 1941. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Pam Isaac and catalogued by Barry Hunter.<br /><br /><span>Additional information on Henry Cecil Redgrave is available via the </span><a href="https://internationalbcc.co.uk/losses/119457/">IBCC Losses Database</a><span>.</span>
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-10-02
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Redgrave, HC
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
Sixteenth Annual Outing
Description
An account of the resource
A souvenir card of the Annual Outing of Taylor Walker & Company on the SS Royal Eagle including luncheon at "Dreamland" Margate. There is a programme of events, a menu, the toasts and music that will be played by the band.
Creator
An entity primarily responsible for making the resource
Taylor Walker & Co
Date
A point or period of time associated with an event in the lifecycle of the resource
1939-06
Format
The file format, physical medium, or dimensions of the resource
One card with printed inserts
Language
A language of the resource
eng
Type
The nature or genre of the resource
Physical object
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Essex
England--Southend-on-Sea
England--Kent
England--Margate
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1939-06-27
1939-06-28
Identifier
An unambiguous reference to the resource within a given context
MRedgraveHC743047-160216-060001; MRedgraveHC743047-160216-060002; MRedgraveHC743047-160216-060003; MRedgraveHC743047-160216-060004; MRedgraveHC743047-160216-060005
MRedgraveHC743047-160216-060001
entertainment
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1230/15968/MRedgraveHC743047-160216-030001.1.jpg
b9d66a50cb38356840743e573a816372
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1230/15968/MRedgraveHC743047-160216-030002.1.jpg
cf058872b2703fc454eeffa1b12a9288
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
Redgrave, Henry Cecil
H C Redgrave
Description
An account of the resource
187 items. The collection concerns Henry Cecil Redgrave (743047, Royal Air Force) and contains his decorations, letters and photographs. He flew operations as a bomb aimer with 207 Squadron from RAF Waddington. He was killed 13/14 March 1941. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Pam Isaac and catalogued by Barry Hunter.<br /><br /><span>Additional information on Henry Cecil Redgrave is available via the </span><a href="https://internationalbcc.co.uk/losses/119457/">IBCC Losses Database</a><span>.</span>
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-10-02
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Redgrave, HC
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
Invitation to attend Sixteenth Annual Outing to Margate
Description
An account of the resource
An invitation issued to Harry Redgrave and his wife to attend a day trip on the SS Royal Eagle, to Margate and back.
Creator
An entity primarily responsible for making the resource
Taylor, Walker & Co
Date
A point or period of time associated with an event in the lifecycle of the resource
1939
Format
The file format, physical medium, or dimensions of the resource
Two printed sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
MRedgraveHC743047-160216-030001,
MRedgraveHC743047-160216-030002
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Kent
England--Margate
England--Essex
England--Southend-on-Sea
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1939-06-27
entertainment
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1230/15966/MRedgraveHC743047-160216-020001.2.jpg
d3370b1b4206b098be9d1cca7c363710
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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
Redgrave, Henry Cecil
H C Redgrave
Description
An account of the resource
187 items. The collection concerns Henry Cecil Redgrave (743047, Royal Air Force) and contains his decorations, letters and photographs. He flew operations as a bomb aimer with 207 Squadron from RAF Waddington. He was killed 13/14 March 1941. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Pam Isaac and catalogued by Barry Hunter.<br /><br /><span>Additional information on Henry Cecil Redgrave is available via the </span><a href="https://internationalbcc.co.uk/losses/119457/">IBCC Losses Database</a><span>.</span>
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-10-02
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Redgrave, HC
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
Receipt for a wrist watch
Description
An account of the resource
A receipt from R A Jones & Sons Ltd for a wrist watch valued at £3-3-0. The bill-head includes a line-drawing of R A Jones' shop premises at 76 & 78 High Street, Southend.
Creator
An entity primarily responsible for making the resource
R A Jones & Sons Ltd, Jewellers
Date
A point or period of time associated with an event in the lifecycle of the resource
1939-10-12
Format
The file format, physical medium, or dimensions of the resource
One printed sheet with handwritten annotations
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
MRedgraveHC743047-160216-020001,
MRedgraveHC743047-160216-020002
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Essex
England--Southend-on-Sea
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1939-10-12