1
25
45
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/125/1258/PBaggJG1611-1.2.jpg
6f35754255157aa53405e4998c59a00a
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
Bagg, John
John Bagg
J G Bagg
Description
An account of the resource
12 items. An oral history interview with Leading Aircraftsman John Garrett Bagg (b.1920, 1475631 Royal Air Force) and 11 photographs. John Bagg trained as an instrument mechanic before re-mustering as photographer. He served at RAF Finningley, RAF Bircotes, RAF Whitchurch and RAF Sleap.
The collection has been loaned to the IBCC Digital Archive for digitisation by John Bagg and catalogued by IBCC Digital Archive staff.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-09-02
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.
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Ault
Amiens
Description
An account of the resource
Target photograph showing coastal village of Ault, just south of the Somme estuary. Coastline and beach can be seen, with village to the left with roads radiating out into countryside. Captioned '3, 9637.TIL.22/23.6.43//NT.8" 11000: 301.02.04. A/P.FORCES (Amiens) Y. NIckel. 10. SGT GRAHAM. H. 81. O.T.U.'.
Language
A language of the resource
eng
Identifier
An unambiguous reference to the resource within a given context
PBaggJG1611-1
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.
Type
The nature or genre of the resource
Photograph
Date
A point or period of time associated with an event in the lifecycle of the resource
1943-06-22
1943-06-23
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
Temporal Coverage
Temporal characteristics of the resource.
1943-06-22
1943-06-23
Spatial Coverage
Spatial characteristics of the resource.
France
Atlantic Ocean--English Channel
France--Amiens
Conforms To
An established standard to which the described resource conforms.
Geolocated
Contributor
An entity responsible for making contributions to the resource
Stuart Cummins
81 OTU
aerial photograph
Operational Training Unit
target photograph
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/159/1992/LParkinsH1891679v1.2.pdf
276900754f39dfa9ed3aa80a655cd108
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
Parkins, Harry
H W Parkins
Description
An account of the resource
Five items. Two oral history interviews with Harry Parkins (891679 Royal Air Force), his logbook, identity card and one photograph. Harry Parkins was a flight engineer with 630 Squadron and 576 Squadron and flew 30 night time and 17 daylight operations from RAF Fiskerton and RAF East Kirkby.
The collection has been donated to the IBCC Digital Archive by Harry Parkins and catalogued by IBCC Digital Archive staff.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-06-05
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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 Parkins' flight engineer log book
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LParkinsH1891679v1
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
Belgium--Antwerp
Belgium--Kortrijk
Belgium--Leopoldsburg
England--Lincolnshire
England--Nottinghamshire
England--Suffolk
France--Mimoyecques
France--Grandcamp-Maisy
France--Creil
France--Amiens
France--Annecy
France--Beauvoir-sur-Mer
France--Caen
France--Chalindrey
France--Châtellerault
France--Donges
France--Étampes (Essonne)
France--Givors
France--Joigny
France--Nevers
France--Paris
France--Pommeréval
France--Saumur
France--Tours
Germany--Braunschweig
Germany--Kiel
Germany--Munich
Germany--Stuttgart
Germany--Wesseling
Germany
France
Belgium
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
1944
1945
1944-04-10
1944-04-11
1944-04-18
1944-04-19
1944-04-20
1944-04-21
1944-04-22
1944-04-23
1944-04-24
1944-04-25
1944-04-26
1944-05-09
1944-05-10
1944-05-11
1944-05-12
1944-05-19
1944-05-20
1944-05-21
1944-05-22
1944-05-23
1944-05-24
1944-05-25
1944-05-27
1944-05-28
1944-06-01
1944-06-02
1944-06-04
1944-06-06
1944-06-07
1944-06-08
1944-06-09
1944-06-10
1944-06-12
1944-06-13
1944-06-16
1944-06-17
1944-06-21
1944-06-22
1944-06-24
1944-06-25
1944-06-27
1944-06-28
1944-07-12
1944-07-13
1944-07-15
1944-07-16
1944-07-18
1944-07-19
1944-07-20
1944-07-21
1944-07-24
1944-07-25
1944-07-26
1944-07-27
1944-07-28
1944-07-29
1944-07-30
1944-07-31
1944-08-03
1944-08-05
1944-08-09
1944-08-10
1945-04-18
1945-04-22
1945-04-25
1945-04-29
1945-04-30
1945-05-02
1945-05-03
1945-05-05
1945-05-11
1945-05-26
1945-09-12
1945-09-29
1945-10-01
1945-10-10
Description
An account of the resource
The log book covers the training and operational career Sergeant Harry Parkins from 20 December 1943 to March 1954. He flew in Stirling, Lancaster, Anson, C-47, Lancastrian, Valetta, Lincoln. Harry Parkins flew 47 operations - 30 night operations and 17 daylight operations - with 630 Squadron and 576 Squadron, including six for operation Manna, plus five for operation Dodge. Includes details on bombing on targets in France, Germany and Belgium: Paris-Juvisy, Paris-La Chapelle, Brunswick, Munich, Annecy. Burg Leopold, Amiens, Kiel, Antwerp, St Valery, Saumer, Maisy, Caen, Balleroy, Etampes, Beauvoir, Wesseling, Pommereval, Mimoyecques, Chalindrey, Nevers, Thiverny, Courtrai, Donges, Givors, Stuttgart, Cahagnes, Joigny, Trossy St Maximin, St Leu, Chattellerault. His pilots on operations were Pilot Officer Jackson, Flying Officer Lennon and Pilot Officer Fry.
148 Squadron
1657 HCU
199 Squadron
50 Squadron
576 Squadron
630 Squadron
aircrew
Anson
bombing
bombing of Helgoland (18 April 1945)
bombing of the Juvisy, Noisy-le-Sec and Le Bourget railways (18/19 April 1944)
bombing of the Pas de Calais V-1 sites (24/25 June 1944)
Bombing of Trossy St Maximin (3 August 1944)
C-47
flight engineer
Heavy Conversion Unit
Ju 88
Lancaster
Lancaster Finishing School
Lincoln
mid-air collision
Normandy campaign (6 June – 21 August 1944)
Operation Dodge (1945)
Operation Manna (29 Apr – 8 May 1945)
RAF East Kirkby
RAF Fiskerton
RAF Hemswell
RAF Scampton
RAF Shawbury
RAF Stradishall
RAF Sturgate
RAF Syerston
RAF Upwood
RAF Waddington
RAF Wigsley
Stirling
tactical support for Normandy troops
training
V-3
V-weapon
-
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.
France--Amiens
Title
A name given to the resource
Amiens [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/283/6692/PJonesPW1606.1.jpg
2c6796117404e6f8a2b57367b5876a71
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/283/6692/PJonesPW1607.2.jpg
e905f613134873d98cadcb062ccca7c5
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
Jones, Thomas John
Tom Jones
T Jones
Description
An account of the resource
62 items. An oral history interview with Peter William Arthur Jones (b. 1954) about his father Thomas John Jones DFC (b. 1921, 1640434 and 184141 Royal Air Force), his log book, photographs, correspondence, service documents, aircraft recognition manuals, medals and a memoir. He flew operations as a flight engineer on 622 Squadron Stirling and 7 Squadron on Lancaster. <br /><br />The collection also contains an <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2566">Album</a> of 129 types of aircraft. <br /><br />The collection has been donated to the IBCC Digital Archive by Peter Jones and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2014-12-04
2017-12-07
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Jones, PW
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
No 7 SQUADRON P.F.F. 8 GRP
RAF OAKINGTON
CAMBS
SEPT 1944
AVRO LANCSTER BIII
PA964 MG-G
L – R
J NAYLOR REAR GUNNER RAF
S HARPER BOMB AIMER RAF
D GOODWIN NAVIGATOR RNZAF
F PHILLIPS PILOT RAAF
T JONES FLT ENGINEER RAF
S WILLIAMSON W/OP AG RAAF
C THURSTON H2S OPERATOR RNZAF
R WYNNE M/U GUNNER RAF
[red dot] GARDENING SKAGGERAK
[red dot] HANNOVER
[red dot] HANNOVER
[red dot] GARDENING KATTEGAT
[red dot] KASSEL
[red dot] LUDWIGSHAFEN
[red dot] BERLIN
[red dot] BERLIN
[red dot] STUTTGART
[red dot] SCHWEINFURT
[red dot] STUTTGART
[red dot] LILLE
[red dot] AACHEN
[red dot] TERGNIER
[red dot] KARLSRUNE
[red dot] ESSEN
[red dot] CHAMBLEY
[red dot] MANTES
[red dot] DUISBURG
[red dot] DORTMUND
[red dot] AACHEN
[red dot] RENNES
[red dot] Mt COUPLE
[red dot] FRAUGEVILLE
[red dot] FORET DE CERISY
[red dot] FOUGERES
[red dot] RENNES
[red dot] TOURS
[red dot] AMIENS
[red dot] VALENCIENNES
[red dot] RENESCURE
[red dot] OISEMONT
[green dot] BIENNAIS
[green dot] ST MARTIN D’ORTIERS
[green dot] FORET DE CACC
[green dot] LIUZEUX
[green dot] THIVERNY
[red dot] CHALONS SUR MARENE
[green dot] CAGHEY
[red dot] AULNOYE
[red dot] HAMBURG
[red dot] KIEL
[red dot] STUTTGART
[red dot] FERFAY
[red dot] STUTTGART
[green dot]NORMANDY BATTLE AREA
[green dot]NOYELLE EN CHAUSSE
[green dot]FORET DE NIEPPE
[green dot]FORET D’ADAM
[red dot] CABOURG
[red dot] NORMANDY BATTLE AREA
[green dot] FORET DE MORMAL
[red dot] LA PALLICE
[green dot] MONTRICHARD
[red dot] FALAISE
[green dot] OUF EN TERNOIS
[red dot] STETTIN
[green dot] LUMBRES
[green dot] VENLO
[green dot] LE HARVE
[green dot] EMDEN
[green dot] LE HAVRE
[green dot] LE HAVRE
[green dot] LE HAVRE
OPERATIONS
[red dot] NIGHT
[green dot] DAY
2 TOURS EXPIRED
10 SEPT. 1944.
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
Lancaster and Fred Phillips' crew
Description
An account of the resource
A starboard side view of a Lancaster, PA964, on the ground. There are eight aircrew standing at the nose. On the reverse is a list of the aircrew including Tom Jones and a list of his operations.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Australian Air Force
Royal New Zealand Air Force
Identifier
An unambiguous reference to the resource within a given context
PJonesPW1606, PJonesPW1607
Spatial Coverage
Spatial characteristics of the resource.
Atlantic Ocean--Skagerrak
Germany--Hannover
Germany--Kassel
Germany--Stuttgart
France--Lille
Germany--Aachen
France--Tergnier (Canton)
Germany--Karlsruhe
France--Chambley Air Base
France--Mantes-la-Jolie
Germany--Duisburg
Germany--Dortmund
France--Rennes
France--Cerisy-la-Salle
France--Fougères (Ille-et-Vilaine)
France--Tours
France--Amiens
France--Valenciennes
France--Oisemont (Canton)
France--Creil
France--Châlons-en-Champagne
France--Maubeuge
Germany--Hamburg
Germany--Kiel
France--Béthune
France--Normandy
France--Abbeville Region
France--Pas-de-Calais
France--L'Isle-Adam
France--Cabourg
France--La Pallice
France--Montrichard
France--Falaise
France--Hesdin
Poland--Szczecin
France--Lumbres
Netherlands--Venlo
France--Le Havre
Germany--Emden (Lower Saxony)
Atlantic Ocean--English Channel
France--Saint-Omer (Pas-de-Calais)
Poland
France
Germany
Netherlands
Germany--Ruhr (Region)
Atlantic Ocean--Kattegat (Baltic Sea)
Contributor
An entity responsible for making contributions to the resource
Claire Monk
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.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-09
Temporal Coverage
Temporal characteristics of the resource.
1944-09
7 Squadron
8 Group
air gunner
aircrew
bomb aimer
bombing
dispersal
flight engineer
H2S
Lancaster
Lancaster Mk 3
mine laying
navigator
Normandy campaign (6 June – 21 August 1944)
Pathfinders
pilot
RAF Oakington
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/283/6693/LJonesTJ184141v1.2.pdf
5748d2448d5ea2cadc0c3e9a2aadc8de
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
Jones, Thomas John
Tom Jones
T Jones
Description
An account of the resource
62 items. An oral history interview with Peter William Arthur Jones (b. 1954) about his father Thomas John Jones DFC (b. 1921, 1640434 and 184141 Royal Air Force), his log book, photographs, correspondence, service documents, aircraft recognition manuals, medals and a memoir. He flew operations as a flight engineer on 622 Squadron Stirling and 7 Squadron on Lancaster. <br /><br />The collection also contains an <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2566">Album</a> of 129 types of aircraft. <br /><br />The collection has been donated to the IBCC Digital Archive by Peter Jones and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2014-12-04
2017-12-07
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Jones, PW
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
Tom Jones’ navigator’s, air bomber’s and air gunner’s flying log book
Description
An account of the resource
Navigator’s, air bomber’s and air gunner’s flying log book for Sergeant Tom Jones from 17 August 1943 to 27 August 1945. Detailing training schedule, instructional duties and operations flown. Served at RAF Mildenhall, RAF Warboys, RAF Oakington, RAF Nutts Corner, RAF Riccall and RAF Dishforth. Aircraft flown were. Stirling, Lancaster, Oxford, C-47 and York. He flew a total of 11-night operations with 622 squadron and 51 operations with 7 squadron pathfinder force. 18 daylight and 33-night operations on the following targets in France, Germany, the Netherlands and Poland: Aachen, Amiens, Aulnoye, Berlin, Biennias [sic], Cabourg, Cagney [sic], Chalons sur Marne, Chambley, Dortmund, Duisburg, Emden, Essen, Falaise, Fougeres, Foret de l'Isle-Adam, Franceville, Hannover, Homburg, Karlsruhe, Kassel, Kattegat, Kiel, Le Havre, Lille, Liuzeux [sic], Ludwigshafen, Lumbres, Montrichard, Mt Couple [sic], Mantes, Normandy battle area, Oisemont, <span>Œuf-en-Ternois</span> [sic], Renescure, Rennes, Schweinfurt, Skagerrak, St Martin d’Hortiers, Stettin, Stuttgart, Tergnier, Thiverny, Tours, Valenciennes, Venlo aerodrome and V-1 sites. His pilots on operations were Flight Lieutenant Phillips DFC, Wing Commander Lockhart and Wing Commander Cox. The log book is well annotated with comments about events during operations.
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LJonesTJ184141v1
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.
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Air Force. Transport Command
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
Netherlands
Poland
Atlantic Ocean--Baltic Sea
Atlantic Ocean--Bay of Biscay
Atlantic Ocean--English Channel
Atlantic Ocean--Kattegat (Baltic Sea)
Atlantic Ocean--North Sea
Atlantic Ocean--Skagerrak
England--Cambridgeshire
England--Suffolk
England--Yorkshire
France--Amiens
France--Cabourg
France--Chambley Air Base
France--Falaise
France--La Pallice
France--Le Havre
France--Lille
France--L'Isle-Adam
France--Lumbres
France--Mantes-la-Jolie
France--Montrichard
France--Nord (Department)
France--Normandy
France--Nieppe Forest
France--Oise
France--Oisemont (Canton)
France--Pas-de-Calais
France--Rennes
France--Somme
France--Tergnier (Canton)
France--Tours
France--Valenciennes
Germany--Aachen
Germany--Berlin
Germany--Dortmund
Germany--Duisburg
Germany--Emden (Lower Saxony)
Germany--Essen
Germany--Hannover
Germany--Homberg (Kassel)
Germany--Karlsruhe
Germany--Kiel
Germany--Kassel
Germany--Ludwigshafen am Rhein
Germany--Schweinfurt
Germany--Stuttgart
Netherlands--Venlo
Northern Ireland--Antrim (County)
Poland--Szczecin
France--Neufchâtel-en-Bray
France--Châlons-en-Champagne
Great Britain
Germany--Ruhr (Region)
France--Œuf-en-Ternois
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
1943-09-21
1943-09-22
1943-09-27
1943-09-28
1943-10-02
1943-10-03
1943-10-04
1943-11-18
1943-11-22
1943-11-23
1944-01-30
1944-01-31
1944-02-20
1944-02-21
1944-02-24
1944-02-25
1944-03-01
1944-03-02
1944-04-09
1944-04-10
1944-04-11
1944-04-12
1944-04-18
1944-04-19
1944-04-24
1944-04-25
1944-04-26
1944-04-27
1944-05-01
1944-05-02
1944-05-06
1944-05-07
1944-05-21
1944-05-22
1944-05-23
1944-05-24
1944-05-25
1944-05-27
1944-05-28
1944-05-31
1944-06-01
1944-06-06
1944-06-07
1944-06-08
1944-06-09
1944-06-11
1944-06-12
1944-06-13
1944-06-15
1944-06-16
1944-06-17
1944-06-27
1944-06-28
1944-07-01
1944-07-04
1944-07-06
1944-07-08
1944-07-12
1944-07-15
1944-07-16
1944-07-18
1944-07-19
1944-07-20
1944-07-21
1944-07-23
1944-07-24
1944-07-25
1944-07-26
1944-07-28
1944-07-29
1944-07-30
1944-08-01
1944-08-04
1944-08-06
1944-08-07
1944-08-08
1944-08-09
1944-08-10
1944-08-11
1944-08-12
1944-08-13
1944-08-28
1944-08-29
1944-08-30
1944-09-01
1944-09-03
1944-09-05
1944-09-06
1944-09-09
1944-09-10
1944-06-05
Contributor
An entity responsible for making contributions to the resource
Mike Connock
1657 HCU
622 Squadron
7 Squadron
aircrew
anti-aircraft fire
B-24
bombing
bombing of the Normandy coastal batteries (5/6 June 1944)
C-47
flight engineer
Heavy Conversion Unit
Lancaster
Lancaster Mk 1
Lancaster Mk 3
mine laying
Normandy campaign (6 June – 21 August 1944)
Oxford
Pathfinders
RAF Dishforth
RAF Mildenhall
RAF Nutts Corner
RAF Oakington
RAF Riccall
RAF Stradishall
RAF Warboys
Stirling
tactical support for Normandy troops
target indicator
training
V-1
V-weapon
York
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/408/7143/SChattertonJ159568v10064.2.jpg
276a87843088b3d7cda69be5e15635d0
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
Chatterton, John. 44 Squadron operations order book
Description
An account of the resource
Collection consists of 521 items which are mostly Operations orders, aircraft load and weight tables and bomb aimers briefings for 44 Squadron operations between January 1944 and April 1945. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by M J Chatterton and catalogued by Nigel Huckins. <br /><br />This collection also contains items concerning Dewhurst Graaf and his crew, and Donald Neil McKechnie and his crew. Additional information on <a href="https://internationalbcc.co.uk/losses/109020/">Dewhurst Graaf</a> and <a href="https://internationalbcc.co.uk/losses/115642/">Donald Neil McKechnie</a> is available via the IBCC Losses Database.
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
Chatterton, J
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
Weight table for all squadron aircraft Amiens
Description
An account of the resource
Single column for one bomb load. Shows tare, petrol, bomb and all up weight. Annotated 'Amiens'.
Format
The file format, physical medium, or dimensions of the resource
One page document
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
SChattertonJ159568v10064
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
France
France--Amiens
Great Britain
England--Lincolnshire
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.
44 Squadron
bombing
bombing up
fuelling
RAF Dunholme Lodge
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/315/15275/LPayneAJ1315369v1.1.pdf
90d2332a7f81b01d7511af5b65d85690
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
Payne, Alan
Alan John Payne
Alan J Payne
Alan Payne
A J Payne
A Payne
Description
An account of the resource
Two items. An oral history interview with Alan John Payne DFC (1315369 and 173299 Royal Air Force) and his log book. He completed 18 operations as a bomb aimer with 630 Squadron.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-08-11
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Payne, AJ
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
Alan Payne’s South African Air Force observers or air gunners log book
Description
An account of the resource
South African Air Force observers or air gunners log book for Alan John Payne, navigator, covering the period from 7 November 1942 to 8 August 1946. Detailing his flying training, operations flown, instructor duties and post war squadron duties. He was stationed at RAF Torquay, RAF Eastbourne, RAF Brighton, RAF West Kirby, Queenstown, Port Alfred, RAF Dumfries, RAF Turweston, RAF Silverstone, RAF Winthorpe, RAF East Kirkby, RAF Husbands Bosworth, RAF Llandwrog, RAF Saltby, RAF Matching, RAF Great Dunmow, RAF Aqir and RAF Cairo West. Aircraft flown in were, Anson, Oxford, Botha, Wellington, Lancaster, Halifax and C-47. He flew a total of 18 night operations with 630 Squadron. His pilots on operations were Flying Officer Probert and Flight Lieutenant McDonald. Targets were, Berlin, Stettin, Brunswick, Magdeburg, Stuttgart, Clermont-Ferrand, Frankfurt, Nuremberg, Tours, Maille, Amiens and Kiel Bay. This was followed by glider, troop carrying duties and Prisoner of War transport with 620 Squadron. The log book also contains a menu from 10 February 1943 with signatures of those on the course.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Cara Walmsley
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LPayneAJ1315369v1
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.
Egypt
France
Germany
Great Britain
Middle East--Palestine
Poland
South Africa
Atlantic Ocean--Kiel Bay
Egypt--Cairo
England--Devon
England--Essex
England--Leicestershire
England--Merseyside
France--Amiens
France--Clermont-Ferrand
France--Tours
Germany--Berlin
Germany--Braunschweig
Germany--Frankfurt am Main
Germany--Magdeburg
Germany--Nuremberg
Germany--Stuttgart
Middle East--Palestine
Poland--Szczecin
Scotland--Dumfries and Galloway
South Africa--Queenstown
Wales--Gwynedd
France--Maillé
North Africa
England--Sussex
England--Lancashire
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1944
1945
1946
1943-12-02
1943-12-03
1943-12-04
1943-12-29
1943-12-30
1944-01-01
1944-01-02
1944-01-05
1944-01-06
1944-01-14
1944-01-15
1944-01-20
1944-01-21
1944-01-22
1944-01-27
1944-01-28
1944-01-30
1944-01-31
1944-02-15
1944-02-19
1944-02-20
1944-02-21
1944-02-24
1944-02-25
1944-02-26
1944-03-01
1944-03-02
1944-03-10
1944-03-11
1944-03-15
1944-03-16
1944-03-18
1944-03-19
1944-03-30
1944-03-31
1944-04-20
1944-04-21
1944-04-22
1944-04-23
1944-04-24
1944-04-25
1944-04-26
1944-04-27
1944-04-29
1944-04-30
1944-05-01
1944-05-02
1944-05-03
1944-05-04
1944-05-07
1944-05-08
1944-05-19
1944-05-20
1944-05-21
1944-05-22
1661 HCU
1665 HCU
17 OTU
620 Squadron
630 Squadron
85 OTU
Advanced Flying Unit
aircrew
Anson
bombing
Bombing of Mailly-le-Camp (3/4 May 1944)
bombing of Nuremberg (30 / 31 March 1944)
Botha
C-47
Halifax
Heavy Conversion Unit
Ju 88
Lancaster
Me 109
navigator
Operational Training Unit
Oxford
prisoner of war
RAF Aqir
RAF Dumfries
RAF East Kirkby
RAF Husbands Bosworth
RAF Llandwrog
RAF Saltby
RAF Silverstone
RAF Torquay
RAF Turweston
RAF Winthorpe
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/698/16128/YBattyAHD619060v1.1.pdf
68467f50181fdf59c5667936342db5ff
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
Batty, Dennis
Arthur Henry Dennis Batty
A H D Batty
Description
An account of the resource
Twelve items. The collection concerns Flight Sergeant Arthur Dennis Batty DFM (1920 - 1941, 619060, Royal Air Force) and consists of his diary, letters and documents. He flew operations as an air gunner with 226 Squadron. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Christine Aram and catalogued by Nigel Huckins. <br /><br />Additional information on Dennis Batty is available via the <a href="https://internationalbcc.co.uk/losses/201592/">IBCC Losses Database</a>.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-10-01
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Batty, AHD
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[back cover]
[page break]
[front cover]
[page break]
[inserted] Retourne á Monseiur [sic] D. Batty á l’ aerodrome du Champagne
Signature
[page break]
OPERATIONAL TRIPS
MAY. 20th 1940.
P/O REA BATTLE P6601
Night trip to FLORENVILLE to Bomb Marshalling yards and oil tanks a.a fire like Belle Vue.
MAY 23RD 1940
P/O REA BATTLE P5468
Night trip again to FLORENVILLE got a few bullet Holes etc.
[page break]
May 25th 1940
P/O REA P2161.
Night to AMIENS bombing main crossroads + trying to block all main roads from the North bags of searchlights but ok otherwise.
NEXT TRIP P/O REA TOOK CHALKY WHITE AS A.G. + DIDN’T RETURN. REPORTED PRISONERS
[page break]
May 28th 1940
P/O Heywood, P2161.
Daylight – to AMIENS to bomb Bridge over Seine which jerries were crossing got shot up a bit.
June 2nd 1940.
P/O Heywood, P2161.
Daylight to Recco [sic] front jerry lines in SOMME area not too bad at all.
[page break]
7th JUNE 1940
P/O Heywood, P2161.
Daylight – Objective is town named POIX But just as we are nearing it another aircraft came out of the blue + the frenchmen open up from the ground I thought the aircraft was a Hurricane + flash the letter of the day + he turns away + then I see the crosses + realise
[page break]
It is an ME 109.
Ground defences also wrap up so we try again + are attacked again by ME 109 + I have a shot at him + he has a go at us both missed + he went flying by so we dive for the deck + belt along at 0 feet for home pretty exciting.
[page break]
8th June 1940
P/O Heywood P2345.
Same as yesterday POIX daylight only different aircraft get there this time but anti aircraft fire is getting damn accurate these days
13th June
P/O Heywood L5468
To bomb tanks refuelling in the
[page break]
FORÊT DU GALT with incendiaries, this must have been a trap, it was about 4 in the afternoon when we got there + we were last on the target + as we approached we could see the woods were blazing merrily + BLENHIEMS POTEZ’S BATTLES + HURRICANES were having a glorious time when suddenly the
[page break]
Ground defences opened up + about 30 Messerschmitts came diving through the clouds + the sky became devils playground 4 Kites went down in as many minutes hadn’t time to wonder who was in them as ME 109 came at us but we got in a cloud + dived soon after dropping our bombs right across the
[page break]
Fire + belted for home low level. found out Herbie Kirk was missing + Arthur Asker But they ducked the jerries and got back 2 days later in an ambulance,
15th June – FRANCE PACKS IN RETURN TO ENGLAND AND THEN IRELAND. NOW OPERATIONAL TRIPS ARE A FARCE NORTH AND SOUTH PATROLS .
[page break]
[inserted] ATTACHED TO WATTISHAM. [/inserted]
22 JUNE 1941
SGT HENSON BLENHEIM Z7310 SEA SWEEP TO COAST OF HOLLAND – BORKUM. Met a Dutch boat + bombed it but undershot, so made 3 runs machine gunning it.
24TH JUNE 1941
SGT HENSON BLENHEIM Z7310
SEA SWEEP. OFF COAST OF GERMANY. 20 MILES AWAY SAW NOTHING.
[page break]
25TH JUNE.
SGT HENSON BLENHEIM Z7310
DAYLIGHT SWEEP. CLOUD DOWN TO DECK SO COULD FIND NO TARGETS
26TH JUNE.
SGT HENSON BLENHEIM Z7310
Daylight raid, target near LILLE, fighter cover, but weather was duff just past DUNKERQUE so we had to come back, a little light + Heavy flak + a a. fire
[page break]
27th JUNE 1940
SGT HENSON BLENHEIM. Z7310.
[blank space]
[page break]
[blank page]
[page break]
2 [indecipherable word] Jerry green quarter up 2000 yds.
[deleted] Jerry [/deleted] forming to attack Jerry attacking from green quarter up
turn starbord [sic] turn starbord Go Go
Steeper Steeper
attack broken
straighten out straighten out
[page break]
2 Jerry Reforming Port beam attacking singly
Turn Port Turn Port Go. X 600 yds 300 yds
[page break]
attack breaking [underlined] Straighten out [/underlined]
Search Search
Jerries dived into clouds
[page break]
[blank page]
[calculations]
[page break]
AMO. A416/40
27-5-1940.
[blank space]
[page break]
[blank page]
[page break]
[inserted] [underlined] PALS LOST [/underlined] [/ inserted]
NAME SQN HOW
SPUD MURPHY (63) KILLED N/F
JOE WILKES (88) KILLED N/F
BILL DAVIES (226) KILLED N/F
GOSSY WARD (226) FRANCE PRISONER
NOBBY CLARK (226) MISS P KILLED
TOMMY DIXON (226) PRISONER
CHALKY WHITE (226) PRISONER
DUSTY MILLAR (226) M.P. KILLED
KEN JONES (226) PRISONER
BERTIE LITTLE (226) M.P. KILLED
P/O HEYWOOD (226) KILLED ON FIGHTER
[PAGE BREAK]
[INDECIPHERABLE WORD] TURNER (226) M.P. KILLED
JIM MCMASTER (226) KILLED ON PATROL
[PAGE BREAK]
[inserted] SGT
D Batty
No 226 Sqdn
Royal Air Force
FRANCE [/inserted]
[inserted] RETOURNE Á MONSEUR D. BATTY.
Á L’ AERODROME DU CHAMPAGNE – ANGLAIS [sic] –
REIMS. MARNE [/INSERTED]
[page break]
[back cover]
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
Dennis Batty's diary
Description
An account of the resource
Diary of Dennis Batty 20 May 1940 to 27 June 1941 listing his operations over France and Germany in Blenheims and listing aircrew lost.
Creator
An entity primarily responsible for making the resource
Dennis Batty
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Jan Morgan
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.
Format
The file format, physical medium, or dimensions of the resource
One 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
YBattyAHD619060v1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Conforms To
An established standard to which the described resource conforms.
Pending review
Spatial Coverage
Spatial characteristics of the resource.
France
France--Amiens
France--Champagne-Ardenne
France--Dunkerque
France--Marne
France--Poix-du-Nord
France--Reims
France--Somme
Germany
Germany--Borkum
Great Britain
England--Suffolk
Temporal Coverage
Temporal characteristics of the resource.
1940
1941
Date
A point or period of time associated with an event in the lifecycle of the resource
1940-05-20
1941-06-27
2 Group
Battle
Blenheim
bombing
Hurricane
killed in action
Me 109
RAF Wattisham
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1242/16313/LAllenJH179996v1.1.pdf
c9fc81707756633917b840cabd806864
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Allen, Jim
J H Allen
Description
An account of the resource
18 items. The collection concerns Flight Lieutenant James Henry Allen DFC (b. 1923, 179996 Royal Air Force). He flew a tour of operations as a pilot with 578 Squadron. The collection consists of a number of memoirs, photographs and a diary. It includes descriptions of military life and operations and his post-war life and work.
The collection has been loaned to the IBCC Digital Archive for digitisation by Steve Allen 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
2016-05-12
2019-02-05
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Allen, JH
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
Jim Allen’s Royal Canadian Air Force pilots flying log book
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Description
An account of the resource
Royal Canadian Air Force pilots flying log book for J H Allen, covering the period from 2 December 1942 to 14 January 1947. Detailing his flying training, operations flown, instructor duties and post war squadron duties. He was stationed at, RCAF Station Assiniboia, RCAF Station Estevan, RAF Hullavington, RAF Banff, RAF Harwell, RAF Rufforth, RAF Burn, RAF Lossiemouth, RAF Merryfield, RAF Stoney Cross, RAF Leaconfield, RAF Stradishall, RAF Homsley South, RAF Bassingbourn and RAF Wratting Common. Aircraft flown in were, Tiger Moth, Anson II, Oxford, Wellington III and X, Halifax II, III and V, Stirling V and York C1. He flew a total of 40 operations with 578 squadron. 19 night and 21 daylight. Targets were, Malines, Berneville, Morsalines, Trouville, Orleans, Boulogne, Bourg Leopold, Trappes, Massey Palaise, Amiens, Douai, St. Martin L’Hortier, Siracourt, Oisemont, Rosingal, Mimoyecques, Wizernes. Villers Bocage, Les Catelliers, Thiverny, Kiel, Stuttgart, Foret de Nieppe, L’Isle Adam, Caen, Foret de Mormal, Somain, Russelsheim, Tirlemont, Venlo, Le Havre, Gelsenkirchen, Munster and Calais. His pilot for his first 'second dickie' operation was Sergeant Harrison.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LAllenJH179996v1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Belgium
Canada
France
Germany
Great Britain
Netherlands
Atlantic Ocean--Baltic Sea
Atlantic Ocean--English Channel
Belgium--Leopoldsburg
Belgium--Mechelen
Belgium--Rossignol
Belgium--Tienen
Canada--Assiniboia, District of
England--Berkshire
England--Cambridgeshire
England--Hampshire
England--Somerset
England--Suffolk
England--Wiltshire
England--Yorkshire
France--Amiens
France--Boulogne-sur-Mer
France--Caen
France--Calais
France--Douai
France--Le Havre
France--L'Isle-Adam
France--Nieppe Forest
France--Nord (Department)
France--Normandy
France--Oisemont (Canton)
France--Oise
France--Orléans
France--Paris
France--Pas-de-Calais
France--Somain
France--Trouville-sur-Mer
France--Yvelines
Germany--Gelsenkirchen
Germany--Kiel
Germany--Rüsselsheim
Germany--Stuttgart
Netherlands--Venlo
Saskatchewan--Estevan
Scotland--Banff
Scotland--Lossiemouth
Germany--Münster in Westfalen
France--Villers-Bocage (Calvados)
France--Neufchâtel-en-Bray
Saskatchewan
Canada
Germany--Ruhr (Region)
France--Les Catelliers
France--Morsalines
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1944
1945
1946
1947
1944-05-01
1944-05-02
1944-05-08
1944-05-09
1944-05-10
1944-05-11
1944-05-12
1944-05-22
1944-05-23
1944-05-24
1944-05-25
1944-05-27
1944-05-28
1944-05-31
1944-06-01
1944-06-11
1944-06-12
1944-06-13
1944-06-14
1944-06-15
1944-06-17
1944-06-18
1944-06-22
1944-06-23
1944-06-24
1944-06-25
1944-06-27
1944-06-28
1944-06-30
1944-07-01
1944-07-04
1944-07-09
1944-07-12
1944-07-23
1944-07-24
1944-07-25
1944-07-28
1944-07-29
1944-08-03
1944-08-05
1944-08-06
1944-08-07
1944-08-08
1944-08-09
1944-08-11
1944-08-12
1944-08-13
1944-08-15
1944-08-16
1944-08-17
1944-09-03
1944-09-09
1944-09-10
1944-09-11
1944-09-12
1944-09-17
1944-09-24
1945-06-30
1945-07-04
15 OTU
1663 HCU
20 OTU
578 Squadron
Advanced Flying Unit
aircrew
Anson
bombing
bombing of Luftwaffe night-fighter airfields (15 August 1944)
bombing of the Pas de Calais V-1 sites (24/25 June 1944)
Cook’s tour
Flying Training School
Halifax
Halifax Mk 2
Halifax Mk 3
Heavy Conversion Unit
Initial Training Wing
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
Oxford
pilot
RAF Banff
RAF Bassingbourn
RAF Burn
RAF Harwell
RAF Hullavington
RAF Leconfield
RAF Lossiemouth
RAF Paignton
RAF Rufforth
RAF Stoney Cross
RAF Stradishall
RAF Wratting Common
RCAF Estevan
Stirling
tactical support for Normandy troops
Tiger Moth
training
V-1
V-3
V-weapon
Wellington
York
-
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Stephenson, Stuart
Stuart Stephenson MBE
S Stephenson
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Stephenson, S
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An account of the resource
20 items. An oral history interview with Stuart Stephenson MBE, Chairman of the Lincs-Lancaster Association, and issues of 5 Group News.
The collection was catalogued by Barry Hunter.
In accordance with the conditions stipulated by the donor, some items are available only at the International Bomber Command Centre / University of Lincoln.
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V GROUP NEWS V MAY * 1944 * SECRET * NO * 22
[Stamp]
FOREWORD by A.O.C.
The results achieved by the Group during May far exceed those of any previous month. They represent a full contribution to the great effort put in by the whole of Bomber Command which, it can now be seen, was a big factor in the safe arrival on French soil of the “Armies of Liberation”.
Not only did the Group carry out more attacks, but each attack was more effective than in the past. Throughout the month, the centre of the pattern of bombs averaged only 100 yards from the aiming point. A great improvement on previous results. This improvement has been brought about mainly by the steady development of the system of marking, and I wish to pay tribute to those pilots of No.627 Squadron who have gone in low to mark the target and who have not allowed their aim to the spoilt by the light flak defences. Their accuracy has been consistently of a very high order, far exceeding tat of any other system of marking so far tried.
The Group also owes a great deal to the Master Bombers who remain throughout the attack directing the marking and assessing the bombing. With better communications, their task will become easier, and I hope that, before long, all aircraft in the Group will be fitted with V.H.F. Crews will then be able to hear the orders which are given to the Flare and Marking Forces and will know what is happening, and the reason for any hold up. Without this means of communication, it is impossible to keep crews informed when things go wrong, with the result that they have often had to delay their bombing without knowing the reason.
In spite of these great improvements, half the bombs dropped against these small precision targets fell [underlined] more than 250 yards [/underlined] from the aiming point, where they were wasted. This percentage of bombs wide of the aiming point coincides almost exactly with the percentage which fell at similar distances on the practice ranges during May. These errors are too great for, not only is the bombsight capable of achieving errors of less than 100 yards from 10,000 feet, but errors below this figure are consistently achieved by a number of crews in the Group, not only on the ranges but also on operations.
If the bombing error of all crews can be reduced to the level of the best 25%, it will be equivalent to doubling the effective striking power of the Group.
I, therefore, make a special appeal to the bombing team for practice and yet more practice; in accurate flying; in executing the small alterations of course during the bombing run, and in the quick test of the sight to ensure that it is producing the correct sighting angle and is properly aligned. These may seem small matters, but it is on details such as these, that our efficiency as a Bomber Group depends.
I want every crew to realise that each stick of bombs which can be dropped even a few yards nearer the marker, will directly affect the duration of the war. At present, more than at any other time during this war, it is the effort and accuracy of each individual crew which can expedite or delay victory. If each crew can place their centre bomb within 100 yards of the marker, the result will be overwhelming. Individual effort for greater accuracy by each crew is the keynote now. This improvement will first appear in a marked reduction in crew errors on the practice ranges.
Let each crew check their own bombing error at the end of this month and see what progress they have made towards achieving this result.
Copies Sent: Wadd. 9
Skell. 10.
Bard. 6
[Page break]
ARMAMENT
The attention of Armament Officers has recently been fully occupied with the introduction of target markers and the more general use of high explosive bombs within the Group. This has had a detrimental effect on the investigation of gun and turret failures and it would be folly to assume that the present decrease in gunnery failures is other than a temporary relief brought about by the milder weather conditions prevalent at this time of the year.
The gun ‘Bogey’ must be beaten before next winter, and with this end in view all new evidence must be examined and forwarded to those most qualified to analyse and correct the many small faults combining to cause major unserviceability. An appeal is therefore made to all Armament Officers, Gunnery Leaders and, above all, to the gunners themselves to report all faults, however petty they may seem.
A recurring fault is often accepted as a matter of course and not reported to a higher authority, as it is assumed that “everyone knows about it”. Unfortunately, those scions of industry responsible for corrective action are often office bound due to causes beyond their control, and a serious fault is only recognised by a number of units reporting the same defect.
The failure to report defects is attributed to the feeling of competition when comparisons are printed, and as a result false records are being received. These records are, in fact, printed to avail armament specialists of figures and facts normally reserved for higher formations, so they too may have data for research and modification. It is not intended that these tables should indicate the relative efficiency of units.
[Underlined] All defect reports are gratefully received. [/underlined]
[Underlined] GUN TURRETS [/underlined]
Yet another new turret failure has recently appeared, which requires the urgent attention of all Armament Officers.
Hydraulic pipe lines located in the leading edge of the Lancaster aircraft are being fractured, and preliminary investigation has shown that there are several factors contributing to this failure:-
(i) Pressure and return pipes are positioned too close together and, in some instances, the unions are actually touching.
(ii) Pipe positioning cleats are of inferior design and are not standing up to the job. This is aggravated by the fact that there are insufficient cleats, and those that are provided are badly positioned.
(iii) The packing between the cleat and the pipe line vibrates out of position, leaving the pipe to chafe against the cleat, resulting in a fractured pipe.
At present only three small inspection panels are located between the two power plants and it is impossible to inspect the full 13 feet of pipe lines through these small panels.
Recommendations have been made to Command for:-
(a) Additional cleats.
(b) Re-positioning of existing cleats.
(c) Re-design of pipe layout.
(d) More effective packing between pipe and cleat.
An early answer is expected.
In the interim, Armament Officers should make an immediate check of all turret hydraulic pipe lines, and so ensure that the possibility of a fracture is kept to an absolute minimum.
[Underlined] HYDRAULIC MEDIA [/underlined]
Trials have been carried out this month with a mixture of 70% DTD.585 and 30% DTD.472B and although these trials were only of a short duration, the unanimous opinion appears to be that this mixture seems to be the “best yet”. A definite decrease in leaks has been apparent turret functioning has been normal, and several squadrons are of the opinion that turret speeds have, if anything, slightly improved.
Requests have been made to higher authority for permission to fill all hydraulic systems with this new mixture as soon as possible.
(Continued on Page 17, col.3)
[Table of failures by Squadron]
A = MANIPULATION B = MAINTENANCE C = ICING D = TECHNICAL E = ELECTRICAL F = OBSCURE
WAR SAVINGS
(a) Pence saved per head of strength
(b) Percentage of personnel saving
(c) Total amount saved
[Table of War Savings by Unit]
TOTAL AMOUNT SAVED £7828.0.4.
An increase of £1,518.7s.0d. over April figures.
FLYING CONTROL
Once more the average landing times for the Group have been reduced and our target of two minutes per aircraft is drawing nearer. There are still the same one or two Stations, however, who seem unable to reduce their landing figures. Circuit drill is easy and causes no difficulty whatsoever to crews. The main fault lies in a straggling return and Stations must stress continually the need for discipline in maintaining the airspeeds on which crews are briefed. It is noticed from other Groups’ figures that they are not very far behind, and since we regard ourselves as the pioneers of quick landing, then we must hold our lead.
Below are the three best performances for the moth, but at the time of going to press, these figures have all been beaten and the new record will be published in next month’s News.
[Table of Best Landing Tines by Station]
(Continued on page 3, col.2)
MAY LANDING TIMES
[Table of Landing times by Station]
5 GROUP NEWS. NO.22. MAY, 1944. PAGE 2
[Page break]
ENGINEERING
The number of sorties undertaken by the Group achieved still another record, some 2254 sorties being carried out during the month.
The serviceability figure still remains high, although the number of engine changes which are carried out before the engine has completed its life is still far too high. This is due to defects which have been occurring now for a long period, the main being:-
1. Failure of oil pipe between the relief valve and the dual drive.
2. Flame trap failures due to blow-back.
3. Leaking cylinder blocks due to cracks on Merlin 22’s and 24’s.
The percentage of early returns due to defects in equipment controlled by Engineer and Eng. Elect. Was 0.8% and the aircraft failing to get off provided a further 0.5%
Now that a test crew is attached to each Base Major Servicing Section, full advantage should be taken of this crew for testing aircraft with any unusual flying characteristics which are reported from time to time by squadrons. Any adjustments found necessary should be carried out by experts in the Base Major Servicing Section and not by any gang who happens to be available.
No. 55 Base has now formed and all stations in 5 Group are under Base Organisation. 55 Base is not yet functioning as such in every respect, but everything is working in the right direction and it is anticipated that the results will be good.
[Underlined] CONVERSION UNITS [/underlined]
Again a record number of flying hours has been produced by the Conversion Units, and No. 5 L.F.S., and the number of hours required to produce the crews necessary has not been exceeded. Major Inspections are progressing satisfactorily, and the organisation is such that the maintenance can keep pace with the amount of flying produced. The major troubles experienced with the Stirling during the month have been coring subsequent to going over to summer grade oil, and undercarriage pylon failures which occur usually when the undercarriage is being lowered prior to landing. It is hoped that the coring troubles will be cured by returning to the use of winter grade oil, together with the fitment of the approved blank.
[Underlined] ELECTRICAL AND INSTRUMENTS [/underlined]
Within the next few days a start will be made to modify the bomb aimer’s panels of Lancaster aircraft, details of which have been issued to all Bases. A modification gang will be formed at Scampton to undertake the alteration to all Bomb Aimers’ panels in the Group aircraft. Panels will be issued in batches of 20 at a time, so that there will be no delay in the change-over. It should be the aim of Electrical Officers to remove the old panel and fit the new in all aircraft of a squadron within 24 hours. By good co-operation it will be possible to complete all aircraft in the Group within three to four weeks.
Recent precision targets demand that the accuracy of the Mark XIV Bombsights must be given absolute priority. We must aim at errors of not more than 50 yards at 10,000 feet in the immediate future. To achieve this, greater care must be taken in the tuning, levelling and lining up of the sights, and discussions with Bomb Aimers on the analysis of practice bombing results will also help. Base Bombing Leaders have realised the necessity for this co-operation, and Electrical Officers must do all in their power to reciprocate.
Trials have recently been carried out in all squadrons with a synchroniser for the two inboard engines. This permits synchronisation within 1 r.p.m. and flight engineers state that the device is very satisfactory, particularly from the point of view of crew comfort, since the severe periodic vibration which occurs when the engines are de-synchronised is entirely eliminated, and fatigue on long flights is reduced. There has also been a marked decrease in the incidence of instrument failure, noticeably engine speed indicators. Up to the present a single lamp has been used which merely indicated de-synchronisation and a method of trial and error is necessary to obtain synchronisation. A new indicator consisting of three lamps is being tested at East Kirkby which will give an indication of which engine is running fast. This indicator will be submitted to Bomber Command after further trials have been completed.
[Underlined] TRAINING UNIT SERVICEABILITY [/underlined]
[Tables of Stirling and Lancaster Training Aircraft Serviceability by Unit]
FLYING CONTROL (Cont. from page 2)
[Underlined] WOODBRIDGE [/underlined]
Crews are now aware of the facilities available at the emergency landing field at Woodbridge. The staff at Woodbridge are only too glad to see operational crews on ‘non-emergency’ visits. Although landing instructions have been circulated and (we hope) read by all aircrew, a visit to Woodbridge or even a run down there during N.F.T. to look at the lay-out from the air will provide a more permanent image of the landing drill required. One point which is to be particularly stressed is that crews must not attempt to turn off midway along the runway at night time. They must continue right along to the end of the runway where marshalling crews are ready to direct them to dispersal.
[Underlined] FLYING CONTROL COMPETITION [/underlined]
All Stations are now reported to be getting down seriously to improving their airfields and Watch Offices for the competition which closes on the 31st July. S.F.C.O’s must remember, however, that although 31st July is the official date for closing, inspections by the G.F.C.O. can be expected any day.
Flight Engineers
When checking logs it is found that some Flight Engineers are filling in the details on the top of their logs before they examine the aircraft. Such things as “Hatched checked and found secure”, “Auto Controls out”, “Air Intakes cold” and many other vital checks are being taken for granted. This log is for the benefit of all the crew and the safety of the aircraft; therefore these checks must be carried out on dispersal just prior to start up, and only then recorded on the log.
The Flight Engineer Leader on each Squadron must check all logs returned, and bring to the notice of all pilots and flight engineers any bad engine handling; if no notice is taken, and such combinations of revs and boost as 2700 revs + 3 lbs boost or 2850 revs + 2 lbs boost etc., continue to be used, then the Flight Engineer Leader must take these culprits to task.
5 Group has laid down a drill for climbs and engine conditions to be used on operations; therefore until any amendments to this order are published, no alterations should be made unless in case of an emergency. The above drill is being taught by No.5 L.F.S. and must be stressed from time to time by squadrons; they should bear in mind that engineers who come on to operations now have spent most of their initial training on Stirlings; the engine handling differs greatly between the two types of aircraft.
The Flight Engineer Leader must have closer liaison with his C.T.O. and report to him any little snags that crop up from time to time, instead of what happens at present – Flight Engineers talking it over between themselves. Improvements can only be brought about by reporting any defects or peculiarities to the right person.
[Cartoon]
Dot and Dash the immaculate W.A.A.F’s. …”if this is your idea of a domestic night, may I never marry!”
5 GROUP NEWS. NO.22. MAY, 1944. PAGE 3
[Page break]
GARDENING
On the 21/22nd of the month more vegetables were planted by any one Group than ever before. 5 Group were the authors of this horticultural masterpiece, in planting 382 out of 418 vegetables lifted. 298 of these were Mark VI’s – in which hitherto undreamed of depths of frightfulness have been reached, and some varieties of which were used for the first time this night. 4 and 6 Groups also took part in the operation, bringing the Command total for the night up to 501. Three 5 Group aircraft were missing.
The Armament staffs at the Stations concerned did a great job of work – not made any easier by having also to prepare bomb loads – and East Kirkby performed the unprecedented feat of loading 154 Mark VI vegetables.
The operation was carried out entirely on H2S. Only three failures of sets occurred.
Results? – So far the immediate effect of this attack has been fully up to expectations, namely complete paralysis of all sea-borne traffic in areas vital to the movement of both warships and supplies. Sinkings can be expected as soon as the enemy releases the shipping held up, which he is bound to do soon despite his known inability to sweep his channels clear. The link between this operation and the coming invasion is obvious and the final effects can only be seen in the light of future events.
Other Gardening by 5 Group during the month were as follows:-
48 plantings off the FRISIANS
30 plantings in the HELIGOLAND BIGHT
36 plantings at the Southern end of the KATTEGAT.
24 plantings at the Northern end of the KATTEGAT.
The last two of these are worthy of note, first for the excellent P.P.I. photographs obtained by three aircraft of 44 Squadron, which proved conclusively that their mines were right in the channel; and secondly the success of the long low level flight in daylight conditions by four aircraft of 57 Sqdn.
Facts and figures for the month are:-
Sorties 93
Successful 87
%age successful 93.5
Aircraft missing 3
Mileage flown 91,120
Total successful plantings 520
The total has only once been exceeded by the Group, in April, 1943, when the total was 543. A fine job of work, contributed to by the six H 2 S Squadrons.
Gardening by Command again broke all records, resulting in the planting of 2,749 vegetables plus a small but highly effective effort by Mosquitos of 8 Group. Bomber Command’s war against communications has, in fact, reached a new degree of intensity on land and at sea.
[Cartoon]
“THE VOICE THAT BREATHED O’ER WAINFLEET”
5 GROUP P.O.W. FUND
By now, everyone is probably aware of the formation, on a full Group basis, of the 5 Group Prisoners of War Fund.
The Fund has been formed with the object of obtaining monies for sending monthly parcels of cigarettes and tobacco to each 5 Group Prisoner of War and, where possible, regular consignments of musical instruments, gramophone records, sports equipment, books, etc.
Sending foodstuffs and comforts, such as jerseys, stockings, scarves, etc., is subject to restrictions and is only handled by the B.R.C.S. and the next-of-kin. However, it is not possible for the Red Cross to send foodstuff parcels to any specific person; they are, in fact, sent in bulk to each Camp and distributed evenly amongst all the prisoners. The Fund will, therefore, make contributions to the B.R.C.S. who are requesting the Captain of each Camp containing 5 Group Prisoners of War to put up a notice in the Camp to the effect that the parcels for 5 Group prisoners are being provided by the Fund. It will be appreciated by all that the calls upon the B.R.C.S. at the present time are enormous, and any help we can give by taking over the responsibility for providing the monies for these parcels will be greatly appreciated, and will release money for the other many calls on the Society. Similar contributions will be made to the Canadian, Australian and South African Red Cross Societies and the New Zealand Patriotic Fund.
The next-of-kin are being requested to inform this Headquarters of the type of gift they wish the fund to send and, if possible, their requirements will be met. The next-of-kin are also allowed to send four special parcels per year, and those parcels may contain quite a number of articles. Should the next-of-kin find difficulty in obtaining these articles, they may inform this Headquarters, who will lend assistance in obtaining them.
All parcels, such as cigarettes and those referred to above, originating from this Headquarters, will be marked that they are being sent by the Fund.
Each Base has taken on the responsibility of providing a certain sum of money each month. The organisation and running of the Fund is being undertaken by the Group Headquarters, in addition to their committed financial contribution. The amount of voluntary work entailed to make this scheme a success is large, and is being met mainly by parties of volunteers from all Sections of Group Headquarters.
It is hoped that every member of 5 Group will endeavour to assist the Fund by means of financial contribution. The amount of money required to ensure its success is considerable; any monies left in the Fund at the close of hostilities will be dealt with at the discretion of the Executive Committee, either to help prisoners after their return, or to send to the R.A.F. Benevolent Fund.
5 GROUP NEWS. NO.22. MAY, 1944. PAGE 4
[Page break]
AIR BOMBING
The most disturbing feature of the month’s bombing is the continued high Crew errors in the summary of practice bombing. We have, over the last three months, made intensive efforts to improve our standard of bombing and the steady decrease in our bombing errors, both operational and practice, is reflected in the practice bombing figures and the P.R.U. pictures of shattered enemy targets.
However, we are not bombing as well as we MUST in order to ensure that the minimum number of bombs and aircraft are used to destroy the numerous targets awaiting our attention.
Now in what ways can we ensure that, instead of making a monthly decrease in our Crew errors of from 10 to 30 yards, we crack them down in one month by 100 yards and achieve the immediate goal of 150 yards at 20,000 feet.
The following points are designed to make practicable this target for the month:-
1. The last two weeks have seen the introduction of the A.P.I. and Datum point method of finding the bombing wind velocity. A marked decrease in Vector errors has resulted. This method of wind finding, detailed in 5 Group Aircraft Drills, will produce vector errors of less than 60 yards.
[Underlined] NOTE: [/underlined] The Navigator’s Union must therefore concentrate on the perfection of this technique, and one of the main sources of bombing errors will be finally eliminated.
2. Bombsight Serviceability:- Large errors are still directly attributable to technical faults in the Mark XIV. 5 Group Aircraft Drills detail the pre-bombing checks that must be carried out by Air Bombers. Further it is important that the suction that goes into the bombsight is at least 4 1/2“. To ensure this, the reading on the ground of the gauge on the pilot’s panel, with the changeover cock at the Emergency or No.2 position, must be 5 1/2” or more when the inboard engine feeding the sight is run up to at least 1800 revs.
[Underlined] NOTE: [/underlined] It is essential that the Air Bomber teams up with the instrument man responsible for the serviceability of his bombsight. Discuss your bombing results with him, tell him whether your errors are in line, range or are random and go through the causes of particular types of error with him. Reference to paragraph 63, Chapter 9, of the Mark XIV Bombsight booklet held by your Bombing Leader will make you an authority on sources of error.
3. Flying for Bombing:- Much has been said about this most important subject. There is no other type of flying which calls for precision measured in yards, and therefore it is not something that comes automatically, but only with hard training.
[Underlined] NOTE: [/underlined] Pilots must study both the services required by the bombsight and the limitations from which it suffers in its quest for the correct bombing angle.
4. Bomb Aiming:- Unless the drift is absolutely accurate and the pilot’s flying perfect, the target will not drift down the graticule length to the intersection. Therefore it will be seldom that you will have an
(Continued on page 6, Column 1)
HIGH LEVEL BOMBING TRAINING
(Errors in yards converted to 20,000 ft.)
The results of bombing for the period 28th to 31st May (inclusive) will appear next month.
[Table of Bombing Errors by Squadron and Conversion Units]
THE BEST RESULTS FOR MAY
25 Results with Crew Errors below 100 yards at 20,000 feet.
Next month should see a record number!
Squadron or Con. Unit Pilot Air Bomber Navigator Crew Error at 20,000 feet.
9 W/Cdr Porter F/O Pearson F/O Logan 63 yards
P/O Campbell F/O Tyne F/O Bennett 72 yards
P/O Bunnagar F/O Isfan Sgt Henderson 93 yards
49 P/O Graves-Hook F/O Sinden F/O Johnson 92 yards
F/L Matheson F/O Matthews Sgt Launder 77 yards
F/O Hill Sgt Bell F/O Jones 78 yards
P/O Sullings F/S Haines Sgt. Christian 83 yards
P/O Green F/S Hinch F/S Neal 89 yards
50 P/O Oliver Sgt Leonard Sgt Morris 63 yards
61 P/O Street F/S Brown Sgt Waghorn 90 yards
P/O North F/S Jarvis F/S Crawley 96 yards
P/O Dear Sgt. Wray Sgt Reeve 65 yards
106 P/O Durrant F/S Buchanan Sgt Pittaway 87 yards
617 Lt. Knilans F/O Rogers ? ? 98 yards
619 P/O Aitken P/O Whiteley Sgt. Levy 85 yards
F/S Donnelly F/O Grant F/S Johnson 98 yards
F/S Bennett F/S Griffiths Sgt Lyford 53 yards
P/O McCurdy W/O Stern P/O Hawkes 23 yards
F/L Roberts F/S Deviell F/S Lott 29 yards
F/S Morcom Sgt Lebatt Sgt Whitehurst 91 yards
630 P/O Lindsay Sgt Cummings F/S Rayner 91 yards
1654 F/O Rabone F/o Bjarnason F/O Dilworth 86 & 96 yards
Sgt. King Sgt Harder Sgt Stevenson 78 yards
F/S Jeffery F/S Downie F/S Benson 90 yards
5 LFS F/S Rose Sgt Chatteris F/S Richards 38 yards
5 GROUP NEWS. NO.22. MAY, 1944. PAGE 5
[Page break]
AIR BOMBING (CONTD:)
(Continued from page 5, Column 1)
ideal run up to the release point. It is best to realise this and thus avoid these panicky last moment corrections which will upset the aircraft’s attitude at the vital moment of release. It is far better to accept a small error in line and note on your Form 3073 the amount the graticule was left or right of the target, using the known size of the target to estimate your error. Allowances can then be made in the analysis.
Further, Air Bombers must realise that it is quite impossible for a pilot to stop a 4-engined aircraft dead when making a turn in response to your corrections “LEFT, LEFT” or “RIGHT”. In any case it would be detrimental to the bombsight’s calculations.
[Underlined] NOTE: [/underlined] Air Bombers must, by close co-ordination with their Pilots, develop a smooth unhurried technique on the run-up and correct inter-com patter will aid good team work.
5. [Underlined] TO AIR BOMBERS:- [/underlined] You are the men who actually fire the bomb release switch, and therefore the greatest responsibility is yours. Remember, however, that you are part of a large team, and when you reach the stage of scoring direct hits every time, remember the credit is due to
The Pilot
Navigator
Fitters and Riggers
Bombsight Maintenance Men
Armourers
And
YOU
BOMBING LEADERS’ CORNER
Base Bombing Leaders have been appointed as follows:-
51 Base – F/Lt Brewer, D.F.C.
52 Base – F/Lt Walmsley, D.F.C.
53 Base – F/Lt Murtough, D.F.C.
54 Base – F/Lt Stoney, D.F.C.
55 Base – F/Lt Wonham, D.F.M.
Squadron changes are as follows:-
9 Sqdn. – F/Lt Quilter from 92 Group.
50 Sqdn. – F/Lt. Hearn, D.F.C.
106 Sqdn. – F/Lt. Morgan from 1654 Conversion Unit.
463 Sqdn. – F/O Kennedy from 467 Squadron
619 Sqdn. – F/Lt Ruddock from 6 Group.
Conversion Unit changes are:-
1654 Con. Unit – F/O McRobbie, D.F.C.
1660 Con. Unit – F/Lt Wake, D.F.C. from 106 Squadron.
1661 Con. Unit – F/O Price, D.F.C.
No. 5 L.F.S. – F/O Mercy.
[Underlined] BOMBING LEADERS’ COURSES [/underlined]
F/O Honig (57 Sqdn) and P/O Pinches (630 Sqdn) obtained “B” categories on Nos.81 & 82 Courses.
Congratulations to P/O Page (1661 C.U.) on obtaining an excellent “A” category on No. 83 Course!
[Underlined] SQUADRON BOMBING COMPETITION [/underlined]
“Records are made to be broken” !! – an old saying, but very true this month. Firstly all qualifying Squadrons obtained errors below 100 yards, and secondly 619 Squadron, the stalwarts of the competition, are back at the top with a record low error.
[Underlined] PILOT AND AIR BOMBERS’ ERROR [/underlined]
1st 619 Squadron 42 yards
2nd 61 Squadron 53 yards
3rd 49 Squadron 59 yards
4th 50 Squadron 72 yards
5th 57 Squadron 80 yards
6th 207 Squadron 81 yards
7th 44 Squadron 83 yards
8th 9 Squadron 85 yards
9th 106 Squadron 86 yards
10th (630 Squadron 98 yards
(467 Squadron 98 yards
463 Squadron failed to qualify this month owing to lack of Avro Adaptors necessary to carry out 6-bomb exercises. The Squadron state, however, that they will not only qualify in June, but will win the competition.
Last month’s competition news stated that as 52 Base Squadrons obtained places in the first five. 54 Base have rightly pointed out that the 1st and 2nd places were held by Squadrons who had only just left that Base. It is interesting to note that the same two Squadrons are still on top, but have exchanged position.
Navigator’s Error has been left out this month. The Group Navigation Officer intends to run a wind-finding competition commencing in June.
[Underlined] GEN FROM THE SQUADRONS [/underlined]
[Underlined] 44 Squadron (F/Lt Lowry) [/underlined] have now constructed a first-class bombing panel mock-up in the Bombing Office. It is of inestimable value in checking Air Bombers on panel drill and general manipulation. It is understood that great credit for both this installation and the Mark XIV mock-up referred to in last month’s News is due to F/Lt. Hodgson, Eng. Elect. R.A.F. Station Dunholme, and his instrument men.
[Underlined] 619 Squadron (F/Lt Walmsley) [/underlined] makes the following report on the Squadron’s bombing accuracy (see competition results).
(i) Every aircraft on the Squadron carried out at least one High Level exercise during the month.
(ii) Every morning and afternoon the N.C.O. i/c Bombsight maintenance visits the Bombing Office to report on investigations into previous bombsight failures and to interrogate Air Bombers on current ‘snags’.
(iii) As soon as possible after each operation Air Bombers assemble for their own private raid assessment. Useful suggestions that result are passed on to the appropriate authorities by the Bombing Leader.
Finally a word of thanks is due to Pilots and Navigators of the Squadron for greatly improved flying and wind finding, for bombing.
Publicity has already been given to the outstanding bombing results obtained by two 619 Squadron crews captained by F/Lt Roberts and F/O McCurdy, who obtained errors of 29 and 23 yds. respectively, converted to 20,000 feet. Special mention however, is merited by the exercise carried out at [underlined] Syerston [/underlined] by a crew doing only its first bombing detail in a Lancaster.
PILOT – F/SGT ROSE
AIR BOMBER – SGT CHATTERIS
NAVIGATOR – F/S RICHARDS
The average error for 4 bombs aimed from 12,000 feet was 29 yards – a most creditable performance!!!
[Underlined] 207 Squadron (F/Lt. Billington) [/underlined] have introduced the following excellent scheme:-
From several 1;500,000 maps, a number of cuttings were taken of prominent and likely landfalls on the enemy held coastline. These cuttings measure approximately 5” x 5” and so cover quite an appreciable area of coastline. The landfalls shown were then painted black, with the exception of the towns and rivers or estuaries which are printed in red and blue respectively.
Each cutting was then orientated in a different direction and pasted on a large notice board. The various orientations made identification more difficult and provided useful practice in landfall recognition.
Each pinpoint was then clearly numbered and a corresponding number was attached to a 1;1,000,000 “area of operations” map in the vicinity of the pinpoint in question. At briefing, the route to the target was outlined with a suitable length of cord, and the bomb-aimers could see if the route passed over or near any of the pinpoints! The ‘numbers’ of such landfalls could then be referred to the notice board (as above). By virtue of the blacked out land masses, an impression of the landfall as it would appear either visually or on the H2S – P.P.I. tube, could easily and accurately be obtained.
[Underlined] STOP PRESS [/underlined]
619 Squadron report that F/Lt. Buttar, a pilot, carried out an exercise as Bomb Aimer and obtained average error of 18 yards from 12,000 feet!!!!
[Underlined] AIR BOMBERS’ QUIZ [/underlined]
1. Where and how would you read the suction for the Mark XIV Bombsight?
2. What is the minimum suction on the ground for the Mark XIV and what minimum reading on the suction gauge is required to ensure the necessary suction for the bombsight?
3. What is the correct vectored wind velocity for the Mark XIV Bombsight for True Wind of 090°/30 m.p.h. bearing and distance of marker from Aiming Point 045°/200 yards at a height of 8,000 feet?
4. What are the T.V’s of 4 lb incendiary, 4000 lb H.C., 500 lb G.P. and 1000 lb H.C. bombs?
5 GROUP NEWS. NO.22. MAY, 1944. PAGE 6
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NAVIGATION
All operations this month, with the exception of two, have been of short range. Navigation has therefore been very much easier. Broadcast w/v’s have been used on only two occasions. The results were not very satisfactory in either case. On the Brunswick operation (23/24 May, 1944) nearly half of the windfinders detailed did not transmit a single W/V! Navigators in H2S aircraft must realise they are fortunate in being able to check constantly their aircraft’s position. Non-H2S Navigators are not so fortunate, and they [underlined] do need [/underlined] assistance from you luckier fellows. Bear this point well in mind, windfinders, and the next time we use broadcast winds, let us have 100% co-operation!
With the approach of summer and the consequent drop in “darkness hours available” night sorties will decrease in range. Navigation will therefore become much easier. We must [underlined] NOT [/underlined] however “slacken off” our efforts. Concentration, track and time keeping are still essential to the success of any operation. Station Navigation Officers must carefully check the work of each Navigator and curtail immediately any attempt to “slacken off”. We may be called upon to carry out long range operations at any time, therefore constant practice in the use of Broadcast Wind Velocities, obtaining D.R. positions, etc., is essential, particularly for those new crews who will be arriving at Squadrons during this coming period. To maintain and improve the present standard of navigation, it is suggested that short plotting and computation exercises (similar to those already forwarded to squadrons) should be completed two or three times every week. If they are run in a competitive spirit, they will cease to be a “bind”, and much valuable experience will be gained. Here again particular attention should be paid to the less experienced Navigator.
[Underlined] WIND FINDING [/underlined]
There has been a gradual improvement during the last few months in the accuracy of winds found on operations. The “spread” now experienced in approximately half that of 4 or 5 months ago. An analysis is being made of winds found by the wind finding aircraft on the night 24/25th April, target – MUNICH. The analysis is not yet complete, but a rough indication shows that the probable error in wind finding is now down from 17 to 9 m.p.h. A big improvement, but no one can say there wasn’t room for one! The “spread” on this raid was 60° and 30 m.p.h. 75% of the winds being within 20° and 10 m.p.h. – here again a slight improvement.
It will be seen from the foregoing figures that errors are still far too high. The main causes of such errors are as follows:-
(i) Inaccuracies in taking and plotting of Gee and H2S fixes.
(ii) Inaccuracies in reading and plotting of A.P.I. positions.
(iii) Inaccuracies in measuring the w/v.
These are elementary points and should have been mastered long ago. Nevertheless, they [underlined] do [/underlined] exist and [underlined] must [/underlined] be eliminated. This can only be done if navigators make a regular practice of checking and re-checking all their plotting. It is far better to obtain two Gee fixes and plot them correctly than to obtain four and plot them all incorrectly. There is absolutely no reason why three of four navigators flying in aircraft at the same height, place and time should find w/v’s differing by 40° and 10 – 15 m.p.h. – but this does happen – even when in Gee range. Stations and Squadrons Navigation Officers must check the winds found by all navigators on each operation, and find out what large discrepancies do occur.
[Underlined] PRACTICE BOMBING WINDFINDING. [/underlined]
It is now a known fact that the most accurate method of finding a W/V is by the A.P.I. and datum point method. Instructions have therefore been issued that this method is to be used on all practice bombing exercises. The “vector error” in practice bombing has decreased considerably since this method was introduced. We still have a long way to go however. Not until the “vector error” is 50 yards or below can we claim to be doing our bit. This, therefore, must be our aim. It is not by any means impossible to achieve, providing we carry out the drill correctly and do not make stupid mistakes. Do not for example try and find a w/v over a period of less than ten minutes – it can’t be done!! Always see that you pass over the “datum point” on the [underlined] same [/underlined heading as the first time. This is very important, otherwise large errors creep in.
We now have available a method of checking the w/v’s found by navigators. Downham Market (near Skegness) obtain accurate w/v checks every 6 hours. They are accurate to within 5° and 2 m.p.h. These winds are forwarded to Base and Station Navigation Officers daily. It is hoped that full use is being made of this valuable means of checking navigators work. Navigators should also check with their Squadron or Station Navigation Officers the post-Met. Wind applicable for their exercise.
To foster the competitive spirit, the best 8 wind finders for each month will appear in the Monthly News, commencing next month.
Any criticisms or suggestions for the improvement of the present wind finding procedure will be welcomed. So, go to it, and let us have your opinions – now!!!
[Underlined] TRAINING BASE SUMMARY [/underlined]
During May 229 details were flown on Command and Local Bullseyes, and excellent co-operation has been forthcoming from Nos.12 (F) and 10 (F) Groups. These exercises enable navigators to practice Gee and H2S fixing and learn the troubles associated with defensive manoeuvres. Many special radar routes have been laid on especially across the coasts of Wales, N.W. England and Northern Ireland, and on several occasions squadron aircraft have come in on these exercises (one C.U. pupil on one such flight took no less than 146 H2S fixes – and plotted them!)
H2S training is being extended in the Base and Wigsley will be staring early in June. Preparations have gone on steadily all through May. A trainer, radar mechanics and a training staff are standing by waiting for the next course. At Swinderby and Winthorpe nearly half of each course is now being radar trained and it is hoped that squadrons will appreciate the trouble which has been encountered with aircraft serviceability and stress of other training. Like Gee in the early days, H2S has been thrust upon C.U’s with very little extra staff and inadequate equipment to cope with demands. The second Radar buildings will very soon be ready, and extra bench sets available, so the Group can confidently look forward to a greater number of H2S crews coming through during the summer.
Priority is being put on wind finding by A.P.I. on all exercises – particularly during bombing practices. Trouble is being experienced in fitting the complete modification to the new Stirlings, but this work is being pressed on with as fast as possible. There are now approximately 70 aircraft in the Base fitted with the A.P.I. so that most navigators will receive air practice during their course. Ground Demonstration sets are also being made for all units so that pupils may see the A.P.I’s working on the ground. They will also receive resetting practice. Coupled with A.P.I. instruction, a long D.R. plot using broadcast w/v’s is incorporated in C.U. training. Therefore navigators should be arriving on squadrons fully trained, and well “genned up”. If they are not, then let us hear about it!
The training staffs at H.C.U’s have changed considerably during the last three months. Predominance is now on youth – navigators fresh from Squadrons, and there is only a small percentage of instructors who have been off operations longer than six months. Several Instructors have lately gone to Mosquito squadrons while others have returned to operations in 5 Group and P.F.F.
[Underlined] H 2 S [/underlined]
Operational results on H 2S have been quite good this month, and its potentialities in gardening have at long last been recognised. In this connection, various methods of gardening with H2S have been used effectively.
Dunholme had the first opportunity of using Leica cameras for photographing the P.P.I. at the gardening areas, and proved without doubt that the vegetables were planted in the correct furrows. Unfortunately the shortage of cameras still prevents us using them on operations to any great extent. Training is also restricted to one Base.
This month we welcome 619 Squadron into our select band. It is hoped that they will prove as capable in the use of this new aid as they have in the past with Gee. The responsibilities of training are considerable, and crews in 619 Squadron will have considerable extra flying training to carry out to master H2S. It must be remembered that H2S is primarily a navigational aid, and this must be borne in mind during training; complete mastery of H2S as a navigational aid means better track keeping, better winds, and above all better bombing. By bombing I mean that crews using H2S will ensure arriving at the correct target on time.
Training at Conversions Units is improving considerably, and increasing numbers of crews are being turned out practically fully trained. Wigsley is now ready to commence training and have been fortunate in securing a synthetic trainer. This increase in H2S training reflects great credit upon all the sections concerned, and considerable benefit should be derived by the operational squadrons.
Bomber Command have recently issued a sum-
(Continued on page 8, Column 1)
5 GROUP NEWS. NO.22. MAY, 1944. PAGE 7
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NAVIGATION (CONTD.)
mary on H2S navigation, proving that the most effective method of track keeping is by frequent fixing. Frequent fixing ensures a higher reliability of fixes, and in addition it has been found normal navigation is not neglected. This indicates that successful H2S navigation requires frequent checks on position (at least one fix every ten minutes) combined with the normal navigational procedure. It is realised that most H2S operators in this Group are taught to take H2S fixes every six minutes; however, this point is mentioned in order to prevent the failure of navigation by H2S due to infrequent fixing, which has occurred on several operations in the past.
Nos. 83 and 97 Squadrons are concentrating on blind bombing trials with H2S Mark III and he 184 Indicator, and it is eventually hoped to come to some conclusion regarding the errors of respective methods of blind bombing.
Whilst it is realised visual bombing is the most effective when targets are small and can be identified, H2S Squadrons must by no means relax in their blind bombing training.
In this direction, operators should practice bombing runs on suitable targets whenever airborne. Then the set operator can so tune his set that only the town, the course marker the range marker and the very faintest of ground returns can be seen, he can consider himself approaching proficiency. With this is mind, 55 Base have designed an extremely efficient poster of H2S Track and Ground Speed Bombing, and a copy of this is reproduced in this issue. It is hoped that Command will eventually issue this as an official poster for use on the Navigation Section of all H2S Units.
H2S photography has been rather disappointing this month. Instructions detailing the steps to be taken when photographing the P.P.I. are available on the Squadrons carrying out this training and they must be followed to obtain good quality photographs. Remember poor photographs reflect upon your set manipulation, and individual assessments of your operation of the equipment can be made from the photographs you obtain.
[Underlined] GEE [/underlined]
Operations this month produced no exceptional ranges on Gee, partly due to the fact that most targets were within normal range.
Certain discrepancies were noticed in the North Eastern Chain by navigators in this Group, and steps have been taken to ascertain the error to correct the phasing. Until such time as this is done, the error, although opinions differ as to its limits, will have to be accepted.
Instances have also occurred recently where lattice charts have been found to be inaccurate due to the colour plates slipping during printing. Whilst all Lattice Charts are hand checked, inaccurate charts have on occasions reached navigators, who have been at a loss to explain the difficulties experienced with the Gee chain.
Care is being taken to see that faulty charts are not set [sic] out to units, but in the meantime, every navigator should check his charts to see if the coloured registration crosses (either green, red, or purple) found at each corner of the printed map surface are superimposed one above the other. If one of these crosses is displaced, then the particular coloured lattice lines have been inaccurately positioned and the chart must be exchanged for a correct one.
Good D.R. navigation enabled both the above inaccuracies to be found out and one navigator actually assessed the error which he applied to all his fixes.
Against this we have the navigator who puts the whole of his navigation on to the box and this month a little story with a moral is printed. Acknowledgement for this is due to F/O Craven of 1660 Conversion Unit.
COX AND THE BOX
COX AND THE BOX
You’ve heard of Salome and Lulu,
They’re as well known as Nerve and Knox,
But listen to me while I tell you
The tale of young Cox and the Box.
For 12 months he’d listened to lectures
(Such a bind, and so orthodox),
But just at the end of his training,
An Instructor said “Now meet the Box”.
At the end of a few simple lectures,
He mused on his way to the Blocks;
“Damn the D.R. and the Astro –
Why work when you’ve got the old Box?”
Navigation henceforth seemed so easy,
Bang on! – Back to Base from Clyde Docks.
On return they repeated the warning;
“Use D.R. – don’t go round on the Box”.
On the Squadron, his first trip was simple,
From the time he heard “Out with the chocks”,
To the time that Control replied “Pancake”,
He chewed – and got round on the Box.
The next was to Essen – they bombed and came out,
But were coned, and took several hard knocks;
The kite had been hit, but what shook him most
Was to find he’d no joy on the Box.
The petrol was low, they couldn’t find Base,
But by now accustomed to shocks.
No D.R. – no air plot – he vainly looked up,
But still found no joy on the Box.
The sequel is morbid, and sad to relate,
It’s all filed away under “Cox”,
Read on if you will, and you’ll see what we say,
Use D.R. – don’t go round on the Box”.
“You had a son, in the Air Force,
In Aircrew I think, Mrs. Cox?
Well, he’s been pretty rapid and finished his trips.
And they’re sending him home – in a Box”.
EQUIPMENT
The present grave shortage of manpower is causing increasing difficulties to Maintenance Units and Station Equipment Officers should therefore ascertain by personal investigation whether all their demands are being correctly prepared. If all stations regularly raised their demands in the official manner, there would be considerable economy in manpower and time spent in satisfying demands at M.U’s. and numerous queries would be obviated. For easy reference, some of the salient points are set out as follows:-
[Underlined] Forms 600 Demands. [/underlined]
(i) Insufficient address. Units should always state full postal address, and it is important that the accounting serial number is clearly endorsed as part of the address.
(ii) Nearest railway Station muse [sic] be quoted directly beneath the address.
[Underlined] Urgent Demands (A.M.O. A.481/43) [/underlined]
(i) These demands must be placed together in a separate envelope, stamped in RED, “PRIORITY 1 C”.
(ii) Date for delivery must be quoted in all cases, and an interval of at least ten days should be given.
(iii) The endorsement must be initialled by the demanding officer.
(iv) Aircraft or engine type and serial number, or the purpose for which other items are required, must be quoted. In the case of M.T. the chassis number must invariably be given.
(v) Immediate despatch of all Urgent Demands to Equipment Parks by their transport or D.R.L.S.
[Underlined] A.O.C. or I.O.R. Signal Demands. [/underlined]
It is important that this type of demand be raised strictly in accordance with A.M.O. A.1312/42, as amended by A.M.O. A. 326/44. These demands are of the very highest priority and therefore it is essential that the method of raising the signal is uniform in every detail at all Units. Signals must be made out very clearly, and only one section may be demanded on one signal, and not more than 8 items of one particular section – and each of these items must be given a separate line (see A.M.O. A.604/40).
If all concerned comply strictly with the letter of the law in this respect, there is every reason to hope that the goods will be received with the minimum of delay with consequent reflection of increased serviceability and efficiency.
[Underlined] AIR SEA RESCUE (Continued from page 10 Col.1)
New crews are now getting a thorough introduction to the Lancaster Dinghy and Parachute Drills at the L.F.S. and the dummy fuselage is paying high dividends. The record time for a dummy ditching at Syerston is 10 seconds. It was encouraging to hear a gunner remark as the crew stood on the starboard mainplane with their drill completed in 16 1/2 seconds – “That’s not good enough, Skipper, let’s have another go.”
5 GROUP NEWS. NO.22. MAY, 1944. PAGE 8
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H.2.S TRACK & GROUND SPEED BOMBING
IDEAL BOMB
Set on Dalton Computer W/V and True Air Speed. From the measured track compute the course to make good this track. Make any alterations as necessary. Set Range Drum to 10 miles in order to know when to switch to 10/10 scale. [Diagram] No. 1
When on 10/10 scale make final corrections of heading to ensure correct tracking. Range marker is set to correct radius on range drum ground speed settings. [Diagram] No. 2
No. 3 [Diagram] Height pulse must be set against first ground return before ground speed is set on the Range Drum.
No. 4 [Diagram] Ground speed is found to be 200 m.p.h. Rotate range drum until 200 ground speed line is against range pointer. This pre-sets range marker ring to a set radius on 10/10 scale.
Note the time that range marker ring cuts response. 30 seconds plus time delay for real bombs from this time the aircraft has travelled to bomb release point. At this point bombs away. [Diagram] No. 5
[Underlined] NOTE [/underlined] The 30 second delay release lines on the H2S range drum is calibrated for the ideal bomb. To ensure that real bombs strike the target, a time delay has to be added to 30 seconds. This time delay differs for different categories of bombs and will be given at briefing by the Bombing Leaders.
No. 6 [Diagram]
Point where range marker ring cuts response on 10/10 scale.
Distance denoting timed run of 30 plus seconds to release point.
Release Point. Bombs Away.
Forward trail of bomb carries it to objective from release point.
5 GROUP NEWS. NO.22. MAY, 1944. PAGE 9
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AIR SEA RESCUE
There was one known ditching in the Group during May. On the night 27/28th May, a Mosquito of 627 Squadron was heard to transmit “Engine on fire – ditching”. The aircraft was flying at low height over the sea after attacking the target, and later was sighted burning on the surface. Search on the following morning revealed aircraft wreckage off the enemy coast. Unfortunately no one was rescued.
This one incident does not mean that 5 Group crews are “Ditching free” or are unlikely to have to ditch in future. The most recent monthly analysis shows that 189 lives were saved from aircraft in all Commands which ditched in home waters. A total of 467 lives were lost, however, in ditchings – a high proportion of 71%. A majority of these losses occurred in ditchings when no W/T messages were received. This proves that sea crossings, even on short range targets, are still a hazard for aircraft which may have been damaged by enemy defences.
Regular practice of dinghy and parachute drills must continue. Saturday morning is the time for such practice. Several squadrons have got down to this very quickly, but others are not carrying out the instructions from this Headquarters in either the spirit or the letter.
Ten crews were tested during the month in the Safety Drill Competition. Generally crews has a good idea of what was required, but the majority revealed lack of practice. One Flight Commander provided a refreshing example. His crew drills were perfect. A Flight Commander is a busy man, and yet he and his crew made the time to set an example and give themselves a wide safety margin if ever they have to ditch.
(Continued on page 8, Column 3)
Results of the Safety Drill Competition for May are as follows:-
Place Dinghy Drills Parachute Drills
1 52 Base 55 Base
2 53 Base 54 Base
3 54 Base 52 Base
5 55 Base 53 Base
The best and worst crews were in 55 Base, and one crew with just over 50% of marks placed the Base last in order of merit. Details of Squadrons tested and marks gained are as follows:-
[Table of Safety Competition Results by Squadron]
[Underlined] NOTE [/underlined] The Training Base Record for a Dinghy Drill is 10 seconds. The best Squadron time was [underlined] 18 seconds [/underlined], the worst [underlined] 43 seconds. [/underlined]
ENEMY AGENTS CARELESS WALKERS
With the lighter evenings and finer weather there is a great deal to be said for a country walk over the fields after working in an office all day.
You may not be interested in birds nests or flowers but even in flat country like Lincolnshire there is some amazingly pretty scenery if you will only walk to see it. If you are lucky, you may be able to take a pretty picture of scenery with you, which will make all the difference.
Do remember though, that when walking in the fields, you are really trespassing and owe a debt of gratitude to the owner or tenant of the land for letting you enjoy yourselves. Hardly any farmers will raise any objection wherever you walk, if you for your part will take just a little trouble to avoid two things,
(i) trampling on growing crops
(ii) leaving gates open.
The farmer is putting a great deal of very hard work into his land nowadays and suffering just as badly from the manpower problem as we are in the Service, perhaps even worse. You will see Mrs. Farmer nowadays doing much heavier work in the fields than many of us would care to tackle, and for very long hours too.
If you walk along the hedgerows or fence sides you will do no harm to crops; its [sic] the best place to walk too if you are interested in nature, but most important of all DO SHUT EVERY GATE you go through, even if its [sic] open when you get there. It was probably left open by someone careless ahead.
Gates left to swing in a wind soon break and farmers can’t get new ones nowadays. Cattle get through from the roadside or neighbouring fields; a flock of sheep in the wrong field can easily cause a loss of a hundred pounds or more to a farmer. He won’t want you in his fields at that price, and it’s no good blaming the sheep. The farmer’s doing a vital job of work in this war to provide our food, so help him as much as you can when you enjoy his fields and [underlined] PLEASE SHUT THAT GATE [/underlined] and don’t be a CARELESS WALKER.
ACCIDENTS
During May [underlined] over 50 [/underlined] aircraft were damaged in accidents within the Group – the majority seriously. At least 14 were written off completely, and 8 were [underlined] Cat. B [/underlined] The Cat. AC total will probably be 16, which leaves only about 12 aircraft which sustained minor damage. These are depressing figures, and are all the more regrettable because at least 20 of these accidents were “avoidable”.
Squadrons damaged 21 aircraft including six Mosquitos, and 51 Base damaged 29. One Spitfire of 1690 B.D.T.F. was also damaged.
Details of avoidable accidents during the month are as follows:-
[Underlined] Squadrons [/underlined]
Taxying…3
Swings…2
Overshoots on Landing…1
Mid-Air collision…1
Others…3
[Underlined] 10 [/underlined]
[Underlined] 51 Base [/underlined]
Taxying (M/T)…1
Overshoots on Landing…3
Swings…2
3 engined overshoot crashes…1
Maintenance errors…1
Others…2
[Underlined] 10 [/underlined]
[Underlined] TROPHY FOR ACCIDENT FREE SQUADRON [/underlined]
A Silver model of a Lancaster has been presented to the Group by Messrs. A.V. Roe. The Air Officer Commanding has decided to award this model Quarterly as a trophy to the Squadron or Training Unit with the least number of avoidable accidents. The first award will be made at the end of June for the period January to June and thereafter every three months. The Squadrons in the lead at the end of May are 49, 57 and 106 Squadrons.
[Underlined] TAXYING [/underlined]
Taxying accidents were fewer this month. It is notable that Training Base had only [underlined] one [/underlined] and this an M/T collision, which did minor damage, A most peculiar accident, which is classed as “Taxying” for want of a better category, occurred on a Squadron recently. A Lancaster pilot turned off the runway and stopped all his engines because of low brake pressure. He re-started his inners with the idea of proceeding to a position more favourable for towing and had just started moving when a ground crew N.C.O., entered the cockpit, grasped the throttles and commenced manipulating them. The Lancaster gathered speed, left the perimeter and finished up with a broken undercarriage when it hit an obstruction. As ground personnel are strictly forbidden to taxy aircraft this episode needs no further comment.
[Underlined] SWINGS [/underlined]
Mosquitos provided the two serious swinging accidents in Squadrons this month – one landing and one taking off. Both occurred in a cross wind.
One Stirling swung on take-off and sustained only minor damage when the tailplane struck some bushes. The pilot did the right thing after the swing started. A Stirling
(Continued on page 16, Column 1)
5 GROUP NEWS. NO.22 MAY, 1844. PAGE 10
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SIGNALS
[Underlined] INT QEF? [/underlined]
The R.1082/T.1083 W/T G.P. installation departed from Bomber aircraft about three years ago; with it went the crystal monitor, and we were all very pleased! Since then the Marconi G.P. installation has performed excellent service, and with operators who are kept in practice, has tuned to within a kilocycle of the required frequency.
When an aircraft is acting as W/T control for a large force, it is imperative that the W/T equipment is accurately tuned, otherwise the vital control messages are lost in the welter of interference which hems in all frequencies those nights.
On two occasions this month the control aircraft has been off frequency. This has necessitated the re-introduction of the crystal monitor as an essential item in aircraft carrying out the duties of Controller, Deputy Controller and W/T link, and good results are now once again being obtained. The crystal monitor is, however, a rather clumsy device and requires some skill. Thanks to the ingenuity of Ludford Magna we are trying out a crystal controlled T.1154, which eliminates – almost entirely – the human element. Ludford Magna id obtaining excellent operational results, which we intend to emulate. Thank you 1 Group.
[Underlined] WE HEARD [/underlined]
During the month we have obtained several excellent recordings of the intercom. and R/T in control aircraft during controlled attacks. These recordings, in addition to providing accurate minute by minute pictures of the course of attacks, have brought to light several technical difficulties and enabled them to be overcome. One, in particular, was the loud high pitched whine which had been accepted by crews as an unfortunate regular feature of V.H.F. R/T over the Continent. Thanks to the recordings this whine has been identified and almost completely eliminated. Arrangements are in hand to make permanent recordings for issue to Squadrons and training units. Main Force crews will then fully realise the many problems with which the Controller has to contend.
[Underlined] WIRELESS OPERATORS (AIR) [/underlined]
As far as Aircrew Signals is concerned, the month resembled the old adage – “Came in like a lion, went out like a lamb”. And what a lion?
Nevertheless, we have derived much profit from our mistakes, and have emerged the purer for our trials, although it is to be regretted that our major “boob” occurred when our comrades from No.1 Group were helping us. We hope that on the next occasion we can prove to them that all is now well with our Operators. All Wireless Operators (Air) are fully aware by now of what is expected of a Controller’s Operator, and without any excuse for the repetition we would say [underlined] Practice makes for Perfection. [/underlined]
To improve the standard of speech throughout the Group, not only on V.H.F. but on R/T generally [underlined] and [/underlined] intercomm., it is hoped to install a Speech Training Section in our Conversion Units and at the Aircrew School at Scampton. Instructors have had a special short course a A.D.G.B. Headquarters where all Sector Controllers are taught the art of making themselves clearly understood without the need for repetition. The idea is not to produce an Oxford accent, but rather to give all crews the perfect “Mikeside Manner”, and if we can achieve this end, we shall be a step nearer to perfection.
[Underlined] TRAINING ROOMS [/underlined]
All Signals Leaders by now will have had a copy of the schedule of equipment laid down for Signals Training Rooms. This is just one more step in the right direction, and it is hoped that all concerned have taken advantage and put in all the necessary demands.
[Underlined] GROUP W/T EXERCISE. [/underlined]
A few Squadrons did not produce their past form this month. Little points like not using the correct aircraft letters allocated to the Squadron, starting the exercise late, giving one message and then asking permission to close down. Now all Signals Leaders will agree that the Group exercise is an invaluable method for keeping operators on top line, and more attention must be paid to it in future.
[Underlined] RECALL SIGNALS [/underlined]
Why is it that Wireless Operators (Air) take so long to answer a recall signal? The need arose during this month to recall the few aircraft that had taken off for an operation, and considerable time elapsed before all aircraft had acknowledged the message. This state of affairs hardly ties up with Instructions in force about maintaining a continuous listening watch on Base. The Group Signals Leader would like to see an improvement, please.
[Underlined] TAIL WARNING REPORTS [/underlined]
There is another corner of the Signals Leaders’ domain that could stand a clean up with the help of our sister section, the Gunners (Bless ‘em). There is still a good deal of duff gen reaching this Headquarters on the Form “Z”. The Operator states that there were no sightings of enemy aircraft not picked up by the E.W.D; the Gunners sign that statement, but someone tells the Intelligence Officer a different story. You can help the war effort by vetting the Intelligence reports and preventing this duff gen from leaving your Station. It would save the writer’s telephone extension from overwork too.
Apart from these few moans, the general standard of Wireless Operators (Air) in the Group is high. They are doing an excellent job, and playing a worthy part in the present battles. Make sure that we can continue this be profiting [sic] from our mistakes in the past, and training at every available moment.
[Underlined] POINTS TO NOTE [/underlined]
1. Has the new Bomber Command General Instruction governing attacks at night by aircraft in home and enemy waters been seen and read by all Wireless Operators (Air) of this Group?
2. M/F D/F Sections now send out an interval signal, if not already on the air. Are you au fait? Note – no DIT DITS in acknowledgement, by order.
3. Have you all met Monica’s baby brother Walter – by Pickup out of Her?
[Underlined STOP PRESS [/underlined]
Congratulations to F/Lt Cawdron, D.F.M., No.630 Squadron, who topped No.7 Signals Leaders’ Course.
[Underlined] W/T FAILURES [/underlined]
The W/T failure percentage for the month of May has, regrettably, shown an increase over the previous month. Congratulations are however, extended to Signals Officers and their Maintenance staffs for having no maintenance failures in Sqdns throughout the month. It is interesting to see how the maintenance failure percentage has slowly decreased to zero, and it is hoped that during the forthcoming months this can be maintained. During May there were no cases of aircraft failing to take off on operational missions as the result of Signals defects. It is also gratifying to learn that there were only five “early returns” due to signals failures out of 2,254 operational sorties flown. Of the remaining 42 failures, approximately 90% of them are attributed to equipment defects. A good show, chaps – keep it up.
[Underlined] V.H.F. R/T FITTING [/underlined]
All stations have received during the month, a policy letter on the projected programme of V.H.F. fitting for the remainder of 5 Group Squadrons. The supply of all items of equipment, apart from connector sets, has been kept up to schedule. The first consignment of connectors is due, while the 26 Group Fitting Party should be with us any day. Fitting of 44 Squadron should therefore commence without much delay. All indications are that the flow of connector sets will be steady from then onwards.
[Underlined] RADAR CONFERENCE [/underlined]
The Radar Conference held during the month was attended by all Base Signals Officers and Radar Officers in the Group, as well as representatives of Bomber Command. The agenda
(Continued on page 12, Column 1)
ELEMENTARY MY DEAR WATSON
Flight Lieu-ten-ant Jo-seph Soap
Re-port-ed every wire-less slip
In the de-cent pi-ous hope
That R.A.E. might take a tip,
And fab-ric-ate su-per-ior mods
For fit-ing by main-ten-ance nods.
He viewd with sca-thing scorn-ful jeers
And wide su-per-ior smiles,
Dis-com-fit-ure of dull con-freres
Whose in-eff-ect-ual wiles,
And urg-ent eff-orts ne’er re-lax
To co-ver up their sec-tions’ blacks.
E-vas-ive ac-tion reaps re-ward
By kee-ping fail-ures down.
On hon-est men a-buse is poured;
Con-tume-ly is their crown.
A pa-ra-dox you must ad-mit.
The mo-ral’s there, dis-cov-er it!!
ANON (CIRCA 1944)
5 GROUP NEWS. NO.22 MAY, 1944. PAGE 11
[Page break]
SIGNALS (CONT.)
was long, and a great divergence of opinion was shown on many items. All agreed, however, that the conference had cleared up numerous points, and such conferences should be held more often.
The introduction of Base Servicing was the main item on the agenda. This subject was discussed in detail, and it was agreed that Base Servicing would be introduced when appropriate accommodation and test equipment became available. Some Bases have, at present, a system of Base servicing, and are of the opinion that it produces a great saving in time. The systems now in use, however, are not all-inclusive and to make them so, many changes will be necessary. Bomber Command is at present working out the final details of a complete Base Servicing system. It is probable that they will send representatives to each Base to study the accommodation position.
Another complicated issue was the standardisation of Daily Inspections. There has long been a requirement for some D.I. card, similar to the Form 700, to standardise Daily Inspections, and to ensure that nothing is forgotten. This was not thought necessary by many Radar Officers. However, some days ago, a check was made on man-hours spent in the daily inspection on various equipments, and it was found that Bases often differed by 100 per cent. This confirms our opinion that there is a lack of standardisation which may be responsible for some of our failures. Trials are now being carried out by all Groups on D.I. cards forwarded to Command by this Headquarters. Any suggested alterations will be made to Bomber Command, and a final card is to be printed and issued. It will then be up to the Squadron Radar Officers to ensure that these cards are correctly used. H.Q.B.C. is also preparing a Form 22E for major and minor inspections of Radar equipment. This form will be similar to the present Signals Form 22, and will cover inspections of Col.7 and Col.9 equipment.
[Underlined] H 2 S FITTING [/underlined]
The fitting of H2S in the Stirlings of out Heavy Conversion Units has now been completed. This provides 41 aircraft for training in H2S and Fishpond, with the resultant increase in the number of trained H2S crews arriving at Squadron. Metheringham and Wigsley received their synthetic trainers during the month, and there is a good chance of all H2S Squadrons being so equipped by the end of June.
The introduction of H2S to 619 Squadron is now under way, and it is expected that this squadron will be completely equipped by the end of June.
[Underlined] SERVICEABILITY [/underlined]
Last month’s forecast of an increase in serviceability was no doubt greeted with laughter. However, fine weather, short range targets and greater attention to detail have brought their reward with an increase in the serviceability of all equipments except H2S Mark III.
[Underlined] GEE [/underlined]
The short range targets attacked during May provided ample opportunity for Gee to regain much of its old glory.
Serviceability was the highest yet – 96.9% an increase of 0.4% over April. The other types of Radar equipment are, however, catching up rapidly, and it appears that there is a possibility of Gee losing its leadership in the coming month.
[Underlined] MONICA IIIA [/underlined]
This equipment came the nearest to overtaking Gee, with a serviceability of 93.5% out of 745 sorties. This is very commendable indeed, and it is hoped that squadrons can maintain this high figure when the weather and target ranges are not so favourable. Congratulations to 467 Squadron, who have completed their last 134 sorties without a single Monica defect. This is a record well worth beating.
[Underlined] H 2 S MARK II [/underlined]
May brought us to the end of the second round in our battle for increased H 2 S. Mark II serviceability. For the first time the Group serviceability for a whole month was 90.0%. This is good. Let us now try, during the third round, to bring it up to 100%. There still remains, however, a serious number of cases of switching off and flashing on the screen, which seems to indicate that the old sources of trouble still predominate, viz., filament transformers, and H.T. condensers. H.Q.B.C. are making every effort to divert the new type filament transformers from the production lines for retrospective fitting. They have been informed however, that it will be a few weeks yet before this can be done. Crystals and cases of no signals are also assuming a large proportion of the failures, and to combat this, improved versions of valves are being tested.
[Underlined] H 2 S MARK III [/underlined]
Unfortunately a setback in serviceability of H2S Mark III was experienced during May. Out of a total of 75 sorties, there were 14 difficulties reported, giving a serviceability of 81.2%. Among these failures there do not appear to be any outstanding breakdowns, but considerable work remains to the done in clearing up the various minor snags which only become evident after considerable operational experience.
[Underlined] FISHPOND [/underlined]
Fishpond has made a favourable advance in serviceability, with an increase of almost 3% over April. A total of 937 sorties was flown of which 89.1% were serviceable. As Fishpond serviceability largely depends on H2S, an increase in H2S serviceability will cause a corresponding increase in Fishpond. In last month’s V Group News, reference was made to trials to reduce Fishpond minimum range. The filter unit which was produced has proved unsatisfactory, and at present there are no signs of this problem being solved.
TACTICS
[Underlined] EARLY WARNING DEVICES [/underlined]
The following extracts from combat reports show again what Monica and Fishpond can do is properly used:-
(i) “The only indication of E/A’s presence was on Visual Monica which first indicated at 2,000 yards. The W/Op. gave running commentary until E/A closed to 800 yards – fighter not identified visually by either gunners. W/Op. instructed “corkscrew to port”, tracer from fighter then seen to pass on the starboard beam – gunners still unable to make visual contact.” (467 Squadron).
(ii) “After breaking away from first contact (this was indicated by Monica) E/A continued to shadow our aircraft until time of this attack, during the period between attacks the W/Op. reported contacts on Visual Monica but no visual was obtained owing to bad visibility.” (50 Squadron)
(iii) “Contact by Fishpond at 2 1/2 miles dead astern, and the bomber corkscrewed at 800 yards, visual by both gunners at 500 yards. Both gunners opened fire at 500 yards and strikes were seen on the fuselage, followed by a bright white flash. E/A did not return fire and broke away on the starboard quarter down.” (50 Squadron)
(iv) Contact on Fishpond at 2 miles port quarter. Bomber corkscrewed at 800 yards. Visual by gunners at 400 yards; both fired short bursts before E/A disappeared from view. No return fire.” (44 Squadron)
It appears from other combat reports that some crews are getting contacts quite early (up to 2000 yards), but do not corkscrew until the fighter is at a range of 600 yards, or until the gunners obtain a visual. The outcome in several encounters of this nature has been for a gunner to order “corkscrew” and the fighter to open fire at the same moment, often causing damage to the aircraft before the manoeuvre has begun. The moral is quite obvious. If you have adequate warning of an E/A go into a corkscrew at 750 yards. This technique has put fighters off time and again.
[Underlined] WINDOW [/underlined]
Frequent reminders have been seen in these pages in recent issues emphasising the necessity for dropping Window at the correct rate. If some people have taken note of these reminders, there are still others who have yet to realise the importance of launching Window correctly. A long and interesting paper has been produced by the Window experts and will be forwarded to units in a day or so. All crews must take the opportunity of finding out all about Window from this informative paper.
[Underlined] RECORDINGS OF CREW PROCEDURES [/underlined]
An excellent portable wire recording and reproducing unit, lent to us from the USAAF has supplied us with some interesting recordings of crew intercommunication and V.H.F. R/T procedure in Controllers’ aircraft during recent attacks. Experiments are being carried out to convert these recordings into permanent records for use in squadrons and training units. One point which stands out clearly is the reluctance of the bombing force
(Continued at foot of Column 2)
[Underlined] TACTICS (Cont. from Col.3)
to comply quickly with the Controller’s orders. After he orders bombing to cease there should be no delay in withholding your bombing run. Even a Mosquito which probably has to fly low and re-mark or back up, cannot cope with a shower of bombs falling on top of it.
5 GROUP NEWS. NO.22. MAY, 1944. PAGE 12.
[Page break]
GUNNERY
[Underlined] TRAINING WITH CINE GYRO ASSESSORS [/underlined]
This training showed a very welcome increase during May, particularly in the 51 Base units, who have now got the scheme working smoothly, but could produce even better results is [sic] more gyro assessors were available. 20 more assessors have been asked for, and it is intended to distribute them within 51 Base to reduce the amount of fitting and removal in aircraft. This, at present, is considerable, and rapid changes have to be made each time an aircraft detailed for gyro work becomes unserviceable. With the increased allotment of assessors, more aircraft will be fitted, and less wear and tear imposed on the assessors.
Squadron training with gyro assessors has also improved, but there still remain several squadrons who are lagging behind. These Units should make an effort to exercise more crews during June, and aim at giving each gunner at least one exercise during each month. 97 and 83 Squadrons have now been equipped with assessors and will commence training early in June. Squadron Gunnery Leaders have been instructed in assessing the films, and all processing can be carried out on the spot. Instances have occurred when processed films have remained in the Photos. Section 24 hours after processing; this shows a lack of co-operation between Photos. and Gunnery; it is essential that films be shown as soon as possible after landing, while details of the exercise are still fresh in the gunners’ minds. All operational units are being equipped with an “Ampro” projector, for projecting cine gyro films, and all existing silent projectors will be replaced by the “Ampro”, which is particularly suitable for film assessing. Details of the issue and exchange are contained in Bomber Command letter BC/S.23964/E.4. dated 25th March, 1944.
[Underlined] SIGHTING CHECKS IN SQUADRONS [/underlined]
During May, personnel from 1690 B.D.T. Flight carried out a series of sighting checks on Squadron gunners; the results are given below:-
[Table of Gunners’ Test Results by Squadron]
Squadron Average 64.64
Gunnery Conferences were also held at each Base, and all Gunnery matters, particularly training were discussed; minutes of these Conferences have been circulated to all units. The suggestions put forward at these conferences are under consideration, and decisions will be communicated to Units shortly. The suggestions that each squadron should have a training aircraft was of particular interest to Gunnery Leaders, as it will ease the problem of gyro fitting and harmonising considerably.
[Underlined] FROSTBITE [/underlined]
After a period of warm weather, and medium height attacks, the return to high level attacks on Duisburg and Brunswick produced several instances of frostbite amongst gunners. Precaution against frostbite must be observed at all times. A recent examination of gunners’ helmets in one unit revealed that quite a number had not the metal parts of the harness covered with tape, thus increasing the risk of frostbite to the face. Both the use of Lanolin and the abovementioned precaution are vital if frostbite is to be avoided.
The use of Balaclava helmets has proved successful, and a request has been made to establish this a as a stores item; this will eliminate the necessity for relying on the local knitting circle and the Comforts fund as a source of supply. While we are very grateful for the efforts of those concerned, some units had difficulty in obtaining enough to equip all gunners.
[Underlined] CLEANLINESS OF PERSPEX [/underlined]
Units are reminded that “SINEC” cleaning outfits, stores reference 336/767, are available on a scale of one per aircraft, for cleaning perspex, and gunners should avail themselves of this equipment for cleaning turret cupolas. The outfit consists of three bottles of cleaning and polishing preparations together with cleaning rags. One squadron has twenty of these outfits held in the Gunnery Section, which are issued on signature to Gunners each morning when gunners are allotted aircraft for daily inspection.
[Underlined] MARK IIIN REFLECTOR SIGHT {Stores Ref. 83/2465 [/underlined]
The above item has been introduced in sufficient quantities to equip all rear turrets in operational aircraft, letter dated 21st May, reference 5G/618/2/Armt. gives full particulars of this issue. The sight embodies a new type dimming control and has no metal hood, which improves the search position. No sunscreen is fitted to the Mark IIIN sight, but special sights are available fitted with a sunscreen. Reports from gunners who have used the sight on operations are all in favour, and Gunnery Leaders should press for the fitting of this item.
[Underlined] ODD JOTTINGS [/underlined]
Experiments are being made to ascertain the possibilities of using a pilot type parachute in the rear turret.
Fiskerton have received the first F.N.121 rear turret on a demonstration stand. This turret includes Mark 2C Gyro Gunsight, electric motor for servo feed, and improved valve-box.
Supply of microphone heaters is held up for three months, but an allotment of 100 has been received; these will be distributed early in June.
Standard Free Gunnery Trainer at Swinderby is completed.
Squadrons are now being equipped with electric gun heaters in rear turrets.
1690 B.D.T.F. personnel at Swinderby are producing a synthetic trainer for teaching the corkscrew.
Tests with infra-red cameras in rear turrets against Hurricane aircraft at night, will be made during June.
[Underlined] GUNNERY LEADERS’ MOVEMENTS [/underlined]
Congratulations to S/Ldr. Patten on appointment to the C.G.I. post at Aircrew School, Scampton.
F/Lt Hamilton will fill Gunnery Leader vacancy at Aircrew School.
(Continued on page 14, Column 2)
This month’s bag:
[Cartoon]
[Underlined] DESTROYED [/underlined]
Squadron. A/C letter Date Type of E/A
44 Y 3/4.5.44. ME.109 (c)
207 X 3/4.5.44. ME.110 (c)
106 Q 9/10.5.44. JU. 88 (c)
61 P 11/12.5.44.. JU. 88 (c)
[Underlined] PROBABLY DESTROYED [/underlined]
630 Z 3/4.5.44. ME.109 (c)
57 T 21/22.5.44. JU. 88
57 C 22/23.5.44. JU. 88
[Underlined] DAMAGED [/underlined]
57 T 1/2.5.44. ME.210
97 N 3/4.5.44. ME.210 or 410
57 A 7/8.5.44. ME.410 (c)
97 E 7/8.5.44. ME.109
57 L 7/8.5.44. JU. 88
57 L 7/8.5.44. T/E u/i
619 A 7/8.5.44. DO.217 (c)
630 E 12.5.44. ME.110 (c)
57 T 21/22.5.44. JU. 88
619 G 21/22.5.44. JU. 88 (c)
630 Q 21/22.5.44. T/E u/I (c)
207 F 22/23.5.44. JU. 88
106 V 22/23.5.44. JU. 88
106 R 27/28.5.44. ME.110
The claims marked (c) have been confirmed by Headquarters, Bomber Command.
[Cartoon]
5 GROUP NEWS. NO.22. MAY, 1944. PAGE 13
[Page break]
SECOND THOUGHTS FOR PILOTS
[Underlined] VETERANS [/underlined]
Read paragraphs 1 to 3 for Freshmen. The same applies to you. The 90° test for the Mark XIV Bombsight is as new to you as to the freshmen, so get it buttoned up. It has been proved that experienced pilots who can fly accurately in normal flight, and keep the top needle of the turn and bank indicator central, develop a consistent creep as soon as they commence the bombing run. Are you one of the offenders?
Take an interest in the analysis of your practice bombing results. Take an interest in the technical staff who maintain your bombsight. Talk things over with your Air Bomber. You’ve probably some these things before, and you must concentrate on them even more from now on.
Don’t expect your navigator to get accurate pinpoints on H2S unless you are assisting him by flying straight and level. If you fly unsteadily, the images he gets will be blurred and indistinct.
There’s a landing ground at Fristen near Eastbourne which you may see homeward bound sometime. This is not an airfield with facilities comparable to Woodbridge and is now unsuitable for night landings. The airfield surface is grass and the longest run, 1650 yards, has a sheer drop into the sea. Don’t use this landing ground except as a last resort in a grave “emergency”.
If your hydraulics are unserviceable and you are attempting a belly landing or a ditching, don’t use the air bottle to lower some flap otherwise the wheels will come down as well!
If you have to land using Fido, turn on your internal cockpit lights. This will help to counteract dazzle from the glare of the burners.
[Underlined] FRESHMEN [/underlined]
Flying for bombing must be your main preoccupation from now on. You are attacking small targets and are putting night precision bombing on the map. First of all learn the limitations of the Mark XIV Bombsight, and the flying errors that can creep in.
Study the 90° method of testing the Mark XIV Bombsight in flight. Don’t leave this to your Air Bomber. You play a very large part in making this test productive.
Do correctly banked turns for correction on your bombing run. Keep the top needle of the turn and bank central. Don’t slip or skid. Practice correction with your Air Bomber, and when you get the “Steady” from him, come out of your turn in the normal way. Don’t hurry the recovery from the turn.
Several pilots got into difficulties last month through flying in or near cumulo-nimbus cloud. This type of cloud is dangerous for all aircraft, and the moral is – avoid it!! Get a copy of A.P. 1980 – “How to Avoid Flying Accidents due to Weather” – it’s well worth reading.
If you experience juddering after take off it is probably due to the wheels spinning as the undercarriage retracts. Apply a touch of brake to stop the wheels. Check your cowlings in case the juddering is due to other causes.
This is old “gen” but it is still ignored. Don’t rush your throttles open on take-off, just because you are on a short runway with a full load. Your airscrews will only be slipping, and you won’t get the thrust equivalent of the power used. Open up easily and gradually. You’ll “unstick” just as soon and you won’t swing.
Aircrew Volunteers
(a) New Volunteers
(b) Accepted by A.C.B.S.
(c) Posted for training
(d) Awaiting interview by A.C.S.B.
[Table of Aircrew Volunteers by Station]
GUNNERY LEADERS’ MOVEMENTS (Cont. from page 13 Col. 3)
F/Lt. Wynyard, ex 57 Squadron, will take over Gunnery Leader’s post at 49 Squadron.
F/Lt. Harper, ex 207 Squadron will fill Gunnery Leader’s post at 1660 Con. Unit) [sic]
F/Lt. Clarke, ex 1660 Con. Unit to fill Gunnery Leader’s post at 467 Squadron.
F/Lt. Cleary, ex 27 O.T.U., Lichfield, to fill Gunnery Leader’s post at 44 Squadron.
F/Lt. Gross appointed Gunnery Leader at 9 Squadron.
F/O Wyand posted from 9 Squadron to 619 Squadron.
F/Lt. Howard posted to Coningsby for special duties.
PHOTOGRAPHY
The number of photographic attempts during the month of May was 1515, of which 1045 produced plottable ground detail; it will again be noted from the analysis that the percentage of failures remains high. Many of these failures should not have occurred.
Small stocks of Kodacolour films do not permit its extensive use, but a proportion of aircraft in all squadrons except No. 54 Base, have been detailed to carry composite film. It is still necessary to centralise processing at Scampton to economise in the use of special chemicals. Nos. 53 and 55 Bases have now undertaken the assembly of their own composite film, and it is interesting to note that no major difficulties have been experienced. It is, however, obvious that all photographers do not yet realise the extreme care that is necessary when dealing with composite film assembly. Senior N.C.O’s are directly responsible for studying the preliminary instructions issued from this Headquarters, and ensuring that he whole of their staff are trained and practiced; this is particularly important in respect of processing, and when sufficient chemicals and film are available, each Base Photographic Section will commence its own processing. No deviation from these instructions will be permitted.
[Underlined] H 2 S Photography, [/underlined] the small supply of miniature cameras has retarded progress, but an improvement is expected during this month. Results have been obtained with the few cameras at our disposal, but some of them were out of focus. This is thought to be due to the focussing device. Examine this item of equipment, and ensure that the matt surface, of the glass is [underlined] towards the camera lens and the packing piece between the glass surface and the screw locking ring. [/underlined]
It is necessary to draw attention to the curious fact that there are still some photographic personnel that imagine that their only duty is F.24 night photography, and that when new methods and equipment are introduced they should be attended by increases of staff. That this attitude should be obvious id an indication of poor control on the part of certain N.C.O’s; it is, therefore, necessary to correct this idea immediately. It does not matter what photography is undertaken, the photographic section on the Station and Squadron will treat each branch with speed and efficiency. There are no trade union hours in the R.A.F. and Senior N.C.O’s are reminded that the question of priority of work, should it arise, will be given by the Senior Intelligence Officer.
ANALYSIS OF RESULTS BY SQUADRONS
[Table of Photographic Results by Squadron]
5 GROUP NEWS. NO.22. MAY, 1944. PAGE 14
[Page break]
[Cartoon] SPORTS [Cartoon]
The month is remarkable for the scarcity of station reports. The change-over from winter to summer games may have some bearing on this, but reports are essential if this column is to mirror the Group activities, so next month, chaps, please let us have it by the 2nd, missing nothing from the activities of the local trout-ticklers to the best figures of the station Henry Cotton.
[Underlined] FOOTBALL [/underlined]
[Underlined] SCAMPTON’s [/underlined] final game in the Lincoln League was with Avro. They lost 5- 3 to their “case hardened” rivals, but have put up the following significant record:-
Played. 52
Won. 38
Lost. 10
Drawn. 4
Goals for 193
Goals against 113
[Underlined] DUNHOLME LODGE [/underlined] completed their season with two games, losing 1 – 3 to Waddington and beating Scothern 2 – 0 at home.
[Underlined] FISKERTON [/underlined] football has seen a memorable rivalry in the knock-out competition, between “B” Flight and S.H.Q. These two teams have now played four games with extra time in the last two, and still no result. The winners of this Homeric duel meet B.A.T. Flight to battle for the cup.
[Underlined] BARDNEY [/underlined] wound up their season with a 4 – 2 win over the 1st Border Regiment, leaving them with the following satisfactory season result:-
Played. 18
Won. 12
Lost. 3
Drawn. 3
Goals for 65
Goals against 42
RUGGER
[Underlined] WINES RUGGER CUP [/underlined] – The Wines trophy was finally won by Winthorpe in a hard tussle with Dunholme. The result was 11 – 8 for Winthorpe after a keen game with both sides going all out. In the second half some pretty passing was produced, and it was certainly anyone’s game until the final stages when Winthorpe got on top although their right three-quarter had left the field. Air Commodore Hesketh presented the trophy to the winning team. Winthorpe are to be congratulated on reaching the final of both the Wines Cup and the Matz Soccer Trophy – well done Winthorpe.
[Underlined] HOCKEY [/underlined]
[Underlined] SCAMPTON [/underlined] would [sic] up their season with three games, all of which they won. A Men’s team beat Ingham 4 – 0 at Scampton. Their next two matches were the semi-final and final of the Group Mixed Hockey Competition. In the semi-final they beat Waddington 4 – 3 in a hard fought game, and defeated East Kirkby 5 – 3 at Swinderby in the final.
[Underlined] 5 GROUP MIXED HOCKEY TROPHY [/underlined]
The latter stages of this Competition were rather long drawn out, and East Kirkby stood patiently by, waiting for the other finalist to be decided. Scampton and Waddington met in the semi-final, Scampton winning 4 – 3 by a last minute goal. The final was played off at Swinderby. Scampton had a very forceful forward line and led 5 – 1 until Kirkby staged a rally and added two quick goals, leaving the final score 5 – 3 for Scampton. So Scampton became the first holders of the 5 Group Mixed Hockey Trophy. This latest addition to the Group Cups has been purchased by the officers of 5 Group Headquarters, and presented for annual competition amongst the Group Stations.
[Underlined] CRICKET [/underlined]
[Underlined] THE GROUP COMPETITION [/underlined] is going well. Sections A and B have already produced finalists. In Section B two powerful teams are to meet in the final – Swinderby and Syerston. In Round 1, Swinderby beat Dunholme by 5 wickets; in Round 2 they beat Waddington without losing any wickets. Syerston scored 115 – 0 against Skellingthorpe’s 26 all out in Round 1. In Round 2 they beat Headquarters 5 Group side, scoring 70 – 10 against Group’s 52 – 9. This last game was quite a thriller. Group batted first on a well soaked wicket, and scratched together 52. The formidable Syerston opening pair (MacKenzie (Hants) and Warburton (Lancs)) soon rattled up 30, and looked set for the night. Then inspiration came to the Group’s change bowler. MacKenzie and Warburton fell in successive overs and Todd went on to return an average of 7 for 8. Group passes out of the competition, but got a tremendous moral fillip at having “shaken ‘em”. Even the fielders, floundering (and sitting), in knee high grass, felt the flush of near-triumph. Wigsley, in Round 1, were unlucky to lose to Group. The Headquarters side were all out for 102 and Wigsley made 94 for 5, not realising until too late in the game that the 15 overs were nearly spent.
In Section A, Metheringham beat Spilsby (62 – 8; 58 – 10), and Woodhall (33 – 4) beat Bardney (32-10). East Kirkby had a bye to the second round and Coningsby beat Fiskerton to become the other semi-finalist. Metheringham (95 – 8) beat Kirkby (79 – 10) in Round 2, the other finalist not yet being decided. It should be possible to play off the Section finals and the Group final before this month end, leaving the warmer (we hope) weather for more leisurely friendly games.
[Underlined] SCAMPTON [/underlined] played five Station matches during May, and in addition had several inter-section matches and W.A.A.F. games.
[Underlined] DUNHOLME [/underlined] managed three games, losing to Swinderby in the Group Cup, beating Scampton and playing a draw with De Ashton Schools. In addition five section games were played.
[Underlined] FISKERTON [/underlined] were very industrious and laid two practice wickets and two pitches in a field adjacent to the camp, and practice wickets at Watch Tower, A and B dispersal, and B.A.T. Flight Hangar. There is no better way of ensuring a full and profitable season than this adequate provision of pitches – well done Fiskerton.
[Underlined] BARDNEY [/underlined played Border Regiment, losing 43 – 62; their second games was with Woodhall in the Group Cup. Woodhall, who field a powerful side, defeated them33 – 4 against 32 – 10.
[Underlined] 5 GROUP [/underlined] boast a cricket pitch with fielders’ amenities, in the form of trees within whose shade the more cunning deep slips lurk. The wicket is not so kind, and emphatically earns its title “sporty”, in true village tradition. The Group side beat Wigsley in Round 1 of the Cup, but lost to Syerston. An evening game v 93 M.U. at Collingham was marred by Home Guard charging about the field in their Salute the Soldier manoeuvres. A R.A.F. – W.A.A.F. game Is planned, the only limits imposed on the R.A.F. being that they bat left-handed, bowl underhand, and take catches one handed!
[Underlined] SOFT BALL [/underlined]
Fiskerton beat Skellingthorpe 25 – 2 in the first match in the South Lincoln Zone Competition. The game is arousing considerable interest among non-Canadian personnel. Any station that would like to field a team is invited to contact Fiskerton or Bardney.
[Underlined] GENERAL [/underlined]
Tennis, Squash, Swimming, Cycling, Golf, Badminton – every game has its enthusiasts throughout the Group. Sport is doubly important just now – it’s a duty to be “fit to fight”.
ECONOMY AND SALVAGE
DUNHOLME LODGE received a “special mention” for Economy and Salvage in the Bomber Command Bulletin No. 35 for May, 1944.
Most people in this country, and probably in many other countries as well, are keyed up for the biggest military operation in history, which is scheduled to begin on “D” Day.
There is no doubt that when the plunge is made, very great demands will be made on transport for some time, and the supply of materials will be a matter of first-rate importance.
“Ah, yes”, you say, “but the plans are already made, and sufficient materials will be available and provision made for their transport when the day arrives. Anyway, what’s that got to do with my job?”.
Just this. Each of us has the opportunity day in and day out, of effecting some economy, either by means of using less of certain things than we have become accustomed to, or by ensuring that minor repairs to equipment are carried out promptly, and so preventing major repairs or renewals.
Our first aim should, therefore, be to take care of materials and equipment so that their repair or replacement is reduced to a minimum, and, secondly, when things cannot be used any longer, they are disposed of as salvage.
The most important items are Paper and Cardboard, Heavy Ferrous Metal, Drums of all types, and used Oils.
The Scots have a saying – “Every mickle makes a muckle” which, being interpreted, means “A stitch in time saves nine”!
5 GROUP NEWS. NO.22. MAY, 1944. PAGE 15
[Page break]
ACCIDENTS (CONTD:)
also on landing, and damaged another aircraft in dispersal. This accident has not yet been fully investigated.
[Underlined] OVERSHOOTS [/underlined]
A Squadron pilot made a wheel landing on a long runway in a Lancaster, and did not take into account his all up weight of 55,000 lbs. He was late in applying brake, and overshot. The undercarriage broke in a ditch. There was no wind at the time. Remember the slower rate of deceleration with a heavily laden aircraft!
Two of the Stirlings which overshot were on three engines. One pupil Pilot landed on a short runway in a light wind. He should have asked Flying Control to let him use the long runway, as three-engined landings on less than 2000 yards runways are forbidden in 51 Base. Details of the other three engined overshoot are not yet available, but it follows the usual pattern – an error of judgement by and inexperienced pilot who approached too fast.
[Underlined] OTHERS [/underlined]
One pupil in a Stirling crashed while attempting to go round again from a low height, with one propeller feathered. This accident is still under investigation.
A Lancaster pilot returned from an operation this month and forgot to lower his undercarriage before landing. Such accidents are fortunately few and far between on Lancasters. Sufficient to say that the log books of both Pilot and Flight Engineer have been endorsed in RED. This aircraft had a noisy TR1196, which probably accounted for the F/Engineer not hearing the order “Wheels Down”, but….
A Lancaster was taking off when the leading edge of the port wing came loose and folded back. With great difficulty the pilot got the aircraft in the air. He made a fast approach out of necessity but the resultant heavy landing wrecked the aircraft. The primary cause of this accident was faulty maintenance, but it must be remembered that when examining leading edges for security before starting up, pilots and Flight Engineers must get [underlined] under [/underlined] the wing and see that the panel is flush with the mainplane. It is no good just looking at the screws from the front.
Included in the other accidents (not classed as avoidable) are 7 caused by tyre bursts, 3 undercarriage pylon failures in Stirlings, and 4 obscure crashes. One Lancaster landed on top of another which was about to take off, and caused fatal injuries. This accident is under investigation.
[Underlined] HEAVY LANDINGS [/underlined]
The ‘score’ of heavy landings this month is [underlined] nil. [/underlined] – first month for a long time. This is just as it should be. Keep it up!
GIVE ALL YOU CAN TO THE 5 GROUP PRISONERS OF WAR FUND.
(SEE PAGE 4 FOR DETAILS)
TRAINING
There was a record number of crews produced by 51 Base during the month. A total of 131 crews were posted to No. 5 L.F.S. and 136 passed out from 5L.F.S. to squadrons. The Base, therefore, produced eleven crews in excess of the commitment for the month. To achieve this, the Heavy Conversion Units flew 5,650 hours and the L.F.S. the exceptionally fine figure of 2,240 hours. The weather was exceptional throughout the month, and hard work by maintenance personnel provided all units with the aircraft necessary to meet commitments.
A high light during the month was provided by 1661 Conversion Unit which put up 21 Stirlings on the night of 24/25th May, on night cross countries, Bullseye and bombing exercises. There were 21 aircraft detailed, no cancellations, no early returns and no accidents. The take off was on Operational lines and the aircraft took off at about a minute and a half intervals.
Accidents, unfortunately, marred the picture. The problem of tyre creep and busts is still a major one. Undercarriage defects have involved extensive co-operation with the manufacturers. It is hoped that “coring”, which has been a chronic complaint, will be cured as a result of the month’s investigations. Experiments are being made with tractors to tow aircraft instead of taxying, to see whether braking during taxying is the prime factor contributing to tyre defects.
H 2 S training is expanding in quantity and quality with each week. The difficulty of keeping the necessary serviceability balance between H 2 S and non-H 2 S aircraft is a serious headache for engineers. The new radar buildings will enable extra bench sets to be installed and more ground training completed.
A new syllabus for ground training has been introduced to provide instruction on better crew co-operation lines. Lecture room accommodation is inevitably an associated problem. The Instructor check staff now fly more frequently with crews under training, and some improvement in al specialist sections is apparent.
[Underlined] COMMITMENTS FOR JUNE [/underlined]
The month of June will see the summer training programme in full swing. The commitment will be 132 crews per month from the 3 Heavy Conversion Units, and 128 from No.5 LFS. From 15th June, LFS. are scheduled to produce 132 crews per month. This should be regarded as the minimum, and all Units should endeavour to exceed their commitment without loss of quality.
To ensure that the demands of No.5 L.F.S. are not excessive, and that crews will get a maximum amount of supervised training a revised Lancaster training syllabus has been produced. This will give crews at L.F.S. a total of 11 hours Lancaster flying, of which 6 hours will be dual. The instruction is confined basically to conversion to type and all cross country and affiliation exercises will be done on the squadrons. Instructors have been detached from 51 Base to supervise squadron training which will amount to 11 hrs 10 minutes, not including an experience sortie. Careful organisation by Operational bases is essential to ensure the smooth running of the supervised training in squadrons.
(Continued from previous column)
H 2 S commitments are increasing steadily, and with the fitting of H2S in 619 Squadron, approximately 50% of crews under training will now be required for H2S Squadrons. This means that 15 crews going into our Heavy Conversion Units from now on should be ear-marked for H2S training.
[Underlined] BOMBING TRAINING DRIVE [/underlined]
A drive on bombing, and the need for the most intensive application to bombing training is paramount. The night precision bombing which this Group is carrying out will receive its foundation of consistent accuracy in 51 Base. Crews at the Aircrew School must receive a thorough grounding in the checking of the Mark XIV Bombsight and its use on operations. On all flying exercises when practice bombs are carried, the correct bombing procedure and the elimination of error is to be regarded as the main object of the flight. The bombing exercises are to be thoroughly analysed after every flight, and the Base Bombing Leader must check the progress of the bombing drive in the Base. The motto is- Think bombing, talk bombing, practice bombing, analyse bombing and BOMB ACCURATELY.
RECENT GOOD SHOWS
P/O Secker and Sgt Gillespie of 619 Sqdn. set a fine example of airmanship on a recent sortie. During take-off P/O Secker found the A.S.I. was unserviceable. He continued the take-off, however, and in spite of the unserviceable instrument, set a course for the target. Sgt Gillespie, the Flight Engineer, traced the fault to a stripped nut in a pipeline. He repaired the pipeline with adhesive tape, and the crew completed a successful sortie.
P/O Dunne, pupil pilot of 1661 Conversion Unit, was taking off in a Stirling when at about 50 feet the port inner engine caught fire. He feathered the propeller and made a safe three-engined landing. This was a good show which reflects credit on his instructor.
Quick thinking and decisive action on the part of Sgt. Spears, a pupil Flight Engineer of 1654 Conversion Unit, saved a Stirling last month. Due to faulty manipulation by the 1st Engineer, all four engines cut through lack of fuel. Sgt Spears, however, tackled this failure and managed to restart the engines when the aircraft had reached 600 feet.
P/O Monaghan of 106 Squadron, showed excellent captaincy and skilled flying under very difficult conditions. He was shot up over the target, and on his return to this country could only get one leg of his undercarriage down. He made a superb landing on the one main whell [sic] in 500 yards visibility at Carnaby emergency airfield, without causing injury to the crew.
5 GROUP NEWS. NO.22. MAY, 1944. PAGE 16
HONOURS & AWARDS [Cartoon]
The following immediate awards have been approved during the month.
44 SQUADRON
F/Sgt. K.L. SUMNER D.F.M.
P/O W.A. STRATIS D.F.C.
S/L S.L. COCKBAIN D.F.C.
49 SQUADRON
P/O G.E. BALL D.F.C.
A/S/L J.H. EVANS, DFC Bar to D.F.C.
P/O A.G. EDGAR D.F.C.
57 SQUADRON
SGT. R.D. CHANDLER D.F.M.
61 SQUADRON
P/O R.J. AUCKLAND D.F.C.
F/O G.A. BERRY D.F.C.
83 SQUADRON
W/O K.A. LANE D.F.C.
F/L N.A. MACKIE, DFC Bar to D.F.C.
97 SQUADRON
A/F/L G.S. CHATTEN D.S.O.
106 SQUADRON
S/L E. SPRAWSON D.F.C.
207 SQUADRON
W/C J.F. GREY D.F.C.
463 SQUADRON
A/S/L W.L. BRILL, DFC D.S.O.
F/O D.F. WARD D.F.C.
W/C KINGSFORD-SMITH D.F.C.
467 SQUADRON
F/O J.A.C. KENNEDY D.F.C.
617 SQUADRON
F/O P. KELLY, DFC Bar to D.F.C.
F/O L.J. SUMPTER, DFM D.F.C.
619 SQUADRON
SGT. H.G. BRADY D.F.M.
P/O D.A. WADSWORTH D.F.C.
SGT F.H. JOY D.F.M.
SGT. J.H. MALTBY D.F.M.
W/C J.R. JEUDWINE, OBE D.F.C.
A/S/L W.N. WHAMOND, DFC Bar to D.F.C.
F/L J.A. HOWARD, DFC Bar to D.F.C.
F/SGT L.J. BIRCH D.F.M.
627 SQUADRON
F/L D.W. PECK, DFC D.S.O.
630 SQUADRON
P/O R.C. HOOPER D.S.O.
A/F/L T. NEILSON D.F.C.
The following Non-Immediate awards were approved during the month.
9 SQUADRON
F/SGT N.D. OWEN D.F.M.
F/SGT J.L. ELLIORR D.F.M.
SGT. A. FIELDING D.F.M.
SGT A.G. DENYER D.F.M.
SGT. K. PACK D.F.M.
F/O C.P. NEWTON D.F.C.
44 SQUADRON
F/SGT B.H. WHITE D.F.M.
SGT. H.R. PITCHER D.F.M.
F/SGT C.W. DIMBLEBY D.F.M.
P/O R.A. McKITRICK D.F.C.
F/O J. GOURLAY D.F.C.
SGT. V.F.G. LAKER D.F.M.
P/O Q. SNOW D.F.C.
49 SQUADRON
F/L R.N. GIBSON D.F.C.
P/O L.F. TAYLOR D.F.C.
50 SQUADRON
P/O J.M. LAING D.F.C.
F/O W.R. FRANCIS D.F.C.
57 SQUADRON
F/O G.K. KING D.F.C.
SGT. H. JOHNSON D.F.M.
[Page break]
57 SQUADRON cont.
F/O H.H. CHADWICK D.F.C.
P/O J. SHERRIFF D.F.C.
P/O W.A. WEST D.F.C.
F/SGT W. DAVIS D.F.M.
61 SQUADRON
F/L A. SANDISON D.F.C.
F/O C.E. LANCE D.F.C.
106 SQUADRON
F/O H. JOHNSON D.F.C.
F/SGT W.P. AHIG D.F.M.
F/SGT J. BOADEN D.F.M.
A/S/L A.H. CROWE, DFC Bar to D.F.C.
SGT L.J.B. BLOOD D.F.M.
F/SGT A.G. MEARNS D.F.M.
207 SQUADRON
P/O C.M. LAWS D.F.C.
SGT H.C. DEVENISH D.F.M.
SGT G.H. CASTELL D.F.M.
A/F/L H.J. PRYOR D.F.C.
P/O S.V. SAFELLE D.F.C.
F/SGT A. BRUCE D.F.M.
SGT. A. BARKER D.F.M.
467 SQUADRON
P/O B.R. JONES D.F.C.
P/O R.M. STANFORD D.F.C.
617 SQUADRON
W/O W.J. BENNETT D.F.C.
P/O W.G. RADCLIFFE D.F.C.
F/SGT R. BATSON D.F.M.
F/SGT M.G. DOWMAN D.F.M.
463 SQUADRON
F/O A.E. KELL D.F.C.
630 SQUADRON
SGT D.J. TAYLOR D.F.M.
F/O J.H. PRATT D.F.C.
[Page break]
OPERATIONS (CONT.)
damage, although on a rather less severe scale can be seen at the Power Station to the N.E. The attack by a small force on Annecy on 9/10 was outstandingly successful. Apart from one small building in the S.E. corner of the factory, the whole target has been almost completely destroyed. On the 24/25th the raid on Eindhoven was abandoned owing to 10/10ths cloud, but this disappointment was to some extent compensated by a successful attack on the General Motors Assembly Plant on the same night. The main building group is about 75% demolished, while damage can be identified to dockside buildings and servicing tracks.
Sea mining was undertaken on five nights during the month.
A note of extreme optimism perculated into the month’s operations by the introduction of four coastal defence battery targets. The first to be attacked was Marselines and St. Valery-en-Caux, both on 27/28. The former battery received many near misses within 50 yards, but it is difficult to speculate on the resultant damage to the primary weapons. Some damage to personnel accommodation is, however, apparent.
St. Valery was more successful 208 craters can be seen in the target area, resulting in four of the emplacements receiving direct hits, with very near misses to the remaining two positions. The following night, 28/29, the battery at St. Martin de Varreville was attacked. An extremely heavy concentration of craters throughout the battery area was achieved, with obliteration of all but one of the emplacements. The coastal defence battery at Maisy, singled out for attack on the night of 31st, had 10/10ths stratus to thank for a quiet night.
Although the true Allied design is cloaked, and little can be gained from the study of the month’s air tactics, it can at least be tendered that our offensive is producing results which are measurable and progressive.
AIR TRAINING
There was a satisfactory improvement in the number of fighter affiliation details flown by aircraft of 1690 B.D.T. Flight during the month, Squadrons and Training Units trebled the number of Gyro Assessor exercises compared with the April figure.
The fighters carried out 440 hours day affiliation (over 1700 exercises) and 251 hours other flying, which included standing patrols for “snap” interceptions of Stirlings in 51 Base, night training, air tests and drogue towing for the R.A.F. Regiment. The posting of five Hurricane pilots in a week towards the end of the month seriously handicapped Squadron affiliation and replacements are urgently required.
Hurricane pilots of the detached elements of the Flight in the Operational Bases who were out of touch with night flying, were given a short refresher at R.A.F. Station, Cranwell. No. 52 Base showed initiative and enthusiasm by completing their night Hurricane training during the month and doing some searchlight co-operation by arrangement with 50 A.A. Brigade (5 A.A. Group). They were all set to start night affiliation with their own bombers when two of their three pilots were posted. The other Bases have yet to complete night training. This must be done in the early part of June. The absence of flame shields and V.H.F. is no restriction; neither is essential.
The following table shows the details of air training in the Group, and the flying times of 1690 B.D.T. Flight.
AIR TRAINING CARRIED OUT IN CONVERSION UNITS AND SQUADRONS DURING MAY
[Table of 1690 B.D.T. Flight Flying Times by Base]
[Table of Fighter Affiliation Exercises by Squadron]
LINK TRAINER
There is a slight increase from last month in the total number of hours Link practice carried out during the month. This was, however, due entirely to an increased effort by Flight Engineers, pilot times being slightly less than the previous month. This decrease was due mainly to operational commitments, but there is still room for improvement in Link Hours. Don’t neglect your Link practice, accurate instrument flying is essential for accurate bombing.
LINK TRAINER FLYING TIMES
[Table of Link Trainer hours carried out by Squadron]
ARMAMENT (Continued from page 2 Col. 2)
[Underlined] VISIT TO STEEL FOUNDRY [/underlined]
The Armament Brach at this Headquarters was fortunate enough to pay a very interesting visit to a Steel Foundry which is casting out 1000 lb M.C. bombs for us. It is understood that this particular firm were the pioneers of the new method of casting steel bomb bodies and consequently a very comprehensive story of the evolution of the 1000 lb cast steel MC bomb was obtained from the people who really know.
The visit was of about four hours duration and all stages of the process were witnessed under the watchful eye of a very competent guide. The visit was not without its comic side; the Group Armament Officer at one time was seen diving into a heap of wet sand as a very large crucible of hot molten steel swept smartly past his ear. Incidentally the crane carrying the steel was in the very skilful hands of a member of the fair sex, which may account for the C.A.O. not seeing the crucible a little earlier.
Efforts are being made to obtain permission for all Armament Officers to have the opportunity of visiting a similar foundry.
[Underlined] TRANSPORT [/underlined]
There is at last news of the 30 cwt van for Armament Officers, and as it is now on the establishment, a daily visit to the transport section might prevent a mis-allocation.
The Army have provided 24 lorries and 50 men to assist in handling explosives – a duty new to them, which they are performing with great zeal.
5 GROUP NEWS. NO.22. MAY, 1944. PAGE 17
[Page break]
OPERATIONS
The high light of the month’s offensive was the dropping of more than 37,000 tons of bombs by Bomber Command – the greatest weight of bombs ever dropped in a single month. Our contribution to the blue print pattern of the Second Front has been a rather varied one, including attacks on railway centres, ammunition dumps, military depots, aircraft factories and explosives factories. 2254 sorties were flown, with 3.2% casualties.
The campaign against the enemy’s aircraft production, commenced in April last, was continued with unabated vigour, culminating in five successful missions. The attack against the Usine Liotard Aircraft Repair Works on 1/2 set a particularly high standard for the month. Of the three main buildings comprising the works, two were completely destroyed and the third severely damaged. On the same night an attack was launched against the same S.N.C.A.S.E. aircraft assembly plant at Toulouse. The whole factory sustained severe damage, including in particular, the destruction of the three main buildings, the assembly plant, the testing shop and the components store.
The main weight of the attack on TOURS airfield on 7/8th was distributed among the administrative buildings and the N., S., and W. hangar areas. In the former, seventeen buildings have been more than 50% destroyed – only eight out of the 41 buildings in the area remain undamaged. Damage is also severe in each of the hangar areas.
Both the Airfield and Seaplane Base at Brest/Lanveoc-Poulmic were attacked on 8/9. All five hangars at the airfield were hit, causing serious damage. Other incidents can also be identified. The principal damage at the Seaplane Base is to the main hangar and officers’ quarters, which have sustained several direct hits.
Mobility, and the resultant power of rapid concentration, which the Hun no doubt hoped would assist in countering the invasion threat, has made transportation the objective of much of May’s 37,000 tons. This Group was detailed to attack the railway yard and workshops at Lille on 10/11. Photographs taken after the attack indicate that two locomotive sheds and a car repair storage shed have been destroyed – the transhipment sheds and other buildings being severely damaged. There are also numerous hits on the tracks. Cover of Tours following our attack on the marshalling yard on 19/20, shows particularly severe damage to railway facilities and the passenger station. The goods depot is more that [sic] 50% destroyed, while the locomotive workshops and depot are severely affected. All tracks are interrupted. Weather affected our effort on the Amiens marshalling yard on 19/20, although some aircraft bombed. P.R.U. cover is awaited. In the raid on Nantes on 27/28, only half the effort could be brought to bear owing to smoke obscuring visibility. Despite this, a total of at least eighty hits were secured on the railway tracks, causing considerable dislocation. The railway junction at Saumur was attached [sic] with some effect on the night of the 31st. On this occasion also, smoke tended to obscure the target, but not before rather more than half of the attacking force had bombed, securing hits on the tracks, railway station and sheds and causing damage to the road bridge.
Two main targets were selected during the month – Duisburg on the 21/22, followed immediately by Brunswick on 22/23. At Duisburg further damage has been caused to business and residential property, especially in the town centre, and also to important industrial targets, chiefly in areas south of the docks. Brunswick, unfortunately, continued its charmed life, and apart from a few incidents near the eastern marshalling yards came through its ordeal unscathed.
It is interesting to note that there is some evidence that already the German repair system is overtaxed to such a degree that no attempt has been made to repair much of the damage to his communications.
If evidence is required of the rapid approach of invasion hour, this can surely be found in the recent shifting od the main weight of attack to the methodical disorganisation of the Western Wall itself. Not only have coastal defence batteries commanded our attention, but also ammunition dumps, military camps and powder works. The attack on the Pouderie Nationale Explosives Works at Toulouse was outstandingly successful. Extensive damage has been caused, which has virtually written off the plant. Sable-sur-Sarthe on 6/7th was equally effective. Photos taken the day following the raid show smoke emitting from the remains of the ammunition dump. All the principal buildings in the ammunition filling installation have been destroyed or damaged – the site of the storage units in the central sector of the dump being marked by large craters. The Salbris Explosives Works and Depot attacked on 7/8th sustained severe damage. Of the larger of the two factory units not one building has escaped. Despite the dispersal if the storage depot, which consist [sic] of ten separate areas, five have been damaged, three particularly severely.
The tank training centre at Mailly le Camp received our attention on the 3/4. Some 5000 troops and between 50 – 60 Tiger tanks were believed to have been housed here. The results achieved by the attack were impressive. Not one building in the group of M/T and barrack buildings has escaped damage, 34 out of a total of 47 buildings being totally destroyed. In the remaining group of 114 barrack buildings, 47 were destroyed and many of the remainder damaged. Bourg-Leopold (11/12) the largest enemy barracks in France was a most attractive target, but again the weather was fickle, with the result that the mission was abortive. It is interesting to note that Command has since attacked this target, producing very heavy damage throughout the entire barracks area. Our agenda for the month included four more pre-invasion targets of a rather miscellaneous variety – namely the Gnome and Phone Foundry at Gennevilliers, the Ball-Bearing Factory at Annecy the Phillips Works at Eindhoven and the Ford and General Motor Works at Antwerp. Very severe damage can be seen throughout the Foundry and Stamping Plant at Gennevilliers following the attack on 9/10. The adjoining Electrical Engineering Works and Tyre and Rubber Works have also suffered. In addition
(Continued on Page 17, Column 1)
WAR EFFORT
[Table of Sorties carried out during June including awards by Squadron]
ERRATUM: In the above table 463 Sqdn should occupy fifth place, with all subsequent squadrons amended accordingly.
5 GROUP NEWS. NO.22. MAY, 1944.
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V Group News, May 1944
5 Group News, May 1944
Description
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Five Group Newsletter, number 22, May 1944. Includes a foreword by the Air Officer Commanding, and features about armament, war savings, flying control, engineering, flight engineers, gardening, prisoner of war fund, air bombing, navigation, equipment, H2S track and ground speed bombing, air sea rescue, enemy agents and careless walkers, accidents, signals, tactics, gunnery, second thoughts for pilots, aircrew volunteers, photography, sports, economy and salvage, training, recent good shows, honours and awards, air training, link trainer, operations and war effort.
In accordance with the conditions stipulated by the donor, this item is available only at the University of Lincoln.
Publisher
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IBCC Digital Archive
Date
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1944-05
Contributor
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Anne-Marie Watson
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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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20 printed sheets
Language
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eng
Type
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Text
Text. Poetry
Identifier
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MStephensonS1833673-160205-26%20may%2044
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
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Belgium
France
Great Britain
Netherlands
Atlantic Ocean--Bay of Biscay
Belgium--Antwerp
Belgium--Leopoldsburg
England--Lincolnshire
England--Nottinghamshire
France--Amiens
France--Brest
France--Gennevilliers
France--Mailly-le-Camp
France--Nantes
France--Sablé-sur-Sarthe
France--Saumur
France--Toulouse
France--Tours
Netherlands--Eindhoven
Germany--Braunschweig
Germany--Duisburg
Germany
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1944-05
5 Group
air gunner
air sea rescue
aircrew
bomb aimer
bombing
Bombing of Mailly-le-Camp (3/4 May 1944)
Distinguished Flying Cross
ditching
flight engineer
ground personnel
H2S
Heavy Conversion Unit
Lancaster
navigator
pilot
radar
RAF Dunholme Lodge
RAF East Kirkby
RAF Fiskerton
RAF Swinderby
RAF Syerston
RAF Wigsley
RAF Winthorpe
rivalry
sport
Stirling
training
wireless operator
-
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Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Leedham, Alma
Alma Lucy Muriel Leedham
A L M Leedham
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Leedham, A
Description
An account of the resource
Four items. An oral history interview with Alma Lucy Muriel Leedham (1922 - 2020, 455833 Royal Air Force), memoirs of herself and her husband Warrant Officer Terence Leedham an armourer who also served on a number of bomber command stations. She served as a driver in the Women's Auxiliary Air Force stationed at RAF Scampton and East Kirkby.
The collection has been loaned to the IBCC Digital Archive for digitisation by Alma Leedham and catalogued by Nigel Huckins.
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-05-14
2017-05-26
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Terence Frederick Leedham was born at Windsor on the 29th March 1920. Son of Lawrence Frank Leedham. a [sic] Corporal of Horse with the First/Second Horse Guards and Mabel Violet Leedham. He was the eldest of three brothers. [sic] the others being Leslie and Geoffrey. He went to school with his brothers at Windsor until 1932 when the family moved to 100 Princes Avenue, Kingsbury.
He joined the Royal Air Force in August 1936 and started his training at RAF Halton as a boy apprentice fitter armourer. He later moved to RAF Cosford and RAF Eastchurch.
When war started, he was promoted to Flight Sergeant at the age of 19 and posted to RAF Upper-Heyford where he began a long association with No 57 Squadron, at that time flying Blenheims. In September 1939, he went with 57 Squadron with the British Expeditionary Force to France, where he worked on Hurricanes, Blenheims and others. When the main German offensive began, the BEF fell back and his unit escaped via Boulogne in the nick of time, [sic] After this, he remained with 57 Squadron at RAF Wyton and RAF Lossiemouth. 1940 found him once again at RAF Wyton, where 57 Squadron were re-equipped with the new Wellington bombers. From there they moved to RAF Feltwell in January '41.
In August 1942, 57 Squadron moved to RAF Scampton and were re-equipped with Manchesters and Lancasters.
One night in July '43, the Lancasters of 57 Squadron lined up on the grass runway at Scampton, taking off in sequence with full payloads for that night's target. As one of the heavily laden aircraft was nearing take off, a wheel locked and the Lancaster skidded, turning off the grass runway towards the hangars and the bomb dump. The pilot attempted to stop the aircraft, however, the undercarriage collapsed and the aircraft ground to a halt on its belly. A spark ignited the high octane fuel from its ruptured fuel tanks and the plane was soon burning fiercely.
In nearby “B” flight hut, the Armament Officer ordered his WAAF MT driver to drive him in her lorry to where the stricken aircraft lay, [sic] When they arrived, F/Sgt Terry Leedham and two of his lads were already there. Terry had crawled underneath the burning Lancaster to defuse its 4,000 lb bomb. He called out for a torch. The MT driver got the torch from her lorry and gave it to her officer. The officer, for some reason known only to himself, dropped the torch and disappeared. The WAAF driver picked up the torch and ran towards the burning plane. She gave the torch to one of the lads who sent her back to the lorry, some 30 yards away. The bomb was rendered 'safe' as the fire tender arrived and brought the fire under control. As a result of this action, he received the following commendation:
BY THE KINGS ORDER, THE NAHE [sic] OF FT SGT TERENCE FREDERICK LEEDHAM, ROYAL AIR FORCE, WAS PUBLISHED IN THE LONDON GAZETTE ON 14TH JANUARY 1944 AS MENTIONED IN DISPATCH FOR DESTINGUISHED SERVICE. I AM CHARGED TO RECORD HIS MAJESTY'S, HIGH APPRECIATION.
ARCHIBALD SINCLAIR, SECRETARY OF STATE FOR AIR
And the WAAF driver? Her name was Alma Lucy Muriel Turner. They became engaged on the 7th of July 43.
They were both at Scampton during the period when Squadron Leader Guy Gibson trained up and led 617 Squadron on the famous DAMBUSTERS raid.
[page break]
In Aug 43, 57 Squadron moved to RAF East Kirkby and on the 12th of September 1943 Terry Leedham married Alma Turner in the Parish Church at Ham, Surrey.
On Aug 16th, 1944. their first daughter Lesley was born. Then followed a series of postings:
Oct '44 No 9 Squadron Bardney (Lancasters)
Nov '44 No 227 Squadron Balderton (Lancasters)
Jun '45 No 49 Squadron Syerston (Lancasters)
Oct '43 [sic] No 100 Squadron Elsham Wolds (Lancasters)
In Dec 45 he was reunited with his old 57 Squadron at Scampton, now re-equipped with the more advanced Avro Lincolns.
On Aug 20, 1946, their second daughter, Valerie, was born.
Both before and after the war he had always had a great interest in competition shooting and was an excellent shot, winning several medals in service competitions at Bisley.
In Mar 1949 he was posted to the Middle East Air Force with No 115 maintenance Unit at Habbaniya, Iraq, working on explosives. The family joined him in June 1950.
In June 1951 he was posted to Winterbourne Gunner JSCW as an instructor and on January 25th 1953, his son Richard was born.
In Feb 56 he was posted was posted [sic] to RAF Boscombe Down, working on Hunters, Venoms, Canberras, Valiants, Victors and Vulcans.
In March 1957, he was posted to RAF Seletar, Singapore, as station Armourer. There he worked on Sunderland flying boats. He travelled out on board the troopship “Asturias” and the family joined him on the ship's next voyage.
In 1959, we all travelled home together – on board the “Nevasa”. On his return, he was posted to RAF Leconfield, and had to commute over the Pennines to visit us where we were quartered in the Progress Hotel at Blackpool.
Soon, he was posted again, this time to RAF Ouston, near Newcastle, where he was Station Armourer. On the 1st of May 1960, he was promoted to Warrant Officer. During his time in the service, he had been awarded the following medals:
1939-45 Star
Defence Medal
War Medal 1939-45 with Oak Leaf
Malayan Campaign Medal
AF Long Service and Good Conduct Medal
After 28 years of travelling England and the world with the RAF it was time to put down some roots. The scouts were sent out and they located a lovely bungalow being built, overlooking a meadow at the far end of a secluded cul-de-sac called Provene Gardens, in Waltham Chase.
He didn't take much of a holiday after 28 years with the RAF. He was demobbed on Friday 8th March 1964 and started work with IBM on the
[page break]
Monday. He worked as a technical librarian in the Patents dept of IBM UK, Ltd, on the top floor of Hursley House.
In 1970 he was joined at IBM by my mother [sic] After a while, one of the canteen gossips was moved to enquire of a friend “Who is the gentleman Mrs Leedham always seems to have lunch with, and has it been going on for long?” “About 30 years, and the gentleman is her husband” was the reply.
When the Patents Department moved to Wessex House at Eastleigh and then to Winchester he moved with them. By Summer 1979, it was time to move again, partly to be nearer work but also now beginning to think towards retirement. “Green Pastures” in Castle Lane, Chandlers Ford fitted the bill exactly. When the Job Release scheme came up, he took early retirement in June 1983
In retirement, he remained active, doing DIY on the car. Together, they redecorated the house and tended the garden. Retirement also enabled him to make the most of one of his great loves, dancing. Together they learnt sequence dancing and regularly attended Ford's and Pirelli's Social Club's Sequence Dancing evenings and, Blanche and Clifford King's events at Bishops Waltham and Waltham Chase.
All of you here know him and you will each have your own cherished memories. For me to elaborate on his virtues is therefore almost superfluous. I will, however mention just a few.
He was a man who had high standards and who lived up to them. He was dependable, courageous and unflappable. He was caring and sensitive, frequently putting the wants and needs of others before himself.
He was a gentleman in all the senses of that word, who respected others and who was respected in turn. He was a man of wit and good humour.
He was a man of knowledge and education. He was skilled craftsman who delighted in machines and making things work. He was an equally skilled teacher, always ready to pass on his acquired knowledge and skills.
Not one to show his emotions generally, he was nevertheless a devoted and loving husband and father. As a father, he was always fair, and by his teachings and his example, he strove hard to ensure that his children went out into the world as good citizens.
During his time in the RAF, at IBM and in retirement, his thoughtful consideration for others, pleasant disposition and natural good humour won him many friends. It is indeed a worthy tribute to him that so many of his friends and relatives are here today, some of whom have travelled substantial distances to be with us. Others, unable to join us here, have sent their regrets with very moving messages of sympathy.
My father was always keenly interested in Astronomy and the stars. It may be coincidence but one of his favourite melodies was called “A Handful of Stars”. When he was driving me to the station to join my first ship, he stopped the car and from the back, he presented me with a beautifully polished vernier sextant in a rosewood box – “So you can navigate by the stars” he said. I can think of no better words to sum up his life and personality than those adopted as the motto of the Royal Air Force - PER ARDUA AD ASTRA.
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
Terence Leedham's career
Description
An account of the resource
Joined Royal Air Force in 1936 as a Halton apprentice armourer. Promoted to flight sergeant at the beginning of the war he began a long association with 57 Squadron then flying Blenheims as part of British Expeditionary Force in France followed by postings to RAFs Wyton and Lossiemouth. Subsequently served with 57 Squadron on Wellingtons at RAFs Wyton and Feltwell. He then moved to RAF Scampton where the squadron re-equipped with Manchester and then Lancaster. Relates meeting Alma Turner later Mrs Leedham during an ground incident concerning a burning fully loaded Lancaster after which he was mentioned in dispatches. Subsequently served with 9, 227, 49 and 100 Squadrons. Describes postwar career.
Format
The file format, physical medium, or dimensions of the resource
Three page printed document
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Identifier
An unambiguous reference to the resource within a given context
BLeedhamTFLeedhamAv1
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
Temporal Coverage
Temporal characteristics of the resource.
1936
1939-09
1941-01
1942-08
1943-07
1943-08
1944-08-16
1944
1945
1946-08-20
1949-03
1951-06
1956-02
1957-03
1959
1960-05
1970
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Buckinghamshire
England--Oxfordshire
England--Lincolnshire
England--Cambridgeshire
England--Nottinghamshire
England--Wiltshire
England--Salisbury
Scotland--Moray
France
France--Amiens
France--Poix-du-Nord
France--Crécy-en-Ponthieu
France--Boulogne-sur-Mer
Iraq
Iraq--Ḥabbānīyah
Singapore
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
Roger Dunsford
100 Squadron
227 Squadron
49 Squadron
57 Squadron
9 Squadron
Blenheim
Lancaster
Lincoln
love and romance
Manchester
RAF Balderton
RAF Bardney
RAF Elsham Wolds
RAF Feltwell
RAF Halton
RAF Lossiemouth
RAF Scampton
RAF Syerston
RAF Wyton
Wellington
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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
Leedham, Alma
Alma Lucy Muriel Leedham
A L M Leedham
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Leedham, A
Description
An account of the resource
Four items. An oral history interview with Alma Lucy Muriel Leedham (1922 - 2020, 455833 Royal Air Force), memoirs of herself and her husband Warrant Officer Terence Leedham an armourer who also served on a number of bomber command stations. She served as a driver in the Women's Auxiliary Air Force stationed at RAF Scampton and East Kirkby.
The collection has been loaned to the IBCC Digital Archive for digitisation by Alma Leedham and catalogued by Nigel Huckins.
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-05-14
2017-05-26
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Terence Frederick “Lofty” Leedham
[photograph]
Terence Frederick Leedham was born at Windsor on the 29th March 1920. he [sic] was the son of Lawrence Frank Leedham, a Corporal of Horse with the First/Second Horse Guards and Mabel Violet Leedham. He was the eldest of three brothers, the others being Leslie and Geoffrey. He went to school with his brothers at Windsor until 1932 when the family moved to 100 Princes Avenue, Kingsbury.
He joined the Royal Air Force in August 1936 and started his training at RAF Halton as a boy apprentice fitter-armourer. He later moved to RAF Cosford and RAF Eastchurch.
When war started, he was promoted to Flight Sergeant at the age of 19 and posted to RAF Upper-Heyford where he began a long association with No 57 Squadron, who were at that time flying Blenheims.
In September 1939, Lofty went with 57 Squadron with the British Expeditionary Force to France, initially stationed at Amy and then Rosieres-en-Santerre (both near Amiens), where he worked on Hurricanes, Blenheims and others. When the main German offensive began in May 1940, the BEF fell back, and his unit moved to Poix and almost immediately to Crecy-en-Ponthieu. His last job there was to destroy as much as possible on the airfield that would be useful to the advancing germans, [sic] before evacuating with his men in a 3-ton truck to Boulougne, [sic] where he arrived just in the nick of time, to return with the squadron to England on 20th May.
The squadron reassembled at RAF Wyton on 21st May and in June moved north to RAF Lossiemouth. November 1940 found him once again at RAF Wyton, where 57 Squadron were re-equipped with the new Wellington bombers. From there they moved to RAF Feltwell in January '41.
In August 1942, 57 Squadron moved to RAF Scampton and were re-equipped with Manchesters and Lancasters.
One night in July '43, the Lancasters of 57 Squadron lined up on the grass runway at Scampton, taking off in sequence with full payloads for that night's target. As one of the heavily laden aircraft was nearing take off, a wheel locked and the Lancaster skidded, turning off the grass runway towards the hangars and the bomb dump. The pilot attempted to stop the aircraft, however, the undercarriage collapsed and the aircraft ground to a halt on its belly. A spark ignited the high octane fuel from its ruptured fuel tanks and the plane was soon burning fiercely.
In nearby “B” flight hut, the Armament Officer ordered his WAAF MT driver to drive him in her lorry to where the stricken aircraft lay, [sic] When they arrived, Lofty and two of his lads were already there. Lofty had crawled underneath the burning Lancaster and into the bomb bay to defuse its 4,000 lb bomb. He called out for a torch. The WAAF driver got a torch from her lorry and gave it to her officer; however, the officer panicked, dropped the torch and ran off. The WAAF driver picked up the torch and ran towards the burning Lanc. She gave the torch to one of the lads who sent her back to the lorry, some 30 yards away. The bomb was rendered 'safe' as the fire tender arrived and brought the fire under control. As a result of this action, he received the following commendation:
[page break]
BY THE KINGS ORDER, THE NAME OF FT SGT TERENCE FREDERICK LEEDHAM, ROYAL AIR FORCE, WAS PUBLISHED IN THE LONDON GAZETTE ON 14TH JANUARY 1944 AS MENTIONED IN DISPATCH FOR DESTINGUISHED SERVICE. I AM CHARGED TO RECORD HIS MAJESTY'S, HIGH APPREC1ATION [sic].
ARCHIBALD SINCLAIR, SECRETARY OF STATE FOR AIR
And the WAAF driver? Her name was Alma Lucy Muriel Turner. They became engaged on the 7th of July 43.
[photograph]
They were both still at Scampton during the period when Squadron Leader Guy Gibson trained up and led 617 Squadron on the famous DAMBUSTERS raid.
In Aug 43, 57 Squadron moved to RAF East Kirkby and on the 12th of September 1943 Terry Leedham married Alma Turner in the Parish Church at Ham, Surrey.
[photograph] [photograph]
On Aug 16th, 1944. their first daughter Lesley was born. Then followed a series of postings:
Oct '44 No 9 Squadron Bardney (Lancasters)
Nov '44 No 227 Squadron Balderton (Lancasters)
Jun '45 No 49 Squadron Syerston (Lancasters)
Oct '43 [sic] No 100 Squadron Elsham Wolds (Lancasters)
In Dec '45, he was reunited with his old 57 Squadron at Scampton, now re-equipped with the more advanced Avro Lincolns.
On Aug 20, 1946, their second daughter, Valerie, was born.
Both before and after the war he had always had a great interest in competition shooting and was an excellent shot, winning several medals in service competitions at Bisley.
In Mar 1949 he was posted to the Middle East Air Force with No 115 maintenance Unit at Habbaniya, Iraq, working on explosives. The family joined him in June 1950.
In June 1951 he was posted to Winterbourne Gunner JSCW as an instructor. On January 25th 1953, their son Richard was born.
[page break]
In Feb 56 Terry was posted was posted [sic] to RAF Boscombe Down, working on Hunters, Venoms, Canberras, Valiants, Victors and Vulcans.
In March 1957, Terry was posted to RAF Seletar, Singapore, as station Armourer. There he worked on Sunderland flying boats. He travelled out on board the troopship H.M.T. “Asturias” and his family joined him on the ship's next voyage.
In 1959, the family all travelled home together – this time on board the S.S. “Nevasa”. On his return, he was posted to RAF Leconfield, while the family was temporarily quartered in the Progress Hotel at Blackpool. All this time, Terry had to commute to work across the Pennines.
But soon he was posted again, this time to RAF Ouston, near Newcastle upon Tyne, where he was again the Station Armourer. On the 1st of May 1960, he was promoted to Warrant Officer. During his time in the service, he had been awarded the following medals:
[symbol] 1939-45 Star
[symbol] Defence Medal
[symbol] War Medal 1939-45 with Oak Leaf
[symbol] Malayan Campaign Medal
[symbol] AF Long Service and Good Conduct Medal
After 28 years of travelling England and the world with the RAF it was time to put down some roots. The scouts were sent out, and located a lovely bungalow being built, overlooking a meadow at the far end of a secluded cul-de-sac, called Provene Gardens, in Waltham Chase.
Terry didn't take much of a holiday after 28 years with the RAF. He was demobbed on Friday 8th March 1964 and started work with IBM on the Monday. He worked as a technical librarian in the Patents dept of IBM UK, Ltd, on the top floor of Hursley House.
In 1970 he was joined at IBM by Alma. After a while, one of the canteen gossips was moved to enquire of a friend “Who is the fellow Mrs Leedham always seems to have lunch with? Has it been going on for long?” “About 30 years, and the gentleman is her husband!” was the reply.
When the Patents Department moved to Wessex House at Eastleigh and then to Winchester he moved with them. By Summer 1979, it was time to move house again, partly to be nearer work but also now beginning to think towards retirement. “Green Pastures” in Castle Lane, Chandlers Ford fitted the bill exactly. When the Job Release scheme came up, Terry took early retirement in June 1983.
In retirement, Terry remained active, doing DIY in the home and on the car. Together, Alma and Terry redecorated the house and tended the garden. Retirement also enabled him to make the most of one of his great loves – dancing. Together they learnt sequence dancing and regularly attended Ford's and Pirelli's Social Club's Sequence Dancing evenings and, Blanche and Clifford King's events at Bishops Wa1tham [sic] and Waltham Chase.
During his time in the RAF, at IBM and in retirement, his thoughtful consideration for others, pleasant disposition and natural good humour won him many friends. He was a gentleman in all the senses of that word, who respected others and who was respected in turn. He was a man of wit and good humour.
He was a man who had high standards and who lived up to them. He was dependable, courageous and unflappable. He was caring and sensitive, frequently putting the wants and needs of others before himself.
He was a man of knowledge and education. He was a skilled craftsman who delighted in machines and making things work. He was an equally skilled teacher, always ready to pass on his acquired knowledge and skills.
Not one to show his emotions generally, he was nevertheless a devoted and loving
[page break]
husband and father. As a father, he was always fair, and by his teachings and his example, he strove hard to ensure that his children went out into the world as good citizens.
Terry was always keenly interested in Astronomy and the stars. It may be coincidence but one of his favourite melodies was called “A Handful of Stars”. There are no better words to sum up his life and personality than those adopted as the motto of the Royal Air Force –
PER ARDUA AD ASTRA.
[photograph]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Terence Leedham's life
Description
An account of the resource
Top left first page - three-quarter length portrait of an airman wearing tunic and side cap. Text notes that he joined Royal Air Force in 1936 as a Halton apprentice armourer. Promoted to flight sergeant at the beginning of the war he began a long association with 57 Squadron then flying Blenheims as part of British Expeditionary Force in France followed by postings to RAFs Wyton and Lossiemouth. Subsequently served with 57 Squadron on Wellingtons at RAF Wyton and RAF Feltwell. He then moved to RAF Scampton where the squadron re-equipped with Manchester and then Lancaster. Relates meeting Alma Turner later Mrs Leedham during an ground incident concerning a burning fully loaded Lancaster after which he was mentioned in dispatches. Page 2 - Left middle a colour three-quarter length wedding portrait of a man wearing tunic next to a woman wearing wedding dress and holding a bouquet of flowers. Right middle a b/w family portrait of a woman in dark dress on the left, a child in the middle and a flight sergeant wearing tunic on the right. Text continues with subsequently served with 9, 227, 49 and 100 Squadrons and describes postwar career. Last page middle under text - full length colour portrait of a woman on left in yellow dress and a man in suit and tie on the right.
Format
The file format, physical medium, or dimensions of the resource
Four page printed document with two b/w and two colour photographs
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Photograph
Identifier
An unambiguous reference to the resource within a given context
BLeedhamTFLeedhamAv2
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Civilian
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Buckinghamshire
England--Oxfordshire
England--Lincolnshire
England--Cambridgeshire
England--Nottinghamshire
France
France--Amiens
France--Poix-du-Nord
France--Crécy-en-Ponthieu
France--Boulogne-sur-Mer
Iraq
Iraq--Ḥabbānīyah
England--Wiltshire
England--Salisbury
Singapore
Scotland--Moray
Temporal Coverage
Temporal characteristics of the resource.
1936-08
1939-09
1940-05
1940-05-20
1942-08
1943-07
1943-08
1943-09-12
1944
1945
1944-08-16
1945-12
1946-08-20
1949-03
1951-06
1956-02
1957-03
1959
1960-05-01
1964-03-08
1970
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
Roger Dunsford
100 Squadron
227 Squadron
49 Squadron
57 Squadron
9 Squadron
Blenheim
Lancaster
Lincoln
love and romance
Manchester
RAF Boscombe Down
RAF East Kirkby
RAF Feltwell
RAF Halton
RAF Lossiemouth
RAF Scampton
RAF Upper Heyford
RAF Wyton
Wellington
-
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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
Nevill, Edward
Edward Greville Nevill
E G Nevill
Description
An account of the resource
Nine items. Collection concerns Sergeant Edward Nevill DFM and includes correspondence and newspaper reports about the award of Edward Nevill's Distinguished Flying Medal.
The collection has been loaned to the IBCC Digital Archive for digitisation by Guy Nevill and catalogued by Archive staff.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-05-11
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Nevill, EG
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
Two road maps of Northern France
Description
An account of the resource
Two small scale maps of Northern France with some locations highlighted. A note accompanying the maps comments 'This map includes some of the towns which are mentioned in Ted Nevills notes on his RAF bombing raids'.
Format
The file format, physical medium, or dimensions of the resource
Two printed maps and one handwritten sheet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Map
Text
Identifier
An unambiguous reference to the resource within a given context
CNevillG-160511-010001,
CNevillG-160511-010002,
CNevillG-160511-010003
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.
France
France--Amiens
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.
bombing
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1281/19871/LValentineJRM1251404v1.1.pdf
cbaf7b7d7934613a829d15156453dc56
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
Valentine, John
John Ross Mckenzie Valentine
J R M Valentine
Description
An account of the resource
674 Items. Collection concerns navigator Warrant Officer J R McKenzie Valentine (1251404 Royal Air Force). The collection contains over 600 letters between JRM Valentine and his wife Ursula. It also contains his log book, family/official documents, a book of violin music studies and other correspondence. Sub-collections contain family photographs, prisoner of war photographs and a scrapbook of newspaper cuttings of events from 1942 to 1945.
He joined 49 Squadron in April 1942 and flew 10 operations on Hampdens. The squadron converted to Manchester in May when he completed two further operations. His aircraft was shot down on the Thousand Bomber raid of 30/31 May 1942. Five crew, including him bailed out successfully and became prisoners of war. The pilot and one air gunner were killed when the aircraft rolled over and crashed.
The collection has been donated to the IBCC Digital Archive by Frances Zagni and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-09-06
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
Valentine, JRM
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
John Valentine's observers and air gunners flying log book
Description
An account of the resource
Air observers and navigators flying log book for John Valentine covering the period from 20 September 1941 to 30 May 1942. Detailing his flying training and operations flown. He was stationed at RAF Prestwick, RAF Jurby, RAF Upper Heyford and RAF Scampton. Aircraft flown in were Blenheim, Fokker XXI, Anson, Hampden and Manchester. He flew a total of 11 night-time operations with 49 Squadron. His pilots on operations were Pilot Officer Floyd and Sergeant Bond.<br /> Targets were Lille, Paris, Essen, Dortmund, Hamburg, Rostock, Amiens, Heligoland Bight and Cologne. On this last operation he baled out and became a prisoner of war.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Terry Hancock
Cara Walmsley
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LValentineJRM1251404v1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
England--Lincolnshire
Atlantic Ocean--North Sea
England--Oxfordshire
France--Amiens
France--Lille
Germany--Cologne
Germany--Dortmund
Germany--Essen
Germany--Hamburg
Germany--Helgoland
Germany--Rostock
Great Britain Miscellaneous Island Dependencies--Isle of Man
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1941
1942
1942-04-06
1942-04-08
1942-04-09
1942-04-10
1942-04-11
1942-04-12
1942-04-13
1942-04-14
1942-04-15
1942-04-16
1942-04-19
1942-04-20
1942-04-23
1942-04-24
1942-05-04
1942-05-05
1942-05-09
1942-05-30
16 OTU
49 Squadron
Air Observers School
aircrew
Anson
bale out
Blenheim
bombing
bombing of Cologne (30/31 May 1942)
Hampden
Manchester
mine laying
navigator
Operational Training Unit
prisoner of war
RAF Jurby
RAF Prestwick
RAF Scampton
RAF Upper Heyford
shot down
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1363/22876/LThomasAF1851072v1.2.pdf
7199e1de2e3454b37f272f2424a0d2d8
Dublin Core
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Title
A name given to the resource
Thomas, Arthur Froude
Description
An account of the resource
Eight items. The collection concerns Arthur Froude Thomas (b.1922 1851072 Royal Air Force) and contains his log book, 7 photograph albums, and his decorations. He flew operations as a flight engineer with 90 and 149 Squadron.
The collection has been loaned to the IBCC Digital Archive for digitisation by S Thomas 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
2020-02-11
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
THomas, AF
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
Flying Officer A F Thomas’ RAF navigator’s, air bomber’s and air gunner’s flying log book
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Description
An account of the resource
Flying Officer A.F. Thomas’ RAF Navigator’s, Air Bomber’s and Air Gunner’s Flying Log Book, from 4th November 1943 to 26th March 1947, detailing his training, operations, instructional and post-war duties as a flight engineer. Also contains several photographs of aircraft and occasional notes. He was stationed at RAF Woolfox Lodge (1665 and 1651 Conversion Unit), RAF Tuddenham (90 and 149 Squadron), RAF Wratting Common (1651 Conversion Unit), RAF Methwold (149 Squadron), RAF Feltwell and RAF Stradishall (149 Squadron). Aircraft in which flown: Stirling Mk I, Stirling Mk III, Lancaster Mk I, Lancaster Mk III and Lancaster Mk I (FE). He flew a total of 35 operations with 90 and 149 squadrons (8 day, 27 night). Targets in Belgium, France and Germany were: Abbeville, Amiens, Cherbourg, Courtrai, Dortmund, Essen, Frisians (mining), Gelsenkirchen, Gironde, Hattingen, Heligoland, Kamen, Kattegat, Kiel Bay, Kiel, Laon, Merseburg, Osterfeld, Potsdam and Regensburg. Several operations are listed as ‘Special’ or with unnamed targets. He took part in Operations Manna, Exodus and Dodge as well as going on Cook's Tours. His pilots on operations were Warrant Officer Poynton DFC and Flight Lieutenant Cowing.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Contributor
An entity responsible for making contributions to the resource
David Leitch
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LThomasAF1851072v1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Belgium
France
Germany
Great Britain
Atlantic Ocean--Baltic Sea
Atlantic Ocean--Bay of Biscay
Atlantic Ocean--English Channel
Atlantic Ocean--North Sea
England--Cambridgeshire
England--Norfolk
England--Rutland
England--Suffolk
Europe--Frisian Islands
Atlantic Ocean--Kattegat (Baltic Sea)
Atlantic Ocean--Kiel Bay
Belgium--Kortrijk
France--Abbeville
France--Amiens
France--Cherbourg
France--Gironde
France--Laon
Germany--Dortmund
Germany--Essen
Germany--Gelsenkirchen
Germany--Hattingen
Germany--Helgoland
Germany--Kamen
Germany--Kiel
Germany--Merseburg
Germany--Osterfeld
Germany--Potsdam
Germany--Regensburg
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
1946
1947
1943-12-20
1944-01-04
1944-01-14
1944-01-21
1944-01-25
1944-01-27
1944-01-30
1944-02-11
1944-02-12
1944-02-15
1944-02-19
1944-02-20
1944-02-22
1944-02-25
1944-03-04
1944-03-05
1944-03-16
1944-03-18
1944-03-19
1944-03-20
1944-03-23
1944-03-24
1944-03-25
1944-03-26
1944-04-05
1944-04-09
1944-04-10
1944-04-11
1944-04-12
1944-04-13
1944-04-17
1944-04-18
1944-04-22
1944-04-23
1944-04-24
1944-05-07
1944-05-08
1944-05-09
1945-02-22
1945-02-23
1945-02-25
1945-02-26
1945-03-11
1945-03-14
1945-03-17
1945-04-04
1945-04-05
1945-04-13
1945-04-14
1945-04-15
1945-04-20
1945-05-02
1945-05-07
1945-05-13
1945-06-01
149 Squadron
1651 HCU
1665 HCU
90 Squadron
aircrew
bombing
Cook’s tour
flight engineer
Heavy Conversion Unit
Lancaster
Lancaster Mk 1
Lancaster Mk 3
mine laying
Operation Dodge (1945)
Operation Exodus (1945)
Operation Manna (29 Apr – 8 May 1945)
RAF Feltwell
RAF Methwold
RAF Stradishall
RAF Tuddenham
RAF Woolfox Lodge
RAF Wratting Common
Special Operations Executive
Stirling
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1375/23785/MEdgarAG172180-180704-03.2.jpg
cc3b8e628a56594008ffbbbd72816ee3
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
Edgar, Alfred George
Edgar, A G
Description
An account of the resource
83 items. The collection concerns Pilot Officer Alfred George 'Allan' Edgar DFC (b. 1922, 172180 Royal Air Force) He flew operations as a pilot with 49 Squadron.
The collection has been licenced to the IBCC Digital Archive by Pip Harrison and Sally Shawcross nee Edgar, 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
2018-07-04
2019-10-01
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Edgar, AG
Dublin Core
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Title
A name given to the resource
Alan Edgar's Operations
Description
An account of the resource
A list of 34 operations undertaken by Alan Edgar.
Format
The file format, physical medium, or dimensions of the resource
One typed list
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
MEdgarAG172180-180704-03
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
France--Tours
France--Paris
France--Mailly-le-Camp
France--Amiens
Germany--Kiel
France--Cherbourg Region
France--Caen
France--Beauvois
Germany--Stuttgart
France--Givors
France--Reims
France--Rouen
France--Creil
France--Givors
France--Brest
Netherlands--Tilburg
Germany--Darmstadt
Belgium--Leopoldsburg
France--Normandy
Germany--Braunschweig
Poland--Gdańsk
France--Bordeaux (Nouvelle-Aquitaine)
Poland
France
Germany
Belgium
Netherlands
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1944
1944-04-18
1944-04-19
1944-05-03
1944-05-04
1944-06-05
1944-06-06
1944-06
1944-07
1944-08
1944-08-03
1944-08-15
49 Squadron
83 Squadron
bombing of Luftwaffe night-fighter airfields (15 August 1944)
Bombing of Mailly-le-Camp (3/4 May 1944)
bombing of the Juvisy, Noisy-le-Sec and Le Bourget railways (18/19 April 1944)
bombing of the Normandy coastal batteries (5/6 June 1944)
Bombing of Trossy St Maximin (3 August 1944)
mine laying
Normandy campaign (6 June – 21 August 1944)
Pathfinders
RAF Coningsby
RAF Fiskerton
RAF Tuddenham
RAF Waterbeach
RAF Woodbridge
V-1
V-weapon
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1614/24542/MPhilbinGBJ13999-151020-010001.1.jpg
7a2d52c8a02058544f7544e8b030878a
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1614/24542/MPhilbinGBJ13999-151020-010002.1.jpg
aaaf39bb772f4df33d733b3067a8b8a4
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1614/24542/MPhilbinGBJ13999-151020-010003.1.jpg
63f175f2666fdd1d04a42113a0bd89bd
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
Cothliff, Ken. Gerry Philbin
Description
An account of the resource
One item. A memoir written by Gerry Philbin.
The collection has been donated to the IBCC Digital Archive by Ken Cothliff and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Cothliff, K
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] RCAF Nose Art of the “Allan Cup” [/underlined]
In November 1939, RCAF service hockey teams began to compete on the ice at a number of wartime Canadian bases. In the following six years, almost every RCAF unit in Canada and U.K. boasted its own band of hockey talent. The Ottawa R.C.A.F. Flyers entered the senior city league in October 1939, and at once began to attract considerable attention with their scoring punch and general hockey skills. This was no surprise as Ottawa had various RCAF units to draw talent from and the best hockey talent was posted to our nation’s capital. In two years the Ottawa RCAF Flyers became the number one high-calibre Air Force team in wartime senior hockey. Five of these mainstay players came from the original Trenton Flyers of 1938; Louis Le Compte, Eric McNeeley, Roy Hawkey, Hank Blade, and defence star Gerald (Gerry) Philbin.
Gerald Bernard Philbin was born at Montreal, Quebec, in 1909, raised in the city of Valleyfield, situated on the south bank of the island in the St. Lawrence River, 30 miles west of Montréal. He was educated in English and French, plus excelled playing hockey in his school years. In 1938 and 39 Gerry played for the Trenton Flyers hockey team, which influenced his decision to join the RCAF on 21 July 1940. Trained at No., 1 ITS and graduated 9 December 1940. No. 11 EFTS graduated 28 Jan. 1941, then received his wings at No. 2 SFTS, Uplands, 28 March 1941. Gerry was posted to C.T.S. Rockcliffe, which allowed him to play fulltime with the Ottawa RCAF Flyers team, but in fact he had played on and off with the team since the fall of 1940.
The Ottawa senior hockey league teams played 16 regular games in the 1941-42 seasons. The Ottawa RCAF Flyers won 11, lost 4 and tied 1 game, ending with 23 points and a second place finish. They won the semi-final playoff games, 3 games to none, over Hamilton Majors, won the Ontario East final playoffs, 3 games to none, over Quebec Aces, and then faced the Port Arthur Bear-Cats in the final for the Canadian National Senior Ice Hockey Championship Allan Cup.
Game [symbol] 1 – RCAF 7 – Bear-Cats 4
Game [symbol] 2 – RCAF 8 – Bear-Cats 7 (won in over-time)
Game [symbol] 3 – Bear-Cats 3 – RCAF 1
Game [symbol] 4 – Bear-Cats 4 – RCAF 3
Game [symbol] 5 – RCAF 7 – Bear-Cats 1
They won the Allen Cup in five games and now 90 percent of the team was broken up as members moved on to wartime duties in the RCAF.
Gerry Philbin was promoted to Flying Officer and posted to operations in England. F/O Philbin formed a sprog crew made up of five other Canadians and one British. The new crew were assigned to No. 431 (Iroquois) squadron stationed at Tholthorpe, Yorkshire, where they flew their first operation on 8 October 1943, in Halifax Mk. V, “O”.
[page break]
On the 18 November the crew were assigned to fly Halifax “U” (LL152) which became their bomber. Shortly after completing an attack on Berlin, 21-22 November 43, the starboard engine failed and on the return trip they were damaged by anti-aircraft fire. Despite this Philbin returned his crew safely to base and for his actions, was recommender [sic] for a D.F.C. No. 431 squadron are ordered to move to [symbol] 64 Base at Croft, Yorkshire, on 10 December 1943. The 23 Dec. 1943, issue of the Ottawa Citizen newspaper reported F/O Gerry Philbin always wore his 1942 “Allen Cup” hockey jersey on operations for good luck.
On 15/16 March 1944, after attacking Amiens, France, the Philbin crew had a hung up 500 lb. bomb, and upon landing the bomb dropped and exploded. Two of the original crew, Canadian gunners P/O Lloyd Barker, P/O Irvine Klein, were killed, the remainder of the crew and pilot Philbin escaped with minor injuries. Pilot Philbin is promoted to F/L and his crew receive a new Halifax SE-U, serial LK991, and went on to complete 21 operations with No. 431 squadron, 13 of which were flown in the two Halifax aircraft coded “U”.
No. 425 (Alouette) squadron was formed on 25 June 1942, and designated “French-Canadian” squadron. Bomber Command combed other squadrons for French speaking air and ground crews to fill its ranks. On 13 June 1944, French speaking pilot Gerry Philbin and his crew were posted from No. 431 squadron to No. 425 squadron based at Tholthorpe, Yorkshire, where they had flown with their original squadron. Pilot Philbin is now promoted to Squadron Leader in the RCAF, providing experience to the French speaking squadron.
S/L Philbin received a new No. 425 squadron Halifax Mk. VII, serial LL594, with code letter “U”. On this aircraft he had the squadron artist paint the nose art of the [underlined] 1942 Allen Cup [/underlined] and the logo used on the Ottawa hockey sweaters. The Philbin crew flew their first operation with No. 425 squadron on 16 June 1944, a date the French-Canadian squadron began attacks on the German V-1 rocket sites in France. In the next four weeks the squadron would attack 21 rocket sites in France, but the Philbin crew will not take part.
On 5 August 1944, at 11 am, Halifax LL594 and the Philbin crew become airborne from Tholthorpe for the last time. It is their 26th operation; the fifth flown in No. 425 squadron and the target is the V-1 site at St. Leu d’ Esserent, France. Over the target the Halifax with the Allan Cup on the nose takes a direct hit from flak and explodes. Six of the crew die at once, pilot Philbin and RAF Sgt. Milliard are blown into space and parachute to earth where they are taken prisoner. Sgt. Milliard is interned in camp Luft. 7, POW [symbol] 608.
Gerry Philbin lands among exploding bombs from his own squadron, but has two broken ribs and fractured both feet. He is virtually pulled into a foxhole by a German soldier who saves his life, and then taken prisoner. Gerry is transported to a German army hospital and the next day driven to Beaujon (Luftwaffe) hospital in Clichy, north of Paris.
On 11 August 1944, the American 8th Air Force launched 956 B-24 and B-17 bombers in visual attacks on German railway, fuel dumps, and troop concentrations in the French, Brest peninsula. Three B-24’s and two B-17’s were lost with seven crew killed and 28 missing in action.
[page break]
One of the B-17’s in the 100th B.G., with nose art “Royal Flush”, crashed in a suburb of north Paris, four crew are killed and six taken prisoner by German SS troops.
The six Americans are transported to the same hospital as Canadian S/L Gerry Philbin. The SS Colonel in charge of the hospital informs all prisoners they will be transported to Germany that evening. American Chuck Nekvasil and Gerry Philbin speak perfect French, and ask the French staff in the hospital to help them escape. The prisoners are locked in the seventh floor of the hospital with one German guard. At 7 pm trucks and ambulances arrive to transport the POW’s to Germany. Soon after, the French FFI attack the hospital and during the gun battle one of the Americans obtains a knife and slashed the throat of the lone German guard, Willie. The German door keys are obtained and the group took off making nine miles in the first 24 hours. They took cover by day and travelled by night until 3 September, when a German fighter dropped fire bombs on the building they were hiding in. Eight of the prisoners, including the six Americans and Gerry Philbin, took off running for about six miles, when two motorcycles came tearing down the road towards them. The soldiers wore the uniform of the French 2nd Armored [sic] Division. It was all over, and they were next taken to a field hospital near Orleans, France. On 6 September 1944, the group was airlifted by an American C-47 to Exeter, England, and another hospital.
For S/L Gerry Philbin the war is over, he now has a desk job, and effective 1 September 44 awarded the D.F.C. The award was presented by Governor General of Canada on 27 June 1945.
[black and white photograph of Squadron Leader Gerry Philbin and two other airmen around a desk, Philbin is sitting behind the desk, with the two airmen on his right hand side]
[inserted] Copenhagen [/inserted]
[inserted] Hubert and Jerry [sic] Philbin 1946 [/inserted]
S/L Gerry Philbin in Copenhagen, (far right) 1946
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
RCAF Nose Art of the "Allan Cup"
Description
An account of the resource
Gerry Philbin's talents in hockey whilst serving in the RCAF are described. He then transferred to the UK to fly Halifaxes. During an operation they were shot down and only he and Sergeant Millard survived. He was captured but escaped with the help of an American and the French. They met up with American soldiers and were airlifted back to the UK.
Format
The file format, physical medium, or dimensions of the resource
Three printed sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Identifier
An unambiguous reference to the resource within a given context
MPhilbinGBJ13999-151020-010001,
MPhilbinGBJ13999-151020-010002,
MPhilbinGBJ13999-151020-010003
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Canadian Air Force
United States Army Air Force
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Canada
Ontario--Ottawa
Québec--Montréal
Québec--Salaberry-de-Valleyfield
Germany--Berlin
France--Amiens
France--Paris
France--Brest
England--Exeter
France
Great Britain
Ontario
Québec
Germany
England--Devon
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
Temporal Coverage
Temporal characteristics of the resource.
1943
1944-08-05
1945
425 Squadron
431 Squadron
anti-aircraft fire
B-17
B-24
C-47
Distinguished Flying Cross
escaping
evading
Halifax
Halifax Mk 5
Halifax Mk 7
killed in action
prisoner of war
RAF Croft
RAF Tholthorpe
sport
Stalag Luft 7
V-1
V-weapon
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/305/24579/LMillerRB423155v1.2.pdf
9f14a06741bef06dd5b293dcaa776f9c
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
Miller, Robert
Robert Bruce Miller
Robert B Miller
Robert Miller
R B Miller
R Miller
Description
An account of the resource
Three items. An oral history interview with Robert Bruce Miller (1924 - 2021, 423155 Royal Australian Air Force) a photograph and his log book. He flew operations as a navigator with 51 Squadron.
The collection has been donated to the IBCC Digital Archive by Robert Miller and catalogued by IBCC Digital Archive staff.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-04-30
2017-01-29
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Miller, RB
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
Robert Miller’s observer’s and air gunner’s flying log book
Description
An account of the resource
Observer’s and air gunner’s flying log book for R B Miller, navigator, covering the period from 15 November 1942 to 10 April 1945. Detailing his flying training, operations flown and instructor duties. He was stationed at RCAF Winnipeg, RAF Clyffe Pypard, RAF West Freugh, RAF Abingdon, RAF Marston Moor, RAF Snaith, RAF Langar and RAF Woolfox Lodge. Aircraft flown in were Anson, Tiger Moth, Whitley, Halifax and Lancaster. He flew a total of 41 operations with 51 Squadron, 21 daylight and 20 night. His pilot on operations was Warrant Office Faulkner. Targets were Morsalines, Lens, Hasselt, Orleans, Aachen, Bourg Leopold, Trappes, Paris, Amiens, Douai, Foulliard, Martin St L’Hortier, Siracourt, Oisement, Mimoyecques, Wizernes, Villers Bocage, Croix D’Alle, Les Catalliers, Nucourt, Evrieville, Bottrop, Kiel, Foret de Nieppe, Tracey Bocage, Bois de Cassan, Nieppe, Hazebrouck, May-sur-Orne, Foret de Mormal, Brest, Hamburg, Lumbres, Venlo, Nordstern, Wilhelmshaven, Boulogne and Neuss.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Cara Walmsley
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
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One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LMillerRB423155v1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Belgium
Canada
France
Great Britain
Germany
Netherlands
Atlantic Ocean--Baltic Sea
Atlantic Ocean--Bay of Biscay
Atlantic Ocean--English Channel
Belgium--Hasselt
Belgium--Leopoldsburg
England--Nottinghamshire
England--Oxfordshire
England--Rutland
England--Wiltshire
England--Yorkshire
France--Amiens
France--Boulogne-sur-Mer
France--Brest
France--Caen
France--Cherbourg
France--Douai
France--Hazebrouck
France--Lens
France--L'Isle-Adam
France--Lumbres
France--May-sur-Orne
France--Neufchâtel-en-Bray
France--Nieppe
France--Nieppe Forest
France--Nucourt
France--Oisemont (Canton)
France--Orléans
France--Pas-de-Calais
France--Paris
France--Rennes Region
France--Saint-Omer (Pas-de-Calais)
France--Villers-Bocage (Calvados)
France--Vire Region (Calvados)
Germany--Aachen
Germany--Bottrop
Germany--Gelsenkirchen
Germany--Hamburg
Germany--Kiel
Germany--Neuss
Germany--Wilhelmshaven
Manitoba--Winnipeg
Netherlands--Venlo
Scotland--Wigtownshire
Germany--Ruhr (Region)
France--Morsalines
Manitoba
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1944
1945
1944-05-10
1944-05-12
1944-05-22
1944-05-23
1944-05-24
1944-05-25
1944-05-28
1944-05-31
1944-06-01
1944-06-11
1944-06-12
1944-06-13
1944-06-14
1944-06-15
1944-06-16
1944-06-17
1944-06-18
1944-06-22
1944-06-23
1944-06-24
1944-06-27
1944-06-28
1944-06-30
1944-07-01
1944-07-04
1944-07-06
1944-07-07
1944-07-09
1944-07-15
1944-07-16
1944-07-18
1944-07-20
1944-07-21
1944-07-23
1944-07-24
1944-07-28
1944-07-30
1944-08-03
1944-08-05
1944-08-06
1944-08-07
1944-08-08
1944-08-09
1944-08-25
1944-08-26
1944-08-27
1944-08-31
1944-09-03
1944-09-11
1944-09-14
1944-09-15
1944-09-23
1944-09-24
10 OTU
1651 HCU
1652 HCU
1669 HCU
51 Squadron
Advanced Flying Unit
Air Observers School
aircrew
Anson
bombing
Flying Training School
Halifax
Heavy Conversion Unit
Lancaster
Master Bomber
navigator
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
RAF Abingdon
RAF Clyffe Pypard
RAF Langar
RAF Marston Moor
RAF Snaith
RAF West Freugh
RAF Woolfox Lodge
tactical support for Normandy troops
Tiger Moth
training
Whitley
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1490/27529/BMitchellJEFMitchellJEFv2.2.pdf
79ab91df3c1f13c17172b651be8ac4d9
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
Mitchell, Mitch
John Ernest Francis Mitchell
J E F Mitchell
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
2016-02-27
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
Mitchell, JEF
Description
An account of the resource
59 items. Flight Lieutenant John Ernest Francis 'Mitch' Mitchell. Joined the RAF as a boy entrant in 1934 and trained as a wireless operator. Flew on Vickers Virginia, Handley Page Heyford and Whitley before the war. Completed an operational tour on Whitley 1939-41. After being rested he flew a second tour of operations as a wireless operator with 207 Squadron before retraining as a pilot post war. Collection contains his flying logbooks, memoires of his air force career and first operations, lists of his operations, correspondence and photographs.
The collection has been donated to the IBCC Digital Archive by C A Wood and catalogued by Nigel Huckins.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Seeding the Storm
Squadron Leader John Ernest Francis Mitchell, DFC, wireless operator/air gunner, then pilot.
I had never known our headmaster at Eye Grammar to be taken aback. But when he asked at my leaving interview what I intended to do and I replied without hesitation, “I want to fly, sir”, it seemed to floor him. Possibly he had expected me to say something about Oxford or Cambridge , after all I’d been no slouch under his tutelage. And that might not have been so bad. What I had no intention of doing, though, was getting involved with the land.
The desire to fly, on the other hand was something that had become ever more compelling. What we tended to see in Norfolk were airships. But I knew all about the record breakers and their machines, but far more about the wartime aces of the RFC – the Royal Flying Corps – about McCudden, Mannock, Bishop, and to me, the greatest of them all, Albert Ball. And war fliers rather than civilian, for even in 1934 it was clear to those with eyes to see that another conflict was brewing.
I even knew the qualities needed in an aspirant war flier: ‘not exceptional, a good general education, a mechanical background advantageous, a fair working knowledge of maths and the application of simple formulae; more than keen to learn’. Apart from the ‘not exceptional’ – the very idea! – I more than fitted the bill.
The ensuing discussion went on for some time, but even then the Head was not happy.
“Think about it for a day or so, Mitchell”, he bade, “then come back and see me again”.
I dutifully did so. When, having satisfied himself that I was determined to pursue a flying career, he sent a recommendation to the local education committee
+”. As a consequence, just weeks later, a letter – railway warrant enclosed – invited me to present myself at Victor House, Kingsway, in London.
The interviewers surprised me! I had expected them to be knowledgeable about aeroplanes. Instead they seemed to inhabit some intellectual level, way above such things. Eventually, however, they descended from their Olympian heights to deliver their verdict.
At seventeen I was too young to become a pilot. Only here, as my face fell, they descended even further, to assure me that age was the only bar. Meanwhile, I could be taken on as either a wireless operator or an air gunner. Stifling my disappointment, I opted for the former and a short time later reported to the Electrical and Wireless School at RAF Cranwell, near Sleaford in Lincolnshire, where I was rigged out from cap to puttees, not forgetting boots that were initially reluctant to take the least shine, to begin my training.
It was clear that the government was among those with eyes to see, for some months before it had decided upon a vast expansion of the RAF. This meant the building of new airfields and the creation of new squadrons. It also meant a full-scale recruiting drive. And so it was that on 10 October 1934 I joined a Boy Entrant intake, doubled that year to nearly 600 for a nominal twelve months’ course.
We were not the only trainees accommodated in the double-storied blocks of Cranwell’s East Camp. There were also signals officers on short courses and air gunners who, after twelve weeks of instruction, were to take on an additional wireless-operating role. And there were Aircraft Apprentices, their entry too swelled to some 600.
The latter were boys like ourselves, from fifteen plus to eighteen who, also like us, wore the distinctive spoked-wheel arm badge. Only they had gained entry by competitive examination rather than education-committee recommendation, their three-year course qualifying them to maintain the RAF’s communication equipment – as opposed to operating it, as was our destiny.
And then, of course, just across the road, but infinitely remote from East Camp, was the gleaming new Royal Air force College where future leaders of the King’s Air Force studied in hallowed halls.
Our year-long course was packed full as we poured over wireless theory, disembowelled sets in workshops, achieved a mirror surface on those recalcitrant boots before strutting our stuff on the parade ground, and between times continued our studies in English, maths, general subjects and History of the Service –one Albert Ball’s machine guns was enshrined in a barrack- block hallway!
We tapped away at morse keys, strained into headsets, memorised the most frequently used of the Q and Z brevity codes – necessary with morse mssages being so protracted – and even got the feel of airborne operating in the Wireless School’s Wallaces, Wapitis and Valentias.
Off duty, sports were highly rated, and I was able to indulge myself to the full in those which interested me. With the compulsory boxing bout over I shunned anything further in that line, similarly soccer and rugby, but was to the fore in cricket and tennis. Where golf and croquet were concerned, however, I found myself pretty much a loner.
We finished the course on 12 July 1935, and, having found no difficulty in learning to send and receive morse at 20 words a minute and having been comfortable enough in my airborne sessions, I was able to replace the Boy-service wheel with the Signal’s arm badge, a hand clasping three , electrical flashes.
On passing out my posting was to No. 58 squadron at Worthy Down, near Winchester, a major bomber station which was to achieve singular distinction some years later when its Naval tenants, having re-christened it HMS Kestrel, the traitor William Joyce, Lord Haw Haw, announced that it had been bombed and sunk.
When I joined the squadron was operating Vickers Virginias, twin-engined biplane bombers which
even to my eager eyes appeared distinctly venerable. Nor was the wireless equipment any more youthful. This was the transmitter-receiver combination known as the T21083/R1082. Unfortunately it was not only unreliable but difficult to operate, even altering frequency requiring a coil change in both transmitter and receiver
One everyday problem was that to get any range at all we had to trail a wire aerial from beneath the aircraft, remembering to retract it before landing for fear of garrotting some groundling.
Except that the pilot would get engrossed in his own concerns and forget to advise when he was about to set down. Either that or, with the intercommunication system being so poor, his advisory wouldn’t get through, leaving me to bawl ‘ You’ve lost my bloody trailing aerial again’ even though my bloke was an officer.
Just the same, I counted myself luckier than a gunner colleague who felt a pattering on his helmet. On turning he got a face full of pee, his desperate pilot, far forward of him ,having stood on his seat to relieve himself into the air rush.
To a large extent then we were all learning, pilots and crew members alike. Although I doubt this showed when we flew our Virginias in tight formation over the packed stands of the Hendon Air Display. In reality, however, it became more the case a few months later when we began receiving the Handley Page Heyford, held to be very speedy, and the last word in design, with all-round protection that included a dustbin-like turret which could be lowered from the ventral –belly – position.
What the new aircraft brought with it, however, was a stepping-up of the flying task, with more and more long-range navigational exercises and bombing and air-firing by both day and night, the communications side of all these being my pigeon.
It quickly became evident too that , although trained as a dedicated wireless operator, I was still expected to fill in as a gunner: not the first evidence of the way the Service was being strained by the expansion.
For expansion necessarily meant a dilution of the experience embodied in both training school and squadron, with much of the training being left to the squadrons. And as these, in turn, lost their most capable men on posting –either to command or to bolster up new units – so their own experience level dropped. For example, new boy though I was, even I could tell that to have so many prangs – minor though most were – was not the way things should be. So many, indeed, that we never bothered logging them.
I was not in a position to know, of course, but not long after this the new chief of Bomber Command, the C-in-C, Air Chief Marshall Sir Edgar Ludlow-Hewitt, would stir resentment in the very highest echelons by reporting upwards even more fundamental shortcomings.
Foremost among these was the lack of a definite policy regarding the crewing of aircraft, only pilots being considered full-time fliers. Observers and gunners, the other two categories of flier, were drawn from volunteer airmen, highly qualified tradesmen who, after a flying duty, would pocket their one or two shillings a day flying pay and return to their workshops. True, there were already moves afoot to employ full-time gunners, but like those we had trained alongside, these were then to double as wireless operators. Indeed, it was to be 1942 before gunnery and signals were to become completely divorced.
Blissfully ignorant then of the true state of things, what we all knew was that, just like the war, newer and longer-range aircraft were only just over the horizon. And with that in mind we did not complain when pushed yet harder.
What did not improve, and totally disrupted continuity, was the number of times they had us upping sticks: another thing the Commander was to comment upon! Our first uprooting came on 13 May 1936, when we relocated to Upper Heyford, near Bicester in Oxfordshire. At least, though, this heralded the arrival of the Armstrong Whitworth Whitley, the monoplane bomber which, through Marks One to Five, was to see us well into the war. Even so, it has to be admitted that Whitley crews suffered a fair amount of ribbing because of the aircraft’s characteristic nose-down ‘sit’ which was especially pronounced at high speed. But by and large we were happy with it.
True to form, however, my current bloke, a flight lieutenant at that, cost me four teeth on our first landing as the undercarriage, only half-extended, folded beneath us. I suppose he was busy congratulating himself on having remembered that he now had retractable wheels – many pilots didn’t remember. But as the blood streamed from my mouth all he could offer was ‘I didn’t realise the selector had to go so far’.
From the wireless operator’s standpoint the major benefit brought by the Whitley was its state-of-the-art Marconi radio installation, the transmitter/receiver combination known as T1154/R1155, a vastly more flexible equipment than those we had struggled with before. It still incorporated a trailing aerial, but otherwise it was far more sophisticated than previous gear, although the gaily coloured knobs of its transmitter belied its complexity.
Certainly my dedicated training came into its own and ‘Send for Mitch’ became the cry of the day, so that, although still a newish-joiner, I found myself acting as what I would soon become, the squadron’s signals leader.
Upper Heyford, however, afforded us only a breathing space, for by the end of August 1936 we had moved again, this time to Driffield, near Bridlington, in Yorkshire. And in February 1937 we were off down south once more, to Boscombe Down in Wiltshire.
Here we did settle to some extent, although there was a bombing detachment at Aldergrove, in Northern Ireland, where we were permitted to drop live bombs into Loch Neagh, followed by a stint which took us to Pocklington to the east of York at West Freugh, near Stranraer, for gunnery. On that detachment, having done a gunnery course at Catfoss, near Hornsea, I was able to exercise my new found skills from all our gun positions, front, dorsal (top of fuselage) and the ventral dustbin of our Mark Threes, firing 300 rounds from each, largely at sea markers. Another gunnery detachment took us to Pocklington, to the east of York. But on 20 June 1939 we moved north again, this time to Linton-on-Ouse, in Yorkshire.
Such detachments gave us a flavour of what our war might be. But the results were not always that comforting. My gunnery scores were consistently deemed satisfactory. But we did hear that whereas the previous year’s averages for air firing had been an acceptable 20%, this year, with fewer experienced instructors in the schools and competent gunners spread more thinly on the squadrons, averages were running closer to 0%.
Equally concerning, we had noticed that even when we were permitted to drop live bombs – for there always seemed to be some rare wild bird or other which took precedence, or some influential landowner - a high proportion proved to be duds, or at best ineffectual. In lieu of the real thing, however, we dropped practice bombs, or trained on the camera obscura.
This was an optical training aid which had us fly towards a building – identified by a flare at night – with a large hole cut in its roof. A lens would then project the approaching aircraft’s image onto a table where instructors would assess the accuracy of the run-in. At his calculated release point the pilot would press the button, when either coloured smoke or a parachute flare by night would enable the wind effect to be calculated and the likely striking point ascertained.
Other noteworthy exercises we flew at this time involved dropping very powerful flares, the forerunner, as we were later to realise, of the Pathfinders’ target markers. Arguably even more significant was the detailing of a squadron aircraft to patrol near the BBC’s Daventry aerial, a perambulatory sortie that led directly to the development of radar.
We were great moaners, of course. But even where the unsettling moves were concerned we conceded that some were dictated by extra construction work, most of our roosts having come into being under the expansion programme. For essentially, while we noticed shortcomings, we saw it as our part to master the equipment we’d been given and leave others to worry about the rest.
Even so, though one might push shortcomings from the mind, the international situation could no longer be ignored. More particularly when, on 1 September 1939, Hitler’s forces attacked Poland which, to the surprise of many, turned out to be our ally. But nobody on the squadron was surprised when, next day, we were dispatched to Leconfield, near Yorkshire’s east coast and so that much nearer Hitler’s Reich.
At 1115 hours on 3 September 1939 we listened to Chamberlain’s fateful broadcast, and as darkness fell ours was among ten Whitleys laden with propaganda leaflets which got airborne for Germany, my log book recording that the ‘Anti Nazi War’ had begun.
On that first operational sortie I was flying with my regular pilot, Flying Officer ‘Peggy’ O’Neill, aboard a familiar Whitley, K8969. Even so it was the most surreal of experiences to be droning over a blacked-out Germany where millions of people were both ready, and willing, to kill us. Not only that, but to be doing so carrying nothing more lethal than propaganda leaflets. And leaflets intended to do what – destroy the resolve of a nation already cock-a-hoop over its Polish blitzkrieg?
We could not know that Churchill had only grudgingly conceded that leaflets just might raise Germany to a ‘higher morality’. Or that our future leader, ‘Bomber’ Harris, would declare that the only thing such ‘idiotic and childish pamphlets’ accomplished was to satisfy a requirement for toilet paper. Again, though, our job was to drop leaflets. So on we droned.
The route was to be wide-ranging across the Ruhr, specifically targeting both Essen and Dusseldorf before overflying the Maginot Line and turning for home. I suppose, at a certain level, we were on edge the whole seven and a half hours we were airborne, but training sustained us. Then, too, besides feeding our leaflets from the dustbin turret, we had set other tasks.
These included assessing the effectiveness of the German black-out. Was it broken by any well-lit areas, which would, therefore, be dummy towns? Additionally, were the airfields active? What road, rail or waterborne movements did we notice? Were searchlights evident? And was there any anti-aircraft fire? In fact, the latter question led to an animated on-board discussion. Until we concluded that what we had seen was some transient light flashing on low cloud. And just as well, for when we eventually got back to base this was a point they really grilled us on.
Once more, of course, we were not to know that Higher Authority had accepted that the RAF was not yet up to bombing by either day or night, any lingering doubt being dispelled by the losses early raiders sustained. That, as a consequence, our nocturnal paper delivery was now being pragmatically viewed as a means of building up an expertise in long-range navigation that might eventually allow Bomber Command to achieve most of its war aims through precision attacks by night.
Certainly, a little later, we all heard the broadcast Harris made, warning the Nazis of ‘a cloud on their horizon’… presently no bigger than a band’s width, which would break as a storm over Germany’. And hearing it we realised that we, of course, were that cloud, the seeders of that storm, the attendant fosterers of its fury.
Unfortunately, the Whitley soon proved unsuitable to the task. Early evidence of this being supplied on that first foray when, having crossed the Maginot Line, an engine faltered, committing us to a descent. Fortunately, although there was a pre-dawn mist, Peggy was able to put us down near Amiens. Nobody was hurt, but the aircraft was in a sad state. And so our first op finished in a French field, with a civil Dragon Rapide biplane being sent to pick us up and return us, initially to Harwell, near Oxford, from where we were recovered to Linton.
The Whitley’s engine trouble proved to be symptomatic, and although the squadron was tasked with leaflet drops for a few more days, there were so many problems, not least the dustbin turrets freezing in the lowered position – they could provide belly defence when needed but caused enormous drag whenever extended – that at the end of October 1939 we were reassigned to cover the English and Bristol Channels, and the Irish Sea, as convoy escorts.
This tasked diversion finished in early May 1940, when we moved back to Boscombe Down, by which time I had flown 12 patrols and a further 53 operational hours. More significantly, we had also received Mark Five Whitleys which, newly powered with the more dependable Rolls Royce Merlin Ten engines, finally enabled our crew to feature on the bombing battle order.
Ops then followed in quick succession. Initially we raided objectives in Norway, bombing Oslo aerodrome on 17 May 1940 and landing after a 9 hour 15 minute flight. Results, however, were said to be disappointing, the target having to be revisited the next night. After that we attacked Stavanger, a seven hour forty minute flight. And what fraught trips these were, often wave-hopping following a snaking fjord with cliffs disappearing into the darkness above. But again, training paid off, and we doggedly pressed on through to our objectives, although from the outset we had little faith in the outcome of the expeditionary venture itself.
Then too, the phoney war was over and events to the west were moving swiftly. So it was that we faced about, being tasked to bomb the Albert Canal bridges at Maastricht – a day after the debacle of the Fairey Battles, and the suicidal gaining of two VC’s – before passing on to raid a bridge at Eindhoven and then Schiphol aerodrome.
Following that we switched to the Ruhr, to Gelsenkirchen and Dusseldorf, returning after a night or two, this time pairing Gelsenkirchen with Duisberg, each sortie taking between six and seven hours. Only now, in an unsettling taste of things to come, I was obliged to record ‘Heavy ack-ack’.
At this juncture I should, perhaps, mention that the contemporary entries in my flying log book do not specify the actual targets, but only ‘Operations Norway’, ‘Operations France’ and ‘Operations Germany’. RAF crews, of course, are always restricted in this field, log books being official documents and scrutinised monthly by flight commanders. At that particular period, though, there was an extra dimension. For invasion was very much on the cards. ‘You don’t want some Gestapo thug reading that you bombed his Auntie Olga in Berlin’, we were told, ‘so just make it ‘Operations Germany’. Which we did.
Even so, an incorrigible rebel, I kept a separate record of those early ops, entering the actual targets later in the war.
As the Germans advanced, so we were reassigned to the interdiction bombing of roads and railways. On 21 May 1940, for example, we attacked the rail junction at Julich, dropping 4,000 pounds of bombs and coming away satisfied that we’d significantly disrupted communications, although achieving nothing like the destruction of a few years later.
We also returned the Ruhr, to Hamm, and again to Essen, dropping 10,000 and 14,000 pounds of bombs respectively.
After that, as the Battle of France intensified, we visited more and more French targets, bombing railways, roads and convoys at La Capelle, Amiens and finally Abbeville. The situation was often fluid and on at least one occasion I received a timely recall signal which stopped us bombing our own troops.
And on 11 June 1940 we did a special flight – purpose unspecified – to Guernsey, spending the night there before returning to Linton. To learn two days later that the decision had been made to give up the Channel Islands without a fight!
France itself fell on 26 June 1940, after which we switched to German targets once again. Notably a seven hour op to the Kiel Canal when I flew with a different crew, piloted by a Flight Lieutenant Thompson, on a sortie which moved me enough to declare in my log book, ‘Hell’ova Night’.
An outing that did not receive a similar accolade – though why I cannot recall – was the next one I flew with Peggy O’Neill. We successfully raided a factory in Turin, but on returning over the Alps flew into rougher weather than any of us could have imagined. There was so much snow, ice and turbulence that the engines started playing up, one temporarily cutting out altogether. Our co-pilot wanted to abandon, but Peggy gamely soldiered on, somehow retaining control of the machine and eventually winning clear. But what a trip that was! Possibly too traumatic for me to face entering anything but ‘Operations Italy’.
By now ops had become a way of life. With fear as its natural concomitant, for cringe down though we must as flak and bullets tore through the airframe, fear had to be lived with. Indeed, we received a master class on the subject from one particularly persistent fighter. Pass after pass he made, riddling us on each, with Peggy desperately sacrificing height for any speed we could muster. ‘He’s determined to get us’, he gritted, as the wavetops prevented further descent. Only abruptly the attacks stopped. For a while, communally holding our breath, we watched the fighter holding off. Then, finally, concluding that he had run out of ammunition, we scurried for home, well aware that it had been our narrowest squeak yet!
Such things were wearing. But they had to be borne. For back then there were no set tours of operations. The squadron bosses, though, knew the score. And on 1 July 1941 I was posted away, off ops, to No. 19 Operational Training Unit, at Kinloss, near Inverness.
Since January 1940 all gunners had become full-time aircrew and, in theory at least, sergeants, with the ‘AG’ beret being introduced in the December. So I had become a reluctant wireless operator/air gunner, first a sergeant and then a flight sergeant. The instant aircrew senior-NCO, understandably enough, was not that popular with the regulars. ‘You got promoted pretty swiftly, didn’t you?’ became a common jibe in the sergeant’s mess. But you couldn’t win, for when I received an overnight commission it was to be greeted in the officers’ mess with ‘And where did you spring from?’ As for the commissioning, naturally I’d always known that I was upper-crust material, even so I was disturbed at being summoned by my commanding Officer – not on this occasion, the Head, but the feeling could be similar when you put out as many little blacks as I habitually did. This time the interview was not protracted, just friendly. But still resulted in my travelling to London, only this time to Messrs Gieves and Hawkes of Savile Row, to be fitted for a new and shiny rig. ‘And your bank account, sir? ’ ‘Barclays , has been for years’ An NCO with a bank account! Upper crust, you see! Only there was still that pilot’s course…
At Kinloss the task was to train Whitley crews for No.6 Group using both the main airfield and its satellite at Forres – Balnageith. I was to spend just four months here, and not uneventful months at that, for training had its share of excitement, not least on 3 September 1941 when I was in another crash, this one significant enough to be logged!
In mid-November 1941, however, I was sent to Enniskillen, in Northern Ireland, to deputise for the established station commander. The area was a political hotbed – I had to tote a revolver! – so although the RAF had flying facilities at both Aldergrove and Killadeas and both a maintenance and a group headquarters at St Angelo, the predominant presence was army. As it was, my caretaker duties were not particularly onerous, the mess I frequented at Killadeas was sumptuous and I got myself happily involved with some sailing craft I found on Loch Erne.
This detachment gave me a break from the routine of training, but it was to set a pattern I was to find increasingly irksome as the years went by. I was assured, of course, that each stores check or unit inquiry befitted me just that little bit more for higher command. As it did. So why did I invariably feel ‘joe’d’?
Certainly I had periodically applied to return to ops, my hopes soaring whenever signals arrived requesting aircrew for ‘special duties’. In August 1942 these were for the proposed Pathfinder Force and in early 1943 for what we were eventually to discover was to be No.617 Squadron. However, all such applications were blocked by my immediate boss. ‘They want the best’, he would say. ‘But I do too, Mitch, so you stay’.
Eventually, however, an Air Ministry posting arrived for me and on 20 May 1943 – with every front page screaming ‘Dambusters!’ – I was posted to No. 207 Squadron.
I found the squadron at Langar, near Nottingham, still relieved to be rid of their Avro Manchesters – a disastrous machine – and happily settling with that queen of the skies, the Lancaster.
As signals leader I might have chosen my own captain, but having accepted the first to be programmed with me, Flight Lieutenant Brandon-Tye, I never had cause to regret it. And so, after just four hours of acclimatisation flights, I began my second tour of ops.
Initially we concentrated on the Ruhr, so that in short order I became re-acquainted with Dusseldorf and Bochum, although this time around in the Lancaster, taking about an hour less over such sorties, just over 5 hours. Yet how adversely so much else had changed!
Certainly the defences had really got the hang of things now, with droves of searchlights and seemingly impenetrable box barrages on every run up. Not to mention the radar-guided predicted flak! As for the night-fighters..!
Not that I was surprised – shocked, I’ll allow, but not surprised! – for two years back we’d prowled the night sky alone, whereas now we offered the defences score upon score of targets.
Shortly afterwards, on 20 June 1943, we bombed an industrial objective at Friedrichshafen, on Lake Constance, after which we overflew brilliantly lit Switzerland – a wonderful, fairytale sight! – to set down after nearly ten hours at Blida, on the northern coast of Algeria. And to show no favour to any Axis power, next day we bombed La Spezia, the Italian naval base, the homeward trip taking just nine hours and ten minutes.
After that, though, it was Happy Valley again – the Ruhr – and to Gelsenkitchen, a place I had last visited in May 1940, over two years before, and on successive nights. So perhaps they bore a grudge. For as we ran in we were well and truly caught by flak and then shot up by a whole procession of night-fighters.
Not nice! But the rear gunner, a commissioned lad from another crew, proved to be a good man to have along. As each fighter came in I was able to use the Monica rearward-looking radar to warn him, so that he was not only able to beat them off but, I fancy, to destroy at least one. Just the same, we were so badly shot up that we had to put down in Coltishall.
Though used to dealing with fighter aircraft, Coltishall’s groundcrew chaps pulled their fingers out – when didn’t they! – and patched us up, enabling us to return to Langar later that day. Our Lancaster, ED 627, had certainly done us proud. As for the rear gunner, he received a Distinguished Flying Cross for this spirited defence and would later, flying with his own crew, receive a bar to it for a similar exploit.
There was no such kudos for me, but I was well content with the way Monica had served us. Only I was already aware of whispers and a few months later, when it was actually proven that the Germans were indeed using its pulses to both locate and then home on us, it was hurriedly withdrawn from service.
Back at Langar, however, with ED627 spick and span once more, we were off a-raiding over Munchengladbach. And two nights later it was the Big B, my first trip to Berlin! 7 hours and 35 minutes simply packed with interest. And this would not be my last visit, some taking a whole hour longer than others and so packed with even more interest.
This initial Berlin outing, though, was our swan song from Langar, for in October 1943 we moved to newly-opened Spilsby, near Skegness, in Lincolnshire.
I was back over Berlin again, though, in the New Year, on 15 February 1944, and penetrating even further two nights later when we raided Leipzig, landing back at Spilsby eight hours later.
At this point, however, our tasking was changed and from April 1944 – shades of May 1940! – we were set to pounding communications networks. On 10 April this meant a wide-ranging series of strikes on Tours and Bourges in central France, and on Antwerp. Then, within the next few days, it was St-Valery-on-Caux, followed the next night by Paris.
It was clear to everyone that things were hotting up. Only at this point the boss handed me a signal. I knew what it was. But there was nothing to be said. For by now I had flown 830 hours by day and 439 by night, the majority of the latter being operational. I had also completed 66 ops – over two tours’ worth – and counting OUT callouts, 15 operational maritime patrols. Further, on 18 January 1944, I had been gazetted with the Distinguished Flying Cross. But alongside all this
I had also been part of a squadron which, by the war’s end, would have lost 154 of its crews; at the very least 1,232 men.
Even so I would love to have flown on D-Day, but it was not to be, and somewhat sadly shelving my flying log book for a while, I dutifully departed, on posting, to No. 1661 Heavy Conversion Unit at Winthorpe, near Newark, in Nottinghamshire.
Neither of my operational tours had been all work and unremitting dicing with death, of course. There had been periodic leaves. And in off-duty times there had been favourite pubs, the Flying Horse and the Black Boy in Nottingham coming to mind. Then, too, there had been sport. Lashings of it. Except that wheneve called upon to fill a soccer or rugger slot I’d unfailingly responded ‘Not likely, they’re too bloody dangerous’.
Only suddenly, it was all over. And between June and August 1945 I was able to fly on three ‘Cook’s Tours’, taking in, among other old haunts, Hamm, Duisberg, Wesel, Munster and Dusseldorf. It was not a case of gloating. On the other hand, both outbound and inbound we would overfly so many of our own towns blitzed unmercifully in those dark days when the Germans were riding high, when they had derided our leaflets and refused to adopt Churchill’s ‘higher morality’!
Though the Service was shedding personnel wholesale, my continuance seemed to be taken as read, and on 16 December 1946, after a spell with No.1363 Heavy Conversion Unit at North Luffenham, near Oakham in Rutland, I moved on to No 91 Group Headquarters as a staff signals officer.
The headquarters was situated at Morton Hall – nowadays a women’s prison - very close to RAF Swinderby, in Lincolnshire, my two-year stay giving me a deeper appreciation of the way the Service was run. But a headquarters was ideal too for getting things done, and as my tenure drew to a close, I resurrected the matter of my pilot’s course. I was certainly not too young any more, not after 14 years and a world war. So on 9 august 1948 I gleefully reported as a pupil pilot to No.6 Flying Training School at Ternhill, near Market Drayton, Shropshire.
I suppose maturity – in 1946 I’d met and married Joan – and a wealth of experience, allowed me to approach pilot training without fear of failure. And it clearly paid off. Starting on the delightful Tiger Moth biplane I completed my course on the American Harvard, an excellent advanced trainer, being very demanding and only too ready to take control.
And so, having begun my aircrew career with a wireless-operator’s arm flash, reluctantly enough supplementing this in late 1939 with an air gunner’s ‘AG’ brevet; readily swapped in its turn, in January 1944, for a dedicated signaller’s ‘S’ brevet; my chest finally bore the full wings so proudly worn in those old photographs by Bishop, Madden, McCudden and Ball!
The operational phase of my pilot training saw me back on Lancasters, this time at RAF St. Mawgan, Coastal Command’s training station near Newquay in Cornwall, where I was also checked out on the Avro Shackleton. This was a spectacular aeroplane – a great, grey-painted roaring machine outside, but with an interior hushed by jet-black drapes – which was eventually able to patrol for up to 21 hours. In every respect a far cry from the Virginia and Whitley! But aeroplanes are aeroplanes are aeroplanes. And for all that I held an above-average rating it was not that long before I was clambering out of a Shackleton whose tailwheel had collapsed after landing!
But aviation has a multitude of tricks. So that, on joining my first maritime unit, No. 2 Squadron at Aldergrove it was to find that, alongside the ~Shackleton, they were operating the Handley Page Hastings, essentially a transport and notoriously ungainly. As a new joiner I was to start off on these as a second pilot, which, at that time, meant raising and lowering the flaps – and watching. Once I had built up enough hours on type, only then would I be checked out on landing the beast. And I say advisedly, for I had watched pilots on their first landings skidding sideways, shredding tyres and even sliding off the runway.
As it was, my first Hastings sortie involved flying at 18,000 feet for some considerable time. Halfway through, however, my captain fell ill and passed out. And suddenly there were eyes on me from every corner. In the end, though, it worked out well, even to landing away to expedite medical aid, with my squadron commander recommending me for an Air Force Cross, although having to settle for a green endorsement.
Our bread-and-butter task at both St Mawgan and Aldergrove was to exhaustively patrol the Atlantic. But in July 1954, after a spell back at St Mawgan – by then the School of Maritime Reconnaissance – and six months on No. 220 squadron at nearby St Eval - I was posted overseas to No. 224 Squadron in Gibraltar. And what a tour it was! No longer just the Atlantic, but flights ranging through Ceylon, India, Iraq, Libya and both Madeira and the Azores. Except that in October 1957 it was back to freezing-cold Britain - with a decision to be made!
It was clear that the RAF had an interest in me and, indeed, even as I pursued my internal debate they sent me to Worksop, to No. 4 Flying Training School, for a jet familiarisation course. Twenty hours on the single-engined, twin-boomed Vampire. What a mind-blowing experience from the simplistic engine control to the swiftness – and unbelievable smoothness – of jet flight. Flight, moreover, with never, ever a mag drop!
A great interlude! But still my problem nagged. I was well aware that I had suffered a sea change. Possibly from seeing so much of it. For although further advancement in the RAF and even a new career in Civil Aviation offered, neither attracted.
In part, it was the ground jobs, the rationale for which remained the same; indeed, more so since I had become a squadron leader. For as I was a senior officer the RAF was primarily interested in my command and administrative abilities, not my flying skills. Yet being hived off to an admin job had always made me feel put upon.
Of far greater moment, though, Joan and I had never had the opportunity of setting up a real home together - and that really weighted. But – to give up flying…..?
Then again, since 1934 I had flown 1,400 hours as crew, a good proportion of it on wartime operations, and 1,600 hours as a pilot, almost all on operational patrols. Only….wasn’t I true that for some time now the zest had gone?
And that, when it finally found expression, I recognized as the crux. Accordingly, on 4 November 1957, I submitted my resignation.
Getting used to civilian life took some time. Eventually, however, unable to find a niche at any level I found acceptable, I sought advice from a golfing acquaintance who persuaded me to try my hand at vehicle sales. Initially this meant my matching commercial and agricultural vehicles to the needs of prospective customers. And it all went very well, so that within a matter of months I had developed a lucrative, countrywide chain of client contacts. Only to remain fundamentally unsettled. Until I confessed to my boss that I didn’t like my image as a flash-Harry car salesman. He was enormously amused. Yet puzzled also.
‘But ‘ he reasoned, ‘everything hinges on the company sales director.’
Company Sales Director! Ah! Suddenly all doubt vanished. Indeed, I rather think my golf improved too!
Above all, I finally had a real family home. - essentially for the first time since meeting Joan, back in Nottingham in 1946 (Joan Ball, as she had been then). Her father was Cyril Ball, a former RFC-cum-RAF pilot and brother of my boyhood hero, Albert Ball, VC.
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
Seeding the Storm
Description
An account of the resource
Account of John Mitchell's career in the Royal Air Force from Oct 1934 until November 1957. Writes of his early ambitions to fly, and joining the RAF as a wireless operator. Describes his training and early postings to Worthy Down on Vickers Virginia. Mentions difficulties of using early wireless sets and of lack of policy on aircraft crewing. Continues with describing his time on Whitley, having to qualify as an air gunner and comments on his first tour of operation in bomber command at the beginning of the war. Mentions flying from several bases and various targets up until the fall of France. Writes of career after completing his first tour in November 1941. He was posted as signals leader for his second tour on Lancaster and he goes on to describe operations from June 1943. Mentions doing three post war cook's tours and goes on to describe his career after the war when he retrained as a pilot.
Creator
An entity primarily responsible for making the resource
J E F Mitchel
Format
The file format, physical medium, or dimensions of the resource
Sixteen page printed document with tree b/w photographs
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Identifier
An unambiguous reference to the resource within a given context
BMitchellJEFMitchellJEFv2
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--Lincolnshire
England--Hampshire
England--Oxfordshire
England--Yorkshire
Scotland--Dumfries and Galloway
England--Hampshire
England--Winchester
England--Wiltshire
Norway
Norway--Oslo
Germany
Germany--Gelsenkirchen
Germany--Duisburg
Germany--Jülich
Germany--Essen
France
France--La Capelle-en-Thiérache
France--Amiens
France--Abbeville
Great Britain Miscellaneous Island Dependencies--Guernsey
Italy
Scotland--Moray
Northern Ireland--Enniskillen
England--Nottingham
Germany--Friedrichshafen
Germany--Berlin
England--Rutland
Germany--Münster in Westfalen
Germany--Wesel (North Rhine-Westphalia)
England--Shropshire
Gibraltar
Italy--Turin
Germany--Hamm (North Rhine-Westphalia)
England--Cornwall (County)
Great Britain Miscellaneous Island Dependencies--Channel Islands
Great Britain
Germany--Ruhr (Region)
England--Nottinghamshire
Northern Ireland--Antrim (County)
Temporal Coverage
Temporal characteristics of the resource.
1934-10-10
1935-07-12
1936-05-13
1939-09-03
1940-05-17
1940-05-21
1940-06-26
1940-06-11
1941-07-01
1943-05-20
1943-06-20
1944-01-18
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
19 OTU
207 Squadron
220 Squadron
58 Squadron
6 Group
air gunner
aircrew
animal
anti-aircraft fire
Cook’s tour
Distinguished Flying Cross
fear
Harvard
Lancaster
Morse-keyed wireless telegraphy
Operational Training Unit
pilot
promotion
RAF Boscombe Down
RAF Driffield
RAF Kinloss
RAF Langar
RAF Morton Hall
RAF North Luffenham
RAF Pocklington
RAF Spilsby
RAF St Eval
RAF St Mawgan
RAF Ternhill
RAF Upper Heyford
RAF West Freugh
RAF Winthorpe
RAF Worthy Down
Shackleton
sport
Tiger Moth
training
Whitley
wireless operator
-
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Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Mitchell, Mitch
John Ernest Francis Mitchell
J E F Mitchell
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
2016-02-27
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
Mitchell, JEF
Description
An account of the resource
59 items. Flight Lieutenant John Ernest Francis 'Mitch' Mitchell. Joined the RAF as a boy entrant in 1934 and trained as a wireless operator. Flew on Vickers Virginia, Handley Page Heyford and Whitley before the war. Completed an operational tour on Whitley 1939-41. After being rested he flew a second tour of operations as a wireless operator with 207 Squadron before retraining as a pilot post war. Collection contains his flying logbooks, memoires of his air force career and first operations, lists of his operations, correspondence and photographs.
The collection has been donated to the IBCC Digital Archive by C A Wood and catalogued by Nigel Huckins.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
MITCHELL J.E.F. F/SGT 550261 W/OP.
“A” FLIGHT 58 SQUADRON LINTON-ON-OUZE [sic] YORKS
WHITLEY lll
3-9-39 K8969 F/O O’NEILL F/O RUSSELL 2 CREW & SELF
LEAFLETS TO THE RUHR - ESSEN - DUSSELDORF - FORCED LANDING IN FIELD NEAR DORMAN ALL CREW SURVIVED.
WHITLEY V [underlined] HOURS [/underlined]
12.10.39 — K8999 — P/O O’NEILL — P/O RUSSELL — 3.40 — CONVOY PATROL — [underlined] DAY [/underlined]
12.10.39 — K8999 — P/O O’NEILL — P/O RUSSELL — 3.00 — CONVOY PATROL — [underlined] NIGHT [/underlined]
16.10.39 — K8999 — P/O O’NEILL — P/O RUSSELL — 6.15 — CONVOY PATROL — [underlined] DAY [/underlined]
8.11.39 — K8999 — P/O O’NEILL — P/O RUSSELL — 4.30 — STRIKE
8.11.39 — K9007 — P/O O’NEILL — P/O RUSSELL — 4.25 — CONVOY PATROL
4.12.39 — K8975 — P/O O’NEILL — P/O RUSSELL — 6.20 — CONVOY PATROL
17.12.39 — K9004 — P/O O’NEILL — P/O RUSSELL — 7.10 — CONVOY PATROL
30.12.39 — K9004 — P/O O’NEILL — P/O RUSSELL — 4.15 — CONVOY PATROL
13.1.40 — K8999 — P/O O’NEILL — P/O RUSSELL — 2.30 — CONVOY PATROL
17.1.40 — K8973 — P/O O’NEILL — P/O RUSSELL — 6.00 — CONVOY PATROL
3.1.40 — K8974 — P/O O’NEILL — P/O RUSSELL — 1.25 — CONVOY PATROL [underlined] ENGINE FAILURE [/underlined]
3.1.40 — K9000 — P/O O’NEILL — P/O RUSSELL — 5.15 — CONVOY PATROL
17.4.40 — N1469 — F/LT O’NEILL — F/O CRIBB — 9.15 — OPS — NORWAY - FORNEBO - OSLO - DRAMMEN
30.4.40 — N1436 — F/LT O’NEILL — P/O PIKE — 7.40 — OPS — STAVANGER AIRFIELD
13.5.40 — N1436 — F/LT O’NEILL— P/O RUSSELL — 6.45 — OPS — HOLLAND MAASTRICHT
15.5.40 — N1436 — F/LT O’NEILL— P/O RUSSELL — 6.15 — OPS — GERMANY GELSTEM KIRCHEM DUSSELDORF
19.5.40 — N1424 — F/LT O’NEILL — P/O RUSSELL — 7.15 — OPS — GERMANY GELSTEM KIRCHEM DUSSELDORF
21.5.40 — N1469 — F/LT O’NEILL — P/O RUSSELL — 5.35 — OPS — JULICH
23.5.40 — N1436 — F/LT O’NEILL — P/O RUSSELL — 6.25 — OPS — FRANCE LA CAPELLE — FORCED LANDING
1.6.40 — N1469 — F/LT O’NEILL — P/O RUSSELL — 3.50 — OPS — GERMANY - HAMM
[page break]
3.6.40 — N1469 — F/LT O’NEILL — P/O RUSSELL — 6.20 — GERMANY - ESSEN
4.6.40 — N1470 — F/LT O’NEILL — P/O RUSSELL — 6.00 — GERMANY - BUER
7.6.40 — N1469 — F/LT O’NEILL — SGT TERANEAU — 7.20 — FRANCE - BRIDGES & CONVOYS
8.6.40 — N1459 — F/LT O’NEILL — SGT TERANEAU — 6.05 — FRANCE - BRIDGES & CONVOYS
10.6.40 — N14 — F/LT O’NEILL — SGT TERANEAU — 6.30 — FRANCE - AMEIN
11.6.40 — N1434 — F/LT O’NEILL — SGT TERANEAU — 8.00 — ITALY - TURIN
13.6.40 — N1469 — F/LT O’NEILL — SGT TERANEAU — 7.40 — FRANCE - ABBEVILLE
14.6.40 — N1469 — F/LT O’NEILL — SGT TERANEAU — 4.50 — FRANCE - RECALLED
27.6.40 — N1469 — F/LT O’NEILL — SGT CORNISH P/O WELTE SGT DREW — 5.55 — RUHR GERMANY
18.6.40 — N1469 — F/LT O’NEILL — P/O CLEMENTS SGT DREW A.C. HOGG — 5.55 — RUHR GERMA-NY
20.6.40 — N1469 — F/LT O’NEILL — P/O CLEMENTS SGT DREW A.C. HOGG — 6.25 — RUHR GERMA-NY
26.6.40 — N1469 — F/O ESPLEY — P/O CLEMENTS — 7.00 — RUHR GERMANY
28.6.40 — N1469 — F/O ESPLEY — P/O CLEMENTS — 7.50 — RUHR GERMANY
1.7.40 — N1469 — F/LT RUSSELL — P/O THOMPSON SGT DREW SGT COUSINS — 7.10 — KEIL CANAL (BATTERED TO HELL)
[underlined] SQUADRON LEADER J.E.F. MITCHELL DFC [/underlined]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
John Mitchell - list of operations 1939-1940
Description
An account of the resource
Flight Sergeant wireless operator on 58 Squadron at RAF Linton-on-Ouze flying Whitley III. First operation to Ruhr to drop leaflets and crash landed in France on the way back. Other operations were convoy patrol and bombing in France, Netherlands, Germany and Italy.
Creator
An entity primarily responsible for making the resource
J E F Mitchell
Format
The file format, physical medium, or dimensions of the resource
Two page handwritten document
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
MMitchellJEF550261-160125-01
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Yorkshire
Norway
Norway--Stavanger
Netherlands
Netherlands--Maastricht
Germany
Germany--Gelsenkirchen
Germany--Düsseldorf
Germany--Jülich
France
Germany--Essen
France--Amiens
Italy
Italy--Turin
France--Abbeville
Germany--Kiel Canal
Germany--Hamm (North Rhine-Westphalia)
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1939-09-03
1939-10-12
1939-10-16
1939-11-08
1939-12-04
1939-12-17
1939-12-30
1940-01-13
1940-01-17
1940-01-03
1940-04-17
1940-04-30
1940-05-13
1940-05-15
1940-05-19
1940-05-21
1940-05-23
1940-06-01
1940-06-03
1940-06-04
1940-06-07
1940-06-08
1940-06-10
1940-06-11
1940-06-13
1940-06-14
1940-06-17
1940-06-18
1940-06-20
1940-06-26
1940-06-28
1940-07-01
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Alan Pinchbeck
58 Squadron
aircrew
bombing
forced landing
RAF Linton on Ouse
Whitley
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1396/27898/LHookKG195765v1.2.pdf
52e5168619d4dda3e95062adef0bbdbf
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
Hook, Ken
Kenneth Gordon Hook
K G Hook
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-07-04
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
Hook, KG
Description
An account of the resource
53 items. The collection concerns Flying Officer Kenneth Hook DFM (b. 1923, 1335989, 195765 Royal Air Force) and contains his log books, documents, photographs, objects and correspondence. He flew operations as an air gunner with 75 Squadron.
The collection has been donated to the IBCC Digital Archive by Iain Hook and catalogued by Trevor Hardcastle.
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
Ken Hook's RAF observer’s and air gunner’s flying log book. One
Description
An account of the resource
K G Hook’s air gunner’s log book covering the period from 6 June 1943 to 30 November 1954. Detailing his flying training and operations flown as air gunner. He was stationed at RAF Penrhos (9 OAFU); RAF Newmarket (1483 [Bombing] Gunnery Flight), RAF Chipping Warden (12 OTU), RAF Bicester (13 OTU), RAF Waterbeach (1651 HCU), RAF Mepal (75 Squadron), RAF Dalcross (2 AGS), RAF Manby (1 EAAS), RAF Scampton (230 OCU), RAF Upwood, RAF Waddington, RAF Wittering, RAF Shallufa and RAF Eastleigh Nairobi (49 Squadron). Aircraft flown in were Anson, Wellington, Martinet, Stirling, Lancaster and Lincoln. He flew a total of 24 night operations with 75 Squadron including four mining and four anti Mau Mau. Targets were Kassel, Frankfurt, Bremen, Leverkusen, Amiens, Cologne, Dortmund, Lisieux, Normandy. His pilots on operations were Sergeant Kerr, Pilot Officer Baker and Pilot Officer Potts.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LHookKG195765v1
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.
Egypt
France
Germany
Great Britain
Kenya
North Africa
England--Cambridgeshire
England--Huntingdonshire
England--Lincolnshire
Egypt--Suez
France--Amiens
France--Lisieux
France--Normandy
Germany--Bremen
Germany--Cologne
Germany--Dortmund
Germany--Frankfurt am Main
Germany--Kassel
Germany--Leverkusen
Kenya--Nairobi
Germany--Ruhr (Region)
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.
1943
1944
1943-09-24
1943-10-03
1943-10-04
1943-10-08
1943-10-09
1943-11-19
1943-12-01
1944-02-15
1944-02-16
1944-02-20
1944-02-25
1944-02-26
1944-03-10
1944-03-11
1944-03-13
1944-03-14
1944-03-16
1944-03-17
1944-03-26
1944-04-20
1944-04-21
1944-05-22
1944-05-23
1944-06-06
1944-06-07
Contributor
An entity responsible for making contributions to the resource
Terry Hancock
12 OTU
13 OTU
1651 HCU
49 Squadron
75 Squadron
Advanced Flying Unit
air gunner
Air Gunnery School
aircrew
Anson
bombing of the Normandy coastal batteries (5/6 June 1944)
crash
Heavy Conversion Unit
Lancaster
Lincoln
Martinet
mine laying
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
RAF Bicester
RAF Chipping Warden
RAF Dalcross
RAF Eastleigh
RAF Manby
RAF Mepal
RAF Newmarket
RAF Penrhos
RAF Scampton
RAF Shallufa
RAF Upwood
RAF Waddington
RAF Waterbeach
RAF Wittering
Stirling
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1504/28845/LRoutledgeRS1520060v1.1.pdf
8559a31d713c7207633ae17d47ff79b7
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
Routledge, R
Routledge, Bob
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-04-25
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Wainwright, M
Description
An account of the resource
One item. The collection concerns Sergeant R Routledge (1520060 Royal Air Force) and contains his log book. He flew a tour of operations as an air gunner with 44 Squadron.
The collection has been donated to the IBCC Digital Archive by Janet Spencer and catalogued by IBCC Digital Archive staff.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
R S Routledge’s navigator’s, air bomber’s and air gunner’s flying log book
Identifier
An unambiguous reference to the resource within a given context
LRoutledgeRS1520060v1
Description
An account of the resource
Navigator’s, air bomber’s and air gunner’s flying log book for R S Routledge, air gunner, covering the period from 18 July 1943 to 14 July 1945. Detailing his flying training, operations flown and instructor duties. He was stationed at RAF Morpeth, RAF Ossington, RAF Bircotes, RAF Stradishall, RAF Syerston, RAF Dunholme Lodge, RAF Andreas and RAF Manby. Aircraft flown in were Botha, Wellington, Stirling and Lancaster. He flew a total of 34 operations with 44 Squadron, 7 Daylight and 27 Night. Targets were Nuremberg, Toulouse, Tours, Aachen, Paris, Mailly le Camp, Salbris, Bourg Leopold, Amiens, Kiel, Brunswick, Morsalines, Maisy, Wimereaux, Beauvoir, Wesserling, Pommereval, Marquise, Givors, Stuttgart, Normandy, Joigny, Siracourt, Trossy, L’Isle Adam, Bois de Cassan, Secquiville, Bordeaux and Brest. His pilots on operations were Pilot Officer Young, Flying officer Boswell and Flying Officer Davey. This item was sent to the IBCC Digital Archive already in digital form. No better quality copies are available.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Belgium
France
Germany
Great Britain
Atlantic Ocean--Baltic Sea
Atlantic Ocean--Bay of Biscay
Atlantic Ocean--English Channel
Belgium--Leopoldsburg
England--Nottinghamshire
England--Suffolk
England--Tyne and Wear
England--Yorkshire
France--Abbeville Region
France--Bordeaux (Nouvelle-Aquitaine)
France--Brest
France--Cherbourg Region
France--Amiens
France--Beauvoir-sur-Mer
France--Caen Region
France--Givors
France--Joigny
France--L'Isle-Adam
France--Mailly-le-Camp
France--Marquise
France--Normandy
France--Paris
France--Pommeréval
France--Toulouse
France--Tours
France--Vierzon
France--Wimereux
Germany--Aachen
Germany--Braunschweig
Germany--Kiel
Germany--Nuremberg
Germany--Stuttgart
Germany--Wesseling
Great Britain Miscellaneous Island Dependencies--Isle of Man
France--Creil
Germany--Ruhr (Region)
France--Morsalines
France--Salbris
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
1944-03-30
1944-03-31
1944-04-05
1944-04-06
1944-04-10
1944-04-11
1944-04-12
1944-04-18
1944-04-19
1944-05-01
1944-05-02
1944-05-03
1944-05-04
1944-05-07
1944-05-08
1944-05-09
1944-05-10
1944-05-11
1944-05-12
1944-05-19
1944-05-20
1944-05-21
1944-05-22
1944-05-23
1944-05-27
1944-05-28
1944-05-31
1944-06-01
1944-06-02
1944-06-03
1944-06-16
1944-06-17
1944-06-21
1944-06-22
1944-06-24
1944-06-25
1944-06-27
1944-06-28
1944-07-05
1944-07-26
1944-07-27
1944-07-28
1944-07-29
1944-07-30
1944-07-31
1944-08-01
1944-08-02
1944-08-05
1944-08-06
1944-08-07
1944-08-08
1944-08-09
1944-08-10
1944-08-11
1944-08-12
1944-08-13
1944-08-14
1657 HCU
44 Squadron
82 OTU
air gunner
Air Gunnery School
aircrew
bombing
Bombing of Mailly-le-Camp (3/4 May 1944)
bombing of Nuremberg (30 / 31 March 1944)
bombing of the Juvisy, Noisy-le-Sec and Le Bourget railways (18/19 April 1944)
bombing of the Pas de Calais V-1 sites (24/25 June 1944)
bombing of Toulouse (5/6 April 1944)
Bombing of Trossy St Maximin (3 August 1944)
Botha
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
mine laying
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
RAF Andreas
RAF Dunholme Lodge
RAF Manby
RAF Morpeth
RAF Ossington
RAF Stradishall
RAF Syerston
Stirling
tactical support for Normandy troops
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/283/30728/PJonesPW1607.2.jpg
0d0821a434e4a7c7d98cd3620f693b2d
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
Jones, Thomas John
Tom Jones
T Jones
Description
An account of the resource
62 items. An oral history interview with Peter William Arthur Jones (b. 1954) about his father Thomas John Jones DFC (b. 1921, 1640434 and 184141 Royal Air Force), his log book, photographs, correspondence, service documents, aircraft recognition manuals, medals and a memoir. He flew operations as a flight engineer on 622 Squadron Stirling and 7 Squadron on Lancaster. <br /><br />The collection also contains an <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2566">Album</a> of 129 types of aircraft. <br /><br />The collection has been donated to the IBCC Digital Archive by Peter Jones and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2014-12-04
2017-12-07
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Jones, PW
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
L - R
J. NAYLOR REAR GUNNER RAF
S. HARPER. BOMB AIMER RAF
D. GOODMAN NAVIGATOR RNZAF
F. PHILLIPS. PILOT RAAF
T. JONES. FLT. ENGINEER RAF
S. WILLIAMSON. W/OP AG. RAAF
C THURSTON. H2S OPERATOR RNZAF
R. WYNNE M/U. GUNNER. RAF
No 7 SQUADRON P.F.F. 8 GRP.
RAF OAKINGTON.
CAMBS.
SEPT. 1944.
AVRO LANCASTER BIII
PA964 MG-G.
[N] GARDENING SKAGGERAK. [N] TOURS [N] FALAISE
[N] HANNOVER [N] AMIENS [D] OUF EN TERNOIS
[N] HANNOVER. [N] VALENCIENNES [N] STETTIN
[N] GARDENING KATTEGAT [N] RENESCURE [D] LUMBRES
[N] KASSEL [N] OISEMONT [D] VENLO
[N] LUDWIGSHAFEN. [D] BIENNAIS [D] LE HAVRE
[N] BERLIN [D] ST. MARTIN D’ORTIERS. [D] EMDEN
[N] BERLIN [D] FORET DE CAOC. [D] LE HAVRE
[N] STUTTGART [D] LIUZEUX [D] LE HAVRE
[N] SCHWEINFURT [D] THIVERNY [D] LE HAVRE
[N] STUTTGART [N] CHALONS SUR MARNE.
[N] LILLE [D] CAGNEY
[N] AACHEN [N] AULNOYE
[N] TERGNIER [N] HAMBURG
[N] KARLSRUHE [N] KIEL
[N] ESSEN [N] STUTTGART
[N] CHAMBLEY [N] FERFAY
[N] MANTES [N] STUTTGART
[N] DUISBURG [D] NORMANDY BATTLE AREA.
[N] DORTMUND [D] NOYELLE EN CHAUSSE
[N] AACHEN [D] FORET DE NIEPPE
[N] RENNES [D] FORET D’ADAM
[N] MT. COUPLE [N] CABOURG.
[N] FRAUGEVILLE [N] NORMANDY BATTLE AREA.
[N] FORET DE CERISY [D] FORET DE MORMAL.
[N] FOUGERES [N] LA PALLICE
[N] RENNES [D] MONTRICHARD.
[N] NIGHT.
[D] DAY.
2 TOURS EXPIRED
10 SEPT. 1944.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
List of operations
Description
An account of the resource
At the top a list of the crew including T Jones - flight engineer. 7 Squadron PFF, 8 Group, RAF Oakington, September 1944, Avro Lancaster BIII PA964 MG-G. Below 65 operations listed both day and night. two tours expired 10 September 1944.
Format
The file format, physical medium, or dimensions of the resource
One page handwritten document
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
PJonesPW1607
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--Cambridgeshire
Atlantic Ocean--Skagerrak
Germany--Hannover
Atlantic Ocean--Kattegat (Baltic Sea)
Germany--Kassel
Germany--Ludwigshafen am Rhein
Germany--Berlin
Germany--Stuttgart
Germany--Schweinfurt
France
France--Lille
Germany--Aachen
France--Tergnier (Canton)
Germany--Karlsruhe
Germany--Essen
France--Chambley Air Base
France--Nantes
Germany--Duisburg
Germany--Dortmund
France--Rennes
France--Saint-Lô
France--Fougères (Ille-et-Vilaine)
France--Tours
France--Amiens
France--Valenciennes
France--Saint-Omer (Pas-de-Calais)
France--Abbeville
France--Lisieux
France--Creil
France--Maubeuge
Germany--Hamburg
Germany--Kiel
France--Normandy
France--Falaise
Poland
Poland--Szczecin
Netherlands--Venlo
France--Le Havre
Atlantic Ocean--English Channel
Germany--Emden (Lower Saxony)
France--Châlons-en-Champagne
Germany
Netherlands
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1944-09-10
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
Steve Christian
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
7 Squadron
8 Group
air gunner
aircrew
bomb aimer
bombing
flight engineer
Lancaster
navigator
Normandy campaign (6 June – 21 August 1944)
Pathfinders
pilot
RAF Oakington
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/283/30730/BJonesTJJonesPWv1.2.pdf
765081f4ed49b9ebdbc981de32e5f147
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
Jones, Thomas John
Tom Jones
T Jones
Description
An account of the resource
62 items. An oral history interview with Peter William Arthur Jones (b. 1954) about his father Thomas John Jones DFC (b. 1921, 1640434 and 184141 Royal Air Force), his log book, photographs, correspondence, service documents, aircraft recognition manuals, medals and a memoir. He flew operations as a flight engineer on 622 Squadron Stirling and 7 Squadron on Lancaster. <br /><br />The collection also contains an <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2566">Album</a> of 129 types of aircraft. <br /><br />The collection has been donated to the IBCC Digital Archive by Peter Jones and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2014-12-04
2017-12-07
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Jones, PW
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
THE LUCKY CREW
[photograph]
T.J. Jones DFC & P.W. Jones
1
[page break]
Introduction
I, like many children born in the mid-fifties, grew up surrounded by reminders of World War Two. There were the L-shaped trenches, in a field, near my home, which had housed searchlights and anti-aircraft guns. There were also trees and telegraph poles with their fading white collars.
So it was that I would ask that question all little boys asked their Father in those days, “what did you do in the war, Dad”?
My Father would reply, modestly, that he had been a flight engineer on bombers. That was all he ever said no details, no bravado, no hint of heroism, or the horrors he had endured.
In time I learned that he had been awarded the Distinguished Flying Cross, but never discovered why.
That is how it was until his sad death on 28th January 2004.
My Mother and I were sorting out some of his papers, kept in an old wartime suitcase, when we came upon a small green notebook. This notebook was to unlock Dad’s story. For there were the memories he never told.
It would appear that he had put pen to paper in the 1990’s, some fifty years after the war. Reading that book, so shortly after his death, made me very sad. It also made me immensely proud of the modest Father I had known and loved for almost fifty years.
And what of the DFC, there was no mention of it. Did his natural modesty prevent him from recording why he was awarded it, or were the memories too painful?
The following pages tell his story.
Peter W Jones
[italics] When we first arrived the command “Attention” was followed by a noise like load of house-bricks falling of a lorry and a cry from the drill corporal
‘You dozy lot, wake up now. Bags of swank.’ At the passing-out parade six weeks later the same command produced a noise like a rifle shot. As we marched away along the promenade, rifles in line, heels crashing in unison, arms swinging shoulders high, we had what the corporal had wanted to see, Bags of swank!
I remember R.A.F. Cosford and the flight mechanics course. how young and eager we were, picking up the service slang and clichés. On arrival we were assigned to wooden huts with eight double-tier bunks down each side, a plain wooden table with two benches, andf a small stove in te middle of the hut.
The first week of every new entry was spent on fatigues. Peeling four feet high piles of vegetables. After every meal the floors and tables of the vast dining halls had to be cleaned and polished.
Guard duties, fetching carrying, pushing, scrubbing. We were at everyones beck and call, but it was fair, every new intake did it.
Wednesday afternoons were spent on field exercises. Prowling through muddy fields and woods, everything that involved mud and muck. Camouflage, grenade throwing, bayonet practice.
[page break]
Anti-gas procedure, groups of us standing in the gas chamber and being ordered to remove our respirators to prove that the room really was full of gas. Dashing out into the fresh air, coughing and spluttering, eyes streaming.
Wednesday nights were domestic nights and everyone was confined to barracks. Everything in the hut had to be cleaned and polished. Fire buckets and extinguishers, every inch of floor space to be polished and sparkling. Table and benches to be scrubbed. The last man coming out backwards the following morning polishing out the last foot prints ready for the flight commander’s inspection.i remember the precision of kit inspection. Each bed laid out with equipment, each piece in it’s correct place and every bed identical to the next.
The months of learning and cramming. Class-rooms and hangars, engines and airframes. Aero-dynamics, physics, mechanics. Hydraulics and pneumatics, fuel systems, carburation, airscrews, ignition systems and instruments. The form too. Maintenance manuals and periodicity talks. A seemingly endless number of subjects, all to be absorbed and remembered.
I remember the parades and the marching to and fro. The sound of a youthful tenor voice in one of the huts singing ‘Always.’ The bugle call at reveille and a P.T sergeant stamping down [italics]
“The Lucky Crew”
2
[page break]
[photograph]
The crew, left to right:
Fred Phillips RAAF, Dave Goodwin RNZAF, Stan Williamson RAAF
Clive Thurston RNZAF, Ron Wynne RAF, Joe Naylor RAF
Thomas Jones RAF, Steve Harper RAF.
This photograph was taken in September 1944 shortly after the crew completed their tour of 64 operations and left 7 Squadron. The aircraft they are standing in front of is Lancaster PA964 MG-K. This was last on the night of 6th October 1944 during a bombing raid on Scholven-Buer. The eight man crew, that night, were captured and held in Stalag Luft 7 at Bankau, from where they escaped in April 1945.
PA964 had survived 244 hours of operationsal flying, much of it in the hands of “The Lucky Crew”.
3
[page break]
FORWARD
Thomas Jones’s memoir gives a vivid description of life in a bomber squadron Pathfinder Fo9rce. The account of his experience as a Flight Engineer on operations in Stirling’s and Lancaster’s depicts the stresses, strains and comradeship of a bomber crew and the extent of a flight engineers tasks.
Very few crews survived as many as 64 bomber operations which Thomas Jones and crew achieved (my own contribution was 60 sorties) so his memoirs form an important contribution to the history of Bomber Command operations and it’s crews.
Wing Commander Philip Patrick MBE DFC
[622 Sqd. Crest] [7 Sqd. Crest]
Squadron crests reproduced by permission of the Secretary of State for Defence.
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I remember a happy childhood, firstly in central Birmingham then the southern district of Hall Green. I didn’t dislike school. My early teens were spent under the threat of war, which was declared when I was eighteen.
The blackout became a way of life for six long years. The nights spent in the air-raid shelter, my mother asking me to come away from the entrance where I was watching the havoc, into the deeper safety of that cold damp cell.
I recall the scream of falling bombs and the shudder of the earth on impact. The noise of the anti-aircraft guns firing a short distance away, like great iron doors slamming, and the hissing rush of the shells fading away as they sped up to the heavens and the German bombers. I remember my sister weeping quietly when it all got too much for her. The metallic tinkle of shell splinters as they rained down on roofs and road surfaces. The reflection of a hundred fires on the cloud as my city burned.
I was both fascinated and appalled at the effects of the nights bombing. On my way to work, at the BSA, in the early morning light I was stepping over the rubble of houses that had been hit by bombs during the night. Of one house a solitary wall left standing and on the bedroom mantelpiece a clock still showing the correct time. A house with no roof and a six-inch wide crack from eves to foundations, and not a window cracked. There was a double decker bus on Coventry Road, Small Heath, standing vertically on its bonnet.
I volunteered for aircrew duties in the RAF, the excitement and the boredom, the laughter and the comradeship the like of which is rarely experienced in civilian life. The songs and tunes of the period, each one associated with a particular time, a certain place or face.
Most of us who survived in one piece had an easy war compared to many others. No wounds, disfigurement or physical pain. No years of imprisonment torture disease, starvation and despair. That is why there is little pain for me to sit quietly, fifty years on, in that little room of memories going back down paths which divide and branch like blood vessels.
I was sent to RAF Cardington in September ’42, with its huge hangers where the great airships were built in the 1920s, for aircrew selection. I can easily recall the aircrew medical where everything was tested, examined, poked and prodded. There followed days of written, oral and aptitude tests. I remember the first time I entered the dining hall, the volume of the WAAF corporal’s voice reducing the occupants to silence, and the embarrassment on realising that the order to “put that bloody cigarette out” was directed at me. After four days home again to await my call-up papers, which I received a few weeks later.
And so in October to RAF Padgate with hours spent waiting in different rooms during induction. Being issued with my identity discs and service number, to be memorised and will be remembered for the rest of my life. Ask the service number of any ex-service man who enlisted all those years ago and he will recite it without the slightest hint of hesitation.
I remember the outstretched arms laden with clothing and equipment in the kitting out stores. The WAAF’s singing “Jealousy” in the station cinema as the little white ball bounced along the words on the screen. I recall the train journey to the Initial Training Wing (ITW) at Redcar on October 17th ‘42, and especially Mrs.Thatcher of 4 Richmond Road. Ken Battersby, Chas’ Curl and myself were billeted with her for six weeks and she looked after us like a mother hen. She made sure we were correctly dressed each morning when we went out on parade. She treated us as though we were her own sons.
The wind was icy on the sea front as we learned foot and rifle drill, fumbling with numbed fingers at the rifle bolt and rear sight. We did route marches and assault courses
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in full battle order, reaching the finish gasping for breath, with a supposedly wounded man across our shoulders.
I learned on the rifle range that a 303 when fired from the shoulder didn’t produce the crack as when heard from a distance. It produced a heavy numbing thud inside the head. The following day it would only take the sudden rustle of a newspaper to set the ears ringing again.
When we first arrived the command “attention” was followed by a noise like a load of house bricks falling off a lorry and a cry from the drill corporal “you dozy lot, wake up now, bags of swank”. At the passing out parade, six weeks later the same command produced a noise like a rifle shot. As we marched away along the promenade, rifles in line, heals crashing in unison, arms swinging shoulder high, we had what the corporal had wanted to see, “bags of swank”.
It was then to RAF Cosford in early December and the flight mechanics course. How young and eager we were, picking up the service slang and clichés. On arrival we were assigned to wooden huts with eight double tier bunks down each side, a plain wooden table with benches, and a small stove in the middle of the floor.
The first week of every entry was spent on fatigues. Peeling four-foot high piles of vegetables. After every meal the floors and tables of the vast dining halls had to be cleaned and polished. Guard duties, fetching and carrying, polishing and scrubbing. We were at everyone’s beck and call, but it was fair, every new intake did it.
Wednesday afternoons were spent on field exercises. Crawling through muddy fields and woods, everything involved mud and muck. Camouflage, grenade throwing, bayonet practice. Anti-gas procedure, groups of us standing in the gas chamber, and being given the order to remove our respirators to prove that the room really was full of gas, dashing out into the fresh air, coughing and spluttering, eyes streaming.
Wednesday nights were domestic nights and everyone was confined to barracks. Everything in the hut had to be cleaned and polished. Fire buckets and extinguishers, every inch of the floor space to be polished and sparkling, table and benches to be scrubbed. The last man coming out backwards the following morning polishing out the last footprints ready for the flight commander’s inspection. I remember the precision of kit inspection. Each bed laid out with equipment, each piece in its correct place and every bed identical to the next.
There were months of learning and cramming. Classrooms and hangers, engines and airframes. Aerodynamics, physics, mechanics. Hydraulics and pneumatics, fuel systems and carburation, airscrews, ignition systems and instruments. Maintenance manuals and countless other books. A seemingly endless number of subjects, all to be absorbed and remembered.
There were also the parades and the marching to and fro. The bugle calls at reveille and the PT sergeant stamping down the wooden floor of the hut banging each bunk with a pick-axe handle, shouting at the top of his voice “parade in fifteen minutes, last man out is on a week’s jankers”. And there was the dreaded Trade Test Board at the end of it all, and the feeling of great achievement on making the grade.
The next step on the ladder was to RAF St.Athan in April ’43 and the flight engineers course. Was it to be Stirling’s, Lancaster’s or Halifax’s? Oh youth and innocence, it was all great fun with little thought of the future.
We were billeted in the same type of wooden huts as at Cosford and did the same fatigues during the first week. Most of us had been together since ITW, a lot of us only eighteen, not many over twenty. The Scots lads, Tommy McMeachan, John Mullens, Jimmy
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Cruicshank and John Gartland all killed. Taffy Lightfoot and Roy Eames died over Bremen. Bill Curry shot down and killed whilst still training. There was also Albert Stocker, Arnold Hearne and Jack Walker. How many blurred faces on the edge of memory survived?
I was selected to train on the Short Stirling, the biggest of the four engine bombers of the time, eighty-seven feet long and twenty-eight feet high with the tail up. It had a fourteen tank fuel system with inter-wing and inter-engine balance cocks. Hercules XVI sleeve-valve engines with two speed superchargers and epicyclical reduction gears. The SU carburettors were the size of a car engine. The Stirling was renowned for being the electrician’s nightmare with its miles of electric wiring
There wasn’t a single subject or component part of the Stirling that we weren’t lectured on. After the intensive Trade Test Board examination I remember the brevets and chevrons being sewn on our tunics, the regulation button stick length from the shoulder seam. The young faces didn’t seem to match the rank and many of them wouldn’t survive to wear the flight sergeants crown.
[photograph]
Tom Jones, aged 22
RAF St. Athan, August 1943
And so, in July 1943, to 1657 Heavy Conversion Unit (HCU) at RAF Stradishall to be crewed up and to fly the aircraft we had been trained on. We were billeted in empty married quarters and reasonably comfortable but we soon discovered that they were directly in line with the main runway. All night long crews were practising circuits and landings and every few minutes an aircraft would roar overhead at fifty feet.
There is still another three weeks classroom work to do but now our instructors are not civilian technicians but veritable gods in our eyes, men who had completed a tour of thirty operations. There was no bravado about them but their eyes and faces showed a wealth of experience from which we were to benefit. When they lectured us we hung on their every word.
We were encouraged to visit the flight offices in our spare time, to get in as many flying hours as we could before being crewed up. I remember my first flight as a passenger. The pilot was a Canadian, flight sergeant Moore, who was still undergoing training. I’d always had the impression that an aircraft, once off the ground, flew straight
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and level. How wrong I was! We reached the dispersal and this great black monster and I climbed aboard with the crew, I had a few misgivings. Would I be airsick, would the height affect me? Some people couldn’t climb a ladder, and I had never been higher than the inside of a bedroom window.
We taxied to the runway, hesitated and then began the mad dash toward the other end. The aircraft’s thirty tons lifted off the runway and promptly began to sway from side to side and up and down, the wings actually flapped! The engines were nodding as if in mutual agreement on some topic of conversation. Looking down the fuselage toward the rear turret I could see the whole structure was twisting back and forth. I looked out of the window, a patchwork of fields, tiny houses and on our port quarter the airfield with its three intersecting runways. The height didn’t bother me at all but the continuous movement did. After ten minutes I quietly disgraced myself by being airsick. I, subsequently, flew over 300 hours before my stomach finally settled down.
Later, on the squadron, it became the practice for the ground crew to provide me with an empty tin every time we flew, daring me to make a mess in their spotless aircraft. This saved me from bankruptcy as squadron lore dictated that anyone sick on the floor of an aircraft had to pay the groundcrew to clean it up.
I was talking with a group of engineers in the mess, when an Australian flight sergeant pilot approached asking for me. He introduced himself as Fred Phillips and said that I was to be his engineer. A former insurance clerk from East St. Kilda, Melbourne and twenty years old. He was destined to be awarded the DFC before he reached twenty-one and awarded Bar for his DFC before his twenty second birthday. He introduced me to the rest of the crew. Dave Goodwin navigator, and Clive “thirsty” Thurston bomb-aimer, both New Zealanders. The gunners were Ron Wynne from Hyde Cheshire and Joe Naylor, known as John by everyone, from the village of Wymondham near Melton Mowbray. The wireless operator was another Australian, Stan Williamson from Punchbowl, Sydney.
Our first flight as a crew, on August 29th 1943, was a familiarisation, getting the feel of the aircraft. There were circuits and landings, during daylight and the same at night, over and over again until the different drills and check became automatic. We did three and two engined procedures, cross country flights and bombing practice. We flew 34 hours together, at RAF Stradishall, and were granted “fit for operations”. In my log book was entered my certificate, qualified to fly as flight engineer in Short Stirling’s Mk I and III.
On September 2nd ’43 we were posted to 622 squadron, at RAF Mildenhall. On arrival we spotted our first operational aircraft. It was parked in front of the flying control tower after landing from an operation the previous night. As we approach we could see it was punctured with jagged holes and the rear turret was a mass of battered twisted metal. Dried blood everywhere, a glove, a tuft of hair and a piece of jawbone with teeth still attached lay on the turret floor.
That night in the mess we asked how long it took to complete a tour of thirty operations. No one had ever known a crew that had finished a tour. I realised that we had reached the point where we were expected to pay, in kind, the cost of our training.
When we made up our beds that night no thought was given to who the previous occupant had been. We quickly learned that close friendships were not formed with other crews. A passing joke or a civil word sufficed. New faces appeared, sometimes for a few days, or a week or two, to disappear and be replaced by others. Their passing marked by a visit from the committee of adjustment to clear out their lockers and return personal property to next of kin. Their names rarely mentioned again. Morale gained nothing from speculation. Had it been quick as with a direct hit with flak, or a scrambling dash to get out
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of a blazing aircraft? A human torch falling to earth with mouth wide, in a silent scream of pain and horror? Forget it quickly! Do not dwell.
I remember there was always laughter and high spirits in the mess, we learned to laugh about flak and fighters, searchlights and crashes. If a pilot bragged about his good landings no one disagreed with him. Inevitably the day came when he misjudged it and bounced down the runway like a kangaroo. His life was made a misery for the next week. Every time he entered the mess all the pilots present deferred to him and wished they possessed his skill. Stories of silly mishaps did the rounds.
An aircraft on its take-off run had reached 85 knots when the pilot cleared his throat. The engineer, thinking he had asked for wheels up selected same and they finished up on their belly astride the railway lines two hundred yards beyond the runways end. This escapade earned an unofficial commendation on the mess notice board.
Flying whilst suffering with a head cold was discouraged as it led to sinus and inner ear problems. One lad had to report sick with a heavy cold and immediately a rumour was circulating that he knew the squadron was about to attack Berlin or Essen and was reporting sick to get out of it. This sort of thing happened all the time, but it was never vindictive, the victim enjoying the joke as much as anyone.
On an operational squadron the learning still went on, each of us learning something of the others jobs and duties. Ditching and parachute drills were carried out regularly when we weren’t flying, timing ourselves to see how many seconds it took us to get out. Bombing practice; cross country exercises in atrocious weather when visibility was less than the length of the runway. Flying in rain, snow and icing conditions.
There was also fighter affiliation, to practice the corkscrew. With the guns the bombers only defence against fighters, it was essential that we practice this manoeuvre with the help of Fighter Command. I recall the Spitfire’s curving arc of attack and the rear gunners call to “corkscrew port, go”. The horizon almost vertical, then swiftly up and to starboard over the cockpit canopy. Everyone hanging on tightly to the front edge of their seats, so as not to hit the roof. The feeling of weightlessness as the aircraft plunged away in a steep diving turn, the earth in front of the windscreen rotating clockwise as we lost height, the call “roll her, roll her”. The pilot pulling back on the stick to put us into a steep climbing turns to starboard. Again the mad dance of earth and sky, the gravitational forces pressing the body down and draining blood from the head; the cheeks and the mouth falling open. The relief as the fighter breaks off the attack, the earth and sky sliding back into place as we level off and assume course, and await the next attack.
It was during fighter affiliation that we discovered how manoeuvrable the giant Stirling was in flight. It was more agile than some aircraft a quarter of its size. However, it was a beast when manoeuvring on the ground.
Our first operation had been to lay sea-mines in the Katigat, a solo aircraft operation with a naval officer on board to trigger the mines. The next night Hannover, having to divert to RAF Tangmere on return due to flak damage to number 7 fuel tank. Two nights later mine laying in the Skaggerak; then Hannover again, Kassel, Ludwigshafen and Berlin. On these first op.’s we came back only three times on all four engines.
My station, when flying in Stirling’s, was at the front main spar of the wings where it passed through the fuselage, and I consequently saw little of what went on outside. The view from the astrodome was limited so when things were running smoothly I would go forward to the cockpit for ten minutes or so to have a look out.
I shall never forget the cloudscapes, climbing through thousands of feet of dark grey nothingness to emerge into a vivid blue sky with a floor of dazzling white stretching to the
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horizon in all directions. Flying along great canyons between the cliffs of cumulus. There was also nimbus, the cloud most respected by all airmen, with its anvil shaped head towering to altitudes we could never hope to reach. Flying through nimbus had us hanging on grimly as the aircraft is flung around by the air currents, us fearing that the wings would be torn off. There were continuous lightening flashes. The propeller arcs alive like Catherine wheels, and lightening cracking back and forth along the wireless aerials and guns. The tremendous energy generate4d within nimbus clouds is unnerving when experienced for the first time.
the sunsets were always beautiful with the changing colours of the clouds. From the brilliance of polished brass, to rose, pink, bronze, purple, and finally to black. All within a short time, but always warm. Dawns were different, they were cold. During the long boring flight home the first greying in the east would silhouette the swaying tail of the aircraft. The horizon slivers of grey-green light.even the first rays of the sun were always cold.
622 Squadron converted to Lancaster’s in November 1943. While the pilots and engineers were lectured by the engineer leader, two pilots were seconded to a Lancaster squadron for a few hours flying instruction then returned to instruct us. Flying in Lancaster’s meant that my station was next to the pilot. Five hours of training flights and we were away again. my logbook made up, qualified to fly as flight engineer in Lancaster Mk’s I and III.
Our bombing sorties took us to Berlin again, Schweinfurt, and twice to Stuttgart. By now we were one of the most experienced crews on the squadron and were selected to train for the elite Pathfinder Force.
We were sent to the Navigation Training Unit at RAF Warboys in March ’44. The bomb-aimer did a course on H2S equipment while I attended lectures on the bomb-site and bomb aiming. During our free evenings the navigator, Dave Goodwin, taught me how to use the bubble sextant and we spent several clear nights picking out the constellations and their stars. Dheneb, Altair, Betelgeux, Alderbaran, Arcturus, and a dozen more. From then on I had to take the sextant shots from the astrodome. We also attended lectures on pyrotechnics and target marking techniques. After nine hours of flying and six practice bombs on the range we were posted to 7 Squadron at RAF Oakington, near Cambridge, on April 2nd.
On arrival we discovered that the squadron C/Owing Commander Rampling had just been killed during a night raid. He was replaced by Wing Commander Guy Lockhart, aged just 27. He was killed four weeks later and replaced by Reggie Cox.
As a Pathfinder crew we were expected to complete two tours of thirty op.’s each with no rest period. Main force procedure was one tour of thirty op’s, six months rest as an instructor, then recall for another tour.
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[photograph]
The pilot would inform us “we are on the order of battle” and the butterflies in the stomach would begin to flutter their wings. They were always there, at the beginning because we didn’t know what to expect, and on subsequent op.’s because we did know. In those days it was a sign of weakness to admit fear but you could tell it was there. Normally quiet lads would chatter incessantly while the extrovert would withdraw inside himself. Others developed little quirks that they never had until their names were on the order of battle.
We would go out to the aircraft to carry out our inspections etc. then to the mess for lunch, but a ban on drinks at the bar. The aircraft would be take [sic] up for a night flying test to iron out any last minute snags. If it was a late briefing a couple of hours in bed, spreading a white towel over the blanket at the foot of the bed to indicate you require waking.
We would be woken with a torch shining on the face, a hand shaking the shoulder, and a voice saying “it’s time to get up”. Sitting on the edge of the bed, head sagging, desperately trying to wake up fully; while someone fumbles about in the dark, cursing, seeking the light switch. Little is said as we walk to the ablutions to wash and visit the toilets. A call of nature during a flak barrage could cause extreme embarrassment.
The pre-flight meal is usually something recommended by the aviation medicine people. A fried greasy dish, which is always disastrous for someone like me with an already queasy stomach, or baked beans which create gas and excruciating stomach pains as the atmospheric pressure falls as we climb to our cruising altitude.
I remember the pre-flight briefings and the walk past the armed guard at the door. The long room filled with trestle tables and benches, each one occupied by a crew. At the end a low stage and almost the entire wall covered by a huge map of Europe, for security reasons behind drawn curtains. A thick swathe of tobacco smoke hangs in the air. Everyone stands as the C/O arrives and the ritual begins.
The curtains covering the wall map are withdrawn and the target announced. A low murmur of voices rises from the assembled crews. Red tapes pinned to the map mark the route from base to the target and back, doglegged to squeeze between the ominous red patches which denote heavily defended areas, avoiding all but one, the target.
The intelligence officer is the first to take the stage with the latest information on the target, factories and products, railway yards etc. The state of the defences and positions of the night fighter stations along the route.
The navigation officer holds the stage for the longest period of time, going over the route. Times of take-off and set course, time and position of course changes rendezvous
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with the aircraft of other groups. “H” hour and the type of markers used, Parramatta, Newhaven or Wanganui. Codes, colours etc. and the inevitable time check. Each leader, in turn, taking the stage to divulge information relative to his section. Bomb aimers, gunners, engineers and wireless.
The Met. man with his charts, cloud information and prospects in the target area. Barometric pressures, temperatures, icing conditions and weather at base on return. The latter always bringing a burst of sardonic laughter from the crews but it was usually taken in good part, even on occasions eliciting a wry smile from the met. man himself.
The whole proceedings coming to a close with a few words from the C/O on the importance of a successful attack.
At a table at the other end of the room the adjutant is accepting the pocket contents of the crews. Wallets, loose change, last letters, even used bus and cinema tickets. All are placed in separate drawstring linen bags and tagged with the owners name rank and number, to be reclaimed on return. It never occurred to me to write a last letter. Was I that confident or thoughtless? On reflection, it must have been the latter.
The walk to the locker room is quiet and leisurely, different to the atmosphere in side. A noisy confusion of men and equipment, loud jocular remarks and laughter sounding a little forced. “Can I have your fried breakfast if you don’t come back?” “Yes, but what makes you think that you are coming back?” It all sounds so cruel and heartless now, but no one ever took exception to this type of banter.
While the gunners get into their heavy outer flying clothes, the rest of us don Mae West and parachute harness, pick up flying helmet, parachute pack and gloves. A WAAF driver would come to the door and shout “crew transport”.
All the WAAF’s I ever met were very efficient and went out of their way to be helpful and pleasant. Most of them could, with a smile, deflate the ego of a too adventurous lad, much to the delight of all present.
Several waiting crews clamber aboard with much scuffling of flying boots, and we begin the journey round the perimeter track to the dispersal points. There is a marked decrease in laughter and conversation now. The coach arrives at the first dispersal, “G-George” calls the driver, and a crew disembark under the nose of their aircraft. With a few mutters of good luck they slouch away. We drive on to “A-Able” and then us “O-Oboe”. We climb out of the coach, and with a wave from the WAAF driver, it draws away. This is when the butterflies in the stomach are at their worst. I pick up my gear and walk with the crew to the tail of the aircraft.
There is no ground crew to be seen. At any other time they would be laughing and joking with us, but not now. They will remain in their rough dispersal hut until we climb aboard before they emerge to prime the engines when we start up. No rules of security will be breached by them asking the name of the target, although they will have a good idea from the fuel and bomb load. They have seen it all with so many crews before we joined the squadron.
Aerodromes, in pictures and films, are mostly depicted as idyllic places. And so they are in Summer, the heat rising in shimmering waves over vast flat areas of grass and wild flowers and everything alive with birdsong. They rarely show the same scene in late autumn or winter, when the grass surrounding the dispersal has been churned up by vehicles into a sea of mud; which in the January frost is turned into ankle breaking ruts. These are the conditions ground crew work in, no protection against driving rain snow and bitter winds; the engine fitters and mechanics working fifteen or twenty feet above the ground on swaying gantries. They grumble and curse but all aircrew have great confidence
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in their skill and dedication. They take great pride in maintaining the cleanest and most efficient aircraft on the squadron, and woe betide anyone that bends it. The aircraft belongs to them, the aircrew only borrow it.
While the rest of the crew stood talking I would start my pre-flight checks. Tail unit control surfaces and tail wheel. Up the port side checking fuselage and wing surfaces, all engine cowlings in place and secure, pitot head cover removed. Examine undercarriage struts and also extensions for oil leaks. Trolley acc’. plugged in, tyres for damage and creep. Check bomb load and target indicators. Down the starboard side to the main door, static vent plugs removed. Inside now. How many times have I felt my way up and down the fuselage with eyes tightly closed so that I could locate every component in the dark? I had to be able to find every fire axe, extinguisher, field dressing and the morphia, portable oxygen bottle, intercom, and oxygen connections. As well as being able to put my hand on every hydraulic, pneumatic and electrical component, know what it did, how it worked, and what in-flight repairs I could carry out. I would also check fuel contents and oxygen supply. These careful checks were meticulously carried out prior to every flight. It was the drill and the ground crew accepted that it did not reflect on their efficiency.
I rejoin the crew outside. There is nothing to do now but wait, and still forty minutes to go before we climb aboard. We smoke one cigarette after another. Everyone wants to be off and to get the job done. We all want to be able to do something, anything, but wait. The airfield is strangely silent, save for the feint whining of a three-ton truck on the perimeter track over a mile away. A rook can be heard crowing in a distant copse.
A car turns into the dispersal and pulls up under the wing. The Wing Commander alights and has a word with the pilot. Satisfied that all is well he wishes us good luck and drives on to the next dispersal. At intervals other cars arrive with the section leaders, each checking that there are no snags. Then the Padre and Medical Officer arrive. The M/O offers us caffeine and airsickness capsules. And all the time the butterflies in the stomach keep up their constant flutter.
Ten minutes to go and time for the rear gunner to get into his turret. With so much bulky clothing he needs help to get in, so one of us pushes him in on his back feet first. We stand outside his turret talking to him through the clear-vision panel.
A few stutters then a steady roar follow the distant whine of a starter motor as an aircraft begins to start up. The pilot checks his watch and says, “time to go”. We say “see you later” to the rear gunner and make our way to the main door, throw in our gear, and climb the ladder in turn, the last man aboard stowing the ladder and securing the door.
There follows the uphill walk to the cockpit, leaning forward against the angle of the floor. Then the overpowering petrol fumes as we climb over the main spar in the centre section. On reaching our seats the pilot and I continue our checks. Flying controls free and working full range, undercarriage warning lights showing green. Brake pressure ok. Propeller pitch, fully fine. Number two fuel tanks on. Radiator flaps to override, superchargers in moderate gear.
The ground crew has appeared, two men climbing precariously up the undercarriage struts into the nacelles where the Ki-gas pumps are situated. With the pilot operating the ignition switches and starter buttons, and myself the slow running idle cut-off switches and throttle levers we start the engines in sequence from port outer to starboard outer. Trolley acc’ plug disconnected and jettisoned, ground flight switch to flight. A short period with engines at 1200 revs to allow them to warm up, then run up each in turn to full power, checking rpm, boost pressure setting and magneto levels. I select bomb-doors closed, a last look around the cockpit instruments and “ok, chocks away”.
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On receiving the hand signal a man on each side of the aircraft runs forward to drag away the heavy wooden chocks at the end of their ropes. With a hiss of released brakes and a burst of power from the engines we are guided out of the dispersal to join the squadron, the ground crew turning their backs to the gale of dust and flying debris.
A squadron of Lancaster’s taxing out to take off is an impressive sight. Each aircraft weighing twenty-eight tons they move round the perimeter track, nose to tail, like great ducks. With up to a hundred Merlin engines roaring and breaks [sic] hissing and squealing they taxi past at up to 30mph. The noise laden air vibrates against the face and the ground trembles.
A small farm cottage on the edge of the airfield is occupied by a young married couple who always stand at their garden gate with a child in their arms as we go by. All the crews return the little girl’s wave, the gunners raising and lowering their guns. Over fifty years later I can still see that little face, surrounded by light curls, laughing, in spite of the noise and clamour.
As we pass the flying control tower, with the silent watching figures on the surrounding balcony, we glimpse the duty controller whose voice we hear over the radio.
I apply twenty-five degrees of flap, then, close the jettison valves and all balance cocks. Elevator trim two degrees nose heavy.
We join the queue at the end of the runway, moving up like cars in a traffic jam as aircraft take off. A burst of power to the engines, now and then, to prevent the plugs oiling up on the rich fuel mixture. A close watch on the temperature, as the engines quickly overheat at idle revs.
The butterflies in the stomach are beginning to subside now there is something to occupy the mind.
The aircraft in front of us is well down the runway as we turn onto the threshold, line up and come to a stop. The green Aldis signal light, at the chequered caravan, dazzles as the final checks are completed. Fuel boost pumps on. Barometric pressure set on the altimeter. Engine temperature and pressure ok. Radiator flaps to automatic. Compasses set to runway bearing. Cockpit windows closed.
The pilot settles himself comfortably in his seat and says, “right, all set” and opens the throttles to 2,000 revs. The cockpit becomes a vibrating Bedlam of noise, the aircraft straining against the brakes. From the corner of my eye I glimpse the fluttering white hankies of the off duty WAAFs who always assemble to wave each aircraft off.
With a sharp hiss the brakes are off, and we begin to roll forward. Steadily the pilot advances the throttles, jiggling them to keep the nose straight. The nose dips as the tail comes up, revealing the runway lights tapering almost to a point 2,000 yards ahead. “They are yours,” says the pilot, who now has rudder control, and I take over the throttle levers. Smoothly up through the gate and on to full power, 3,000 revs and 12lbs. boost. The noise of the four Merlin’s at full power is deafening and normal speech is impossible, even shouting through cupped hands directly into an ear is useless. The rumble of the wheels, felt rather than heard, is added to the world of noise. Halfway down the runway, and the gap between the two end runway lights grows at an alarming rate. 80 knots, then 90. The wheel rumble fades slightly as the wings begin to flex on the increasing cushion of air, the tyres skipping in long hops. 105 knots. The pilot crouches forward in concentration, eases the stick back and with a final bounce we are airborne. The runway lights flash by thirty feet below and we are clear of the boundary hedge. I lift the undercarriage selection levers and as the wheels start to retract two reds replace the two green lights on the indicator. With a slight clunck [sic] the wheels are up and the two reds wink out.
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Speed builds quickly as the pilot holds the nose down. At 165 knots he asks for climbing power and I adjust pitch and throttle levers to give 2,600 revs plus 6lbs boost as we climb away into the growing dusk. At 5,000 feet I lift flaps, the pilot correcting trim as the nose drops.
After the exhilaration of take-off the necessary chatter, over the intercom, dies away and everyone settles down to their individual routines.
I start to fill in my log, a time consuming process with the engine and aircraft details to record. With a full fuel load of 2,154 gallons, an engineer’s calculations must be accurate to within ten gallons; checked against remaining fuel on return to base. Gauges are only used to check for leaks.
After setting course on time over base we cross the coast at Cromer on the shoulder of Norfolk, still climbing. The gunners test their guns into the sea and after a short stuttering burst the smell of cordite wafts into the fuselage.
At ten thousand feet I turn on the oxygen supply. There is a chill in the air now as the temperature continues to fall. At near freezing on the ground it will be about minus twenty-five degrees at 18,000 feet.
Boost pressure and the rate of climb begin to fall off and I reach out to select full supercharge. There is a distinct clunck from all four engines as the higher gear is engaged and with the renewed surge of power we continue to climb.
“We’ll be crossing the enemy coast in three minutes” reports the navigator, and ten miles ahead there’s the reception committee. When we reach that position the pretty red twinkles in the sky will be flashes and explosions, near misses heard above the constant roar of the engines. The blast buffeting the aircraft and sending shell splinters through the thin skin of wings and fuselage.
We begin to weave and stars trace a figure of eight above the cockpit canopy. It’s like being on a big dipper and will continue until we cross the coast on our way home. The coastal flak is left behind and on reaching optimal height I reset revs and boost to cruising power, each engine reducing its fuel consumption to about forty-three gallons an hour.
Apart from the stars and the green glow of the instruments the night is black. The pilot, sat inches from my left shoulder is just a dark shadow. Our eyes straining to see the elusive faint blur that will indicate the presence of another aircraft. If it can be seen it is too close for safety and will have to be watched continuously to avoid collision. We’ll move away if it is ahead of us, many gunners open fire at anything creeping up astern of them, friend or foe.
Suspended three and a half miles above the earth it is possible to fly to Berlin and back without seeing another aircraft or feeling their slipstreams, although there could be several hundred in the stream. Another time the sky would be full of them.
To starboard and ahead a line of fighter flares light up the sky with a misty yellow glow, like someone running along a corridor switching lights on as they go. Immediately the guns are trained to port, the dark side, from where the attack will come. We drone forever along the wall of light, silhouetted, waiting for the hail of tracer. As we pass the last flare darkness closes in again, but the fighters are still with us.
Far ahead a green flare bursts and hangs in the sky, red stars dripping from it at six[1]second intervals. Placed by leading pathfinders the flare marks an accurate turning point for the main force. Ten minutes on the final leg from this point will bring them to the target area. The navigator confirms its accuracy as we round it.
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I check the engine instruments and fuel status. Nothing can be seen ahead, everything is black, and the navigator starts the countdown to “H” hour.
The bomb aimer turns his bombsight on, ensures the bombs are fused, and checks the selector and distribution boards. He feeds the necessary information into the bombsights ‘magic box’ and checks the responses to various settings. Dead on time the Blind Illuminators release their flares, row on row, as if each one is placed on the squares on a chessboard. A great floating carpet of light exposes the ground far below.
Still no defences to be seen, but they will be there loaded and aimed. Lying low and not giving anything away until they know we are certain of our position.
The Primary Markers will be making their run-in now, their bomb aimers searching for the aiming point. The target indicator bursts, releasing its contents which form a giant Christmas tree of the most brilliant red as they fall. A second pass as the Master Bomber closely circles the indicator to assess its accuracy. Finally over the RT comes his verdict “hello tonnage, the reds are ok, bomb the reds”. The complete marking process has taken about three minutes from the first illuminator flare being dropped to permission to bomb. Almost immediately the leading main force aircraft are over and sticks of high explosive and incendiary bombs are falling across the target.
By now the defences have opened fire and the sky directly ahead has become a wall of bursting shells and weaving searchlights.
We enter the flak barrage and the familiar sound of shell splinters ripping through the fuselage can be heard.
Two hundred feet below us an aircraft, with a wing on fire, lazily turns over and goes into a spin. Its crew will be fighting for their lives against the centrifugal force pinning them in their seats. No parachutes appear. We look away as they hurtle to earth and a sure end. Who were they, did we know them. Will we be next?
The target is now a bubbling carpet of fires and bursting bombs. From below light flak is coming up in a trelliswork of slow graceful curves; string upon string of balls of coloured light, deceptively beautiful until they reach you and flash by like the most deadly lightening.
Above and ahead an aircraft is caught in the intersection of three blinding searchlight beams, twisting, turning and diving as it’s clobbered by its own personal barrage.
The flak gets more intense as we get nearer the aiming point. The bomb aimer crouches over the bombsight to assess the rate at which we are approaching the target. Start the run too early and we are vulnerable in straight level flight for longer than necessary.
As the bomb doors are opened the aircraft stops weaving and begins to shudder as the slipstream enters the bomb bay and batters at the doors. The aiming point appears half way down the long arm of the graticule and the primary red indicator is burning itself out and beginning to fade. The bomb aimer can be heard over the intercom guiding the pilot onto the target; “left, left steady, right, steady, steady”. The aiming point creeps agonisingly along the graticule to the cross section. “Now”, his thumb presses down hard on the release button, “bombs gone”. Each bomb is felt as it leaves the aircraft, and there is an upward surge as the 4,000lb ‘cookie’ goes along with the green target indicator. The bomb aimer will look through the clear vision panel in the front bomb bay bulkhead to check that all our bombs have gone. The bomb doors close as he climbs back to the cockpit.
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We begin to weave again. Some seconds later the voice of the Master Bomber comes over the RT, “bomb the greens”. The knowledge that we have paved the way for hundreds of tons of bombs is pushed to the back of our minds.
After the confines of concentration on the bomb run I become aware again of what is happening around us. The world is a mad man’s worst nightmare of colour, noise and explosions. The photoflashes dropped with each bomb load create a continuous flicker like summer lightening. Undersides of aircraft reflect the red glow of the firestorm more the three miles below. We seem to hang motionless under a ghostly grey dome of light. Light enough to see the bombs in gaping bomb bays, and see them tumble past from higher aircraft. Bursting shells surrounds us, bursting too rapidly to count. The only sign of progress across the target area is the lazy slipping backward of thinning balls of smoke as the flak ceaselessly hammers at us. After what seems an eternity, but in reality about eight minutes, the flak begins to abate and darkness closes in again as the target slowly falls astern.
The pilot calls up each crewmember in turn checking for casualties. I connect a portable oxygen bottle and walk the length of the fuselage checking for damage; Ron the mid-upper gunner complains that the light from my dimmed torch is reflecting on the Perspex of his turret and attracting night fighters. I reply that if there is a hole in the floor I want to see it before I drop through. On the next op’ he’ll make the same complaint and I will give the same reply, it has become a ritual performed every time we leave the target area.
Regaining my seat I reset engine power to lower our airspeed to 155 knots. This will increase the flying time of our homeward journey but will economise on fuel at our reduced weight.
I soon begin to feel hungry but know if I eat the sickly-sweet Fry’s Chocolate Cream bar I’ll bring it up again in minutes. The small tins of orange or tomato juice are frozen solid; it’s probably just as well with the constant weaving. I will resort to sucking one of the barley sugar sweets I keep in my pocket to get some saliva back into my dry mouth and throat. What would I do for a cigarette?
A burst of tracer stitches its way across the darkness a short distance away on the starboard beam. Seconds later a twinkling star, level with our wingtip, gets bigger and longer like a comet. Some one’s luck has just run out. The small comet becomes a wild blaze and begins to curve downwards, followed by a plume of red as it hits the ground.
Our eyes feel tired and gritty as we peer into the night, the journey endless. There follows hour after hour with no sensation of speed or progress, broken up by taking regular sextant shots from the astrodome for the navigator, and doing constant calculations of fuel consumption to relieve the monotony. In the back of all our minds is the thought that an unseen fighter may have our blip on his radar screen and is creeping up on us from behind and below.
“The coast is coming up,” says the navigator “we can start letting down now”. I reduce the engine power and the altimeter starts to unwind. There is a faint horizon to the east but we will be safely over the sea when day breaks. Below 10,000 feet I turn off the oxygen supply and unclip my mask, which has been chafing for hours. We weave through the coastal flak belt and a measure of safety is reached, skimming at fifty feet above the grey heaving mass of the North Sea.
A line of cliffs appear on the horizon and with a nod the pilot eases the stick back and we clear the cliff top with feet to spare.
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Almost dead ahead, in the early morning light, a solitary figure follows a horse and harrow. Hearing our approach he moves to the horses head to take the bridle, the horse stamping its forelegs and flinging its head high. As we hammer past at little more than hedge height the figure raises an arm. Is it a friendly wave or a clenched fist on behalf of the terrified horse? We will never know, nor will we know how many times he has done that this morning as hundreds of aircraft follow the same track home.
The horizon tilts as we turn onto the final course for base, gain a little height, and the spire of All Saints church, Longstanton, begins to come into view. We join the circuit at 1,200 feet and request permission to land. From the control tower the friendly voice of the duty controller is clear, “hello, O-oboe, you are clear to pancake, runway 040, wind 026, 7 knots”.
On the up wind leg. Pitch fully fine, 25° of flap, fuel boost pumps on, brake pressure ok. We reduce speed and altitude as we turn to port on the cross wind leg. Downwind now, and an airspeed of 135 knots. Wheels down and the two red lights appear on the indicator panel, to be replaced by two greens as the undercarriage locks down. As we enter the funnel at 800 feet, the runway stretching out ahead and below; my stomach registering the rate of descent. At 500 feet the pilot applies full flap and I begin to call out the airspeed and altitude. We cross the boundary hedge at 10 feet and 110 knots. The pilot checks back on the stick to round out as I pull the throttle levers right back to the stops. With a scream and two puffs of smoke from the tyres we are down and rumbling along the runway, the engines popping and muttering quietly until I return them to idle speed as we clear the runway.
We taxi to the dispersal point and the waiting ground crew guides us into position, and with the chocks in place the pilot and I go through the shut- down procedure. As the last propeller comes to a jerky stop a deathly silence descends. We push our flying helmets back off our heads and sit for a few seconds listening to the faint whine of the instrument gyros slowing down. There is a feeling of great weariness, of being totally drained.
The rest of the crew is already out of the aircraft; we join them and light a cigarette, the first drag harsh to the dry throat. Our legs and inner ears trying to adapt to the firm ground again. One of the ground crew, at my shoulder, enquires about damage. He seems to be speaking from twenty feet away, his voice weak and distant after the roar of the last seven hours.
Transport arrives, and after leaving our gear at the locker room we carry on for interrogation. Just inside the room is a smiling WAAF dispensing strong sweet tea, from a large urn; and beside her the padre with a large box of cigarettes and a bottle of rum with which to top up our mugs. While waiting for a table to be vacated I take the opportunity to complete my log by calculating the air and track miles per gallon of fuel. I arrive at the figure 0.9mpg. We occupy a table as a crew leaves and the intelligence officer reaches for a fresh report sheet. We go through the trip from take-off to landing. He needs to record our timing, bombing accuracy and concentration. Enemy defences and fighter opposition. Times and positions of aircraft we witnessed go down. When we can tell him no more we leave and walk slowly to the mess for a meal.
I remember the fresh smell of damp earth and mown grass and the chill breeze on my face after the hours of wearing a stuffy oxygen mask.
In the mess the cheery WAAF’s behind the serving hatch ask us if we had a good trip, we would reply “yes thanks, piece of cake”. If you came back it was always a piece of cake.
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Breakfast was two slices of Spam, a fried egg and lots of dry bread. I always had to force my breakfast down. All I wanted to do was sleep, but I knew that once in bed I wouldn’t be able to for some time. I would lay there unwinding, listening to everyone else restlessly tossing and turning. When sleep did come it wasn’t a gentle drifting away but a sudden cutting off of thoughts and feelings, like a door slamming shut.
Later that same morning, at the Flight Office, we would learn that we were on that night’s order of battle and the butterflies in the stomach would begin their fluttering all over again.
And so it went on Dortmund, Rennes, Aachen, Berlin, Lille, Duisburg, Amien, Hamburg, Kiel, Stuttgart, Emden and many, many more.
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I have a vivid memory of our last operation, on September 10th 1944. We had returned from an attack on German positions at Le Havre at 7am, and were on the order of battle to go again that afternoon. Just before take-off we were informed that this was to be our final op’ and we were being stood down.
On our return we approached base in a long shallow dive to beat up the airfield. At 200 knots we thundered along the runway at zero feet to pull up hard at the far end, the g forces pulling down the flesh of our cheeks and the lower lids from our eyes. This manoeuvre was strictly forbidden; but surely everyone must have felt on return from their last op’ the same jubilation and relief as the tension fell away. We had been a crew for a year, had flown 450 hours together and completed 64 operations without a rest period. We had done it, beaten the odds, and joined an exclusive club.
After landing, and a mild rebuke from the tower who must have understood, the grins on the faces of the ground crew were as broad as our own. Our backs were pounded until they were sore; few crews survived that many missions together.
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We celebrated that night with the ground crew at The Hoops Inn at Longstanton. The night was at our expense as a token of our appreciation. It was well worth the two days of hangover.
We had flown Op’s all Summer. I seem to remember many crews adopting a diet of beer, cherries and strawberries, the latter cadged from the land-girl’s at Chiver’s orchards at Histon. This was also the time of the great beer shortage, the only time in the history of England when crews were drinking it faster than it could be brewed. When not flying of course.
These were the days and times of such as Jonnie Denis, James Frazer-Barron, Alan Craig, Brian Frow, Tubby Baker, Ted Pearmaine, Eddie Edwards, Robbie Roberts, Brian Foster, Gerry South, Flash McCullough and so on. Remarkable days and remarkable men, I wonder what became of them.
Great times we had together. We were like brothers sharing our last cigarette or sixpence. Off duty rank meant nothing and we were all on first name terms, but we all knew where to draw the line between respect and over familiarity. Life was one big round of merriment, pranks and youthful high spirits; but once aboard the aircraft we were as sober as judges. Drills and checks were carried out to the letter and nothing ever left to chance. At no time was there idle chatter over the intercom, not even when we were flying for pleasure.
[photograph]
High spirits
Op’s were never discussed at any time during the twelve months we flew together. After an op’ we came out of the interrogation room and that mission was never talked about again, ever. What was there to say? They were all the same, the noise, the fighters, and the flak; and always the cold.
As I sit here, fifty years on, I can remember events clearly but can’t put the name of the target to them; and yet others spring to mind straight away.
Normally the navigator sees nothing outside the aircraft from take-off to landing. On our first German target the pilot called him forward to see what a target looked like. He stood in the cockpit for a few seconds then raised his eyes to the sky in front of us. His only words were “bloody hell”! And my reaction? I distinctly remember thinking, ridiculously; “they are trying to kill us”.
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On one Berlin trip we were forced down by ice from 19,000 feet to 8,000 feet. We had to throw out all the ammunition and any non-essential items to try and lighten the aircraft. Waiting for the order to abandon aircraft, I remember clearly saying quietly “don’t cry Mom when you get the telegram”. Luckily we ran out of the icing area at 8,500 feet and managed to get back to base so late that they had given up on us. I don’t know what I would have said to the crew if my microphone had been switched on at that particular time. I think that was the closest we ever got to meeting our maker.
I think we had been to Berlin when we had to land at the first airfield we came to on the way back. The three engines still running had cut out through lack of fuel ten feet above the runway coming in to West Malling. The aircraft landed very heavily, the undercarriage gave way and we slid along the runway causing serious damage. With our bumps and bruises, we had to return to Mildenhall by train via London. We got some very odd looks in London and on the train as the only clothes we had was our flying gear.
I later discovered that this 746 aircraft Op’ was the last in which Stirlings (which we were flying) were used over Germany.
Leaving Karlsruhe we were attacked by night fighters and during the twisting and turning of evasive action the navigator lost our precise position. After flying on a rough course for some time he found out where we were when we flew alone over Strasbourg and into a heavy barrage of accurate predicted flak. The next morning we went out to the aircraft, and starting at the tail, counted eighty-seven holes between the rear and the mid[1]upper turret before we decided to stop counting. The rest of the aircraft and wings were equally peppered with jagged holes. We had used up a little more luck from our reserve.
I recall one occasion returning from a daylight op’ with a full bomb load and bouncing badly on landing. “Round again” shouted the pilot and I opened the throttles to full power. We roared across the grass at an angle to the runway directly toward the Longstanton church. The pilot coaxed every inch of height from the aircraft as the church loomed closer every second and flashed beneath us with inches to spare. Looking down I saw the villagers scattering. A child standing in the lane staring up at us screaming with fright at our sudden appearance and deafening noise. A woman wearing an apron, running to scoop up the child in her bare arms and racing to safety. Farm animals stampeding in the nearby fields. It all registered on the mind in the second or two we were over the village. After landing the rear gunner said, jokingly, that if we had warned him he could have leaned out of his turret and removed the steeples weather vane as a souvenir.
We once endured the long weary drag of nine hours to Stettin, in Poland. The navigator recording, over the target, an air temperature of minus forty-nine degrees. The inside of our aircraft feeling little warmer. That night must have been the coldest of my life.
We were half heartedly shot at over Sweden. As Sweden was a neutral country it had no need for the blackout suffered by Europe and so I saw for the first time an illuminated city from the air. It looked like a giant dew covered spiders web.
We were coned by searchlights several times and came back with the scars to prove it, the shell splinter holes and the night fighters trade marks.
On a raid to Stuttgart the main door lock broke and the door opened over Germany. It was eventually closed and secured with parachute cord. On return to base we discovered that a couple of incendiaries had failed to release over the target, but as soon as the bomb doors were opened they fell out and immediately burst into flames directly under the aircraft. Our mad scramble to get out of the aircraft was slowed somewhat by the knots in the cord securing the door. The ground crew were quick to push the aircraft away from the fire.
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Another engineer once told me that we were known as the lucky crew, usually last back and rarely on more than three engines. As a marker crew we occasionally had to fly over a target a second time to re-mark it. Fred Phillips was the Deputy Master Bomber on about fifteen sorties, and Master Bomber on three. This meant we had to stay over the target for up to twenty minutes as he directed the raid giving instructions to markers and main force over the radio, this could be picked up by the Nazi direction finding equipment which could then set the night fighters onto us. This was always a very risky time. It helped to be lucky and we seemed to have had more than our fare [sic] share.
A few days after our last op’ we were posted to RAF Backla on the shores of the Moray Firth, from where we were posted our separate ways. We wished each other luck, shook hands and parted, never to meet again.
[photograph]
“The Lucky Crew” RAF Oakington September 1944
Never to meet again.
In late November ’44 I was posted to RAF Nutts Corner, near Belfast. 1332 Heavy Conversion Unit, Transport Command was stationed there and I took a course on York C1 aircraft. Back to the classroom again. After passing the ground school exams I was told that I was to join the permanent staff back on Stirling’s. It appeared that a Stirling had taken off on an exercise and completely vanished with its crew. My operational experience on Stirling’s made me the obvious choice as a replacement engineer. My hopes of travelling the world vanished at the stroke of a pen; I simply had to do as I was ordered.
My new duties were to fly as engineer with a pilot instructor and student pilot who was converting from other types of aircraft, many of them flying boats that didn’t have an undercarriage. A lot of the student pilots were foreign. They were all very enthusiastic and
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eager to convert to Stirling’s, their occasional over enthusiasm and language difficulties made for an interesting time. It was disconcerting to be on the final approach with wheels up and red flares going up like a firework display from the caravan on the threshold. On touching the pilots arm and pointing to the undercarriage selector lever he would grin happily and give a thumbs-up sign, quite prepared to continue his approach and execute the perfect belly landing. The only course of action was for me to open the throttles wide and force an overshoot, then try and impress on him the error of his ways.
My nights and weekends were spent in Belfast with “Tommy” Thompson, “Mac” MacDonald and Roy Baker visiting the Four Hundred Club and the Grand Central Hotel.
Mr and Mrs Cree of Cliftonville Circus invited me to spend Christmas ’44 with them; I was treated like a member of their family. A wonderful thing to do for a lad so far from home at Christmas.
I remember watching an incident involving my pal Roy Baker. A Stirling was coming in to land when a tyre burst, the undercarriage collapsed as the aircraft went into a ground loop at over 100 knots. When it came to a halt all the crew emerged from various escape hatches except Roy, the engineer. He was still inside diligently carrying out his emergency drill, turning fuel cocks off, electric’s off, closing engine cooling grills etc. He finally emerged with a self-satisfied look on his face, then realised that both wings had been torn off, complete with engines and fuel tanks, and were at least quarter of a mile away. He was cheered when he later entered the mess.
Nothing ever eclipsed the beauty of Northern Ireland from the air, with it’s patchwork of fields of brown and straw yellow and the most brilliant green, it looked truly beautiful.
A few weeks later the unit moved to RAF Riccall, just south of York. The ageing Stirling’s were taken out of service and replaced with, American built, Consolidated Liberators. These were the last aircraft I flew in as engineer. I was taken off flying duties and made Adjutant of the Flight Engineers Ground School. Of my service in the Royal Air Force this was the job I had least enthusiasm for, sitting behind a deck [sic].
[photograph]
Tom & Ivy Jones 1946
Whilst at Riccall I met Ivy Ridsdale, a Yorkshire lass, at Christie’s Dance Hall in Selby. We would be married in February ’46
In November the unit moved to RAF Dishforth, which meant a seventy mile round trip on a bicycle to visit Ivy at her home in Hambleton, near Selby.
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After an interview at Group Headquarters in York I received my final posting to RAF Bramcote. On arrival I was made Station Armaments Officer. Another desk job.
Eventually I was sent to RAF Uxbridge. After a brief medical and signing a few papers I stood holding a cardboard box containing a suit and hat. My four years service with the RAF Volunteer Reserve was at an end. I have never regretted it. I learned a lot and did things I would never have had the opportunity to do in civilian life. Overall, I enjoyed it thoroughly. I have not met again or heard from any of the crew I flew with on Op.’s, perhaps none of them survived the rest of the war. I would love to know if they did, but to meet them again? I think not. I didn’t fly with a group of men in the autumn of their years; they must remain young as I remember them then. Besides, time and people change, we might not even like each other now.
At briefings the aiming point had always been designated as factories, oil installations, docks, railway yards and the like. Residential areas near the targets were never mentioned, but they were there; and the thousands of people who lived in them. The fact that we were personally responsible for the deaths of thousands of innocent civilians has lived with us all our lives.
Some unfortunates, through no fault of their own, reached the point where they could no longer carry on. Irrespective of how many Op.’s they had completed they were deemed lacking in moral fibre. I never knew or heard of any member of aircrew that had anything but sympathy to them.
I remember some of the lads who had a tough time. The empty sleeves, and trouser legs of the amputees. There were lads with no faces. Noses and ears no more than shrivelled buttons, and heavy newly grafted eyelids. Their mouths little more than a slit in a face rebuilt with shining tightly stretched skin grafts. Some had hands shrivelled and clawed like eagle’s talons. They sought no sympathy or favours but carried on doing a job they could manage. When they went drinking with us their laughter was as hearty as ever, their spirit unbroken and no sign of bitterness.
I have tried to put to the back of my mind the countless times I saw aircraft shot down and the lives of their young crew snuffed out in agonising seconds. But try as I might the images remain as graphic as if it only happened last year.
As a crew we were detailed to attend the burials of crew that had got back to base, only to crash on landing. A cruel fate, so near yet so far. After the service in the village cemetery, we saluted each open grave in turn. I cannot count the number of times we did this.
What made us do it time after time? Was it patriotism? Was it the pride in volunteering being greater than the butterflies in the stomach? Was it the fear of letting down the crew, or of the life long stigma of lacking in moral fibre? Perhaps it was one or all of these. Who knows? And what do I have to show for it? My discharge papers and identity discs, my flying log book, a few medal ribbons and a thousand memories.
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[photograph]
Letter from George VI
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Tom and Ivy Jones 2002 and Distinguished Flying Cross
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Thomas John Jones DFC
April 19th 1921 – January 28th 2004
Epilogue
My sweet short life is over, my eyes no longer see,
No country walks, or Christmas trees, no pretty girls for me,
I’ve got the chop, I’ve had it, my nightly op’s are done.
But in a hundred years I’ll still be twenty-one.
R. W. Gilbert
One of Dad’s favourite poems.
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Decorations
24/12/43 PHILLIPS, Frederick Augustus, PO (Aus409939) RAAF 622sqn This officer has taken part in several sorties and has displayed a high degree of skill and determination. One night in Nov 1943, he piloted an aircraft detailed to attack Ludwigshafen. Whilst over the target area his aircraft was hit by shrapnel. The petrol tanks were damaged and the petrol supply could not be regulated. Nevertheless, PO Phillips by skilfully using the engines, flew the aircraft back to this country. Some nights later, whilst over Berlin, one engine of his aircraft became u/s. On return flight considerable hight [sic] was lost and ammunition was jettisoned in an effort to lighten the aircraft.. In the face of heavy odds, PO Phillips succeeded in reaching base. This officer has displayed great keenness and devotion to duty.
Awarded DFC.
14/11/44 PHILLIPS, Frederick Augustus. Flt Lt (Aus409939) RAAF 7sqn Flight Lieutenant Phillips has a splendid record of operations. At all times he has set a fine example of leadership, coolness and unfailing devotion to duty which has been a source of inspiration to the squadron.
This officer has consistently displayed fine flying spirit and cheerful determination in the face of the most adverse circumstances.
Awarder Bar to the DFC Lon Gaz 14/11/44
14/11/44 NAYLOR, Joseph William 1817796 Flight Sergeant, No 7 sqn Air Gunner.
FS Naylor has completed 53 operational sorties, including 44 with the Pathfinder Force of which 34 have been as marker. This NCO is a rear gunner in a marker crew which has carried out extremely successful day and night sorties with this squadron and has proved himself to be an exceptionally good aircrew member. Throughout his career, he has shown courage and tenacity of a high order and in the face of danger has displayed outstanding fearlessness.
Awarded DFM Lon Gaz 14/11/44
Flt. Lt. GOODWIN, David Graham, Lon Gaz 14/11/44 awarded DFC
F.O JONES, Thomas John, Lon Gaz 12/12/44 awarded DFC
F.O. THURSTON, Harry Clive Edgar, Lon Gaz 14/11/44 awarded DFC
F.O. WILLIAMSON Stanley, Lon Gaz 14/11/44 awarded DFC
P.O. WYNNE, Ronald, Lon Gaz 12/12/44 awarded DFC
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I can’t actually put a time or place on my earliest recollection of my father; I do have a lot of pleasant early memories. Cycle rides with me sitting on a seat on Dad’s crossbar. Trips on steam trains to see my Nan in Birmingham, which would include a visit to Dudley zoo. Days out in York with a look in Precious’s toy shop, which usually resulted in a new car or truck to add to my ever growing collection.
I recall that Dad was always at work. When I was small he worked as an engineer at Rostron’s Paper Mill in Selby. There he regularly worked six and a half days a week, cycling to work in all weathers.
He always had time for me though, and would spend hours with me reading the likes of Treasure Island, Gulliver’s Travels, Moby Dick and Black Beauty. He would also make me things, like my railway layout with its tunnels and buildings.
When I went to school, he would help me with my homework. I can still remember all about the Kenyan coffee trade, thanks to him. He also sent [sic] hours, in vain, trying to teach me to draw, sadly his artistic genes where ]sic] not passed down to me.
He had endless patience, and would never ever cut corners on any job or project he tackled. Maybe that was thanks to his RAF training.
He was a very skilled engineer and model maker, producing scale working models of stationary steam engines and balsa wood models of aircraft. His last project was of a Hawker Hurricane, with a three foot wingspan, which he gave to the boy who lived next door.
[photograph]
Fully working twin cylinder stationary steam engine made by Dad in the 1970s
27
[page break]
When he retired he turned his hand to art producing many beautifully detailed sketches and water colours.
[drawing]
Lioness, sketched by Dad in May 1979
One of his other passions, after he retired, was taking long walks with his dog accompanied by his three friends. My Mother used to refer to them as “Last of the Summer Wine” after the TV program of the same name.
Dad was a very generous man. My mother told me an amusing story of Dad buying her two bunches of flowers, but only giving her one bunch. It transpired that he had gone into the local chemists, where the girl behind the counter had commented how pretty the flowers were. So Dad being Dad, gave her one of the bunches.
Dad’s health started to decline when he was in his late seventies, which curtailed his walks, but he remained active at home, spending hours in his shed.
Sadly he died on the very snowy night of January 28th 2004 from lung cancer.
There are so many things I wish I had said to him when he was alive, and now so many questions I would like to ask.
And what of the other crew members?
I managed to get a copy of Fred Phillips’ service record from the RAAF in Canberra. It revealed that he returned to Australia after the war and was de[1]mobbed in March 1946. He moved to Centennial Park, Sydney and joined Qantas Empire Airways as a first officer. I learned from Keith Perry, who had been a friend of Freddy’s in the 40’s that he became the senior training captain
28
with Qantas in the 60’s. Then out of the blue I received an e-mail from Eric Petersen, a pilot with Qantas. He was a friend of Fred Phillips and had been showing him around the internet search engine Google. Somehow they came upon my late father’s entry on www.worldwar2exraf.co.uk. I had put him on the website shortly after his death, along with the rest of the crew, in the hope that someone might remember them and contact me via a link.
It was incredible to find Fred Phillips was alive and well. Sadly his wife, Hazel, had recently died. He lives in North Richmond New South Wales, and has two daughters and numerous grandchildren.
Fred was able to tell me that, sadly, “Thirsty” Thurston and Dave Goodwin had both died some time ago in their native New Zealand. After the war Dave Goodwin vowed never to fly again. Fred was still in touch with Frank Shaw, who had been the O/C electrics, instruments and bomb loading at Oakington. Frank can be seen second from the left on the cover picture.
Stan Williamson remains elusive. I have contacted the Australian Pathfinders Association, but no information about him has yet surfaced. I also have a friend, Air Commodore “Blue” Connolly RAAF, searching for him in Australia.
An article, about the crew, in the Melton Times newspaper produced a number of telephone calls. One was from “John” Naylor’s wife, and another from his 92 year old sister. On seeing one of the pictures of the crew his sister commented that she “never knew her brother smoked”. Sadly “John” had died two years previously.
He had returned to Wymondham after the war and became a conductor with Barton’s Bus Company in Melton Mowbray. He eventually married his sweetheart Constance and moved to Ab Kettleby where he eventually became a tree surgeon. His business thrives today, safe in the hands of his son.
I tried a similar article in the Manchester Evening News, in an effort to get any information on Ron Wynne. The day after the story ran I got an e-mail from a Barry Wynne, saying that his father Ron Wynne was alive and well and living near Stockport, Cheshire. Barry also said that his Father would like to speak to me.
That weekend I rang Ron Wynne, it was quite an emotional moment for both of us. Ron took a few seconds to compose himself, then started telling me what he had done after the war. There were also bits of information about Steve Harper too.
Unfortunately, I think Mr. Wynne has had second thoughts about meeting or writing to me. This I can understand, it must have been quite a shock to hear from the son of someone he had last seen sixty years ago, and I may have stirred long dormant sad memories.
So what of Steve Harper? He had joined “The Lucky Crew” in April or May ’44 after an incident which had killed most of his previous crew. It would appear his aircraft had been shot down by a German fighter as it made its approach to RAF Oakington. Steve became the crew’s specialist map reader and took over as Bomb Aimer. “Thirsty” became their radar operator and second navigator.
29
[page break]
Sadly Steve was seriously wounded in the chest by shrapnel on his second operation after leaving “The Lucky Crew”. He survived but I cannot find out any more about him.
These eight men were not the bravest of the brave, but they were the personification of bomber crews in their day. They did their job, and did it very well. They were 100% professional, and must have been a shining example to junior crews.
Finding Dad’s memoir has made me start looking at his generation in a slightly different light. I have always respected these people, but now I look at men and women of his age and wonder what they did all those years ago, what did they have to endure, and what memories are securely locked away.
I attended the 7 Squadron Association reunion in April 2005, in an attempt to find out more about the squadron in ‘43/’44 and about the crews. I met some wonderful people there, but sadly the number of veterans attending is dwindling fast.
I also attended the Association memorial service at Longstanton Village Hall in November 2005. I had never been to Longstanton before and as I drove down the narrow country road which links the village with the A14 I got my first glimpse of the steeple of All Saints church. A shiver ran down my spine when I realized that I was looking at the steeple that Dad’s aircraft narrowly missed in 1944.
After the very moving memorial service, in the village hall, I braved the cold driving rain to have a look inside All Saints church. Sadly the church is closed due to a major structural problem with the ceiling, which will cost tens of thousands of pounds to repair.
All Saints church is the “spiritual home” of 7 Squadron. Many graves of crew who perished can be found in the peaceful leafy churchyard, and inside is the magnificent squadron memorial window and squadron standard.
The dreadful weather, that day, prevented me from exploring the village further. But I shall return and walk in my late father’s footsteps around the village. Sadly a pint in The Hoops, where the crew celebrated in 1944, is out of the question as it closed in the 1970’s.
In his memoir, Dad remembered clearly a young blonde girl who would wave to the crews as they taxied before taking off on raids from RAF Oakington. With the help of people in Longstanton I managed to find out a little about the girl. Her name was Marion (she would have been 6 or 7 at the time) and lived in a farm cottage close to the perimeter track of RAF Oakington, with her parents Hubert and Clara Dogget and her brother Donald. Sadly Marion had died in 1998.
In September 2014 I made another breakthrough in my research into the crew. I had posted the photograph of them messing around in the first floor window on The International Bomber Command Centre Facebook page. The photograph was spotted by a chap in Australia who posted the following comment, “OMG that’s my grand dad!”. It was from “Thirsty” Thurston’s grandson Greg. Over a number of e-mails he told me that after the war Clive Thurston returned to New Zealand and became a station master. He married his sweetheart
30
[page break]
Colleen and they went on to have seven children. By the time of his death in 1984 they had twenty two grandchildren, and 30 great grandchildren. Dave Goodwin also returned to New Zealand and became an electrical retailer. He also vowed never to fly again. It appears that Dave stuck to his word and traveled [sic] by sea on his frequent visits to Australia..
I was deeply saddened to learn that Fred Philip had died in Sydney on October 4th 2016.
My search continues.
People like “The Lucky Crew” must never be forgotten, it’s because of them that we can enjoy our freedom. We must also remember the ultimate price paid by 55,573 members of Bomber Command during WWII.
If it were not for these crews the war would have dragged on longer, and who can guess at the outcome.
31
[page break]
[photograph]
All Saints Church,
Longstanton, Cambridgeshire.
32
[page break]
[photograph]
7 Squadron memorial window,
All Saints Church,
Longstanton, Cambridgeshire
33
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
The lucky crew
Description
An account of the resource
Memoir including photographs of the crew and aircraft. Thomas Jones was a flight engineer on Stirling and Lancaster and completed 64 operations on two tours. Describes early life, joining the RAF, selection and training., crewing up and first posting to 622 Squadron flying Stirling at RAF Mildenhall in September 1943. Gives account of activities and operations on first tour. Squadron converted to Lancaster and he was then posted to 7 Squadron at RAF Oakington. On completion of second tour went to 1332 Heavy Conversion Unit Transport Command near Belfast, Norther Ireland. Lists crew with decorations which is followed by account by his son Peter Jones.
Creator
An entity primarily responsible for making the resource
T J and P W Jones
Format
The file format, physical medium, or dimensions of the resource
Thirty-three page printed document
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Text. Personal research
Identifier
An unambiguous reference to the resource within a given context
BJonesTJJonesPWv1
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
Royal Air Force. Transport Command
Royal Australian Air Force
Royal New Zealand Air Force
Conforms To
An established standard to which the described resource conforms.
Pending review
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Cambridgeshire
England--Suffolk
England--Lancashire
England--Bedfordshire
Wales--Vale of Glamorgan
England--Shropshire
England--Suffolk
Atlantic Ocean--Skagerrak
Germany
Germany--Kassel
Germany--Berlin
Germany--Ludwigshafen am Rhein
Germany--Schweinfurt
England--Huntingdonshire
Germany--Dortmund
France
France--Rennes
Germany--Aachen
France--Lille
Germany--Duisburg
France--Amiens
Germany--Hamburg
Germany--Kiel
Germany--Stuttgart
Germany--Emden (Lower Saxony)
Atlantic Ocean--English Channel
Atlantic Ocean--Baltic Sea
France--Le Havre
Germany--Hannover
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1942-09
1942-09-17
1943-04
1943-07
1943-08-29
1943-11
1944-09-10
1944-11
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Steve Baldwin
1657 HCU
622 Squadron
7 Squadron
air gunner
aircrew
bomb aimer
bombing
crewing up
Distinguished Flying Cross
flight engineer
ground personnel
Heavy Conversion Unit
Lancaster
military living conditions
mine laying
navigator
Oboe
Pathfinders
pilot
RAF Cardington
RAF Cosford
RAF Mildenhall
RAF Oakington
RAF Padgate
RAF St Athan
RAF Stradishall
RAF Warboys
searchlight
Spitfire
Stirling
training
wireless operator
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/900/31323/PJarmyJFD17010004.1.jpg
4635e96938d44293ac36c65a29fdecf8
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
Jarmy, Jack
Jack Francis David Jarmy
J F D Jarmy
Description
An account of the resource
23 items. And oral history interview with Jack Francis David Jarmy DFC (b. 1922, 134695 Royal Air Force) his log books and photographs. He flew operations as a navigator with 75 and 218 Squadrons.
The collection has been loaned to the IBCC Digital Archive for digitisation by Jack Jarmy 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
2015-09-21
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Jarmy, JFD
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[Inserted] 1943. [/inserted]
THE NEW ZEALAND NEWS
No. 75 SQUADRON
New Zealand Bomber Squadron No. 75 achieved a record for its group when taking part in the heaviest raids of the war – Hamburg (twice) and Essen (once), in four nights. It sent more aircraft than any other squadron in the group on each raid, and also secured a hundred per cent. photographs of the target on each occasion. The squadron, which has had its ups and downs when converting to new aircraft, changing stations and so on, is now in great heart, reminiscent of the days when it was commanded by Air Commodore M. W. Buckley and Group Captain C. E. Kay, and later by Group Captain E. G. Olson.
The squadron is now commanded by an Englishman, Wing Commander M. Wyatt, while the Group Captain is another Englishman, K. M. M. Wasse, D.F.C., who has been to New Zealand nine times in New Zealand Shipping liners. Wing Commander Wyatt, who is shortly transferring on promotion, will be succeeded by Wing Commander R. D. Max, D.F.C., who fought in the Battle of France, carrying out six day and fifteen night raids, and being shot down near Amiens after bombing tanks. Later he flew Wellingtons on ten raids, did three Atlantic ferry trips with Hudsons, returning later for more bombing raids, including a daylight attack on Brest.
One 75 crew returned from a Hamburg raid with four feet off the starboard wing after a collision with a Junkers 88, which Flight Sergeant I. G. Kaye (Marton) shot down. New Zealanders in another crew attacked by three fighters within five minutes were Flight Sergeants E. J. Roberts (Timaru), captain, with gunners Flt. Sergts. K. Jackson (Hamilton), D. L. C. Haub (Whangerei). They claimed at least one fighter destroyed. The observer in a third Stirling which claimed a fighter was F/O A. D. Howlett (New Plymouth), who had to hold dual controls hard over on one side during a two hour return journey after a Messerschmitt travelling at 300 m.p.h. had collided with Stirling, torn off part of its wing, and gone straight down itself.
The immediate award of the D.F.M. was made to the Canadian engineer of the Stirling, captained by J. Joll, D.F.M. (New Plymouth), recently promoted Squadron Leader, and now Flight Commander. He is now carrying out his second tour with 75, and had done 44 raids. Flight Lieutenant D. Popplewell (Gore), who won the D.F.C. with No. 75, has now returned as bombing leader. Among those completing tours is Pilot Officer C. Carswell (Invercarigill).
When the High Commissioner and Group Captain Manson recently visited the squadron, Mr. Jordan expressed the thanks and admiration of the Government and people of New Zealand for the fine record of the squadron.
1945.
[Photograph] C.1. N.U. 10-3-45. F7.” F/Lt. GUINANE
“G.H.” Simulated Bombing – Ely Cathedral.
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
75 Squadron News Story
Ely cathedral
Description
An account of the resource
Two items from a photo album.
Item 1 is a newspaper cutting about 75 Squadron, dated 1943.
Item 2 is a vertical aerial photograph taken during a training exercise, annotated ' C.1. N.U. 10-3-45 F7" F/Lt Guinane' and captioned ' "G.H." Simulated Bombing - Ely Cathedral.' and '1945'.
This item was sent to the IBCC Digital Archive already in digital form. No better quality copies are available.
Format
The file format, physical medium, or dimensions of the resource
One newspaper cutting and one b/w aerial photograph
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Photograph
Identifier
An unambiguous reference to the resource within a given context
PJarmyJFD17010004
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 New Zealand Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Germany--Hamburg
Germany--Essen
France--Amiens
France--Brest
New Zealand--Invercargill
Great Britain
England--Ely
France
Germany
New Zealand
Germany--Ruhr (Region)
England--Cambridgeshire
Conforms To
An established standard to which the described resource conforms.
Geolocated
Contributor
An entity responsible for making contributions to the resource
David Bloomfield
Anne-Marie Watson
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.
Date
A point or period of time associated with an event in the lifecycle of the resource
1945-03-10
Temporal Coverage
Temporal characteristics of the resource.
1945-03-10
75 Squadron
aerial photograph
bombing
Distinguished Flying Cross
Distinguished Flying Medal
Gee
Hudson
Ju 88
Stirling
training
Wellington