2
25
102
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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/541/26034/MPeadonAH1578531-160504-01.2.pdf
24038ebd2047e3e37ac1be11dfc64dae
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
Peadon, Alec Henry
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Peadon, AH
Description
An account of the resource
21 items. An oral history interview with Sybil Green (b. 1929), photographs and documents. Her Brother, Sergeant Alec Henry Peadon was killed 31 August 1943 when his 78 Squadron Halifax was shot down over Belgium. <br /><br /><span>The collection has been donated to the IBCC Digital Archive by Sybil Green and catalogued</span> by Barry Hunter. <br /><br />Additional information on <a href="https://internationalbcc.co.uk/losses/221937/">Alec Henry Peadon</a> is available via the IBCC Losses Database.
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-05-04
2016-06-22
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
BOOK OF REMEMBRANCE
[crest]
THE CITY SCHOOL
LINCOLN
[page break]
[blank page]
[page break]
BOOK OF REMEMBRANCE
THE CITY SCHOOL
LINCOLN
[page break]
[blank page]
[page break]
In affectionate remembrance of the old boys of the School who lost their lives in the War 1939-45
Dulce et decorum est pro patria mori
[page break]
ROLL OF HONOUR.
Philip Norman Allen
Henry Lawrence Andrews
George Edward Armitage
Bertram Beaver Holland Batt
Leslie William Batty
Herbert William Beasley
Denis Bell
Leonard Bescoby
Edgar Blackburn
Frank William Boddy
Harold Boddy
Jack Alex Brelsford
Charles Frederick Brown
Harold Ernest Brumpton
Thomas William Brumwell
Arthur Robert Bullock
John Fawcett Burn
Herbert Laurence Cairns
Hubert Edward Carrott
Ronald Etheridge Chesser
Basil Geoffrey Clark
Ralph Gordon Collingham
Marshall Crawshaw
George Leslie Crosby
Frank Roy Daughton
Albert John De Cann
George Bedingfield Dennis
Albert Dickinson
Herbert Leonard Dickinson
John Walter Dixon
Charles Douglas Dowse
Lionel Anthony Ellingworth
Frederick Charles Forman
Frank Fountaine
Douglas Alfred German
Errol John Goulding
Leonard Richard Ironmonger
[page break]
Robert William Jackson
Stanley Jebson
Kenneth William Jellis
Joseph Holland Johnson
Ronald George Keen
Jack Kelway
Jack Lister
Charles Hugh Markham
Eric Joseph Miles
John Richard Neave
Desmond Roderick Neve
Leonard Ottey
George Edward Owen
Thomas Leslie Panting
Jack Pattison
Alex Henry Peadon
Joseph Raby
David Reed
George Eric Scott
Andrew James Sistron
Arthur Roy Skelton
Arthur Raymond Spencer
Eric Stanley Spilman
Robert Donald Stokes
Benjamin Clayton Swallow
Herbert Fletcher Tait
Geoffrey Bavin Taylor
Arthur John Teasdel
Bernard William Todd
Roland Henry Turnell
Edward George Ufton
Geoffrey Ward
Robert Lee Wellington
Norman Maxwell Wescombe
Donald West
Robert Arthur Wheeler
Harry Wilson
John Winn
[page break]
[blank page]
[page break]
[photograph]
PHILIP NORMAN ALLEN
1936-41
Lance Corporal 10th Durham Light Infantry
Killed in action in Normandy
[italics] June [/italics] 1944 [italics] Aged [/italics] 19
[page break]
[photograph]
HENRY LAWRENCE ANDREWS
1930-36
L.A.C. Royal Air Force
Died of pneumonia following discharge
[italics] January [/italics] 1944 [italics] Aged [/italics] 23
[page break]
[photograph]
GEORGE EDWARD ARMITAGE
1931-38
Lieutenant 17/21st Lancers (Royal Armoured Corps)
Died of wounds in Italy
[italics] June [/italics] 1944 [italics] Aged [/italics] 24
[page break]
[photograph]
BERTRAM BEAVER HOLLAND BATT
1927-30
Captain Royal Engineers
Accidently killed in Brussels
[italics] July [/italics] 1945 [italics] Aged [/italics] 33
[page break]
[photograph]
LESLIE WILLIAM BATTY
1927-31
Leading Seaman Royal Navy
Presumed killed in action off Normandy
[italics] June [/italics] 1944 [italics] Aged [/italics] 29
[page break]
[photograph]
HERBERT WILLIAM BEASLEY
1922-26
Sergeant Royal Air Force
Missing on an operational flight
[italics] June [/italics] 1943 [italics] Aged [/italics] 32
[page break]
[photograph]
DENIS BELL
1934-39
Bombardier Royal Artillery
Killed in action near Caen
[italics] July [/italics] 1944 [italics] Aged [/italics] 21
[page break]
[photograph]
LEONARD BESCOBY
1920-24
Pilot Officer Royal Air Force
Killed whilst flying in the Middle East
[italics] June [/italics] 1942 [italics] Aged [/italics] 34
[page break]
[photograph]
EDGAR BLACKBURN
1930-35
Sergeant Royal Army Medical Corps
Died in Calcutta
[italics] September [/italics] 1945 [italics] Aged [/italics] 27
[page break]
[photograph]
FRANK WILLIAM BODDY
1935-39
Flight Sergeant Royal Air Force
Missing on an operational flight
[italics] November [/italics] 1943 [italics] Aged [/italics] 19
[page break]
[photograph]
HAROLD BODDY
1923-27
Major York and Lancaster Regiment
Accidentally killed near Cairo
[italics] January [/italics] 1945 [italics] Aged [/italics] 32
[page break]
[photograph]
JACK ALEX BRELSFORD
1932-39
Captain Lincolnshire Regiment
Drowned in the River Mott, New Guinea
[italics] February [/italics] 1944 [italics] Aged [/italics] 23
[page break]
[photograph]
CHARLES FREDERICK BROWN
1927-33
Corporal Royal Army Medical Corps
Killed in an air raid on London
[italics] November [/italics] 1940 [italics] Aged [/italics] 24
[page break]
[photograph]
HAROLD ERNEST BRUMPTON
1933-39
Signalman Royal Corps of Signals
Died of wounds in Italy
[italics] September [/italics] 1944 [italics] Aged [/italics] 21
[page break]
[photograph]
THOMAS WILLIAM BRUMWELL
1926-33
Flying Officer Royal Air Force
Killed on active service
[italics] April [/italics] 1944 [italics] Aged [/italics] 29
[page break]
[photograph]
ARTHUR ROBERT BULLOCK
1930-36
Student Teacher at the School 1936-38
A.C.1 Royal Air Force
Presumed drowned at sea
[italics] July [/italics] 1941 [italics] Aged [/italics] 21
[page break]
[photograph]
JOHN FAWCETT BURN
1934-39
Trooper Royal Armoured Corps
Killed in action at Anzio
[italics] February [/italics] 1944 [italics] Aged [/italics] 20
[page break]
[photograph]
HERBERT LAURENCE CAIRNS
1934-39
Flying Officer Royal Air Force
Missing on a raid over Berlin
[italics] January [/italics] 1944 [italics] Aged [/italics] 21
[page break]
[photograph]
HUBERT EDWARD CARROTT
1931-36
Flying Officer Royal Air Force
Missing on an operational flight
[italics] October [/italics] 1943 [italics] Aged [/italics] 23
[page break]
[photograph]
RONALD ETHERIDGE CHESSER
1927-32
Flying Officer Royal Air Force
Killed on returning from operational flight
[italics] August [/italics] 1943 [italics] Aged [/italics] 27
[page break]
[photograph]
BASIL GEOFFREY CLARK
1931-37
Gunner Royal Artillery
Died from illness contracted on active service
[italics] May [/italics] 1942 [italics] Aged [/italics] 22
[page break]
[photograph]
RALPH GORDON COLLINGHAM
1933-38
Pilot Officer Royal Air Force
Missing on a flight in India
[italics] August [/italics] 1944 [italics] Aged [/italics] 22
[page break]
[photograph]
MARSHALL CRAWSHAW
(A Master of the School)
Leading Naval Airman Fleet Air Arm
Accidently killed whilst flying in Trinidad
[italics] February [/italics] 1942 [italics] Aged [/italics] 29
[page break]
[photograph]
GEORGE LESLIE CROSBY
1931-38
Pilot Officer Royal Air Force
Missing on an air raid on Norway
[italics] April [/italics] 1940 [italics] Aged [/italics] 20
[page break]
[photograph]
FRANK ROY DAUGHTON
1925-30
Pilot Officer Royal Air Force
Killed in action in North Africa.
[italics] March [/italics] 1944. [italics] Aged [/italics] 30
[page break]
[photograph]
ALBERT JOHN DE CANN
1932-37
Sergeant Royal Air Force
Missing on an operational flight
[italics] February [/italics] 1942 [italics] Aged [/italics] 22
[page break]
[photograph]
GEORGE BEDINGFIELD DENNIS
1920-24
Able Seaman Royal Navy
Killed in action on H.M.S. Welshman in the Mediterranean
[italics] February [/italics] 1943 [italics] Aged [/italics] 35
[page break]
[photograph]
ALBERT DICKINSON
1931-35
Flight Lieutenant (Pathfinder) Royal Air Force
Killed during operations over Germany
[italics] March [/italics] 1944 [italics] Aged [/italics] 24
[page break]
[photograph]
HERBERT LEONARD DICKINSON
1931-35
Electrical Artificer Royal Navy
Drowned off Libya when H.M.S. [italics] Galatea [/italics] was torpedoed
[italics] December [/italics] 1941 [italics] Aged [/italics] 22
[page break]
[photograph]
JOHN WALTER DIXON
1920-23
Flight Sergeant Royal Air Force
Died in a prisoner of war camp in Japan
[italics] December [/italics] 1942 [italics] Aged [/italics] 36
[page break]
[photograph]
CHARLES DOUGLAS DOWSE
1933-37
Flying Officer Royal Air Force
Killed in operations over Germany
[italics] November [/italics] 1944 [italics] Aged [/italics] 23
[page break]
[photograph]
LIONEL ANTHONY ELLINGWORTH
1930-34
Bombardier Royal Engineers
Died from illness contracted on active service
[italics] February [/italics] 1944 [italics] Aged [/italics] 25
[page break]
[photograph]
FREDERICK CHARLES FORMAN
1931-36
Signalman Royal Navy
Missing after operations in convoy
[italics] July [/italics] 1942 [italics] Aged [/italics] 21
[page break]
[photograph]
FRANK FOUNTAINE
1931-37
Sergeant Royal Air Force
Killed in air operations over Germany
[italics] March [/italics] 1944 [italics] Aged [/italics] 22
[page break]
[photograph]
ERROL JOHN GOULDING
1931-35
Guardsman Grenadier Guards
Killed in an air raid on Weston Super Mare
[italics] June [/italics] 1942 [italics] Aged [/italics] 23
[page break]
[photograph]
LEONARD RICHARD IRONMONGER
1936-40
Flight Sergeant Royal Air Force
Missing on operations over Germany
[italics] February [/italics] 1945 [italics] Aged [/italics] 20
[page break]
[photograph]
ROBERT WILLIAM JACKSON
1927-31
Major 1st Dorsetshire Regiment
Killed in action in Normandy
[italics] August [/italics] 1944 [italics] Aged [/italics] 28
[page break]
[photograph]
STANLEY JEBSON
1929-36
Flying Officer Royal Air Force
Presumed killed when his plane fell in the sea
[italics] June [/italics] 1943 [italics] Aged [/italics] 24
[page break]
[photograph]
KENNETH WILLAIM JELLIS
1935-39
Merchant Navy
Presumed drowned in the Bay of Biscay
[italics] September [/italics] 1944 [italics] Aged [/italics] 20
[page break]
[photograph]
JOSEPH HOLLAND JOHNSON
1934-36
Flying Officer Royal Air Force
Killed on active service
[italics] September [/italics] 1943 [italics] Aged [/italics] 22
[page break]
[photograph]
RONALD GEORGE KEEN
1926-30
Sergeant Pilot Royal Air Force
Killed in a flying accident in Egypt
[italics] August [/italics] 1941 [italics] Aged [/italics] 28
[page break]
[photograph]
JACK KELWAY
1919-23
Royal Observer Corps
Killed by enemy action near Lincoln
[italics] March [/italics] 1945 [italics] Aged [/italics] 38
[page break]
[photograph]
JACK LISTER
1927-31
L.A.C. Royal Air Force
Killed in a flying accident
[italics] September [/italics] 1941 [italics] Aged [/italics] 26
[page break]
[photograph]
CHARLES HUGH MARKHAM
1932-38
Sergeant Royal Air Force
Killed on active service in this country
[italics] September [/italics] 1943 [italics] Aged [/italics] 23
[page break]
[photograph]
ERIC JOSEPH MILES
1932-37
Lieutenant Lincolnshire Regiment
Killed in action in Burma
[italics] April [/italics] 1944 [italics] Aged [/italics] 24
[page break]
[photograph]
JOHN RICHARD NEAVE
1908-11
Acting British Resident, Perak State
Killed in action at Rengam in Johore
[italics] January [/italics] 1942 [italics] Aged [/italics] 49
[page break]
[photograph]
LEONARD OTTEY
1917-21
Flight Lieutenant Royal Air Force
Killed in an air raid on York
[italics] April [/italics] 1942 [italics] Aged [/italics] 35
[page break]
[photograph]
GEORGE EDWARD OWEN
1934-39
Flight Sergeant Royal Air Force
Killed on operational flight over enemy territory
[italics] November [/italics] 1944 [italics] Aged [/italics] 21
[page break]
[photograph]
THOMAS LESLIE PANTING
1925-30
Sergeant Pilot Royal Air Force
Drowned in the North Sea following a raid on enemy territory
[italics] October [/italics] 1941 [italics] Aged [/italics] 27
[page break]
[photograph]
JACK PATTISON
1935-39
Marine Royal Marines
Drowned when returning from the Normandy Beaches
[italics] July [/italics] 1944 [italics] Aged [/italics] 20
[page break]
[photograph]
ALEX HENRY PEADON
1932-37
Sergeant Royal Air Force
Missing on a raid over enemy territory
[italics] August [/italics] 1943 [italics] Aged [/italics] 21
[page break]
[photograph]
JOSEPH RABY
1926-31
Private Lincolnshire Regiment
Killed in action in North Africa
[italics] March [/italics] 1943 [italics] Aged [/italics] 27
[page break]
[photograph]
DAVID REED
1930-34
Student Teacher at the School 1934-36
Lieutenant Royal Engineers
Accidentally drowned off Bone, N. Africa
[italics] June [/italics] 1943 [italics] Aged [/italics] 25
[page break]
[photograph]
GEORGE ERIC SCOTT
1929-35
Gunner Royal Artillery
Torpedoed in Mediterranean in Prisoner of War Convoy
[italics] November [/italics] 1942 [italics] Aged [/italics] 23
[page break]
[photograph]
ANDREW JAMES SISTRON
1932-37
Sergeant Royal Air Force
Killed in a flying accident
[italics] January [/italics] 1942 [italics] Aged [/italics] 21
[page break]
[photograph]
ARTHUR ROY SKELTON
1933-38
Sergeant Royal Air Force
Killed in flight over enemy territory
[italics] March [/italics] 1944 [italics] Aged [/italics] 22
[page break]
[photograph]
ARTHUR RAYMOND SPENCER
1934-38
Sergeant Royal Air Force
Killed in raid over Munich
[italics] March [/italics] 1943 [italics] Aged [/italics] 21
[page break]
[photograph]
ERIC STANLEY SPILMAN
1927-33
Sub Lieutenant Fleet Air Arm
Died on active service
[italics] January [/italics] 1945 [italics] Aged [/italics] 28
[page break]
[photograph]
ROBERT DONALD STOKES
1916-18
Major 4th Lincolnshire Regiment
Killed in action in Normandy
[italics] August [/italics] 1944 [italics] Aged [/italics] 39
[page break]
[photograph]
BENJAMIN CLAYTON SWALLOW
1932-37
Sergeant 21st Parachute Company
Died at Apeldoorn from wounds received at Arnhem
[italics] December [/italics] 1944 [italics] Aged [/italics] 23
[page break]
[photograph]
HERBERT FLETCHER TAIT
1931-36
Coder Royal Navy
Drowned when H.M.S. [italics] Dunelin [/italics] was torpedoed
[italics] November [/italics] 1941 [italics] Aged [/italics] 21
[page break]
[photograph]
GEOFFREY BAVIN TAYLOR
1923-26
Private Royal Army Ordnance Corps
Missing on the sinking of the [italics] Lancastria [/italics]
[italics] June [/italics] 1940 [italics] Aged [/italics] 29
[page break]
[photograph]
ARTHUR JOHN TEASDEL
1921-28
Pilot Officer Royal Air Force
Missing on operations over Germany
[italics] February [/italics] 1943 [italics] Aged [/italics] 33
[page break]
[photograph]
BERNARD WILLIAM TODD
1926-31
Sapper Royal Engineers
Died of wounds in Hong Kong
[italics] December [/italics] 1941 [italics] Aged [/italics] 26
[page break]
[photograph]
ROLAND HENRY TURNELL
1926-31
Corporal 6th Seaforth Highlanders
Killed on the beaches of Sicily
[italics] July [/italics] 1943 [italics] Aged [/italics] 28
[page break]
[photograph]
EDWARD GEORGE UFTON, D.F.M.
1930-35
Sergeant Royal Air Force
Missing on a rescue flight over North Sea
[italics] April [/italics] 1943 [italics] Aged [/italics] 24
[page break]
[photograph]
GEOFFREY WARD
1931-36
Gunner Royal Artillery
Killed on convoy duty in Syria
[italics] June [/italics] 1941 [italics] Aged [/italics] 22
[page break]
[photograph]
ROBERT LEE WELLINGTON
1933-39
Flying Officer Royal Air Force
Missing on an operational flight over enemy territory
[italics] May [/italics] 1943 [italics] Aged [/italics] 21
[page break]
[photograph]
NORMAN MAXWELL WESCOMBE
1931-35
Engine Room Artificer Royal Navy
Presumed drowned at the battle of Crete
[italics] May [/italics] 1941 [italics] Aged [/italics] 21
[page break]
[photograph]
DONALD WEST
1934-40
Sub Lieutenant Fleet Air Arm
Killed when his plane fell into the sea
[italics] May [/italics] 1945 [italics] Aged [/italics] 22
[page break]
[photograph]
ROBERT ARTHUR WHEELER
1932-37
Flying Officer Royal Air Force
Killed in an aircraft accident in Germany
[italics] December [/italics] 1945 [italics] Aged [/italics] 24
[page break]
[photograph]
HARRY WILSON
1929-37
Pilot Officer Royal Air Force
Killed in a flying accident in England
[italics] April [/italics] 1941 [italics] Aged [/italics] 22
[page break]
[photograph]
JOHN WINN
1928-32
Sergeant Royal Air Force
Killed in action in the Middle East
[italics] December [/italics] 1939 [italics] Aged [/italics] 23
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Book of Remembrance
The City School Lincoln
Description
An account of the resource
A booklet with a listing of former pupils that died in the Second World War. It includes a photograph of the deceased and a brief description.
Creator
An entity primarily responsible for making the resource
The City School
Format
The file format, physical medium, or dimensions of the resource
81 page printed booklet
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
MPeadonAH1578531-160504-01
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
Royal Navy
British Army
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincoln
France--Normandy
Italy
Belgium--Brussels
France--Caen
Egypt--Cairo
Papua New Guinea
England--London
Italy--Anzio
Germany--Berlin
India
Trinidad and Tobago
Norway
Japan
Libya
Germany
England--Weston-super-Mare
Burma
Malaysia--Johor
England--York
Germany--Munich
Netherlands--Arnhem
China--Hong Kong
Italy--Sicily
Syria
Greece--Crete
India--Kolkata
France
Egypt
Belgium
China
Greece
Malaysia
Netherlands
England--Somerset
England--Lincolnshire
England--Yorkshire
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.
1939
1940
1941
1942
1943
1944
1945
Contributor
An entity responsible for making contributions to the resource
Steve Baldwin
aircrew
crash
killed in action
memorial
missing in action
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/892/26411/MHuttonGR1586017-200128-04.2.jpg
265b1c5f70c74ec2e3a8de279d98a3d2
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/892/26411/MHuttonGR1586017-200128-05.2.jpg
1f02ed084209e208f90967669ed32d19
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
Hutton, George
G Hutton
Description
An account of the resource
35 items. An oral history interview with George Hutton (b. 1921, 1586014 Royal Air Force), his log book, photographs and documents. He flew operations as a mid upper gunner in 199 and 514 squadrons. The collection also contains an album of photographs of George Hutton's service and telegrams about his wedding.
The collection has been donated to the IBCC Digital Archive by George Hutton 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
2016-05-26
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.
Identifier
An unambiguous reference to the resource within a given context
Hutton, GR
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Letter to George Hutton and 514 Squadron Record
Description
An account of the resource
A note accompanying a print of 514 squadron's record. The record details all the squadron's operations, sorties, bombs dropped and numbers of aircraft lost.
Creator
An entity primarily responsible for making the resource
514 Squadron
Format
The file format, physical medium, or dimensions of the resource
One typed and one printed sheet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
MHuttonGR1586017-200128-04,
MHuttonGR1586017-200128-05
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.
Germany--Berlin
Germany--Mannheim
Germany--Dresden
Germany--Chemnitz
Germany--Wiesbaden
Germany--Dortmund
Germany--Munich
Germany--Augsburg
Germany--Schweinfurt
Germany--Merseburg
France--Normandy
France--Caen
France--Villers-Bocage (Calvados)
France--Falaise
France--Le Havre
France--Lens
France--Paris
Germany--Bochum
Germany--Kiel
Germany--Regensburg
Germany--Bremen
Germany--Magdeburg
Germany--Leipzig
Germany--Essen
Germany--Cologne
Germany--Gelsenkirchen
Germany--Stuttgart
Germany--Frankfurt am Main
Germany--Koblenz
Germany--Nuremberg
Germany--Dessau (Dessau)
Germany--Duisburg
Germany--Düsseldorf
Germany--Friedrichshafen
Germany--Hannover
Germany--Helgoland
Germany--Saarbrücken
Germany--Braunschweig
Poland
Poland--Szczecin
Germany--Wesel (North Rhine-Westphalia)
Germany--Ludwigshafen am Rhein
Germany--Hamm (North Rhine-Westphalia)
Germany--Homberg (Kassel)
Great Britain
England--Cambridgeshire
France
Germany
Germany--Ruhr (Region)
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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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1943
1944
1945
514 Squadron
bombing
bombing of Dresden (13 - 15 February 1945)
Normandy campaign (6 June – 21 August 1944)
RAF Waterbeach
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1652/26481/SBriarsRA1299161v1.1.pdf
2a781daac7a5ee89fd2d6eb170264b96
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Casswell, Robert Ivan. Ralph Briars DFM
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1 Item. Was an air gunner on John Sanders and Roy Machin's crew on 49 Squadron. Collection consists of a memoir.
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IBCC Digital Archive
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2015-10-27
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
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Briars, R
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[picture]
REAR VIEW
Ralph Briars
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[photograph]
TO MARK AND AMANDA, IN THE FERVENT HOPE THAT THEY AND THEIRS NEVER BECOME INVOLVED IN WORLD UPHEAVALS SUCH AS HAPPENED BETWEEN 1939 AND 1945
DEDICATED FIRSTLY TO MY TRAVELLING COMPANIONS IN THOSE UNFRIENDLY SKIES, PARTICULARLY TO JOHN SANDERS WHO FLEW US THERE AND BACK, AND JAMES BARRON WHO GUIDED US. THE OTHERS AL AND ARTHUR, ROY AND TOMMY, ALL STRANGERS THROWN TOGETHER IN THE COMMON CAUSE.
SECONDLY TO BILL HUDSON WHO CAME WITH ME FROM GUNNERY SCHOOL TO FISKERTON, A WARMLY REMEMBER [sic] PERSON WHOSE FAVOURITE TIPPLE WAS GUINESS AND GIN-MIXED. SADLY HIS AIRCRAFT DID NOT RETURN FROM A RAID IN MARCH 1944, SHORTLY BEFORE WE WERE POSTED TO 617 SQUADRON.
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[underlined] FORE-WORD [/underlined]
TO EMPLOY A WELL WORN BUT NONE THE LESS ACCURATE CLICHÉ, LIFE IS FULL OF SURPRISES. THUS I PONDERD [sic] RUEFULLY, IN JANUARY 1944, ON FINDING MYSELF SITTING AT THE REAR OF A LANCASTER BOMBER EN ROUTE TO STETTING, WHICH IS THE WRONG SIDE OF DENMARK. NOT THAT I AM UNPATRIOTIC REALLY, BUT DURING THE TIME THAT HAD PASSED SINCE JOINING THR [sic] ROYAL AIR FORCE I DID THINK THAT SOMEONE OUGHT TO GET A MOVE ON AND WIN THE WAR BEFORE I BECAME INVOLVED.
THE R.A.F. INVITED ME TO JOIN IN 1941 ON THE ROSY PROSPECT THAT TRAINING AS A WIRELESS OPERATOR/AIR GUNNER – KNOWN IN THE TRADE AS A WOP/AG – WOULD FOLLOW INITIAL INSTRUCTION ON GETTING THE LEFT FOOT AND RIGHT ARM IN SYNCHRONISATION ON MOVING OFF. SO AWAY TO SAMPLE THE DELIGHTS OF THE BLACKPOOL LANDLADIES, BLESS-EM. SOME WERE LIKE MUVVERS, OTHERS LET YOU WASH IN THE YARD AND NO WARM SHAVING WATER. ONE LEARNED, USUALLY TOO LATE, NEVER TO EXPOUND THE VIRTUES OF THEIR COOKING – OR ANY OTHER ACTIVITY – FOR THE PERMANENT STAFF SOON HAD YOU OUT AND THEMSELVES IN, TO USE THE VERNACULAR, WITH THEIR FEET AND TRULY UNDER THE TABLE.
NOW I WOULD NOT SAY THE MORSE CODE IS PARTICULARLY DIFFICULT TO LEARN GIVEN MORE TIME MY INSTRUCTORS WERE PREPARED TO OFFER, AND AS THE WAR WAS NOT GOING ALL THAT WELL I HAD TO DEPART FROM THIS POSH PART OF LANCASHIRE. ALTHOUGH I WAS A BIT MIFFED AT THE TIME, THE DECISION WAS EVENTUALLY ADVANTAGEOUS, AS I WILL EXPAND LATER,..
SO THERE I WAS, WITH A FEW OTHER FAILURES, ON THE ISLE OF SHEPPEY, BEING INSTRUCTED ON A DIFFERENT SUBJECT, PARACHUTE AND CABLES. BEAR WITH ME, IF YOU WILL, YOU’LL NOT BELIEVE THE REST. SOME BRIGHT SPARK IN THE MIN. OF DEFFENCE [sic] INVENTED A FORM OF DEFENCE AGAINST LOW FLYING AIRCRAFT CONSISTING OF A ROW OF TUBES SET VERTICALLY AND CONTAINING ROCKETS TO WHICH WERE ATTACHED. [sic]
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LONG LENGTHS OF STEEL CABLE, WITH INCREDIBLE ACCURACY YOU FIRED THESE OFF JUST AS AN AIRCRAFT – PREFERABLE [sic] BELONGING TO THE OTHER SIDE – WAS ABOUT TO CROSS THE LINE, WHERE-UPON UP THEY WENT TO AROUND 800 FEET, EJECTING A PARACHUTE FIXED TO THE CABLE WHICH THEN SLOWLY DROPPED TO THE GROUND. IF THEN YOUR TARGET WAS NOT ENTANGLED IN THE STEEL CURTAIN, OR A SECOND ONE CAME ALONG, YOU NEEDED AT LEAST 30 MINUTES TO REFILL THE SYSTEM, PRESUMABLY THIS VISIONARY TYPE OF DEFENCE AROSE DURING THE PROBLEMS OF SUPPLYING CONVENTIONAL WEAPONS AT THAT STAGE OF THE WAR, AND WAS USED TO DEFEND MERCHANT SHIPPING AS WELL AS AIR FIELDS.
ANYWAY, I WAS PACKED OFF TO SAVE THE R.A.F. BASE AT LINTON-ON-OUSE, NEAR YORK, AND IN THE PERIOD FROM CHRISTMAS 1941 TO AROUND FEBRUARY 1943 WE FIRED NOT ONE SHOT. NO DOUBT THE LUFTWAFFE HAD HEARD ABOUT IT ALL. DURING THIS EXCITING PERIOD I MADE REGULAR APPLICATIONS TO TRAIN AS AN AIR GUNNER, FOR NOT ONLY WAS THIS DEFENCE WORK FARCICAL – FOR EXAMPLE ONE COULD NOT OPERATE AFTER DARK AS THERE WAS NO REFERNCE [sic] TO JUDGE DISTANCE – OUT DEFENCE DUTIES WERE BEING SLOWLY TAKEN OVER BY THE NEWLY FORMED R.A.F. REGIMENT, WITH ALL THE ASSOCIATED ARMY STYLE TRAINING WHICH I COULD PLAINLY SEE WAS NOT GOING TO BE MY CUP OF TEA AT ALL.
EVENTUALLY I FOUND MYSELF IN ST. JOHNS WOOD, IN LONDON, ONCE AGAIN ON ASSESSMENTS AND INITIAL TRAINING LEADING TO A GUNNERY COURSE. THENCE TO BRIDLINGTON FOR THE REAL THING, WHERE AMONGST DIVERS ACTIVITIES WE SPENT HOURS IN A LOCAL GARAGE WHIRLING AROUND ON DIFFERENT TYPES OF GUN TURRETS MOUNTED UPON METAL FRAMES CONTAINING SMALL PETROL ENGINES WHICH SUPPLIED ELECTRIC AND HYDRAULIC POWER. NEARBY FLAMBOROUGH HEAD WAS USED FOR LIVE FIRING MUCH TO THE DISCOMFORT OF THR [sic] RESIDENT GULLS, FOR THE CONTINUAL USE OF OLD GUNS SEEMINGLY SO WIDENED THE BORE THAT TRACER BULLETS RARELY FOLLOWED EACH OTHER BUT WANDERED ABOUT LIKE GUNSHOT.
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THE NEXT STOP WAS DALCROSS, THE FLYING SCHOOL NEAR INVERNESS WHICH IS NOW THAT TOWN’S AIRPORT. WHERE WE SPENT SEVERAL WEEKS IN LOVELY WEATHER FLYING OVER THE MORAY FIRTH IN OLD DEFIANTS AND ANSONS FIRING AT TOWED TARGET DROGUES OR SEA MARKERS. MANY OF THE PILOTS WERE POLISH, TEMPORARILY WITHDRAWN FROM ACTIVE DUTY, AND THEY UNDERSTANDABLY WANTED TO RETURN TO BASHING THE HUN RATHER THAN FERRYING AROUND THREE TYRO GUNNERS AND THEIR INSTRUCTOR. ONE OCCURRENCE THAT WOULD INVITE A FLOW OF FURIOUS POLISH – THE PURPORT OF WHICH WAS CLEAR EVEN THOUGH THE LANGUAGE WAS NOT – WAS WHEN AFTER PAINFULLY CLIMING [sic] TO HEIGHT AND AWAITING THE ARRIVAL OF THE TARGET TOWING AIRCRAFT THE FIRST GUNNER IN THE TURRET SHOT OFF THE DROGUE. AMONGST US GUNNERS THIS WAS SEEN AS EVIDENCE OF GREAT PROWESS, BUT THE RESULT WAS RATHER A LONG HOPEFULL [sic] WAIT FOR A NEW DROGUE TO BE STREAMED BY THE TOWING AIRCRAFT, OR, AS MORE OFTEN HAPPENED, A RETURN TO THE AIRFIELD. EACH GUNNER FIRED 200 ROUNDS. THE TIPS OF WHICH HAD BEEN DIPPED IN A STICKY SORT OF PRINTERS INK, RED PURPLE OR GREEN, SO THAT THE HITS COULD BE COUNTED. THE PROCEDURE WAS FOR US TO LAND FIRST AND AWAIT THE DROPPING OF THE DROGUE TARGET, WHICH WE HAD TO LUG INTO THE SCOOL [sic] FOR ASSESSMENT. OH! THE EXCITEMENT! HOW MANY WOULD YOU HAVE? HAD YOU, IN FACT ANY? 10 WAS EXCELLENT 15 INCREDIBLE, MORE OFTEN IT WAS SINGLE NUMBERS. AIR TO AIR FIRING WAS WILDLY WASTEFUL, NONE OF YOUR HEAT-SEEKING MISSILES THEN!
WE DID A LOT OF GUN TURRET TRAINING, AND COULD EVENTUALLY WRITE OUR NAMES BY MEANS OF A PENCIL WEDGED INSIDE THE GUN BARREL WHICH ENABLED ONE TO TRACE THE LETTERS ONTO A BOARD HELD IN FRONT OF THE TURRET. HOURS WERE SPENT INSIDE LARGE WHITE WASHED DOMES WHERE MOVING FILMS OF VARIOUS ATTACKING AIRCRAFT WERE PROJECTED, AND WITH A TORCH STRAPPED TO THE GUN BARREL ONE HAD TO SHOW CONVINCING ABILITY TO TRACK AND LEAD THE TARGET. ALERTNESS WAS EVERYTHING, FOR SOMETIMES A BRITISH AIRCRAFT WOULD BE SHOWN, AND IF NOT
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IDENTIFIED HEAVY SARCASM WOULD BE OBSERVED BY THE INSTRUCTOR, HAD NOT THE SERVICE ENOUGH TROUBLES ALREADY?
THE END OF THE COURSE CAME AND WITH THE EXCEPTION OF ONE UNFORTUNATE SOUL WE ALL PASSSED [sic]. THERE WE WERE AGAIN, BACK ON THE OLD L.M.S., TRAIN, DESTINED FOR VARIOUS COMMANDS AND GROUPS THROUGHOUT THE COUNTRY. PASSING ALONG THE GRAND SCOTTISH SCENE THROUGH AVIEMORE, PERTH AND CARSTAIRS, AND THEN BY WAYS DEVIOUS I ENDED THE JOURNEY, WITH ONE ACQUAINTANCE FROM DALCROSS, AT 14 C.T.U. [sic] 9 (OPERATIONAL TRAINING UNIT) AT COTTESMORE IN WHAT AT THE TIME WAS THE PLEASANT COUNTY OF RUTLAND.
HERE FOR THE FIRST TIME WE MET OTHER FLYING TRADESMEN, PILOTS, NAVIGATORS, WIRELESS OPERATORS AND BOMB AIMERS. FIVE TO A CREW FOR THE TIME BEING, AS WE TRAINED ON WELLINGTON TWIN ENGINE AIRCRAFT. IN A SURPRISING BUT SOMEHOW VERY BRITISH WAY, A NOVEL WAY OF FORMING CREWS WAS ADOPTED.
NOT FOR US A LIST OF WHO WOULD FLY WITH WHOM, WHICH MIGHT HAVE BEEN EXPECTED, BUT INSTEAD A PERIOD – FROM LONG MEMORY AROUND TWO DAYS – IN WHICH WE MADE OUR OWN SELECTION. ANYONE NOT CREWED UP IN THE TIME ALLOTTED WAS MADE UP WITH OTHERS SIMILARLY PLACED. SO IT WAS DOWN TO THE (GEORGE) AT OAKHAM, AND BY THE TIME WE WERE CHUCKED OUT MOST CREWS WERE ARRANGED. HOW, YOU MIGHT SAY, DID ONE CAREFULLY SELECT SUITABLE SKILLED, ALERT, ETC. COMPATRIOTS WITH WHOM TO GO SWANNING AROUND GERMAN SKIES? DID ONE EARNESTLY ASK A PILOT HOW MANY HAD HE WRITTEN OFF ALREADY, OR SEEK A NAVIGATORS OPINION ON THE TRIANGLE OF VELOCITIES? YOU MUST BE JOKING! AFTER A FEW DRINKS WE WERE ALL EXCELLENT FELLOWS! THIS NAVIGATOR STEADIED HIMSELF ON ME AND SAID HE HAD A PILOT, WAS I FIXED UP? SEEMINGLY REASONABLY RESPECTABLE I WANT ALONG WITH HIM TO SEE THE PILOT, WHO HAD TWO WINGS UP SO WAS CLEARLY RELIABLE, AND HE TOOK ME ON, WE THEN ALL FOUND A WIRELESS MAN APPARENTLY KNEW ALL THE PUBS IN NOTTINGHAM, AND ON---
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ON THE WAY BACK ASSISTED THIS CANADIAN BOMB AIMER WHO WAS NOT SURE WHICH WAY EAST OR WEST, AND SO SANDERS SAINTS WERE FORMED.
TOGETHER WE TRAINED AS A TEAM UNTILL [sic] THE END OF SEPTEMBER, FLYING OUT OF SATELLITE AIR FIELDS AT MARKET HARBOROUGH AND HUSBANDS BOSWORTH, TOTALLING AROUND 80 HOURS FLYING TIME. INITIALY [sic] THE PILOT WAS MOST INVOLVED IN FAMILIARISING HIMSELF, UNDER INSTRUCTION, WITH THE LARGER AND HEAVIER AIRCRAFT. ONE HAS SOME FEELING FOR HIM IN THIS, FOR HIS SKILL AND PROGRESS WERE WITHIN SIGHT AND SOUND OF THE REST OF US PASSENGERS DURING SEVERAL HOURS TAKINF [sic] OFF AND LANDING, COLLOQUIALLY KNOWN AS CIRCUITS AND BUMPS. HOWEVER JOHN SANDERS WAS QUITE UP TO ALL THIS, AND BEFORE LONG WE ALL HAD TO JUSTIFY OUR TRAINING DURING CROSS-COUNTRY EXERCISES, PRACTICE BOMBING AND GUNNERY. IN THESE THE PILOT AND NAVIGATOR WERE OF COURSE CONTINUALLY EXTENDING THEIR EXPERIENCE AND EXPERTISE, AS WAS THE WIRELESS OPERATOR, TUCKED UP IN HIS LITTLE NICHE, AND HERE I WOULD INTERPOSE MY FEELINGS TOUCHED UPON EARLIER CONCERNING MY SUMMARY EXIT FROM THE WIRELESS SCHOOL.
THE VITAL WIRELESS OPERATOR, - RECEIVING INFORMATION ABOUT WIND SPEED AND DIRECTION CHANGES, ALTERATIONS TO BOMBING TECHNIQUES, CHECKING THE INTERCOM, TUNING IN TO ENEMY AIRCRAFT AND THEIR CONTROLLERS WAVELENGTHS SO THEY COULD BE JAMMED VIA A MICROPHONE IN AN ENGINE COMPARTMENT, TRACKING POSSIBLE NIGHT FIGHTERS ON A SMALL VDU, - SAW LITTLE OF ACTUAL WAR. SOME MAY THINK IMAGINATION WOULD HAVE WORKED OVERTIME WONDERING WHAT WAS HAPPENING OUTSIDE, LISTENING AND FEELING BUT NOT KNOWING. THE SIGHTS I SAW FROM MY VANTAGE POINT AT THR [sic] REAR WERE NOT ALWAYS ENTIRELY REASSURING, BUT THAT’S REALITY, AS AN ALTERNATIVE TO NOT KNOWING AT ALL, WAS PREFERABLE.
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SHORTLY BEFORE LEAVING COTTESMORE AT THE END OF OCTOBER 1943 TWO MORE CREW MEMBERS ARRIVED, THE ENGINEER AND THE MID-UPPER TURRET GUNNER. WHILST THE FORMER COULD BE ACCOMMODATED IN THE DUAL COCKPIT OF THE WELLINGTON, THE NEW GUNNER WAS LESS FORTUNATE AND SPENT A FEW DRAUGHTY COLD SPELLS IN THE FUSELARGE [sic]. ROY MACHIN WAS A LITTLE LESS THAN DELIGHTED WITH LIFE, BUT IT WAS NOT LONG BEFORE WE MOVED AND HE HAD HIS OWN NEST.
SO IT WAS OFF TO THE LAST STAGE OF TRAINING AT WINTHORPE, NEAR NEWARK. THIS PERIOD OF SIX WEEKS WAS SIMILAR TO THAT AT COTTESMORE, EXCEPT THAT THIS UNIT, 1661 CONVERSION UNIT, FAMILIARISED US WITH THE SAME TYPE OF AIRCRAFT USED IN OPERATIONS, THE HALIFAX AND THE LANCASTER. I BELIEVE OUR 5 GROUP WAS PHASING OUT THE HALIFAX AT THE TIME, ANDWE [sic] ONLY FLEW ABOUT FIVE HOURS IN THEM. FROM THE GUNNERS POINT OF VIEW THE MAIN DIFFERENCE BETWEEN THE TWO TYPES WAS THE BOULTON AND PAUL (BP) TURRET IN THE HALIFAX AND THAT MADE BY FRAZER-NASH IN THE LANCASTER. BOTH HAD FOUR GUNS FED BY AMMUNITION CONVEYED ON TRACKS FROM BINS NEAR THE CENTRE OF THE FUSELAGE TO AVOID UNWANTED WEIGHT AT THE REAR OF THE AIRCRAFT. THE BP TURRET WAS ELECTRICALLY OPERATED AND CONTROLLED BY A SINGLE JOYSTICK, WHEREAS THAT IN THE LANCASTER WAS HYDRAULICALLY DRIVEN WITH BICYCLE TYPE HANDLEBAR CONTROLS. I PREFERRED THE LATTER, PROBABLY DUE TO FAMILIARITY THOUGH BOTH HAD A SMOOTH AND PRECISE ACTION, EACH ‘303 BROWNING GUN FIRED ABOUT 1200 ROUNDS A MINUTE, AND WERE (HARMONISED) THAT IS FOCUSED FOR MAXIMUM CUMULATIVE EFFECT ON TARGET AT 400 YARDS. HAVING SEEN THE DEVASTATING RESULT OF SIX GUNS ON AN ENEMY AIRCRAFT DURING OUR FIRST OPERATION TO STETTIN WE HAD MUCH CONFIDENCE IN THEM.
THE PROBLEM WITH NIGHT OPERATIONS WAS, SIMPLY, SEEING THE ATTACKER. THE REAR GUNNER SEARCHED BEHIND AND BELOW, THE OTHER GUNNER BEHIND AND ABOVE, BOTH CONSTANTLY SCANNING THE SIDE AREAS AS WELL. THE MAIN DANGER CAME FROM TWIN ENGIND [sic] ME110’S AND JUNKERS 88’S NEITHER OF WHICH WAS ------
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PARTICULARY [sic] FAST BUT EASILY SURPASS A LADEN LANCASTER’S CRUISING SPEED OF 170 M.P.H. FURTHERMORE, SOME FIGHTERS WERE FITTED WITH UPWARD FIRING 20 M.M. CANNON, AND WOULD CREEP ALONG BELOW BOMBERS WHICH TENDEDTO [sic] SILHOUETTE AGAINST THE LIGHTER UPPER SKY. THEY WERE VERY DIFFICULT TO SEE, UNLESS THE GROUND WAS SNOW COVERED AND ALL WE COULD DO WAS TO CARRY OUT A BANKING SEARCH – THE PILOT DOING THE HARD WORK TILTING THE AIRCRAFT ENABLING THE AREA BELOW TO BE INSPECTED. THIS WAS, OF COURSE, DIFFICULT WITH A LOADED BOMBER, AND DOUBTLESS MANY GOOD CREWS WERE LOST DUE TO THE SHEER SLOG OF CONTINUAL SEARCHING AND A CONSEQUENT FALLING OFF OF EFFICIENT LOOKOUT.
THERE IS THOUGHT, HOWEVER THAT AS THE CANNON WERE, I BELIEVE, INCLINED AT 60 DEGREES ABOVE THE HORIZONTAL, IN ANY LIKELY FIRING ATTITUDE THE FIGHTER HAD TO BE BELOW, AND BEHIND, THUS WITHIN THE REAR GUNNERS FIELD OF SEARCH. PROVIDED NATURALLY IT WAS NOT TOO DARK TO SEE ANYTHING AT ALL!
MANY OF THE RADIAL ENGINED LANCASTER II WERE FITTED WITH AN EXTERNAL GUN POSITION OPERATED REMOTELY FROM WITHIN THE REAR FUSELARGE [sic], PROBABLY WITH A PERISCOPIC SIGHT VISIBILITY AT NIGHT WITH THE NAKED EYE IS OBVIOUSLY LIMITED AND MOST REAR TURRETS EVENTUALLY HAD THE PERSPEX PANEL FRONT OF THE GUNSIGHT REMOVED ENTIRELY. ANY FORM OR [sic] PERISCOPE WAS NO DOUBT FOUND TO HAVE SUCH A POOR FIELD OF VISION TO NOT JUSTIFY THE ADDITIONAL CREW MEMBER AND THE WEIGHT PENALTY INSTALLATION.
I HAVE INTERJECTED ONE OR TWO MATTERS FOR THE RECORD, AS THIS FORWARD TO THE DIARY FINISHES WITH COMPLETION OF THE COURSE AT WINTHORPE AND OUR POSTING TO 49 SQUADRON AT FISKERTON, A FEW MILES EAST OF LINCOLN, IN DECEMBER 1943.
A WORD ABOUT THE DEPTH OF TRAINING THE R.A.F. GAVE US. DESPITE THE WAR LOSSES OF PERSONNEL AND MATERIAL – MANY AND MUCH OR [sic] WHICH CAME BY HAZARDOUS SEA PASSAGES – THERE WAS NEVER ANY FEELING OF HASTE IN INSTRUCTING TRAINEES SO THEY COULD BE PASSED ON QUICKLY TO OPERATIONAL DUTIES.
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THE INSTRUCTING AND TRAINING SOMETIMES WAS UNIMAGINATIVE AND REPETITIVE, BUT IN THE OUTCOME IT WAS OF SUFFICIENT DEPTH FOR ONE TO ACHIEVE SOME SKILLS AND QUICK REACTION TO EVENTS. THIS IS PROBABLY TRUE OF THE OTHER SERVICES, AND SOMETHING FOR WHICH ALL TRAINEES SHOULD BE THANKFULL [sic]. HOWEVER, IT IS AN INEVITABLE FACT THAT IN WARTIME THE HIGHEST DEGREE OF TRAINING IS SUBJECT IN MANY RESPECTS TO LUCK, OR FATE, OR WHAT YOU WILL. THAT IS, BEING IN THE RIGHT PLACE AT THE RIGHT TIME OR BEING IN THE WRONG PLACE AT ANY TIME.
CONSIDER AIR COLLISIONS, A MATTER MUCH DISCUSSED IN THESE ‘80’S OBVIOUSLY IT CAN NEVER NOW BE KNOWN WHAT PROPORTION OF WARTIME LOSSES WERE DUE TO THIS CAUSE, BUT VISULISE [sic] THE FACTS. IN 1944 UP TO 800 OR SO BOMBERS TAKING OFF IN THE DARKNESS FROM DOZENS OF AIRFIELDS IN THE MIDLANDS AND EASTERN ENGLAND, NAVIGATION LIGHTS EXTINGUISHED BEFORE CROSSING THE COAST, ALL CLIMBING TOWARDS THE FIRST TURNING POINT. AS TIME TO BE OVER THE TARGET IS STAGGERD [sic] THROUGHOUT THE FORCE OVER A PERIOD OF SAY 20 MINUTES, AND THE NAVIGATOR FINDS SOME TIME MUST BE LOST, (DOG-LEGGING) IS RESORTED TO. SIMPLY THIS MEANS THE AIRCRAFT DIVERGES FROM THE COURSE BEING FOLLOWED AND RETURNS WHEN SUFFICIENT TIME HAS BEEN DROPPED.
THE IMPLICATION OF DELIBERATELY TURNING ACROSS THE PATHS OF MANY UNSEEN OTHERS AND RETURNING A LITTLE LATER STILL CHILLS ME. WHILST STILL OVER THE NORTH SEA IT WAS NOT UNUSUAL TO SEE AN EXPLOSION IN THE SKY, FOLLOWED BY BURNING DEBRIS, AND IN THE ABSENCE OF ANY PREVIOUS AIR TO AIR FIRING IT WAS REASONABLE TO ASSUME A COLLISION HAD OCCURRED. SOMEWHAT WORSE WAS WHEN THE TARGET WAS REACHED AND GROUND MARKERS HAD NOT BEEN DROPPED, OR WERE IN THE WRONG POSITION OR HAD BURNT OUT, AND IT WAS NECESSARY TO CIRCLE WHILST AWAITING FRESH MARKERS. CLEARLY, NOT ALL AIRCRAFT WOULD BE CIRCLING CONCENTRICALLY!
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THEN UPON RETURN TO ENGLAND THERE WOULD BE A CONVERGING OF THE THRONG, WHICH FOR VARIOUS REASONS WOULD BE FROM MANY DIRECTIONS. ONCE AGAIN WITHOUT NAVIGATION LIGHTS UNTILL CLOSE TO BASE (OR NOT AT ALL IF THE LUFTWAFFE WAS INFILTRATING THE STREAM HOPING TO FIND SOMEONE ASLEEP) WHERE WE CIRCLED HOPEFULLY WELL AWAY FROM ONE ANOTHER BEFORE BEING CALLED TO LAND. THIS WAS IRKSOME AT WOODHALL SPA BECAUSE BEING CLOSE TO CONINGSBY THE RING OF MARKER LIGHTS GUIDING AIRCRAFT AROUND EACH FIELD ACTUALLY INTERSECTED AND TO AVOID COLLISIONS AT THIS POINT WE ALL HAD TO FLY THE DOUBLE CIRCLE THUS CONSIDERABLY EXTENDING THE TIME TAKEN TO LAND. THIS PROCEDURE WAS OF COURSE PARTICULARLY TIRING TO THE PILOT WHO HAD BEEN AT THE CONTROLS CONTINUALLY FOR MANY HOURS.
THE POINT OF ALL THIS IS TO REITERATE THAT THE HIGHEST DEGREE OF TRAINING CANNOT NECESSARILY OVERCOME CIRCUMSTANCES WHERE THE ODDS ARE ADVERSELY STACKED. THE MIRACLE IS THAT SO MANY SURVIVED THESE ODDS; THE SADNESS THAT SO MANY CAPABLE CREWS WERE LOST, OFTEN THROUGH CAUSES OTHER THAN ENEMY ACTION. AN EXAMPLE OF THIS IS MENTIONED IN THE NOTES CONCERNING A RAID ON A TARGET NEAR RHEIMS ON THE 31ST OF JULY.
AS TO THE DIARY, WELL, THIS WAS WRITTEN UP SHORTLY AFTER EACH TRIP, USUALLY IN BED FOLLOWING THE TRADITIONAL SUPPER OR BREAKFAST OF EGG AND BACON. I HAVE NO RECOLLECTION WHY I WROTE IT, IT’S JUST THE SORT OF THING I USED TO DO. THE DIARY WAS MISSING FOR YEARS, BUT I HAD A FEELING IT WOULD RE-APPEAR, AND WHEN IT DID I DECIDED TO PROPERLY LAY IT OUT BEFORE IT WENT AGAIN. DESPITE WINCING AT THE STYLE AND PROSE OF THOSE TIMES I FELT IT RIGHT TO REPRODUCE IT VERBATIN [sic], WARTS AND ALL.
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[underlined] 6 – 1 – 44 STETTIN [/underlined]
FELT MORE INTEREST THAN NERVOUSNESS ON THIS TRIP – QUEER,. NOT TOO COLD AT 22,000 FEET, TARGET WELL ALIGHT. ENGAGED 109 WHICH WAS FINALLY SEEN WITH BROWN SMOKE POURING HEAVILY FROM THE ENGINE, OUR DAMAGE WASA [sic] FEW BULLETS FROM M.U. THROUGH THE FUSELAGE AND ONE THROUGH THE TURRET, SHAKY DO! SIX HOURS BACK – TERRIBLE, SAW SUN RISE OVER THE SEA, TEA NEVER SO WELCOME. SHORT OF FUEL, S.O.S. PREPARED, READY TO DITCH, FINALLY MADE IT AND LANDED AT THE FIRST DROME, LUDFORD MAGNA. PRETTY TIRED, 9 HOURS 50 MINUTES IN THE AIR. DICKENDS [sic] OF A JOB TO KEEP AWAKE, LUCKILY BAGS OF CLOUD, NEVER DID LAND LOOK MORE WELCOME AS THE COAST OF LINCOLNSHIRE.
[underlined] NOTES [/underlined] 109 WAS A SINGLE ENGINE MESSERSCHMITT AIRCRAFT, NORMALLY A DAY FIGHTER, BUT OCCASIONALLY SEEN AT NIGHT. WHEN THE ATTACK TOOK PLACE WE HAD JUST ENTERED AN AREA ILLUMINATED BY FLARES DROPPED BY HIGH FLYING GERMAN AIRCRAFT; THE FIGHTER APPROACHED FROM NEARLY DEAD ASTERN, FIRING – BUT MISSING – ALL THE WAY IN. AS I STARTED FIRING I SAW TRACER PASSING OVERHEAD FROM ROY MACHIN IN THE – UPPER TURRET (M.U.) AND ALTHOUGH INTERUPTER [sic] GEAR SHOULD HAVE PREVENTED HIS FIRE FROM DAMAGING OUR AIRCRAFT IN THIS INSTANCE IT DID NOT, FORTUNATELY WITOUT [sic] DISASTROUS RESULTS.
[underlined] 14 – 1 – 44 BRUNSWICK [/underlined]
FAIRLY COLD, -32 CALL LIGHT REPEATEDLEY [sic] FLASHED FOR NO GOOD REASON, HAD TO SMASH BULB HAVING NO WISH TO ADVERTISE OUR POSITION. CLEAR MOST OF THE WAY, 7/10 OVER TARGET, FIRES WERE NOT SO GOOD AS BEFORE, SAW 110 BUT DID NOT ENGAGE, LITTLE FLAK, BAGS OF SEARCHLIGHTS, NO OTHER FIGHTERS SEEN. SCARECROW FLARES SEEN, TWO LOADS JETTISONED NEAR TEXEL,. ENGINEER SHORT OF OXYGEN, DROPPED MY KNIFE WITH LEAFLETS. BACK AT 10-30 BEST LANDING JACK MADE. EGG, SAUSAGE, AND BACON FOR SUPPER, LOVELY;
[underlined] NOTES NEXT PAGE [/underlined]
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[underlined] NOTES [/underlined] CALL LIGHT WAS A SIGNALLING LIGHT AT ALL CREW STATIONS FOR USE IN CASE OF FAILURE OF THE NORMAL INTERCOM, IN THE GUNNERS POSITION IT COULD BE SEEN FROM OUTSIDE THE AIRCRAFT. 110 WAS A TWIN ENGINE MESSERSCHMITT, MUCH USED AGAINST THE R.A.F. AT NIGHT. SCARECROW FLARES GAVE THE EFFECT OF AN AIRCRAFT EXPLODING PRESUMABLY EMPLOYED AGAINST MORALE. WHEN BOMBS HAD TO BE JETTISONED THE RESULTING LINE OF EXPLOSIONS GAVE AN INDICATION OF ROUTE TO ANY NIGHT FIGHTERS IN THE AREA. BETTER THE BOMBS WERE DROPPED (SAFE) BUT THIS WAS UNDESIRABLE OVER ENEMY OR OCCUPIED TERRITORY AS THEY COULD BE RECOVERD [sic] AND EXAMINED. FUSES WERE OFTEN RE-DESIGNED TO FRUSTRATE, UNEXPLODED BOMBS BEING MADE SAFE BY THE ENEMY. TO BE HONEST, HOWEVER, IN AN EMERGENCY NECESSITATING JETTISONING A HEAVY LOAD IT SEEMS UNLIKELY THAT THE (SAFE) OR (LIVE) ASPECT WOULD OFTEN BE CONSIDERED! 7/10 INDICATED PROPORTION CLOUD/SKY.
[underlined] 20 – 1 – 44 BERLIN (MY BIRTHDAY) [/underlined]
NICE TRIP, FELT QUITE GOOD ALL WAY, EXCEPT USUAL SINKING FEELING OVER TARGET; THIS WAS WELL LIT UP, ANOTHER BROCKS BENEFIT, SCARECROWS AND ROCKETS ABOUT, FLAK NOT TROUBLESOME, NO FIGHTERS SEEN. DICKENS OF A JOB TO KEEP EYES OPEN LAST TWO OR THREE HOURS, EVEN STICKING HEAD INTO THE WIND DOESN’T HELP MUCH. MIKE WAS U/S FOR A PERIOD, HEARD SKIPPER SAY WAS I ASLEEP, CHEEK! FIRED TEST BURST OVER TARGET, GUNS O.K. WASN’T VERY COLD. CAME HOME A BIT QUICKER THAN USUAL, HOPE ALL TRIPS ARE AS PEACEFUL.
[underlined] Notes [/underlined] (MIKE) WAS MICROPHONE BUILT INTO OXYGEN MASK AND OFTEN FROZE DUE TO BREATH EXHALATION FREEZING. EVENTUALLY SMALL HEATERS WERE FITTED INTO THE MASK, AND THESE CURED THE PROBLEM.
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[underlined] 21 – 1 – 44 MAGDEBURG [/underlined]
HAD LITTLE TROUBLE OURSELVES, NO ENGAGEMENTS, A FEW FIGHTERS SEEN, BAGS OF FIGHTER FLARES AND SOME SCARECROWS. MIKE FROZE AS WE CAME ON TO THE TARGET, LUCKILY THERE WAS NO TROUBLE, IT BECAME U/S 1 HOUR FROM BASE. SPOOF ON BERLIN ABSOLUTELY USELESS, THERE BEING NO FLAK, FLARES OR ANYTHING, RAN INTO COASTAL FLAK ON RETURN, NO DAMAGE. TARGET WELL ALIGHT, LIKE STETTIN, 3/10 CLOUD. DON’T KNOW HOW I KEPT AWAKE AFTER LAST EFFORT, DARNED TIRED NOW.
[underlined] NOTES [/underlined] (SPOOF) WAS A DIVERSIONARY RAID, OFTEN CARRIED OUT BY MOSQUITO AIRCRAFT TO SOW DOUBT INTO THE GERMAN DEFENCES AS TO THE REAL TARGET. LIKE MANY THINGS IN WARTIME, SOME WORKED, OTHERS DID NOT.
[underlined] 27 – 1 – 44 BERLIN [/underlined]
VERY QUITE TRIP ON THE WHOLE, WARM TOO, TEMP. ABOUT – MINUS 20, DIFFICULT TO CLIMB – OVER TARGET AT .17,500 FEET. 10/10 CLOUD OVER CITY, NO FIGHTERS SEEN, THO’ OBVIOUSLY ACTIVE, QUITE A NUMBER OF FIGHTER FLARES, SAW ONE LANC. ONLY, NOT MUCH DOING OVER THE TARGET, QUEER. LONG ROUTE BACK, TERRIBLE BIND, ARRIVED AT ENGLISH COAST BANG-ON, DON’T KNOW HOW JOCK DOES IT. JACK WHEELED KITE IN, PERFECT LANDING NO TROUBLE WITH MIKE THESE DAYS.
[underlined] NOTES [/underlined] (JOCK) WAS THE NAVIGATOR JAMES BARRON, A CHEERFUL, SCOT WHO GUIDED US THERE AND BACK WITH LITTLE FUSS BUT WITH MUCH EXPERTISE. LIKE MOST BRITISH AIRCRAFT OF THE TIME, THE LANCASTER NORMALLY LANDED ON TWO MAIN WHEELS AND THE TAIL WHEEL, (THREE POINT) LANDING. OCCASIONALLY THE PILOT WOULD TOUCH DOWN ON ONLY THE TWO MAIN WHEELS, HOLDING THE TAIL WHEEL OFF THE RUNWAY UNTILL SPEED REDUCED. THIS WAS MUCH MORE COMFORTABLE FOR THE REAR GUNNER.
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[underlined] 29 – 1 – 44 BERLIN [/underlined]
THE BOYS WERE CERTAINLY WAITING FOR US TONIGHT, SAW COMBATS ALL THE WAY IN FROM THE COAST, BAGS OF FIGHTER FLARES, ROUTE LIKE PICCADILLY IN PEACE TIME. FIRED AT ORIGIN OF GREEN TRACER, SAW SOMETHING FALLING. TARGET HORRIBLY WELL LIT UP, HOW WE GET AWAY WITH IT BEATS ME, MARVELLOUS PRANG, FAR BETTER THAN PREVIOUS, SAW GLARE WHILE NEAR ROSTOCK ON THE WAY BACK. BAGS OF CLOUD MOST OF RETURN, - VERY USEFUL. CLOUD AT BASE DOWN TO 800 FEET, DON’T CARE FOR HEDGE HOPPING IN EARLY MORNING. VERY TIRED, BUT WE GO ON LEAVE TOMORROW!
[underlined] 15 – 2 – 44 BERLIN [/underlined]
10/10 CLOUD OVER MOST OF GERMANY, LITTLE TROUBLE EXCEPT AT TARGET, - LOADS OF FIGHTER FLARES AND FAIR AMOUNT OF FLAK BELOW, NO FIGHTERS SEEN. GENERATOR WENT U/S AFTER TARGET, GYRO COMPAS [sic] U/S, HAD TO USE P4. JACK MANAGED WELL. 23,000 FEET ON THE WAY BACK, SUITS NOT VERY USEFUL OWING TO LOW VOLTAGE. R/T U/S AT BASE, HAD TO USE VERY’S TO COME IN. TARGET NOT MUCH TO LOOK AT GENERALLY
[underlined] NOTES [/underlined] I DON’T REMEMBER HOW MANY GENERATORS THERE WERE, BUT CLEARLY MORE THAN ONE! THE P4 WAS A STANDBY MAGNETIC COMPASS, QUITE RELIABLE BUT NOT SO EASY FOR THE PILOT TO FOLLOW AS WAS THE GYRO COMPASS REPEATER. (SUITS) REFERS TO ELECTRICALLY WARMED SUITS WORN BY BOTH GUNNERS. THERE WAS NO HEATING IN THE FUSELAGE AFTER THE MAIN SPAR AT THE WIRELESS OPERATORS POSITION, -- AND NOT A LOT FORWARD EITHER. VERY’S ARE SIGNALLING PISTOLS, USED HERE TO SEEK LANDING PERMISSION BY FIRING APPROPRIATETCOLOUR [sic] TO RUNWAY CONTROLLER IN THE CARAVAN, WHO SIMILARLY RESPONDED.
I NOTE FROM MY LOG BOOK THAT DURING THESE FIRST SEVEN OPERATIONS 261 AIRCRAFT WERE LOST. TOWARDS THE END OF FEBRUARY THIS INFORMATION WAS OMITTED, PRESUMABLY FOR BEING TOO GLOOMY TO INCLUDE.
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[underlined] 19 – 2 – 44 LEIPZIG [/underlined]
ON THE WAY OUT COULD GET NO GUN DEPRESSION, AGREED TO GO ON, FLACK AND SEARCHLIGHTS OVER COAST, SAW A NUMBER OF COMBATS, AND AIR WAS FAIRLY LIVELY ALL THE WAY TO THE TARGET; ARRIVED EARLY AND HAD TO STOOGE AROUND UNTILL THE MARKERS WENT DOWN. NOT A LOT OF OPPOSITION OVER TARGET, WHICH BLAZED UP QUITE WELL. SOON AFTER LEAVING THE TARGET OXYGEN TUBE DISCONNECTED FROM MASK, AND HAD TO COME HOME SUCKING TUBE – NOT VERY COMFORTABLE CLOUD MOST OF THE TRIP, COLD TOO – MINUS 30.
[underlined] NOTES [/underlined] ONE OF THOSE TRIPS; DESPITE PRE-FLIGHT AIR TEST, FAULT OCCURRED IN TURRET HYDRAULICS THAT PREVENTED GUNS BEING DEPRESSED BELOW HORIZONTAL. FORTUNATELY WE WERE NOT ATTACKED, - AND 79 AIRCRAFT WERE LOST.
[underlined] 20 – 2 – 44 STUTTGART [/underlined]
COLD TRIP, ABOUT 20,000 FEET MOST OF THE WAY, WENT OVER READING, FELT QUITE HOMESICK. VERY QUIET TRIP, COUPLE OF FLAK BURSTS OVER FRENCH COAST SHOOK ME A BIT. MIKE FROZE UP SOME TIME BEFORE TARGET, GETTING A REGULAR HABIT. 5/10 OVER TARGET, SAW BITS OF GROUND, GOOD PRANG, NOT MUCH FLAK, FIGHTER FLARES DID NOT ARRIVE UNTIL ABOUT 15 MINUTES AFTER LEAVING. HAD TO LAND AT DUNHOLME OWING TO TAKE-OFF CRASH AT BASE. PRETTY TIRED, BED LOOKED GOOD TO ME
[underlined] 24 – 2 – 44 SCHWEINFURT [/underlined]
ARRIVED AT THE SOUTH COAST IN TIME TO GET MIXED UP IN HUN RAID; CONED BY OWN SEARCHLIGHTS, LUCKILY COLOURS OF THE DAY DOUSED THEM BUT IT WAS PRETTY WARM. OVER THE OTHER SIDE IT WAS VERY QUIET, DIDN’T SEE ONE FIGHTER FLARE OR COMBAT. GOOD VISION, NO CLOUD, BOMBS WELL CONCENTRATED ON TARGET, BAGS OF SMOKE -----
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--- AND FIRES AS WE LEFT, AIRCRAFT CLIMBED WELL 23,000 FEET WAY BACK; FOR ONCE MIKE DIDN’T FREEZE, BUT ICE FORMED ON MASK OVER FRANCE.
[underlined] NOTES [/underlined] COLOURS OF THE DAY WERE FIRED FROM A VERY PISTOL FOR IDENTIFICATION PURPOSES, RED/WHITE GREEN/RED ETC. COLOURS WERE CHANGED AT REGULAR INTERVALS, SOMETIMES EVERY 12 HOURS, LEST THE ENEMY USED THEM TO PROTECT THEMSELVES AGAINST OUR DEFENCES.
[underlined] 25 – 2 – 44 AUGSBURG [/underlined]
7 HOURS SLEEP, AND NO SQUARE MEAL BEFORE TAKE-OFF, BAD SHOW ARRIVED FRENCH COAST IN SOME LIGHT, PROMPTLY GOT SHOT-UP BY FIGHTER, FEW HITS ON PORT WING AND COCKPIT. LOTS OF ACTIVITY OVER FRANCE, SAW SEVERAL KITES GO DOWN. 30 MILES FROM TARGET LANCASTER BELOW SQUIRTED AT US, DAMAGED AIRCRAFT BEHIND DOOR SEVERELY, ON FIRE, ROY AND I PUT IT OUT, REAR TURRET U/S, NO OXYGEN, HAD TO GO FORWARD. BOMBS JETTISONED, STARBOARD ELEVATOR FABRIC STRIPPED, BALANCE TAB PRACTICALLY SHOT OFF, INTERCOM U/S, KITE DIFFICULT TO HANDLE, SKIPPER DID WIZARD JOB GETTING US HOME AND LANDING – SHAKY NIGHT.
[underlined] NOTES [/underlined] (SQUIRTED) – FIRED AT US FROM REAR TURRET. U/S – UNSERVICEABLE. THE FOLLOWING WAS ADDED TO MY DIARY ENTRY, UPON SUBSEQUENT EXAMINATION IT WAS FOUND THAT THE AIRCRAFT HAD BEEN HIT BY CANNON SHELLS SO IT SEEMS WE WERE HIT BY STRAY SHELLS AT THE IDENTICAL MOMENT THE LANCASTER FIRED. ALTERNATIVELY THE LUFTWAFFE WAS USING A CAPTURED LANCASTER WITH CANNON IN THE TURRET. THE 5 GROUP INVESTIGATOR THOUGHT IT HIGHLY UNLIKELY. WONDER IF WE’LL EVER KNOW? I STILL HAVE NO DOUBT AS TO WHAT I SAW THAT NIGHT. THE LANCASTER BELOW US WAS QUITE VISIBLE AT INTERVALS WHEN WE PASSED OVER PARTLY SNOW COVERD [sic] LAND, I HAD NOTICED IT EACH TIME THE TURRET WAS ROTATED IN THAT DIRECTION, AND NO ONE WAS MORE SURPRISED THAN I WHEN THE STREAM OF TRACER CAME TOWARDS US – AND WE WERE ON FIRE. THE DIRECTION OF THE SUSTAINED DAMAGE AND THE EXPLOSIVE EVIDENCE SUGGEST
S THAT POSSIBLY -------
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------- AND AT THE SAME TIME WE WERE STRUCK BY CANNON SHELLS FROM A NIGHT FIGHTER BELOW AND TO THE OTHER SIDE. IT SOUNDS A BIT THIN, BUT THE CASE WILL HAVE TO REST.
PILOT JOHN SANDERS WAS AWARDED A IMEADIATE [sic] D.F.C. THE WIRELESS OPERATOR ARTHUR WARD AND THE TWO GUNNERS ROY MACHIN AND RALPH BRIARS WERE AWARDED IMEADIATE D.F.M.
[underlined] 10 – 3 – 44 OSSUN [/underlined]
FIRST TRIP IN BRIGHT MOONLIGHT, FELT VERY OBVIOUS IN THE SKY, VISION ABOUT 3 MILES. EXPECTED BAGS OF FIGHTERS, BUT NONE SEEN, DIDN’T GET IT; OVER FRANCE AT 15,000 FEET TEMPERATURE MINUS 14, LOVELY, TARGET AT 8,000 FEET. CLEAR OVER OSSUN, HAD TO IDENTIFY TARGET FOR A CHANGE, WERE STOOGING AROUND FOR ABOUT 20 MINUTES BUT DIDN’T FEEL UNDULY WORRIED, - IT WAS TOO PEACEFUL. AL FINALLY SAW THE TARGET AND WE BOMBED, WE HAD D A’S SO DID NOT SEE RESULT, BUT SAW AND HEARD OTHER BOMBS GO OFF. SAW PYRENEES, LOKED [sic] GRAND BUT RATHER FORBIDDING. RATHER TIRED ON RETURN.
[underlined] NOTES [/underlined] AL WAS OUR CANADIAN BOMB-AIMER, D A’S WERE DELAYED ACTION BOMBS, JUST TO CONFUSE OUR FRENCH ALLIES, WHO NO DOUB-T [sic] HAQD TO DEFUSE THEM.
[underlined] 15 – 3 – 44 STUTTGART [/underlined]
BAGS OF OPPOSITION ON THE WAY IN, SAW SEVERAL COMBATS – AND SEVERAL GO DOWN, NOT SO GOOD, MAKES ONE WONDER WHO’S NEXT. FLAK HEAVY OVER TARGET, NO FIGHTER FLARES, SAW ONE COLLISION. BIT IF [sic] A MIX UP, PFF LATE, FEW T I’S UNTILL WE LEFT, APEARED [sic] TO BE QUITE A GOOD BLAZE ON TARGET LATER. VERY QUIET RETURN, SAW NOTHING; CLOUDS UP TO 20,000 FEET IN PLACES, CON TRAILS APPEARD [sic] NEAR FRENCH COAST, MOON BRIGHT, EXPECTED TROUBLE, NONE CAME.
[underlined] NOTES [/underlined] PFF WAS PATH FINDER FORCE WHO IDENTIFIED THE TARGET AND DROPPED TARGET IDENTIFIERS – COLOURED GROUND MARKERS WHICH THE MAIN FORCE FOLLOWING BEHIND SIGHTED UPON -----
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----- AND THESE WERE BACKED UP AS NECESSARY AS THR [sic] RAID PROGRESSED SO POOR OLD PFF HAD TO CIRCLE AROUND UNTIL EVERYONE HAD DONE THEIR BIT, NOT AN ENVIABLE JOB; CON. TRAILS THEN, AS NOW, OCCUR WHEN AIR CONDITIONS ARE SUCH THAT WATER VAPOUR IN EACH ENGINE’S EXHAUST BREEZES [sic] AND TRAILS ALONG WHITE PLUME, JUST RIGHT FOR A NIGHT FIGHTER TO FOLLOW. CHANGING HEIGHT DOWNWARDS WAS THE CURE AND THE PILOT PROMPTLY DID SO ON HEARING THE WAILS FROM THE GUNNERS.
[underlined] 30 – 3 – 44 NUREMBURG [/underlined]
VERY COLD TRIP, OPPOSITION HEAVY SOUTH OF RHUR, FULL MOON NO CLOUD TO KEEP FIGHTERS DOWN. USUAL TROUBLE, ROUTE TOO LONG, JERRY MARKING TRACK ON BOTH SIDES WITH COLOURED FLARES, 96 AIRCRAFT LOST A.M. WILL HAVE TO REVISE ROUTING METHODS. SAW AT LEAST A DOZEN KITES SHOT DOWN, BAD FOR MORALE IF NOTHING ELSE, SEVERAL ROCKETS OBSERVED. TARGET LOOKED POOR, THICK FLAK AT 17,000 TO 19,000 FEET. WAY BACK AGONY TO SIT TWO HOURS AND KEEP AWAKE. PERHAPS DAYLIGHTER WOULDN’T BE SUCH A STRAIN. TIRED AS HELL, BED;
[underlined] NOTES [/underlined] THE LOSSES ON THIS RAID WERE THE WORST SUSTAINED DURING ONE OPERATION. AIR CHIEF MARSHALL HARRIS LATER SAID THAT AGAINST AN EXPERIENCED, WILY ENEMY, WHO WAS FAMILIAR WITH MOST OF OUR AIR WAR STRATAGEMS BY 1944, THINGS WERE INEVITABLE OCCASIONALLY DISASTROUS. SEEMINGLY THE LONG STRAIGHT ROUTE LEGS WERE, HOPEFULLY, A RUSE TO SUGGEST TO THE LUFTWAFFE THAT WE WERE GOING TO NUREMBURG, WHERE UPON THEY WOULD, BY EXPERIENCE, SUSPECT WE WOULD SUDDENLY DIVERT ELSEWHERE AND DISPOSE THEIR FORCES ACCORDINGLY, THIS TIME THEY WERE NOT DECEIVED. TRULY ONE CANNOT WIN’EM ALL, PARTICULARLY IN WARTIME. REFERENCE TO (DAYLIGHTS) REFERRED TO DAY OPERATIONS, OF WHICH AT THAT TIME, WE HAD NO EXPERIENCE. WHEN, LATER, WE FLEW MANY SUCH RAIDS, I ADDED A FOOTNOTE TO THIS DIARY ENTRY – AFTER 22 DAYLIGHT TRIPS I FOUND THIS TRUE – WELL, THERE’S NO ACCOUNTING FOR TASTES.
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FOLLOWING THR NUREMBURG TRIP WE WERE POSTED, QUITE SUDDENLY AND FOR WHATEVER REASON, TO 617 SQUADRON AT WOODHALL SPA, NORTH OF BOSTON LINCOLNSHIRE. THE MUCH PUBLICISED RAIDS ON THE GERMAN DAMS AT MOHNE, SORPE AND EDER WERE CARRIED OUT BY THIS SPECIALLY FORMED SQUADRON, WHICH WAS SUBSEQUENTLY, THOUGH NOT ENTIRELY RETAINED FOR SPECIALISED OPERATIONS. LEONARD CHESHIRE WAS THE WING COMMANDER WHEN WE ARRIVED AND HE WAS REPLACED BY WILLY TAIT IN JULY, I THINK BOTH WERE OF SIMILAR MOULD AND MUCH RESPECTED.
[underlined] 18 – 4 – 44 JUVISY RAILWAY YARDS – PARIS [/underlined]
DARK NIGHT, 10,000 FEET ALL THE WAY, TEMPERATURE MINUS 5,. DROPPED FLARES TO HELP MOSQUITOES IDENTIFY MARSHALLING YARD, THEN CIRCLED AND BOMBED THEIR MARKER, SAW ONE MOSQUITO CIRCLING AT 2-3000 FEET APPARENTLY UNCONCERNED AT WHAT LITTLE FLAK THERE WAS, IMAGINED BOMBS SHOOK IT RATHER. NO FIGHTERS, FLAK SHIP IN THE CHANNEL FIRED AT US, WISH WE HAD BEEN LOW ENOUGH TO DO THE SAME. CIRCLED BASE FOR 50-55 MINUTES BEFORE COMING IN, - SHADES OF FISKERTON.
[underlined] NOTES [/underlined] MOSQUITOES WERE TWIN ENGINE AIRCRAFT, LARGELY BUILT OF PLYWOOD AND GLUED TOGETHER. FAST AND HIGHLY SUCCESSFUL IN VARIOUS ROLES – NIGHT FIGHTERS, BOMBERS THAT COULD DROP 4000 POUNDS ON BERLIN, RECONNAISSANCE AND CLANDESTINE MISSIONS INCLUDING CONVEYING DIPLOMATS AND OTHERS IN THE (VERY COLD) BOMB BAY BETWEEN BRITAIN AND SWEDEN. BOTH CHESHIRE AND TAIT USED THESE FOR TARGET MARKING, LATER CHANGING TO ANOTHER EXCELLENT DESIGN, THE ROLLS-ROYCE ENGINE MUSTANG FIGHTER. PHOTOGRAPHS SHOWED AN UNUSUALLY CONCENTRATED BOMBING PATTERN, AT THE TIME WE DID NOT FULLY APPRECIATE THE SIGNIFICANCE OF THIS RAIL DISRUPTION SIX WEEKS OR SO BEFORE THE JUNE INVASION OF FRANCE. REFERENCE TO FISKERTON IS DUE TO THE GOOD OLD HABIT OF BELIEVING THE LAST WAS BETTER THAN THE NEW; ------
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------ INITIALLY I THINK WE FELT PROCEDURE AT WOODHALL WAS NOT TO THE STANDARD OF FISKERTON, IN OTHER WORDS WE WERE KEPT WAITING FOR OUR SUPPER; THIS SOMETIMES WAS DUE TO HAVING TO FLY AROUND TWO OUTER MARKER CIRCLES OF LIGHTS WHEN NEARBY CONNINGSBY WAS ALSO RECEIVING AIRCRAFT, AS MENTIOND [sic] IN THE FORWARD. TO BE FAIR, THOSE IN THE CONTROL TOWER WERE NO DOUBT JUST AS ANXIOUS TO GET US DOWN QUICKLY AS WE WERE; ONE’S FIRST DUTY WAS TO THE KING, THE SECOND TO GRUMBLE ABOUT THE METHOD OF SO DOING ..
[underlined] 20 – 4 – 44 PARIS – LA CHAPPELLE [/underlined]
INTRUDERS OVER AS WE TOOK OFF, STARTS STRAIN AT ONCE, STILL THERE WAS NO APPARENT TROUBLE. QUIET ALL IN AND OUT, BOMBED AT 11,500 FEET, TARGET, BEING NEARER THE CENTRE OF THE CITY, HAD QUITE A BIT OF MEDIUM AND LIGHT FLAK. LONG STRINGS OF RED AND GREEN CAME ALL ROUND, BURSTING ABOUT 1000 FEET BELOW, WITH BRIGHT SPARKLING FLASHES – PRETTY; AL WELL AND TRULY HIT THE YARDS WITH OUR BOMBS, CARRIED 12 X 1000 LBS BOMBS, NICE LOAD. SAW MOSQUITO RUN INTO AREA – AND SHOOT HELL OUT OF THEM. TEMPERATURE MINUS 5.
[underlined] NOTES [/underlined] (INTRUDERS) WERE NIGHT FIGHTERS PROWLING AROUND FOR SOMEONE LEAVING THEIR NAVIGATION LIGHTS ON TOO LONG AFTER TAKE-OFF MIND YOU, A TRICKY DECISION. LEAVE THEM ON FOR FRIENDS TO SEE – AND THE LUFTWAFFE, TURN THEM OFF AND RISK A COLLISION.
[underlined] 22 – 4 – 44 BRUNSWICK [/underlined]
LITTLE FIGHTER OPPOSITION IN OR OUT, CONDITIONS HAZY OVER TARGET ABOVE 18,000 FEET, SO WE DIVED THROUGH TO ABOUT 16,000 FEET TO BOMB, PFF A FEW MINUTES LATE SO IT WAS A NIGHT-MARE OF KITES COMING IN ALL DIRECTIONS. HEARD FLAK BURSTING FOR THE FIRST TIME, TARGET WAS WELL ON FIRE. LONG TRIP BACK, TO AVOID ANOTHER LANCASTER JACK DIVED SO SUDDENLY AND STEEPLY MY NEW THERMOS WAS BROKEN, MY KNEE BRUISED AND ALL THE AMMUNITION WAS THROWN OUT OF THE TANKS. -----
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----- INTRUDERS ALL THE WAY HOME, DARNED NUISANCE BUT WE HAD NO TROUBLE, TEMPERATURE MINUS 15 TO MINUS 20
[underlined] NOTES [/underlined] AS MENTIONED IN THE FOREWARD, CIRCLING THE TARGET WHILST AWAITING MARKERS TO BE DROPPED BY THE PATHFINDERS WAS NOT THE MOST DESIRABLE OCCUPATION. LOOK AT THE MOANS AND GROANS, TOO, DON’T YOU KNOW THERE’S A WAR ON.
[underlined] 24 – 4 – 44 MILAN (ABORTED) [/underlined]
OUR FIRST BOOMERANG; (EARLY RETURN TO BASE) SHORTLY AFTER TAKE-OFF AN OIL PIPE IN THE TURRET BURST AND IN A FEW MINUTES THERE WAS NO OIL IN THE SYSTEM, - MOST OF IT WAS ON ME. AFTER A BIT OF NATTERY WE DECIDED TO RETURN, REMEMBERING THE LEIPZIG TRIP, AND IN VIEW OF A LONG JOURNEY – MILAN. PITY, BUT IT WAS THE BEST THING, BESIDES, WE GO ON LEAVE TOMORROW.
[underlined] 6 – 6 – 44 2ND FRONT (D-DAY) [/underlined]
AFTER NEARLY SIX WEEKS OF VERY BORING TRAINING AND INACTION WE DID OUR STUFF – SLINGING OUT WINDOW TO SIMULATE A CONVOY AND TO CONFUSE POOR JERRY; BY THE LACK OF OPPOSITION DURING TROOP LANDINGS IT APPEARS TO HAVE BEEN A USEFUL TRIP. TOOK TWO CREWS IN ONE KITE, ROY AND I TOOK TURNS AS FRONT GUNNER, QUITE A CHANGE. SAW SOME OF THE SHIPPING IN THE CHANNEL – GRAND SIGHT – ALSO THE LUFTWAFFE APPARENTLY ATTACKING A CONVOY, ONE SHIP CAUGHT FIRE AND BLEW UP. LOTS OF TUGS AND GLIDERS SEEN GOING OVER. QUIET TRIP.
[underlined] NOTES [/underlined] (WINDOW) WAS METALLIC COATED STRIP DROPPED TO CONFUSE ENEMY RADAR. WE FLEW OVAL COURSES, EACH CIRCUIT BEING PROGRESSIVELY NEARER FRANCE. THE INTERVALS OF DROPPING THE FOIL MATCHED THE SPEED OF AN IMAGINARY CONVOY IN THE CHANNEL APPROACHING THE COAST MILES TO THE EAST OF THE ACTUAL LANDING AREA IN NORMANDY -------
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------ I AM NOT NOW SURE, BUT POSSIBLY ANOTHER SQUADRON WAS WITH US. TWO CREWS BECAUSE OF THE QUANTITY OF WINDOW TO BE DROPPED. AGAIN, MANY AIRCRAFT ORBITING UNSEEN TO EACH OTHER OVER A FOUR HOUR PERIOD IN QUITE A NARROW SPACE. I DOUBT THE BLOOMIN’ INFANTRY BELOW CONCIDERED [sic] THERE WAS A LACK OF OPPOSITION! WE CAN ONLY HOPE OUR EFFORTS SOMWHAT [sic] REDUCED THE PRESSURE.
[underlined] 8 – 6 – 44 SAUMER (FRANCE) [/underlined]
FLEW THROUGH CLOUD MOST OF THE WAY THERE AND BACK, WEATHER CLEAR OVER TARGET. USUAL SCHEME, H2S KITES DROPPED FLARES AND MOSQUITOES MARKED WITH RED SPOT FIRES. SQUADRON CARRIED 12,000 POUNDER BOMBS, - LOOK LIKE TORPEDOES – AND WE TOOK 1,000 POUNDERS TO ATTACK NEARBY BRIDGE, WHICH TURNED OUT TO BE FAIRLY UNSUCESSFUL [sic]. BIG BOMBS MADE COLOSSAL FLASH AND WE SAW EARTH FLUNG TO HELL OF A HEIGHT, THIS WAS SUCESSFUL! FLAK FROM ONE GUN BURST AT OUR HEIGHT BUT ONLY IN ONE AREA, SO WE CIRCLED ROUND IT – NO FIGHTERS ARRIVED, - NO TROUBLE, DIVERTED TO METHERINGHAM AIRFIELD TO LAND BECAUSE OF LOW CLOUD.
[underlined] NOTES [/underlined] SAUMER WAS ON THE MAIN RAIL LINK TO NORTHERN FRANCE AND THE OPERATION WAS TO PREVENT PANZER DIVISIONS ARRIVING AT THE DEVELOPING BRIDGEHEAD AT NORMANDY. THERE ARE PICTURES SHOWING HOW COMPLETELY THE TUNNEL WAS BLOCKED. H2S WAS AN EARY [sic] FORM OF RADAR THAT GAVE THE NAVIGATOR A RATHER POOR PICTURE ON HIS VDU OF THE GROUND BELOW. RIVERS AND ESTUARIES SHOWED UP QUITE WELL, OTHER FEATURES WERE NOT EASILY DISTINGUISHABLE. THE EXTERNAL SCANNER WAS CONTAINED IN A PROMINENT HALF-EGG SHAPE HOUSING BELOW THE AIRCRAFT. THIS TRIP WAS THE FIRST TIME WE HAD COME ACROSS THE 12,000 LB. BOMB, CODE NAME (TALLBOY) AND WE SUBSEQUENTLY DROPPED MANY ON SPECIALIST TARGETS. THEIR TAIL FINS WERE OFFSET, AND WHEN DROPPED FROM NEARBY AIRCRAFT ONE COULD OBSERVE THEM STARTING TO SPIN AS THEY RAPIDLY FELL OUT OF SIGHT. MY LOG BOOK REVEALS THAT WITH CAPTAIN SANDERS I WENT TO METHERINGHAM BY ROAD TO FLY OUR LANCASTER BACK TO WOODHALL. AS FLIGHT ENGNEER [sic] (TEMPORARY UNPAID) I THINK I WAS PERMITTED TO RAISE THE UNDER-CARRIAGE (MY FINEST HOUR.)
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[underlined] 14 – 6 – 44 LE HAVRE [/underlined]
FIRST DAYLIGHT RAID – OVER THE TARGET ABOUT 10-30 P.M. FLEW IN FORMATION GOING, SOME SIGHT, WENT AS FRONT GUNNER AS WE STILL HAVE NO KITE OF OUR OWN. SECOND TO BOMB – WITH TALLBOY – TARGET QUIET UNTILL A FEW MINUTES BEFORE DROPPING THE BOMB, THEN THEY LET LOOSE BAGS OF LIGHT AND MEDIUM FLAK, PREDICTED, TOO AS BOMB LEFT FLAK HIT STARBOARD INNER ENGINE AND TOP TURRET, GUNNER OK, ENGINE HAD TO BE FEATHERED. E BOAT PENS, 25 FEET THICK, WERE HIT, GOOD BOMBING. SAW PART OF SPITFIRE ESCORT, NO ENEMY FIGHTERS SEEN, INTERESTING TRIP.
[underlined] NOTES [/underlined] THE LANCASTER WE FLEW FROM FISKERTON WHEN POSTED TO 617 SQUADRON IN APRIL 1944 REMAINED A 49 SQUADRON AIRCRAFT, ALTHOUGH WE USED IT ON SEVERAL OPERATIONS PENDING IT’S RETURN TO THAT SQUADRON. EVENTUALLY WE WERE ALLOCATED A 617 AIRCRAFT THAT HAD BEEN REPAIRED AFTER A SPOT OF BOTHER LATE IN 1943. OMINOUSLY NUMBERED ME562, IT NEVERTHELESS SERVED US WELL OVER NINE MONTHS FOR NINETEEN OR SO OPERATIONS, SURVIVED THE WAR AND WAS SOLD OUT OF SERVICE IN JANUARY 1947. BY CONTRAST, OF THE TWELVE OTHER OPERATIONAL LANCASTERS WE HAD FLOWN IN – EITHER ON RAIDS OR PRACTICE BOMBING OR OTHER EXERCISES – ONLY TWO SURVIVED, ONE BEING THE FIRST WE HAD FLOWN IN ON A CROSS-COUNTRY EXERCISE ON ARRIVAL AT FISKERTON.
[underlined] 15 – 6 – 44 BOULOGNE [/underlined]
FOUND PORT OUTER ENGINE MOUNTING HAD ALSO BEEN HIT AFTER LAST NIGHT, SO IT HAD TO BE CHANGED, THIS MADE US FORTY MINUTES LATE TAKING OFF BUT WE GOT OVER THE TARGET SHORTLY BEFORE REST OF KITES LEFT, VISIBILITY WAS VERY BAD WITH LOW CLOUD AND WE WERE TOLD TO RETURN TO BASE. BOB KNIGHTS, BEING A KEEN TYPE AND IN VIEW OF THE WORK THE GROUND CREW HAD DONE DECIDED TO BOMB. BAGS OF LIGHT AND MEDIUM FLAK, HOT FOR A FEW MINUTES, REAR TURRET AND OIL TANK HIT, NO ONE INJURED. TARGET LOOKED QUITE A MESS WHEN WE LEFT, SAW LITTLE FIGHTER COVER. TARGET HEIGHT 7,500 FEET. ------
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------ [underlined] NOTES [/underlined] HERE AGAIN, I FLEW WITH THE SAME PILOT AS THE DAY BEFORE. WHAT NOW PUZZLES ME IS WHY I FLEW FIVE SUCCESSIVE TRIPS WITH BOB KNIGHTS, AS FRONT GUNNER. WHAT WAS THE THEN P.O. SANDERS DOING ALL THIS TIME? I HAVE A FEELING HE WAS AWAY HAVING A BABY, FOR I HAVE A FAINT RECOLLECTION OF A CONSTANT AIR OF CRISIS CONCERNING THE EVENT. THERE WERE EVEN STRONG RUMOURS THAT A LANCASTER HAD BEEN BORROWED TO FURTHER THE ABOUT-TO-BE-FARTHER’S [sic] CAUSE.
[underlined] 19 – 6 – 44 WATTEN (PAS DE CALAIS) [/underlined]
TOOK OFF ABOUT 6 PM IN TRUE FIGHTER STYLE, ONE EACH SIDE OF THE RUNWAY, FLEW OVER IN FORMATION OF FIVE, WEATHER PERFECT. FIGHTER COVER OF SPITFIRES., MET US AT ORFORDNESS. TARGET 10-12 MILES INLAND, SAW RESULTS OF THE MARAUDERS WORK IN LOTS OF PLACES, A LITTLE FLAK OUTSIDE TARGET AREA DIDN’T TROUBLE US. CIRCLING FOR ABOUT 20 MINUTES BEFORE WING COMMANDER GAVE THE OK TO BOMB, TARGET DIFFICULT IT WAS IN A CLEARING ON THE EDGE OF A WOOD. BOMBING FAIR, BOMBAIMER’S [sic] A BIT DISAPPOINTED WITH RESULTS, WATCHED THE REST OF THE AIRCRAFT COMING IN TO BOMB AND THEN CAME HOME. BELIEVE BANDITS TURNED UP AS MOSQUITOES LEFT – GOOD SHOW, FLEW AT 17,000 FEET.
[underlined] NOTES [/underlined] THE OPERATION WAS AGAINST FLYING BOMB SITES AS WERE MANY OTHERS THIS MONTH AND AGAIN IN JULY. (MARAUDERS) WERE TWIN ENGINE AMERICAN BOMBERS MUCH USED BY THE TACTICAL AIR FORCES.
[underlined] 4 – 7 – 44 ST-LEV-D’ – ESSERENT (PARIS) [/underlined]
FULL MOON – EXPECTED – AND HAD A RECEPTION AS AT NUREMBURG, SEARCHLIGHT BELT JUST INSIDE COAST ANNOYING BUT NO FLAK. COMBATS SEEN ALL THE WAY IN AND OUT, AT TARGET WE TURNED AND HAD THE MOON BEHIND, HARDLY HELPFUL; FIGHTERS CAME IN FROM ALL DIRECTIONS, NEVER SEEN SO MUCH TRACER, GOT VERY MAD AND SCARED; ------
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------ JU88 AT LAST CAME NEAR ENOUGH TO GIVE IT TWO LONG SQUIRTS OF GUN FIRE AND IT APPEARED TO GO INTO ONE BIG BALL OF FIRE, LOST SIGHT OF IT BUT SKIPPER RECKONS IT BROKE IN HALF AND HIT THE DECK. UNABLE TO BOMB BECAUSE MARKERS INDEFINITE, PITY. FIGHTERS FOLLOWED ALL THE WAY TO OUR COAST, COULDN’T HAVE ANY COFFEE TILL WE GOT TO READING.
[underlined] NOTES [/underlined] TARGET HERE WAS A V.1 STORAGE DEPOT ON THE OUTSKIRTS OF PARIS. V1’S WERE PILOTLESS FLYING BOMBS V2’S WERE THE LATER GUIDED ROCKETS. THE LAUNCH SITES OF BOTH WERE THE FOCUS OF MUCH BOMBING EFFORT, AND WERE EXTREMELY DIFFICULT TO LOCATE.
[underlined] 17 – 7 – 44 WIZERNES (FRANCE) [/underlined]
TOOK OFF 11 A.M FLEW IN LOOSE BUNCH TILL REACHING TARGET, CLOSED UP A LITTLE THERE. WEATHER GRAND, ABOUT 1/10 CLOUD COVER OVER FRANCE, TARGET VISABLE [sic]. TARGET AREA HEAVILY BOMBED. SPITFIRE ESCORT, SAW NO HUN FIGHTERS, NO FLAK AT ALL, GENERALLY ALL WAS REMARKABLY QUIET. BOMBING SEEMED GOOD – ALTOGETHER VERY NICE AND QUIET TRIP. HAD TWO EGGS FOR DINNER, WONDER WHAT THE CATCH IS.
[underlined] 25 – 7 – 44 WATTEN [/underlined]
TOOK OFF ABOUT 07-00 FAIRLY CLEAR, COOL. SKY CLEARED NICELY OVER THE CHANNEL, TARGET EASILY SEEN. WATCHED KITES BEHIND AS WE RAN IN, SO INTERESTED THAT I FORGOT ABOUT DEFENCES, AND THEY LET GO SOME VERY ACCURATE FLAK JUST BEFORE BOMB WENT DOWN. DESPITE ALL THIS BOMBS WERE WELL DROPPED, GRAND SHOW ON BOMBAIMERS [sic] PART. WEAVED LIKE HELL FOR A FEW MINUTES TILL CLEAR OF AREA, NEVER FELT OR HEARD FLAK SO NEAR – SLUNG OUT SOME WINDOW MYSELF, STARBOARD TAILPLANE SLIGHTLY DAMAGED. SAW ONE KITE HIT IN ENGINE, SMOKE POURED OUT, ENGINE WAS FEATHERD [sic] AND THEY GOT BACK HOME.
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[underlined] 31 – 7 – 44 RILLY-LA-MONTAGE (NEAR RHEIMS) [/underlined]
WENT WITH ABOUT 200 MAIN FORCE KITES, - MADE A SIGHT WORTH SEEING. TARGET 120-150 MILES INLAND, JUST SOUTH OF RHEIMS, ANTICIPATED SOME JERRY ACTIVITY BUT NONE APART FROM HEAVY FLAK IN TARGET AREA. TARGET IN WOOD, DEPOT FOR FLYING BOMBS, RESULTS APPEARED GOOD, DIFFICULT TO ASSESS DUE TO SMOKE. JUST MANAGED TO WEAVE OUT OF THE WAY OF A STICK OF BOMBS FROM KITE ABOVE. BILL REID V.C. WAS HIT THE SAME WAY AND WAS LOST – SEE NOTES. WEATHER QUITE CLEAR. SPITFIRE ESCORT. ONE PIECE OF FLAK IN AIRCRAFT NOSE, AL (BOMB AIMER) DIDN’T KNOW TILL WE LANDED.
[underlined] NOTES [/underlined] BILL REID’S AIRCRAFT WAS TO ONE SIDE AND BELOW US AND WAS HIT BEHIND THE TOP TURRET BY A BOMB THAT DID NOT EXPLODE BUT SO DAMAGED THE FUSELAGE THAT IT MOMENTARILY SAGGED, THEN BROKE IN TWO AND SPUN AWAY. MIRACULOUSLY, BILL AND ONE OF HIS CREW SURVIVED. DURING THE LUNCH FOLLOWING THE SQUADRON MEMORIAL DEDICATION IN 1987, BILL TOLD US OF HIS FEELINGS AS HE FELL FROM THE STRICKEN LANCASTER, KNOWING HE HAD WON A FEW POUNDS GAMBLING, (THERE GOES THAT B----- REID) THEY WOULD BE SAYING (TAKING OUR MONEY WITH HIM) A LOVELY CHAP.
[underlined] 5 – 8 – 44 BREST [/underlined]
TOOK OFF 09-45, CLIMBED ON TRACK FOR A CHANGE. WEATHER PERFECT, COUNTRYSIDE LOOKED GRAND, ESPECIALLY IN THE SOUTH WEST. SPITFIRE’S MET US OFF SIDMOUTH. TARGET U-BOAT PENS, DIDN’T FEEL SO HAPPY KNOWING BREST’S REPUTATION FOR FLAK, OVER 80 HEAVY GUNS TO BE SHARED AMONGST SIXTEEN KITES. AS WE RAN IN FLAK BANGED VERY CLOSE, BUT CLEARED FOR BOMBING RUN. GOOD RESULTS, FIVE PENS HIT, REST VERY CLOSE. SAW ONE PARACHUTE FROM KITE THAT WAS LOST, QUEER THING, IT APPEARED TO BE UNDER CONTROL BUT MADE NO EFFORT TO COME HOME. WE HAD FLAK THROUGH THE NOSE AND ONE ENGINE COVER.
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[underlined] NOTES [/underlined] THE AIRCRAFT LOST AT BREST WAS PROBABLY F/LT CHENEY’S, AND BRINCKHILL’S BOOK (THE DAM BUSTERS) HAS A VIVID DESCRIPTION OF WHAT HAPPENED TO IT AFTER RECEIVING DIRECT FLAK SHELLS. THE PILOT AND TWO OTHERS WERE PICKED UP BY A FRENCH FISHING BOAT AND LATER RETURNED TO THE SQUADRON, THE REST WERE NEVER FOUND.
[underlined] 6 – 8 – 44 LORIENT [/underlined]
TOOK OFF ABOUT 18-00, WEATHER AND FLIGHT PLAN AS BEFORE, PROBABLY; SAW AN AIRFIELD BEING SHELLED NEAR TARGET. FLAK STARTED EARLY BUT AT 16,000 FEET WE SEEMED TO BE IN A FREE BELT, AS ABOVE AND BELOW IT WAS VERY THICK. BOMBING RUN GOOD, ALTOGETHER IT DIDN’T APPEAR TO BE SUCH A GOOD EFFORT AS YESTERDAYS, BUT DIFFICULT TO TELL REALLY. HEAVY FLAK FOR A FEW MINUTES OUT OF THE AREA, HIT IN TAILPLANE AND SPINNER, NO KITES LOST. HOPE THERE ARE NO MORE PENS TO HIT, JERRY GETS ANNOYED SOMEWHAT.
[underlined] 9 – 8 – 44 LA PALLICE [/underlined]
TOOK OFF 10-00, WEATHER GOOD. BEING A BIT LATE WE CUT ACROSS COUNTRY, PASSED QUITE CLOSE TO ALDERNEY AND GUERNSEY, EVENTUALLY CAUGHT UP WITH THE REST NEAR FRENCH COAST. WENT NEAR TO LORIENT AND FOLLOWED COAST TO THE TARGET. RAN IN FROM THE SEA, NO FLAK UNTILL BOMB WENT, RESULTS GOOD EXCEPT FOR ONE BOMB THAT WENT A LONG WAY WIDE AND HIT THE HARBOUR WORKS INSTEAD OF THE PENS. FLAK MODERATE, HIT ON ONE SPINNER. QUITEA [sic] LONG TRIP, SAW NO ENEMY FIGHTERS, ESCORT OF MUSTANGS AND SPITFIRES, MOST OF THEM MET US ON THE WAY BACK – HELPFUL; SKIPPER AND ROY’S THIRTIETH TRIP.
[underlined] NOTES [/underlined] ALTHOUGH AIRCREWS NORMALLY FLEW TOGETHER UNDER ONE PILOT, THERE WERE OCCASIONS WHEN INDIVIDUALS WOULD JOIN OTHER CREWS, AS I DID FOR SEVERAL TRIPS WITH BOB KNIGHTS. THE REASONS WERE MANY, SICKNESS OF ONE MEMBER MIGHT RESULT IN A REPLACEMENT FROM ANOTHER CREW, OR THE VARIOUS TRADES MIGHT BE FARMED OUT TO OTHER CREWS NEEDING TEMPORARY STAFF. ------
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------- THUS DIFFERENT MEMBERS OF THE SAME CREW OFTEN HAD VARYING NUMBERS OF OPERATIONAL SORTIES TO THEIR CREDIT, I SEEM TO REMEMBER THAT ON ARRIVING AT 49 SQUADRON OUR PILOT, JOHN SANDERS, FLEW HIS FIRST FLIGHT OVER GERMANY AS SECOND PILOT, SO HE WAS ONE UP ON THE REST OF US ALREADY; I SUPPOSE THE IDEA WAS TO SEE IF HE LIKED THE EXPERIENCE. . . . THE FIRST TOUR WAS THIRTY OPERATIONS, THE SECOND FIFTEEN.
[underlined] 11 – 8 – 44 LA PALLICE [/underlined]
TOOK OFF ABOUT 11.30, LOAD 6 X 2.000 LD. [sic] ARMOUR PIERCING, DON’T KNOW WHAT USE THESE ARE AGAINST PENS, - OURS NOT TO REASON WHY. ROUTE AS YESTERDAY, AS WAS THE ESCORT. MUCH MORE FLAK ON RUN IN, SAW ONE KITE HIT AND CONTINUE ON THREE ENGINES, HEARD LOTS OF BURSTS, BOMBS WENT DOWN BANG ON TARGET, WE WERE HIT IN THE AIRCRAFT NOSE AND ONE ENGINE, NOTHING SERIOUS. LANDED AT GROVE, SHORT OF PETROL. HOPE THIS TARGET IS FINISHED, FLAK FAR TOO ACCURATE FOR COMFORT,
[underlined] 12 – 8 – 44 BREST [/underlined]
TOOK OFF 07-00 – 12 HOURS AFTER LANDING. WEATHER PRETTY FOUL, TRIED TO CLIMB THROUGH CLOUD, BECAME ICED UP, HAD TO REDUCE TO 11,000 FEET AND CLIMB OVER CHANNEL. ONLY EIGHT KITES ON THE RAID, EXPECTED TO BE SHOT TO HELL, BUT LUCKILY FLAK WAS LIGHTER AND LESS ACCURATE THAN BEFORE, - ONE FLAK SHIP IN THE HARBOUR. PENS APPEARED TO RECEIVE SEVERAL DIRECT HITS, SMOKE POURED FROM GAP IN THE ROOF, SMALL DENT IN SPINNER, NOT BAD TRIP, INTERCOM BETTER THAN YESTERDAY, SO CREW WAS MORE SOCIABLE; SAW NO ESCORT, EXCEPT USUAL MOSQUITO.
[underlined] NOTES [/underlined] IT SEEMS WE HAD MORE DENTED SPINNERS THAN ANYTHING ELSE, WHICH IS PROBABLY VERY FORTUNATE, CURIOUS REFERENCE TOA [sic] MOSQUITO AS ESCORT, WHEREAS I KNOW VERY WELL IT WAS THE MARKING AIRCRAFT. PERHAPS THE CRACKS WERE BEGINNING TO SHOW.
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[underlined] 13 – 8 – 44 BREST [/underlined]
TOOK OFF 08-30, WEATHER GOOD. TARGET FOR US WAS A SHIP IN THE HARBOUR THAT MIGHT BE USED AS A BLOCKSHIP, OTHERS BOMBED PENS, AND 9 SQUADRON SUPPORTING HAD ANOTHER VESSEL. FLAK; COR! IT WAS HOT, JUST LIKE FIRST TIME TO BREST HIT IN UNDERCARRIAGE AND HYDRAULICS, BEFORE OUR BOMB LOAD (12 X 1.000 POUNDERS) WENT DOWN, BAGS OF HOT OIL AND VAPOUR IN THE NOSE, PANIC FOR A FEW MINUTES; TOMMY’S HARNESS WAS HIT AND THERE WERE OTHER HOLES. SAW ONE KITE GO DOWN, STRAIGHT DOWN AND BURST ON THE SHORE, NASTY, ONE BURST OF FLAK WAS PINK, - GREMLINS GOT ME AT LAST; ALTOGETHER FAR TOO LIVELY FOR MY LIKING.
[underlined] 14 – 8 – 44 BREST [/underlined]
TOOK OFF 08-30, USUAL TIME, WEATHER GOOD. AFTER YESTERDAYS EFFORT FELT LOUSY ON THE WAY ANTICIPATING EVERY SORT OF TROUBLE, THE OLD TUMMY GETS A BIT SORE THINKING OF FLAK THESE DAY’S. TARGET – SHIP IN THE HARBOUR AGAIN, 9 SQUADRON SUPPORTING RAN INTO TARGET IN MORE N.W. DIRECTION – OVER – BAY HEIGHT 16,200 FEET, FLAK BOUNCED US ABOUT A BIT BUT IT WASN’T QUITE SO BAD. PIECES OF FLAK THROUGH JACK’S SCREEN, MID UPPER TURRET AND ONE ENGINE, NOTHING SERIOUS. SAW SEVEN STICKS OF BOMBS GO DOWN, EACH JUST MISSED THE SHIP, HOPE SOMEONE HIT IT OR BACK WE GO ANOTHER DAY. BOMB LOAD 6 X 2,000 POUNDERS, ARMOUR – PIERCING.
[underlined] NOTES [/underlined] (STICKS) WERE THE ENTIRE BOMB LOAD DROPPED BY EACH AIRCRAFT. IT WAS INFURIATING TO WATCH THE FOUNTAINS OF SPRAY APPEAR AS EACH BOMB HIT THE WATER ON EITHER SIDE OF THE VESSEL. I WONDER IF IT EVER SANK, WE DIDN’T GO TO BREST AGAIN, THANK GOODNESS, (THE SHIP WAS THE GERMAN CRUISER GUEYDON) WE THEN WENT ON TO MORE INTERESTING THINGS. -----
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[underlined] 11 – 9 – 44 KAA FIORD NORWAY (VIA RUSSIA) [/underlined]
THE BIG ONE AGAINST THE GERMAN POCKET BATTLESHIP [underlined] TIRPITZ [/underlined], WHICH HAD SO FAR LED A CHARMED LIFE DESPITE A VARIETY OF ATTACKS BY EVERY – BODY EXCEPT THE ARMY, - AND SURVIVED THE LOT AS THE VESSEL WAS OUT OF RANGE FROM BRITAIN THE PLAN WAS TO FLY TO YAGODNIK, AN ISLAND AIRFIELD UPSTREAM FROM ARCHANGEL, REFUEL, CARRY OUT THE RAID, REFUEL AGAIN IN RUSSIA AND RETURN TO LINCOLNSHIRE. AS ADDITIONAL PETROL HAD TO BE CARRIED THE TOP TURRET WAS REMOVED, TOGETHER WITH MUCH OF THE AMMUNITION FOR THE REAR TURRET, SOME OF THE RADAR AND THE EXHAUST COWS [sic] FROM EACH ENGINE, - WHICH SEEMED RATHER EXTREME AND MAY HAVE BEEN DONE UNDER THE OLD DICTUM THAT EVERY LITTLE HELPS. A 250 GALLON FUEL WAS INSTALLED IN THE FUSELAGE, AND THE LENGTH OF THE TANK NECESSITATED THE DEPARTURE OF THE TOP TURRET. WE CARRIED TWELVE 450 POUND BOMBS – WHICH I HAVE A FEELING WERE A SORT OF SEA MINE – AND OTHERS HAD THE 12,000 POUND “TALLBOY”. THERE WERE TWENTY LANCASTERS FROM 617 AND EIGHTEEN FROM 9 SQUADRON. THE DIARY ENTRY:
TOOK OFF 19-00, HEADED FOR NORWAY AT 2,000 FEET, CLIMBED TO 6,000 FEET AT THE COAST TO CLEAR THE MOUNTAINS, BIT CLOUDY, SAW GLIMPSES OF THE PEAKS AT TIMES. SWEDEN WAS WELL LIGHTED, EVEN SAW NEON SIGNS OCCASIONALLY, SOME FLAK IN ONE AREA, ONE KITE DAMAGED. AS IT BECAME LIGHTER WE DROPPED TO AVOID CLOUD AT 500-1,000 FEET, CROSSED WHITE SEA VERY LOW, LOOKED SOMEWHAT INHOSPITABLE AND COLD. EVENTUALLY FOUND ARCHANGEL IN THE MOUTH OF THE RIVER, AND AFTER SOME SEARCHING CAME ACROSS THE AIRFIELD ON A [sic] ISLAND DOWN STREAM. LANDED ON GRASS WITH BOMBS ON BOARD. QUARTERS IN A OLD RIVER STEAMER, HAD TO CLEAN OUT, WASHING AND SANITARY CONDITIONS LOUSY. MEALS GOOD GENERALLY, PLENTY OF EGGS, BUTTER AND SUGAR. TEA WITHOUT MILK – IN GLASSES – SLIGHTLY SOUR BREAD AND SPAM WILL BE REMEMBERD [sic]; --------;
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----- SWAPPED CIGARETTES FOR CAP BADGES, COINS, PAPER MONEY AND BUTTONS. ENTERTAINED EVERY NIGHT WITH CONCERTS, FILMS AND DANCES. BAND COULD EVEN PLAY (LAMBETH WALK) SAND AND GRASS FIELD, WEATHER SLIGHTLY COLDER THAN AT HOME.
TOOK OFF 09-30 ON SEPTEMBER 15TH LOOSE GAGGLE, 1,000 FEET, ROUTE OVER FINLAND, SWEDEN AND NORWAY, A GOD-FORSAKEN COUNTRYSIDE OF HILLS, RIVERS, TIMBER AND MARSHES. WE LED J.W. FORCE AND CAME IN FROM A DIFFERENT DIRECTION. TO THE MAIN FORCE. SAW SMOKE GENERATORS START UP A FEW MINUTES BEFORE BOMBING, NUISANCE. SAW J.W’S SWINGING DOWN ON PARACHUTES, WEIRD SIGHT, FLAK SCATTERD [sic] AND INACCURATE, SUPRISING [sic] AS WE BOMBED AT 11,000 FEET, NO FIGHTERS. ONE KITE ONLY DAMAGED.
TOOK OFF 19-15 ON THE 16TH TO RETURN HOME. WEATHER DULL, POOR VISIBILITY, 1,500 FEET OVER FINLAND, CLIMED [sic] TO 7,000 OVER SEA AND SWEDEN. DARK NIGHT, SAW SOME AIRFIELDS LIGHTED, OCCASIONAL LIGHT FLAK. BAD WEATHER JUST AFTER LEAVING SWEDEN, HAD TO DROP TO 4,000 FEET TO CLEAR CLOUD AND HEAVY RAIN, OFF TRACK, RAN OVER NORTH DENMARK, SEARCHLIGHTS EVADED BY USING CLOUD COVER, FLAK SHIPS A DARN NUISANCE OFF COAST. CARRIED THREE OF ROSS’S CREW BACK. BET THEY WERE COLD IN THE FUSEELARGE [sic]. GLAD TO SEE ENGLISH SEARCHLIGHTS AND AIRFIELDS AGAIN – AND REAL EGG, BACON AND CHIPS ON RETURN.
[underlined] NOTES [/underlined] RE READING THE DIARY REMINDS ME OF THE PROFICIENCY OF OUR NAVIGATOR, JAMES BARON, WHO SO SKILLFULLY [sic] GUIDED OUR WAY TO RUSSIA AND BACK, BASICALLY WITH ONLY HIS EXPERTISE, MAP, AND SIX PAIRS OF ANXIOUS EYES TO ASSIST. NO NAVIGATIONAL AIDS IN THAT PART OF THE WORLD, SEVERAL AIRCRAFT FORCE-LANDED IN THE AREA WHEN FUEL RAN OUT IN THEIR VAIN SERCH [sic] FOR THE LANDING FIELD; SO FAR AS I RECALL, NO ONE WAS LOST, THE RUSSIANS BROUGHT THEM ALONG IN VARIOUS ANCIENT LIGHT PLANES AT INTERVALS. THERE IS A PHOTO OF A DOWNED LANCASTER, IT’S 12,000 POUND TALLBOY BOMB HURLED FREE ON LANDING INPACT [sic] AND LAYING FORLORNLY IN THE MUD. A CONSIDERABLE DISTANCE FROM THE AIRCRAFT.
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THE CREWS INVOVLED [sic] WITH THESE CRASHED LANCASTERS CAME HOME IN OTHER AIRCRAFT AND THEIR AIRCRAFT LEFT IN RUSSIA.
THE RUSSIAN FILMS WERE TERRIBLE, LONG AFFAIRS OF CONTINUAL WAR SCENES, AND I SEEM TO RECALL THAT THE ROYAL NAVY CONTINGENT AT ARCHANGEL SENT SOME CARTOONS WHICH CHEERED US UP AND LEFT OUR HOSTS BAFFLED. LIVING AROUND THE AIRFIELD IN VARIOUS PRIMITIVE HUTS WERE SOME OF THE RUSSIAN STAFF, INCLUDING, NO DOUBT, THE LADIES WHO FELL ABOUT IN LAUGHTER WHEN ASKED FOR HOT WATER TO SHAVE WITH – SUCH WESTEN [sic] DECADENCE. THE MEN SPENT MUCH TIME PLAYING CARDS ON THE RIVER BANK. THEIR WIVES ONLY APPEARED WHEN CALLED TO HAVE LARGE TREE TRUNKS, THAT HAD FLOATED DOWN FROM THE URALS, HOISTED ON TO THEIR STURDY SHOULDERS BY THEIR CARING PARTNERS; IT WAS A PEACEFUL SCENE, ONLY DISTURBED BY THE SOUND OF CHOPPING AND SAWING WHILST THE INTERRUPTED CARD GAME CONTINUED. LENIN WOULD SURELY HAVE APPROVED. I JEST A LITTLE, WITHIN THE LIMITATION OF THE TIMES, THE RUSSIANS WE MET WERE GENERALLY KINDLY, GENEROUS HOSTS. THEY BEAT US HANDSOMELY AT FOOTBALL TOO.
THE WAIT FOR SUITABLE WEATHER ACCOUNTED MAINLY FOR THE FEW DAYS THAT PASSED BEFORE ATTACKING THE (TIRPITZ) AND THE TIME WAS PROBABLY USEFUL TO ENABLE SOME AIRCRAFT SERVICING TO BE DONE. I THINK OUR J.W. BOMBS WERE KNOWN FOR SOME REASON AS JOHNNY WALKERS, AND AS DESCRIBED, THEY FLOATED GENTLY DOWN ON PARACHUTES. IF THEY HIT SOMETHING SOLID THEY EXPLODED ON CONTACT, IF THEY FELL INTO THE WATER THEY WOULD SINK ARMED THEM SELVES AND RISE TO THE SURFACE HOPEFULLY DETONATING UNDER A SHIP IF NO TARGET WAS FOUND THEY WOULD SINK AGAIN AND MOVE 30 FEET AND REPEAT.
AT THE TIME OWING TO THE SMOKE SCREEN THE RAID WAS NOT THOUGHT TO HAVE BEEN THAT SUCCESSFUL, BUT LATER IT WAS FOUND THAT TALLBOY NEAR MISSES HAD DAMAGED THE SHIP AND PREVENTED IT FROM RETURNING TO THE SEA.
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THE TAKE-OFF TO RETURN HOME TO ENGLAND WAS AN INTERESTING SIGHT FOR ONLOOKERS, AS REFUELLING HAD TO BE DONE WITH THE ONLY AVAILABLE LOWER OCTANE RATED PETROL SO THERE WAS SOME ENGINE COUGHING AND BANGING AS EACH LANCASTER SPED ALONG THE SO CALLED RUNWAY AND FINALLY STAGGERD [sic] INTO THE AIR.
[underlined] 23 – 9 – 44 DORTMUND-EMS CANAL [/underlined]
NIGHT TRIP AGAIN – DARNED IF I LIKE ‘EM TARGET – AQUEDUCT CARRYING CANAL ACROSS A RIVER, LOAD TALLBOY. HAD FIRST SHAKING WHEN TWO KITES COLLIDED OFF THE COAST; THEN ANTI-RADAR LIGHTS WERE LEFT UNCOVEREDAND [sic] FLASHES ALL ROUND THE TRIP. QUEER THINGS, RED GREEN AND YELLOW FLARES, ENORMOUS FLAK BURSTS, KITES GOING DOWN WITHOUT COMBAT, - NO TRACER USED BY FIGHTERS, I GUESS. SPOT FIRE JUST UNDER CLOUD, HAD SEVERAL TRIES TO BOMB, BUT IT BECAME COVERED JUST BEFORE RELEASE SO WE BROUGHT THE BOMB BACK FELT VERY TIRED AND SHAKEN ON RETURN, CURSE THE DARKNESS.
[underlined] NOTES [/underlined] I DON’T REALY [sic] RECOLLECT BEING UNDULY DISTURBED ABOUT OPERATIONS, BUT IT SEEMS THERE IS JUST A HINT OF BOTHER WITH MY DESCRIPTION OF THE EVENTS. USUALLY UNSYMPATHETICALLY REFERRED TO AS THE TWITCH, IT WAS QUITE OFTEN EVIDENT IN THE DEMEANOUR OF THOSE IN THEIR THIRD OR FOURTH TOUR.
[underlined] 29 – 10 – 44 KEMS BARRAGE (ON THE RHINE) [/underlined]
TOOK OFF 13-10 PLAN SEVEN KITES TO BOMB AT 7-6,000 FEET, SIX AT [underlined] 600 [/underlined] FEET, WE WERE ONE OF THE SIX, OF COURSE AFTER THE DRAW, MUSTANGS AS ESCORT AND ANTI-FLAK. WE BOMBED FIVE MINUTES AFTER HIGH FORCE, RAN IN TWO ABREAST DROPPING TALLBOY WITH DELAYED ACTION. NOT A LOT OF FLAK, BUT MACHINE GUNS VERY ACCURATE WHICH HIT TWO KITES AFTER BOMBING, THEY HIT THE DECK – HARD, SO ONLY FOUR OUT OF THE SIX MADE IT. MY PERSPEX WAS SHATTERED TWO SPLINTERS IN MY SHOULDER, (NOTHING MUCH) BLAZED AWAY AT FLAK POSTS, VERY HAPPY; AL’S BOMB ZIPPED OVER BARRAGE TOP, GATES FINALLY GAVE AWAY, GOOD JOB.
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[underlined] NOTES [/underlined] THIS WAS A PRE-EMPT EFFORT TO FORESTALL THE GERMANS FROM RELEASING THE PENT UP WATERS OF THE RHINE WHEN ALLIED GROUND FORCES WERE ABOUT TO CROSS. THE EFFECT OF A CONSIDERABLE HEAD OF WATER UPON TEMPORARY BRIDGES MAY BE IMAGINED. DURING A SWISS HOLIDAY IN THE MIDDLE 80’S WE TOOK A VERY FRAGILE BOAT TRIP TO A ROCKY ISLAND IN THE MIDDLE OF THE RHINE FALLS AT SCHAFFHAUSES, WHERE THE VIBRATION GRAPHICALLY DEMONSTRATED THE WEIGHT OF THE WATER FLOWING BY. THE TWO AIRCRAFT THAT WAS SHOT DOWN PILOTED BY (S/L WYNESS AND F/O HOWARD) IT HAS BEEN SAID THAT WYNESS AND HIS CREW MANAGED TO GETOUT [sic] OF THEIR AIRCRAFT AND INTO THE DINGHY TO SAIL DOWN THE RHINE TO GAIN THE SANCTUARY OF THE SWISS BANK BUT WERE SHOT BY THE GERMANS. PILOT JOHN SANDERS WAS AWARDED BAR TO HIS D.F.C.
[underlined] 29 – 10 – 44 TIRPITZ – TROMSO [/underlined]
TOOK OFF FROM LOSSIE MOUTH AT 2 A.M. AND LANDED BACK AT 2-55P.M. – DID I FEEL DONE. CROSSED NORWEGIAN COAST AT DAWN AND FLEW NORTH OVER SWEDEN, LOOKED VERY BLEAK AND COLD HAD TO ORBIT AT RENDEZVOUS, BOTH SQUADRONS WENT ON TO THE TARGET, BECAME VERY HAZY EVEN AT 15,000 FEET WITH 7-6/10’S CLOUD BELOW, SHIP HARD TO FIND, AL FINALLY BOMBED ON FOURTH RUN. BAGS OF FLAK, BUT VERY INACCURATE, ONE KITE HIT BADLY, LANDED IN SWEDEN. TERRIBLE STOOGE HOME, SAW NO LAND FOR FOUR HOURS, - HAD 16 HOURS SLEEP AT LOSSIE.
[underlined] NOTES [/underlined] THE VESSEL WAS MOVED SOUTHWARDS TO TROMSO AFTER THE SEPTEMBER ATTACK, POSSIBLY BECAUSE OF THE DAMAGED [sic] RECEIVED THIS PUT IT IN THE RANGE FROM LOSSIEMOUTH, AGAIN WITH LONG-RANGE FUEL TANKS. THE CLOUD PREVENTED ACCURATE BOMB-AIMING AND THE ‘TIRPITZ’ SURVIVED ONCE MORE, - BUT NEMESIS DREW NIGH; A SOME WHAT COMIC ASPECT OF THE LONG SEA CROSSING BACK WAS THE REASSURANCE GIVEN AT BRIEFING THAT ROYAL NAVY DESROYERS [sic] WOULD BE ON OUR RETURN ROUTE SHOULD ANY NEED TO PUT DOWN IN THE WATER ARISE. ------
[page break]
34
------ BY 1944 THE R.N. HAD QUITE PROPERLY DEVELOPED ITCHY GUN FINGERS WHERE AIRCRAFT WERE CONCERNED, PARTICULARLY IF THEY GAVE NO REGOGNITION [sic] SIGNALS. THUS WE WERE RATHER ALARMED TO FIND OURSELVES BEARING DOWN ON THIS MENACING LOOMING SHIP WITH AL IN THE NOSE FRANTICALLY DIGGING AROUND FOR THE COLOURS-OF-THE-DAY CARTRIDGES TO PUT IN HIS VERY PISTOL. I’M NOT SURE IF WE WERE ACTUALLY FIRED UPON, BUT CERTAINLY THE COLOURS WENT UP A TRIFLE LATE. ONE CAN IMAGINE THE IRATE OFFICER-OF-THE-WATCH DOWN THERE FUMING ‘THAT SHOWER’ UP THERE.
[underlined] NOVEMBER 1944 [/underlined]
MY LOG BOOK FOR THIS MONTH SHOWS ONLY A TRIP TO LOSSIEMOUTH FOR ANOTHER GO AT THE ‘TIRPITZ’, BUT THE WEATHER FORECAST WAS SUCH THAT WE RETURNED TO WOODHALL THE NEXT DAY.
MORE IMPORTANTLY, AN UN-DATED NOTE IS ADDED THAT MUST HAVE BEEN WRITTEN IN JANUARY 1945:- “BROKE MY FINGER WHILST TRYING TO FIX AN ESCAPE HATCH DURING NIGHT PRACTICE BOMBING – CLOT!! WENT U/S UNTILL AFTER CHRISTMAS. ROY AND AL MEANWHILE FINISHED THEIR SECOND TOUR, DIDN’T SEE AL AGAIN. LUCKILY MANAGED TO GET BACK WITH SANDY AND REMAINDER OF THE CREW.
NIGHT BOMBING PRACTICE AT WAINFLEET WAS NOT A FAVOURITE PASTIME, SO I DOUBT ANYONE REGRETTED THE EARLY RETURN ARISING FROM MY MISHAP. I CHERISH THE MEMORY OF OUR CAPTAIN SPEEDILY CALLING FOR AN AMBULANCE TO MEET US ON LANDING, AND HIS INSISTENCE ON HALF CARRYING ME DOWN THE AIRCRAFT LADDER TO THE GROUND. BEING A VERY FORTUNATE CREW, THIS WAS ABOUT THE WORST THING THAT HAPPENED TO US IN ALL THE TIME WE FLEW TOGETHER ON OPERATIONS.
THUS I DID NOT JOIN THE FINAL ATTACK ON THE “TIRPITZ” ON 29TH OF NOVEMBER, WHEN THE VESSEL CAPSIZED FOLLOWING DIRECT HITS WITH TALLBOY 12,000 POUND BOMBS; INSTEAD ROY MACHIN HAD A VIEW OF THE AFFAIR FROM THE TAIL RATHER THAN HIS ACCUSTOMED POSITION IN THE TOP TURRET. ONE OF THE MINOR MYSTERIES IS WHY NO ENEMY FIGHTERS APPEARED DURING THE LAST TWO RAIDS, WHEN IN NORWAY.
[page break]
35
[underlined] 3 – 2 – 45 PORTESHAVEN (HOLLAND) [/underlined]
TOOK OFF 14-00, TARGET MIDGET U-BOAT PENS. WEATHER CLEAR, HEIGHT 14,000 FEET. OVERCOAST [sic] SAW WALCHEREN ISLAND, NEARLY ALL FLOODED, TERRIBLE DEVASTATION. LONG RUN UP TO TARGET AND JUST BEFORE BOMB WENT FLAK WAS VERY ACCURATE THO’ NOT PARTICULARLY HEAVY. WE BOMBED SECOND AND I SAW THE REST OF THE EFFORT, WHICH EXCEPT FOR THREE WIDE THE REST WAS DEAD ON. P.R.L. COVER DETERMINED THAT THE WHOLE STRUCTURE HAD COLLAPSED. IT HAD FIFTEEN HOLES.
[underlined] NOTES [/underlined] P.R.L. WAS THE PHOTO RECONNAISSANCE UNIT, OFTEN FLYING MOSQUITOES, SOMETIMES SPITFIRES, USUALLY ALONE – DODGY IN DAYLIGHT.
[underlined] 6 – 2 – 45 BIELEFELD VIADUCT (GERMANY) [/underlined]
ON THIS THE LONGEST TRIP INTO THE REICH, WE DEFINITELY EXPECTED BANDITS, SO GAGGLE WAS TIGHTENED AND ALTOGETHER WE HAD TEN SQUADRONS OF SPITFIRES AND MUSTANGS AS COVER, - VERY NICE FOR SEVENTEEN KITES; SOME HEAVY FLAK AT AACHEN AND COOLENZ, OTHERWISE NONE. 10/10 CLOUD COVER MOST OF THE ROUTE, SAW NO BOMBING. VERY SURPRISED AT NO LUFTWAFFE – AND RELIEVED. SKY WAS FULL OF OUR COVER, AND YANKS WERE VERY ACTIVE WITH HEAVY STUFF.
[underlined] NOTES [/underlined] BY 1944 THE AMERICAN AIRFORCE (U.S.A.A.F.) WERE WELL USED TO FORMATION FLYING NECESSITATED BY THEIR BOMBING TECHNIQUES, AND THE MUTUAL COVER AGAINST THE LUFTWAFFE. APART FROM INITIAL DISASTROUS DAYLIGHT SORTIES IN THE EARLY DAYS OF THE WAR, BOMBER COMMAND IN EUROPE LARGELY RESORTED TO NIGHT RAIDS UNTILL D-DAY IN 1944. THEN THE (GAGGLE) WAS THOUGHT UP AS A LOOSE FORMATION TO GIVE SOME PROTECTION AGAINST FIGHTERS WHILST STILL RETAINING EACH BOMB-AIMERS DESCRIPTION AS TO THE MOMENT OF RELEASE. HOWEVER, I FEEL THE WORTHY INTENTION WAS DIMINISHED BY THE RESULT IN THE AIR, AS AFTER YEARS OF INDIVIDUAL FLYING IN THE DARK THE DISCIPLINE-AND WILL-NEEDED TO KEEP IN CLOSE FORMATION WAS JUST NOT THERE AND WE TENDED TO JUST TRUNDLE ALONG FAIRLY NEAR TO ONE ANOTHER; ------
[page break]
36
------ AS IT HAPPENED IT DID NOT MAKE ANY DIFFERENCE ON THE DAYLIGHT TRIPS I FLEW ON. THERE IS NOT MUCH DOUBT IN MY MIND, HOWEVER, THAT AN ATTACK ON US BY THE LUFTWAFFE WOULD HAVE HAD SERIOUS CONSEQUENCES BEFORE OUR ESCORT COULD HAVE GOT AMONGST THEM. BOTH GERMANS AND AMERICANS FOUND THAT EFFECTIVE DEFENCE OF BOMBERS BY FIGHTERS IS MOST DIFFICULT TO ACHIEVE AGAINST DETERMINED ATTACKS, SOME WILL ALWAYS SUCCEED.
[underlined] 6 – 2 – 45 IJMUIDEN (HOLLAND) [/underlined]
TOOK OFF 06-00 UNDER DULL HIGH CLOUD THAT PERSISTED WAY TO THE TARGET, SAW BAGS OF LIBERATORS FORMING UP ON THE WAY OUT. SPITFIRE ESCORT MET US OFF THE COAST. BOMBING RUN SEEMED PLAIN STUPID; INSTEAD OF RUNNING IN FROM THE SEA WE CIRCLED IN LAND, NEAR AMSTERDAM, AND HAD A LONG RUN UP TO TARGET IN HEAVY FLAK AREA. JACK LED GAGGLE AND DID THEY PASTE US, FOR JUST OVER TWO MINUTES WERE CONTINUALLY PREDICTED, - NEVER FELT AND HEARD SO MUCH. U-BOAT PENS WERE HIT,
[underlined] NOTES [/underlined] NOW WE ARE CRITICISING ROUTEING[sic] – EVERYONE IS AN EXPERT AFTER TWO TOURS, THIS WAS THE LAST OPERATIONAL TRIP FOR ME. DURING RAIDS INVOLVING MANY AIRCRAFT FLAK WAS GENERALLY INDISCRIMINATE, BUT WHEN ONLY TWENTY OR THIRTY WERE OVERHEAD IT WAS POSSIBLE FOR THE DEFENCES TO FOCUS ON ONE BY RADAR AND (PREDICT) ITS COURSE AND FIRE ACCORDINGLY. FLAK BATTERIES WERE OFTEN IN FOURS, AND OCCASIONALLY ONE COULD SEE SUCCESSIVE BURSTS FOLLOWING BEHIND, EVEN WHEN TURNING. I NOTICED THIS PARTICULARLY DURING THE OCTOBER (TIRPITZ) RAID AS WELL AS THIS ONE. NOT A LOT COULD USEFULLY BE DONE – EXCEPT HOPE – IF ON THE BOMB RUN; EVENTUALLY, OF COURSE, WE FLEW OUT OF RANGE, OR THEY SELECTED ANOTHER LUCKY LOT FOR ATTENTION.
[page break]
37
[underlined] POSTSCRIPT [/underlined]
TO FORESTALL ANY BRIGHT SPARK WHO MAY HAVE COUNTED ONLY FORTY OPERATIONS IN THE DIARY, THERE WERE FIVE OTHER TRIPS MENTIONED BUT NOT DESCRIBED AS EACH TIME THE TARGET WAS NOT BOMBED DUE, TO CLOUD AT THE CRUCIAL POINT, FOUR WERE ‘V’ BOMB SITES IN NORTHERN FRANCE, THE OTHER LA PALLICE AGAINST U-BOAT PENS TO MY SURPRISE, AND NO DOUBT PLEASURE, THESE WERE INCLUDED IN THE TOTAL FOR TWO TOURS OF OPERATIONS, THAT IS FORTY FIVE TRIPS. THE ‘V’ WEAPONS WERE FIRSTLY SELF PROPELLED FLYING BOMBS DIRECTED AT LONDON, AND SECONDLY ROCKET PROPELLED MISSILES LAUNCHED FROM HOLLAND THAT FELL UPON THE CITY WITHOUT WARNING. FORTUNATELY THIS ALL STARTED AROUND THE SUMMER OF 1944, SO THE LAUNCH SITES WERE PROGRESSIVELY OVER RUN AS THE ALLIED LAND ARMIES MOVED EASTWARDS FROM NORMANDY LATER IN THE YEAR.
ONE MUST OBSERVE THAT AS A CREW WE WERE QUITE FORTUNATE, FOR I CANNOT RECALL ANYONE BEING HURT, NEITHER WERE THERE MANY DISAGREEMENTS. THE ONLY ONE OF THE LATTER THAT COMES TO MIND WAS AN ALTERCATION THAT AROSE WHILST WAITING AROUND OUTSIDE THE AIRCRAFT AS TO THE MERITS OF THE FLIGHT SANDWICHES ISSUED FROM THE OFFICERS PALACE AT THE PETWOOD HOTEL (OFFICERS MESS) COMPARED TO THOSE FROM THE SERGEANTS MESS; IMPORTANT MATTERS SUCH AS THIS COULD HAVE AFFECTED THE WHOLE COURSE OF THE WAR.
TO COMMENT ON LUCK, THERE IS A STORY OF THE BOMB-AIMER’S PARACHUTE HARNESS. WE WERE SETTLING DOWN AT DISPERSAL AWAITING TAXI CLEARANCE WHEN AN AGONISED CRY CAME FROM AL IN THE NOSE – I’VE FORGOT MY PARACHUTE HARNESS, JACK; MUCH HEAVY BREATHING FROM OUR ESTEEMED PILOT BRFORE [sic] HE GROUND OUT “YOU’D BETTER HURRY AND GET IT THEN” OR WORDS TO THAT EFFECT. WITH INTEREST I WATCHED AL LEAP OUT, GRAB ONE OF THE GROUND CREW’S BIKES AND VANISH IN THE DIRECTION OF THE LOCKER ROOM, HEAD DOWN, PEDALLING FURIOUSLY. ------
[page break]
38
------ MEANWHILE, IN THE COCKPIT THE CAPTAIN AND ENGINEER WERE DECIDING TO SWITCH OFF THE ENGINES AS THEY WOULD OVERHEAT QUITE QUICKLY WHILST IDLING DUE TO THE LACK OF AIR PASSING THROUGH THE RADIATORS FROM THE PROPELLERS. WHEN AL REAPPEARED FULLY KITTED AND BREATHLESS, THE ENGINES WERE RE-STARTED. ONE, HOWEVER, STUTTERD [sic] BANGED AND BELCHED BLUE SMOKE, RAN VERY ROUGHLY FOR A FEW SECONDS AND FINALLY STOPPED WITH A SHUDDER THAT SHOOK THE WHOLE AIRCRAFT. SO WE ALL CLAMBERED OUT AND JOINED THE GROUND CREW CLUSTED [sic] UNDER THE OFFENDING ENGINE, ONE STILL HOPEFULLY CLUTCHING A FIRE EXTINGUISHER, SOME STAGING WAS PUSHED INTO PLACE AND A FITTER REMOVED THE COWLING AND LOOKED INTO THE WORKS. “T’ARIN’T ARF A MESS” HE INFORMED THE THRONG, “RECKIN IT’S THE CYLINDER HEAD, THERE’S BITS AND PIECES EVERYWHERE”. THUS, IT SEEMS, OUR LUCK HELD AGAIN WHO KNOWS, BUT FOR THE DELAY, WHETHER THAT ENGINE MIGHT HAVE FAILED ON TAKR-OFF [sic], AND WE HAD A 12,000 LB BOMB ON ABOARD.
SO THERE IT IS. ON COMPLETION OF THE TOURS I WAS SOON POSTED AWAY TO BECOME THE SHIFT NCO I/C THE PARACHUTE STORE AT WOOLFOX LODGE, AND WHERE THAT WAS I NOW HAVE NO IDEA. HOWEVER, WHILST THERE I HAD MY LAST FLIGHT IN A LANCASTER ON THE 20TH OF JUNE 1945, STANDING BEHIND THE PILOT ON A SIGHT SEEING TRIP OVER GERMANY IN DAYLIGHT. NO FIGHTERS, NO FLAX [sic] JUST GHASTLY DEVASTATION IN THE RHUR DOWN AS FAR AS COLOGNE AND EASTWARDS TO DORTMUND. WHICH REMINDS THAT ONLY A FEW WEEKS AGO WE WERE IN THE STATION AREA OF DORTMUND, WHERE EVEN THE TAXIS ARE MERCEDES BENZ REFLECTING THE GENERAL WEALTH. BARMY, AIN’T IT.
IN DECEMBER 1945 I MANAGED TO GET ON AN AIRFIELD CONTROL COURSE AT WATCHFIELD, NEAR SHRIVENHAM. HERE WE OCCASIONALLY FLEW IN ANSON AIRCRAFT, THE SAME AS AT GUNNERY SCHOOL SEEMINGLY SO MANY YEARS AGO. NOTHING HAD CHANGED, THE UNDERCARRIAGE STILL HAD TO BE WOUND UP AND DOWN BY HAND. HAVING SUCCESSFULLY COMPLETED THE COURSE IN THE NEW YEAR, I WAS POSTED TO WELFORD, NEAR NEWBURY.
[page break]
39
WE WERE MARRIED AT THIS TIME SO I WAS ABLE TO COMMUTE FOR A WHILE VIA THE LAMBOURN VALLY [sic] RAILWAY AND PUSHBIKE. THE JOB AT WELFORD WAS LARGELY IN THE RUNWAY CARAVAN WHERE ONE IMPORTANTLY FLASHED LIGHJTS [sic] AND FIRED FLARES WHILST HOPEFULLY CONTROLLING AIRCRAFT MOVEMENTS. ACCORDING TO THE SHIFT ONE WAS ON RATIONS WERE SENT OUT TO BE COOKED ON AN OLD PRIMUS STOVE, AND WHEN THE WEATHER WAS KIND IT WAS ALL SORT OF IDYLLIC, MUNCHING ON A BACON SANDWICH WITH A POT OF STRONG TEA HANDY, OBSERVING THE WILD LIFE ALL AROUND BEFORE THE FIRST AIRCRAFT TO LAND OR TAKE OFF DISTURBED THEM. INEVITABLY THIS COULD NOT LAST, AS WELFORD WAS BEING LESS AND LESS USED, AND SO I WAS SENT AWAY AGAIN, FIRST TO DISHFORTH IN YORKSHIRE AND FINALLY TO TERN HILL IN SHROPSHIRE. HERE I RECALL ENDLESS HOURS IN THE CONTROL TOWER LOGGING TRAINING HARVARD AIRCRAFT MOVEMENTS. ONE HAD TO BE SURE THE NUMBERS THAT WENT OUT BALANCED THOSE THAT LANDED, OTHERWISE A GREAT FLAP AROSE, FOR WENLOCK EDGE AND THE WREKIN SEEMED TO ATTRACT THE UNWISE ATTENTION OF THE TYRO PILOTS.
EVENTUALLY THE R.A.F. AND I PARTED IN AUGUST 1946, WITH ME SENT TO OLYMPIA TO FIND A CIVVY SUIT. MY PARENTS HAD A FLAT AT POLPERRO AT THIS TIME, SO SYLVIA AND I WERE ABLE TO SOAK UP THE SUN IN THIS UNSPOILED VILLAGE BEFORE RETURNING TO NEWBURY AND WORK.
[underlined] WAS IT ALL WORTH IT; --- [/underlined] WELL, IT HAD TO BE, DIDN’T IT, AS I COME OUT UNSCATHED. AN ADVENTURE TO BE SURE, WITH GRAND AQUAINTANCES [sic] MET ON THE WAY. WITH OUR COMBINED GRATUITY WE BOUGHT SOME LAND ON WHICH OUR FIRST HOME WAS BUILT – BUT THAT’S ANOTHER STORY ----
RALPH BRIARS
BOURNMOUTH
1989
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
Rear view - Ralph Briars memoir
Description
An account of the resource
Starts with tribute to crew and has colour photograph of a 617 Squadron Lancaster over Lincoln. Writes of his joining the RAF, selection as an air gunner and his basic training. Goes on with description of gunnery training, before going to OTU at RAF Cottesmore where he crewed (describes crew) up while training on Wellington. Carries on with description of heavy conversion unit flying Halifax and Lancaster. Provides description of turrets in both types. Provides a long description of a night sorties and discusses the level of training in the RAF for aircrew as well as problem of collisions. He is finally posted to become operational on 49 Squadron at RAF Fiskerton. He then provides a very detailed diary of the 14 operations he carried out on 49 Squadron followed by the 25 he carried out after the crew were posted to 617 Squadron. These sorties included the Saumur tunnel, V1 and V2 sites, the Tirpitz, Dortmund Ems canal and the Bielefeld viaduct. He concludes with some more anecdotes and his activities after he finished operational flying including getting married.
Creator
An entity primarily responsible for making the resource
R Briars
Date
A point or period of time associated with an event in the lifecycle of the resource
1989
Format
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Thirty-nine page printed document
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Text. Diary
Photograph
Identifier
An unambiguous reference to the resource within a given context
SBriarsRA1299161v1
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--London
England--Yorkshire
Scotland--Inverness-shire
Scotland--Inverness
England--Rutland
England--Leicestershire
England--Nottinghamshire
England--Nottingham
Poland
Poland--Szczecin
Germany
Germany--Braunschweig
Germany--Berlin
Germany--Magdeburg
Germany--Leipzig
Germany--Stuttgart
Germany--Schweinfurt
Germany--Augsburg
Germany--Nuremberg
France
France--Paris
Italy
Italy--Milan
France--Normandy
France--Saumur
France--Le Havre
France--Boulogne-sur-Mer
France--Saint-Omer (Pas-de-Calais)
France--Brest
France--Lorient
France--Creil
France--La Rochelle
Norway
Norway--Alta
Norway--Tromsø
Germany--Dortmund-Ems Canal
Netherlands
Netherlands--IJmuiden
Germany--Bielefeld
France--Tarbes
England--Hampshire
England--Bournemouth
France--Reims
Temporal Coverage
Temporal characteristics of the resource.
1944-01-06
1944-01-14
1944-01-20
1944-01-21
1944-01-27
1944-01-29
1944-02-15
1944-02-19
1944-02-20
1944-02-24
1944-02-25
1944-03-10
1944-03-15
1944-03-30
1944-04-18
1944-04-20
1944-04-22
1944-04-24
1944-06-06
1944-06-08
1944-06-14
1944-06-15
1944-06-19
1944-07-04
1944-07-17
1944-07-25
1944-07-31
1944-08-05
1944-08-06
1944-08-09
1944-08-11
1944-08-12
1944-08-13
1944-08-14
1944-09-11
1944-09-23
1944-10-29
1945-02-03
1945-03-02
1945-02-06
1944-03-31
1944-06-16
1944-07-05
1944-04-19
1944-06-09
1944-06-05
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.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Steve Christian
Steve Baldwin
1661 HCU
49 Squadron
617 Squadron
air gunner
Air Gunnery School
aircrew
Anson
anti-aircraft fire
bombing
bombing of Nuremberg (30 / 31 March 1944)
bombing of the Boulogne E-boats (15/16 June 1944)
bombing of the Creil/St Leu d’Esserent V-1 storage areas (4/5 July 1944)
bombing of the Juvisy, Noisy-le-Sec and Le Bourget railways (18/19 April 1944)
bombing of the Le Havre E-boat pens (14/15 June 1944)
Bombing of the Saumur tunnel (8/9 June 1944)
bombing of the Watten V-2 site (19 June 1944)
control caravan
control tower
Cook’s tour
crewing up
Distinguished Flying Cross
Distinguished Flying Medal
Halifax
Heavy Conversion Unit
Lancaster
Lancaster Mk 2
Me 109
mid-air collision
Mosquito
Normandy campaign (6 June – 21 August 1944)
Normandy deception operations (5/6 June 1944)
Operational Training Unit
RAF Cottesmore
RAF Dalcross
RAF Fiskerton
RAF Husbands Bosworth
RAF Linton on Ouse
RAF Market Harborough
RAF Winthorpe
RAF Woodhall Spa
Scarecrow
searchlight
service vehicle
Tallboy
Tirpitz
training
V-weapon
Wellington
Window
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1412/26737/MTindallAJ173966-150815-01.1.pdf
a1be5ac8a0b08b29a93ddf0e2b323d17
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
Tindall, Arthur John
A J Tindall
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
2015-04-03
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
Tindall, AJ
Description
An account of the resource
Nine items. The collection concerns Flight Lieutenant Arthur John Tindall DFC (1388739 Royal Air Force) and contains his log book, documents and photographs. He flew operations as a wireless operator with 97 Squadron.
The collection has been donated to the IBCC Digital Archive by June Tindall and catalogued by Barry Hunter.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
EE179 OF-T Transferred to 44 Sqn. Shot down 3/12/43. Attacking Berlin = no survivors.
JB470 OF-T Transferred to 635 Sqn. Shot down (Nightfighter) 12/4/44. No survivors.
ND355 OF-T Transferred to 635 Sqn. Crashed at Bokel 27/8/44. 5 survivors – all POW.
ME625 OF-T Collided with ND981 OF-H on 23/6/44. Both crashed = one survivor.
ND 589 OF-D Returned to Avro. Converted to Air Sea Rescue Mk.III. Finally scrapped Oct. 46.
PB181 OF-D Transferred to 83 Sqn. Collided with 97 Sqn aircraft on 8/2/45. Both aircraft crashed. No survivors.
[underlined] The Targets [/underlined]
7/10/43. Stuttgart. Fairly successful raid, but Boblingen (16K north) was attacked by second wave
8/10/41 Hanover Very accurate bombing. Hanovers worst raid of the war.
18/10/43 Hanover Raid scattered. Most bombs falling in open country north and north west of city.
20/10/43 Leipzig Very scattered bombing due to “appalling” weather.
22/10/43 Kassel Main raid “exceptionally accurate and concentrated.. There was a firestorm.
3/11/43 Colonge Bombs hit centre of city “with extreme accuracy”
18/11/43 Berlin Marking and bombing carried out blind – very scattered result
22/11/43 Berlin The most effective raid on Berlin of the war. Vast area of destruction.
23/11/43 Berlin Although cloud covered, most aircraft on target. Much damage.
26/11/43 Frankfurt Less than half of Force reached target. Very scattered bombs.
26/11/43 Stuttgart Bombing very scattered. Little damage.
2/12/43 Berlin Incorrect wind forecast – widely scattered bombing, Siemens factories hit.
3/12/43 Leipzig Accurate bombing. Leipzigs worst raid of the war.
16/12/43 Berlin “Reasonably accurate” Housing and railways badly hit.
20/12/43 Frankfurt German decoy fire site and dummy TIs caused scattered bombing.
24/12/43 Berlin Suburbs hit. Pathfinder radar problems and thick cloud.
14/1/44 Brunswick Unsuccessful – 10 houses destroyed, 4 people killed. Nearby villages bombed.
27/1/44 Berlin Again thick cloud. South and eastern areas of city bombed.
30/1/44 Berlin Heavy damage in city centre – but much bombing in surrounding countryside.
21/2/44 Stuttgart Considerable damage in city centre. Bosch factory heavily damaged.
25/2/44 Augsburg. Controversial result – beautiful town completely destroyed.
1/3/44 Stuttgart Housing, Daimler Benz factory and main railway station badly damaged.
15/3/44 Stuttgart Poor PFF marking- most bombing fell in open country SW of city.
18/3/44 Frankfurt Extensive damage in central, eastern and western areas of city.
22/3/44 Frankfurt Damage even more severe, especially in western district.
11/4/44 Laon Only a corner of the railway yards was hit.
22/4/44 Brunwick First 5 Grp low level marking- not very successful.
23/4/44 Munich Much devastation particularly to railway installations.
26/4/44 Schweinfurt Failure – most bombs fell outside Schweinfurt.
28/4/44 Kjeller Airframe factory. Very successful accurate bombing.
31/5/44 Maisy Gun Battery. Thick cloud. Only 6 aircraft bombed.
6/6/44 St Pierre du Mont Railway installation – No report due to invasion confusion.
6/6/44 Argentan Much damage to railway installation.
9/6/44 Etampes Railway and road systems badly damaged
12/6/44 Poitiers This attack was the most accurate of many attacks this night. Railway yards.
21/6/44 Gelsenkirchen Oil Plant – all production ceased for several weeks.
24/6/44 Prouville Flying Bomb site, so many craters, difficult to assess results.
4/7/44 St Leu D’ Esserent. Underground F/bombs store. Very accurate bombing.
20/7/44 Coutrai Railway yards and junctions. Devastated.
24/7/44 Donges Oil Depot. Devastated.
25/7/44 Stutgart No German report available on this raid.
31/7/44 Joigny-laroche Railway yards. Very accurate attack in excellent weather.
6/8/44 Bois du Casson Flying bomb site. Very scattered bombing.
11/8/44 Givors “Exceptionally accurate “ attack on Railway yards.
14/8/44 Brest Clemenceau & Gueydon both left sinking.
[Page Break]
[underlined] Fl/Lt. A.J. Tindall DFC [/underlined]
[underlined] Operations with 97 Squadron [/underlined]
[underlined]7/8 October 1943 [/underlined]
Lancaster Mk.III EE179 OF-T Target: : STUTTGART
Crew: Sgts A.A. Johnson. J.A. Pearson. K. Swale. P/O J. Peden. Sgt [inserted] A.J [/inserted] [deleted] J.A [/deleted] Tindall Sgt J.H. McGregor. F/Sgt E.H. Hansen.
Bomb Load: 1 x4,000lb. 10 x 500lb.
Time up: 21:06 Down 03:24
Primary target Stuttgart attacked. 18,000ft. 8/10ths cloud. Bombed point between yellow and red TIs in bombsight. Own results not seen. Two glows from fires seen.
8/9 October 1943
Lancaster Mk.III JB190 OF-Y Target: Hanover
Crew: Normal.
Bomb Load: 1 x 4,000lb. 6 x 1,000lb.
Time up: 22:57. Down: 03.40.
Primary target bombed. 19,000 ft. Clear sky. Vis. good. Bombed on one yellow TI marker in bombsight. Had no time to verify results visually as Flight Engineer was ill. One particularly big fire was noticed.
18 October 1943
Lancaster Mk.III EE179 OF-T Target: HANOVER
Crew: Normal.
Bomb Load: 6 x 2,000lb.
Time up: 17:23 Down 22:11
Primary target Hanover bombed. 20,000ft. 10/10ths cloud. No moon. Bombed centre between two red and one green TIs. Big red glow illuminated cloud followed by a similar one three minutes later. Nothing else seen.
20/21 October 1943
Lancaster Mk.III EE179 OF-T Target: LEIPZIG
Crew: Normal.
Bomb Load: 1 x 4,000lb. 7 x 500 lb.
Time up: 17:47. Down 00:07
Target Leipzig attacked. 21,000ft. 9/10th cloud. Bombed on one red cascading TI marker in bombsight. No other TIs seen. Nothing else observed except scattered incendiaries.
22 October 1943
Lancaster Mk.III EE179 OF-T Target: KASSEL
Crew: Normal, plus F/Lt E.F. Cawdery, 2nd Pilot.
Bomb Load: 1 x 4,000lb. 6 x 1,000lb.
Time up: 18:30. Down 23:28
Kassel attacked, 20,000ft. No moon, no cloud, vis. good. Bombed centre point between two red TI markers. TIs well concentrated over aiming point. Too early on target for results.
[Page Break]
3 November 1943
Lancaster Mk.III EE179 OF-T Target: COLOGNE
Crew: Normal, plus F/L Cawdery.
Bomb Load: 1 x 4000lb. 6 x1,000 lb. 4 x 500lb.
Time up: 17:26. Down: 21:36.
Target Cologne. Moonlight clear sky, hazy below. 20,000ft. Bombed on cluster of red and green TIs- red actually in bombsight. Many bomb burst seen to slightly overshoot reds. Long line of fires seen as aircraft left target.
18/19 November 1943
Lancaster Mk.III JB470 OF-T Target: BERLIN
Crew: F/L Cawdery now pilot. F/Sgt Johnson with another crew shot down and killed on this raid.
Bomb Load: 4 x 2,000lb.
Time up: 17:30 Down: 00:05.
Berlin attacked from 20,000 ft. 10/10th cloud. Vis. poor. TIs at first appeared spread but improved later. Starboard inner engine and bomb doors holed by heavy flak.
22 November 1943
Lancaster Mk.III JB470 OF-T Target: BERLIN
Crew: F/L Cawdery, normal crew.
Bomb Load: 7 xTI. 1 x 4, 000lb. 3 x 1,000 lb.
Time up: 17:25. Down: 23:10.
9/10ths – 10/10ths cloud, tops at 6,000ft. Vis. good. Bombs released on cluster of three TIs red and one green.
23 November 1943
Lancaster Mk.III JB470 OF-T Target: BERLIN
Crew: Normal
Bomb Load: 4 x TI, 1 x 4,000lb.
Time up: 17:30 Down: 23:50
Berlin bombed from 19,000ft. Aiming point identified by cluster of TI reds and few greens. Large patch of fires seen on arrival in target area.
26 November 1943
Lancaster Mk.III JB470 OF-T Target: FRANKFURT
Crew: Normal
Bomb Load: 6 x TI. 1 x4, 000lb. 6 x 1,000 lb.
Time up: 00.35. Down: 06:00.
Frankfurt attacked from 20,000ft. Target identified by red TIs. Sudden glow observed below clouds at 02:50 hrs. No markers seen.
26/27 November 1943
Lancaster Mk.III JB470 OF-T Target: STUTTGART
Crew: Normal
Bomb Load: 6 x TI. 1 x4,000lb. 5 x 1,000 lb.
No times entered in ORB. Average for other aircraft Up 17:30 Down. 00:10.
Stuttgart bombed from 21,000ft. Only one TI red seen over target but fires were reflected on clouds, and ref glow was seen for 60 miles on track home.
[Page Break]
2 December 1943
Lancaster Mk.III JB470 OF-T Target: BERLIN
Crew: Normal.
Bomb Load: 5 x 2,000lb.
Time up: 17:20. Down: 23.50
Target located by aid of “Y” and bombed from 19,000t. On target too early to observe results. Glow from fires seen on return. Red TIs appeared to be accurate.
3 December 1943
Lancaster Mk.III JB470 OF-T Target: LEIPZIG
Crew: P/O E.E. Osler replaces F/O Peden.
Bomb Load: 1 x 4,000lb. 4 x 2,000 lb. 1 x 500lb.
Time up: 17:20. Down: 23:30
Leipzig bombed from 17,000ft. “Y” equipment used for locating target. Vis. good. Aircraft was early on target but on leaving glow from fires could be seen.
16/17 December 1943
Lancaster Mk.III JB470 OF-T Target: BERLIN
Crew: It is now [underlined]S/L [/underlined] Cawdery. F/O Peden is back. Plus F/Lt. E. Clarke as 2nd Pilot.
Bomb Load: 5 x2, 000lb.
Time up: 16:50. Down: 00:35
Berlin bombed from 19,500ft. Vis. good. 10/10ths cloud tops at 3,000ft. TIs and Wanganuis fairly well concentrated. No results seem owing to cloud.
20 December 1943
Lancaster Mk.III JB470 OF-T Target: FRANKFURT
Crew: Normal.
Bomb Load: 6 x 2,000lb.
Time up: 17:25. Down: 21:59
Frankfurt bombed from 19,000ft. 6-7/10ths cloud. Vis. very good. Target located on “Y”. One Wanganui flare observed falling at 19:27hrs. Many yellow TIs fells after 19:30hrs. Little immediate results but huge red explosion seen from distance at 19:48hrs. Fires were visible from 70 miles.
24 December 1943
Lancaster Mk.III JB470 OF-T Target: BERLIN
Crew: Normal.
Bomb Load: 5 x2,000lb.
Time up: 00:21. Down: 07:15
Target attacked from 20,500ft. TIs and Wanganuis well concentrated. Cloud prevented observation of results. Rear gunner observed glow from some distance on track home.
14 January 1944
Lancaster Mk.III ND355 OF-T Target: BRUNSWICK
Crew: Normal, plus S/L J. Simpson, 2nd Pilot.
Bomb Load: 16 x flares. 3 xTI. 1 x 4,000lb. 4 x 1,000 lb.
Time up: 16:51. Down: 22:01
Primary target attacked in fairly good visibility. Bombs released in centre of concentration of Wanganui flares. Majority of Wanganui flares scattered.
[Page Break]
27/28 January 1944
Lancaster Mk.III ND355 OF-T Target: BERLIN
Crew: PROMOTIONS!! S/L Cawdery. F/Sgt Pearson, F/Sgt Swale. F/L Peden. F/Sgt Tindall F/Sgt McGregor. F/Sgt Hansen.
Bomb Load: 4 xTI. 1 x4,000lb. 4 x 1,000 lb.
Time up: 17:20. Down 00:25
Primary target bombed on H2S. Wanganui concentration good and compact. No results observed owing to 10/10ths cloud.
30 January 1944
Lancaster Mk.III ND415 OF-Z Target: BERLIN
Crew: Normal.
Bomb Load: 5 x Flares. 4 x TI. 1 x 4,000lb. 4 x 1,000 lb.
Time up: 17:30. Down: 23:45
Berlin successfully bombed. Bombs dropped in centre of concentration of Wanganuis. No fires or bomb burst seen, but slight reflection on clouts form red and green TIs.
21 February 1944
Lancaster Mk.III ND355 OF-T Target: STUTTGART
Crew: It is now [underlined] P/O [/underlined] Pearson
Bomb Load: 4 x Flares. 4 x TI. 1 x 4,000lb. 5 x1,000lb.
Time up: 00:25. Down: 07:00
Bombed target at 19,000ft with H2S. Weather 4/10ths cloud tops 5,000ft. Vis. good. Large explosion seen.
25/26 February 1944
Lancaster Mk.III ND355 OF-T Target: AUGSBURG
Crew: Normal.
Bomb Load: 21 Flares. 1 xRSF. 3 x TI. 1 x 4,000lb. 3 x 1,000lb.
No times entered in ORB. Average for other aircraft up 19:00 Down 02:10
Augsberg bombed from 18,000ft. Vis. good with a clear sky. H2S used for bombing. Green TIs were clear and formed circle round target. A red/green salvo appeared to overshoot.
1/2 March 1944
Lancaster Mk.III ND355 OF-T Target: STUTTGART
Crew: Normal
Bomb Load: 4 x Flares. 2 xTIs. 1 x 4,000lb. 5 x 1,000 lb.
Time up: 23:40. Down 06:45
Stuttgart bombed from 20,000ft. 10/10ths cloud, vis. good. Good concentration of Wanganui flares. Good explosion observed of orange coloured flames.
15/16 March 1944
Lancaster Mk.III JND355 OF-T Target: STUTTGART
Crew: Normal. It is now [underlined] P/O Swale [/underlined]
Bomb Load: 20 x flares. 4 x 4 TI. 1 x 4000lb. 2 x1,000 lb.
Time up: 19:25 . Down: 02:20
9/10ths cloud over Stuttgart. Vis. good, bombed on H2S. The first Wanganui went down at 23:11hrs Three minutes later a good concentration of Wanganuis at about 5 miles to the east – one only which was being bombed by Main Force. No results could be observed.
[Page Break]
18/19 March 1944
Lancaster Mk.III ND355 OF-T Target: FRANKFURT
Crew: Normal
Bomb Load: 20 x Flares. 4 xTI. 1 x4,000lb. 1 x 1,000 lb. 2x 500lb
Time up: 19:25. Down 00:15
Frankfurt bombed from 18,000ft on H2S. Nothing was seen in target area except flash from own bomb. After bombing 4 or 5 large flashes seen.
22 March 1944
Lancaster Mk.III ME625 OF-T Target: FRANKFURT
Crew: Normal.
Bomb Load: 20 x Flares. 4 xTI. 1 x 4,00lb. 1 x1,000lb. 2 x 500 lb. 1 x red/yellow Flare..[sic]
Time up: 18:45. Down:23:50
2/10th cloud over target, vis. good. Bombed from 18,500ft on H2S. Two green TIs descended and one red/yellow stars fell at the same time as aircraft bombed target at the same spot. One 4,000lb HC observed to explode over built up area.
11 April 1944
Lancaster Mk.III ME625 OF-T Target: LAON
Crew: Normal.
Bomb Load: 6 x 1000lb GP. 6 x 1,000lb MC.
Time up: 01:25. Down: 05:10
Vis. good over Laon. No cloud. Bombed from 15,700ft in centre of green TIs. Red and greens were tight together and marking was constant. Bursts of own bombs seen. Target could not be identified visually but was seen from light of photo flash.
[underlined] RAF CONINGSBY [/underlined]
22/23 April 1944
Lancaster Mk.III ME625 OF-T Target: BRUNSWICK
Crew: It is now [underlined] P/O [/underlined] Tindall. F/Sgt Hansen replaced by F/Sgt R..M.Clarke
Bomb Load: 12 x 4 7” flares. 1 x 4.5” flare. 1 x green TI.
No times entered in ORB. Average from other aircraft Up: 23:05 Down 04:50
Weather over target 6-8/10ths cloud. Hazy, visibility bad. Flares scattered. One RSF seen to south-east, outside area of flares.
24/25 April 1945
Lancaster Mk.III ME625 OF-T Target: MUNICH
Crew: W/O Clarke as rear gunner
Bomb Load: 12 x cluster flares. 1 x green TI No.4
Time up: 20:53. Down 06:27.
Bombing by visual on markers at datum point, H2S over target. Had good run from yellow TI. Our flares went straight across town which was clearly seen. Concentration of fires seen after leaving target. Glow seen for 100 miles.
26/27 April 1944
Lancaster Mk.III ME625 OF-T Target: SCHWEINFURT
Crew: W/O Clarke as rear gunner.
Bomb Load: 12 x 7” flares. 2 x green TI No.4.
Time up: 21:33. Down 05:44
No cloud, slight haze, visibility good. Bombed on H2S. Several lots of flares were down and one green TI which Master Bomber was instructing aircraft to bomb. All flares dropped on one run as original 6 not gone before orders were received to back up.
[Page Break]
28/29 April 1944
Lancaster Mk.III ME625 OF-T Target: KJELLER (OSLO)
Crew: W/O Clarke as read [sic] gunner.
Bomb Load: 6 x clusters 7” flares. 1 x yellow TI no.4. 5 x1000lb MC.
Time up: 21:08. Down 04:12
Good visibility permitted visual identification of runway on airfield. Flares dropped across runways between aiming point “A” and “B”. RSF on roof of one building (Aiming point “A”). Bombs dropped running due west across target. As we were early to bomb, results not seen but rear gunner saw stick of bomb bursts on building as we were leaving the area.
31 May/1 June 1944
Lancaster Mk.III ND981 OF-H Target: MAISY
Crew: S/L J.A. Ingham. P/O J.A. Pearson. P/O K. Swale. F/L J. Peden. P/O A.J. Tindall.
F/O F.P.L. Broome (Permanent). W/O E.H. Hansen
Bomb Load: 6 x 7 4.5” clusters. 8 x1, 000lb MC. 3 x 4.5” reco flares.
Time up: 23:03. Down 02:23
Target located by yellow T1 and H2S. Yellow (Oboe) at 00:45 hrs followed by two others at 00:47hrs in target area. Slightly visible above cloud. Instructed at 00:50hrs approx. on VHF, confirmed by W/T to return to base by ordered route. Landed Chipping Norton.
6 June 1944
Lancaster Mk.III ND589 OF-D Target: ST. PIERRE DU MONT
Crew: S/L J.A. Ingham. (Deputy Controller) Normal crew.
Bomb Load: 11 x1000lb MC. 4 x 1,000 lb GP.
Time up:02:52. Down:06:56
Weather over St. Pierre du Mont 10/10th cloud base 8,500 – 9,000ft. Broken low cloud below. Target identified visually and by Oboe markers red TIs. Layer of cloud made it impossible to bomb from any greater height than 9,000ft. Controller gave orders to decrease height but 2,000ft. Oboe markers not down on time; first one seen in sea just off shore. PFF very good and green TIs were rather scattered at first. Bombing Oboe seemed to be fairly good. Sticks seen bursting or target. Visibility was impeded by ice on the bomb aimer’s Perspex and pilots’s windscreen. VHF rather noisy on channel B and changed to channel C on Controllers order. Still a lot of interference probably due to people transmitting at the same time.
6/7 June 1944
Lancaster Mk.III ND589 OF-D Target: ARGENTAN
Crew: Normal plus F/L W.G. Cooper (Vis. B/Aimer)
Bomb Load: 2 x red/green star Flares. 3 x green TI no.23. 15 x 500lb MC.
No times entered in ORB. Average for other aircraft Up 23: 30 Down 03:20
Good vis. 10/10ths Stratus cumulus 6-7,000ft. Target located visually. Green TI lighting actual buildings. Backing up was on the target too. Marking went through very well indeed in spite of the fact that most of the illuminating flares overshot by about 2 miles. Oboe marker was not seen but it may have burst on the ground. On reaching the target 00:53hrs, appeared to be large buildings in the town itself well on fire. Attack appeared successful. Marking appeared 60 yards west of aiming point and bombing generally was w [sic]
[Page Break]
9/10 June 1944
Lancaster Mk.III ND589 OF-D Target: ETAMPES
Crew: Normal.
Bomb Load: 2 x TI green. 2 xTI red. 2 x TI yellow. 2 x Flares green/red stars 10 x 500lb MC.
3 x 4.5” rec. flares.
Time up: 21:56. Down: 02:10
Weather 10/10ths cloud, base 7,500ft. Vis. moderate, slight haze. Target traced by Oboe marker. First flares were 2-3 minutes late. Oboe marker also one minute late. Initial marking was not quite as ordered and a long time elapsed before permission given to bomb at H+14, meantime some aircraft had bombed. Released green TI on RSF on Controller’s orders 00:05hrs approx. (after one dummy run), then attacked by fighter for two minutes. Patter between gunners and pilot was seriously impeded by VHF. In spite of this, the gunners succeeded in shooting the fighter down on Controllers instructions. As an anti-climax, our bombs released safe as during attack by enemy aircraft the switch was put in Safe in case we had to jettison, and this was forgotten when bombs were dropped. Controllers instructions on VHF passed on by W/T Spoof yellow TI seen to cascade after attack but quiet useless as a decoy.
12/13 June 1944
Lancaster Mk.III ND589 OF-D Target: POITIERS
Crew: S/L Ingham (Deputy Controller 1) Normal crew..
Bomb Load:2 x flares green/red. 2 x 1 000lb MC. 2 x TI green. 1 x TI yellow. 9 x 7” clusters.
Time up: 22:27. Down: 04:47
Good vis. broken stratus layer at 6,500 ft. Location by H2S. Bombing started by overshooting as markers were a bit scattered and tended to be to port. After large red TI was dropped, bombing improved but some sticks were still scattered far and wide. Oil or petrol explosion at 01:52hrs 300 yards south of large red.
21/22 June 1944
Lancaster Mk.III ND589 OF-D Target: GELSENKIRCHEN
Crew: S/L Ingham (Deputy Controller 1) Normal crew.
Bomb Load: 4 x TI red. 1 x TI yellow No.16. 9 x7” cluster. 2 x flares green/red stars.
Time up: 23:08. Down: 03:29.
10/10th cloud, tops estimated 3,000ft. Target identified by yellow Oboe marker. First Oboe went down at 01:30.5hrs. This was ahead. At 01:32hrs another Oboe went down starboard quarter approx.. 1 ½ miles north of first Oboe, cascading from about 5,000ft, which was confusing as we were not expecting more than one (at H-hour only). Saw one red TI go down some miles north of main cluster. We took over from Controller at 01:20hrs as he was having engine trouble. Ordered Flare Force not to drop flares and sent Marking Force home. . [sic] Ordered Main Force to bomb southerly TI at 01:38.5hrs.
24/25 June 1944
Lancaster Mk.III ND589 OF-D Target: PROUVILLE
Crew: S/L Ingham (Deputy Controller 1) Normal Crew.
Bomb Load: 4 x TI red No.16. 1 x TI yellow No.16. 2 x flares red/green stars. 9 x7 x 4.5”clusters.
1x 4.5” rec. flare.
Time up: 22:49. Down: 02:10
No cloud, ground haze, vis. moderate. Target located by yellow Oboe marker. This fell 2 minutes early at 00:10 and a second at 00:11hrs almost together. No Mosquito marking seen except one RSF which appeared momentarily. Controller asked for Mosquitos to mark but nothing happened. Further flares were requested and dropped. No Wanganuis dropped to indicate so second flares were dropped on H2S. At Controller’s request own aircraft dropped two red TI on H2S and backed up with two more on 4th run. Controller ordered bombings on red TI dropped by D/97 – at 00:35hrs approx. Final Cease Bombing signal and order to go home not heard. Over target for 30 minutes.
[Page Break]
4/5 July 1944
Lancaster Mk.III ND589 OF-D Target: ST. LEU D’ESSERENT
Crew: Now [underlined] W/C [/underlined] Ingham (Deputy Controller 1) Normal Crew.
Bomb Load: 6 x T1 green. 2 x TI yellow. 5 x 1,000lb MC. 1 x 1,000lb MC (LD)
Time up: 23:30. Down: 03:35
Searchlight belt extended 15 miles approx. further SW, no indication of radar control, attacked by two fighters at 01:10hrs – 49.47N 0135E at 14,00oft and sustained damage to mort mainplane. Handed over to Deputy 2 by W/T – acknowledged 01:16 hrs approx.. Target not attacked.
20/21 July 1944
Lancaster Mk.III PB181 OF-D Target: COURTRAI
Crew: W/C Ingham (Deputy Controller 1) Normal Crew.
Bomb Load: 9 X 7” clusters. 3 X yellow TI No. 16. 2 x Wanganui flares green/red star.
Time up: 23:08. Down: 02:16
Nil cloud, moderate base. First Oboe went down slightly early. Marking very rapid and successful. Bombing at first was a little wide north and south and west. After first few sticks bombing was good. Clouds of smoke tended to obscure markers. Controller called in VBU at 01:00hrs (attack had been ordered 00:57hrs). Some fighter activity.
24/25 July 1944
Lancaster Mk.III PB181 OF-D Target: DONGES
Crew: W/C Ingham (Deputy Controller 1) Normal Crew.
Bomb Load: 6 x7” clusters. 2 x yellow TI No.16. 5 x 1000lb MC (LD 6 hours) 2 x Flares green/red stars.
Time up: 22:42. Down: 03:47
Nil cloud below 16,000ft. Slight haze. Target identified on H2S. Raid opened up with Oboe marker one minute early. Flare illuminated target, marked by Mosquitos, assessed as being 200 yards east of aiming point. This green TI was backed up and produced a concentration of markers round the aiming point. Bombing order given at 01:14hrs. Bombing seemed to be quite concentrated around the green TIs.
25/26 July 1944
Lancaster Mk.III PB181 OF-D Target: STUTTGART
Crew: W/C Ingham Normal Crew.
Bomb Load: 6 x 4 flares white. 2 x TI red LB. 1 x 4,000lb. 4 x 500 lb. 1 x flare green/red.
Time up: 22:00. Down 05:20
8/10ths thick cloud, tops 18,000ft. Vis. moderate. Target located on GPI run. General concentration of TIs was good, mainly red, some greens seen.
31 July 1944
Lancaster Mk.III PB181 OF-D Target: JOIGNY-LAROCHE
Crew: Normal Crew, plus F/Sgt M.H. McBride, Front Gunner.
Bomb Load: 4 x 500lb MC ( ½ hr). 11 x 1,000 LB (1hr).
Time up: 17:20 Down: 23:20
Weather good, no cloud, slight haze. Located target by visual on canal and yards and by TIs. Lax attention to height caused trouble when the two forces divided. A gap of at least 500ft should be left between the two forces. Navigation could be better controlled if the Path Finder Force were not divided. Flying speed after the target was increased above that laid down by 10mph at least. It would be better policy to reduce rather than increase speed after leave the target, to allow formation to close up the straggle due to bombing, and also to allow any aircraft damaged to have a chance to keep up. Landed at Swinderby.
[Page Break]
6 August 1944
Lancaster Mk.III PB133 OF-C Target: BOIS DU CASSON
Crew: Normal
Time up: 09:12. Down 13:59.
There are no individual crew reports for 6/8.44. No Bombs Loads are listed But there is a resume of the operation carried out that day.
[underlined] Weather [/underlined]
Clear, break over target, cumulus tops 15,000ft to 20,000ft in target area.
[underlined] Results [[/underlined]
Crossing English coast Controllers Gee and intercom failed. As planned to home to target on Gee, handed over to G/38 (F/L Drinkall-missing)). [sic] Controller and Deputy changed position, Controller having fixed up poor intercom on 1196 (after 7 minutes) stood by in advisory capacity. About 40 miles inland a big cumulus cloud was lying across track. Deputy descended to 16,000ft and broadcast that he was going to take Force below the cloud. Controller warned him not to go below 15,000ft, and next advised him to turn to starboard. Deputy ordered Force to diverge and dive through cloud. Formation broke up in cloud. On emerging, Main Force were scattered over many miles of sky. There were some attempts to gather into a bunch (or bunches) but impossible to regain proper formation. As a result some aircraft appeared to bomb the primary. The number bombing was not large enough to impede daylight bombing runs and the other bombing of the target that did occur was believed accurate. Other aircraft bombed as best they could with some mistaking pin-points owing to icing troubles and the rush. Attack scattered over a large area.
Aborted : S/97 aborted mission, unable to identify target
Missing J/97 ND 840 (F/O Bucknell)
Opposition encountered: Moderate heavy flak seen. Fighters in target area attacked aircraft which were most dispersed on breaking cloud.
11/12 August 1944
Lancaster Mk.III PB181 OF-D Target: GIVORS
Crew: W/C Ingham (Deputy Controller 1) Normal Crew.
Bomb Load: 6 x red TI No. 16. 2 x yellow TI No . 16. 1 x yelow [sic] TI B22.
2 x Flares green/red. 4 x 1,000lb. 1 x 1 ,000lb (LD)
Time up: 20:39. Down: 05:17
Weather clear. Target located by illuminating flares. Unable to contact Controller so took over controlling. First flares fell two miles east, not illuminating target properly. Flares very scattered, heard green Force Controller ask for reserve flares. Marker Leader requested Wanganui but it did not function as a skymarker and went sraight [sic] down. We postponed H-hour for 5 minutes at 01:00hrs reserve flares then forthcoming, which gave good illumination. First red TI (at 01:012 hrs) assessed as 600 yards south, then second red TI more accurate on aiming point. This was backed up by third red which fell at least 500 yards to west. B/U asked to back up centre TI at 01:07hrs, which promptly went out. This left two inaccurate ones so instructed B/U to drop red directly between two and did so myself at 01:11 hrs. These TIs were subsequently thought to be in marshalling yard itself and were assessed by Marker Leader as 300 yards east of aiming point, so Main Force were ordered to bomb these with zero wind and ignore most westerly red TI, which was not cancelled as main concentration was obvious. Bombing subsequently well concentrated on these, though some ticks overshot to north and south. One or two fires seen. Yellow datum point TI not dropped by us as top pre-occupied as Controller. Landed at Witchford.
14 August 1944
Lancaster Mk.III PB 181 OF-D Target: BREST (Shipping)
Crew: Normal.
Bomb Load: 8 x1,000lb. ANM 65
Time up: 17:44. Down: 22:26
Weather clear, good visibility. Target identified visually. Two of our stick of bombs observed bursting on the cruiser. Tanker was seen burning after the attack. Winds received B3 100/7, B1 200/9, B4 126/5, B5 148/9. Winds sent 150/6 at 20:12hrs. Bombing heading received at 20:16 hrs as 010T.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Arthur Tindall's service and operations
Description
An account of the resource
A list of aircraft, operations and details of each operation undertaken by Arthur Tindall.
Format
The file format, physical medium, or dimensions of the resource
Ten typed sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
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.
Germany--Berlin
Germany--Rendsburg
Germany--Stuttgart
Germany--Leipzig
Germany--Kassel
Germany--Cologne
Germany--Frankfurt am Main
Germany--Augsburg
France--Laon
Germany--Munich
Germany--Schweinfurt
Norway--Kjeller
France--Normandy
France--Argentan
France--Poitiers
Germany--Gelsenkirchen
France--Abbeville
France--Oise
France--Donges
France--Joigny
France--Paris
France--Givors
France--Brest
Great Britain
England--Cambridgeshire
England--Lincolnshire
Belgium--Kortrijk
Germany--Hannover
Germany--Braunschweig
France--Étampes (Essonne)
France--Saint-Pierre-du-Mont (Landes)
France
Germany
Belgium
Norway
Germany--Ruhr (Region)
Identifier
An unambiguous reference to the resource within a given context
MTindallAJ173966-150815-01
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1944-06
1944-07
1944-08
1944-06-05
1944-06-06
1944-06-24
1944-06-25
Contributor
An entity responsible for making contributions to the resource
Claire Monk
44 Squadron
635 Squadron
83 Squadron
97 Squadron
aircrew
anti-aircraft fire
bombing
bombing of Kassel (22/23 October 1943)
bombing of the Creil/St Leu d’Esserent V-1 storage areas (4/5 July 1944)
bombing of the Normandy coastal batteries (5/6 June 1944)
bombing of the Pas de Calais V-1 sites (24/25 June 1944)
Distinguished Flying Cross
flight engineer
Gee
H2S
Lancaster
Mosquito
Normandy campaign (6 June – 21 August 1944)
Oboe
Pathfinders
RAF Coningsby
RAF Swinderby
RAF Witchford
target indicator
V-weapon
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/1414/28087/BWareingRWareingRv2.1.pdf
a9e766a8da8c1eb1e70a1bb11961ed58
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
Wareing, Robert
R Wareing
Description
An account of the resource
258 items. The collection concerns Flight Lieutenant Robert Wareing DFC* (86325 Royal Air Force) and contains his flying logbooks, prisoner of war log book, memoirs, photographs, extensive personal and official correspondence, official documents, pilots/handling notes, decorations, mementos, uniform badges and buttons. He flew operations as a pilot with 106 Squadron. After a period of instructing he returned to operations on 582 Squadron but was shot down and became a prisoner of war.
The collection has been donated to the IBCC Digital Archive by Andrew Wareing 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
2016-10-05
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.
Identifier
An unambiguous reference to the resource within a given context
Wareing, R
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] D DAY 6th JUNE 1944. [/underlined]
[diagram]
SIX HOURS BEFORE LANDING 10 Batteries in concrete gun emplacements 100% guarantee that these would be inoperative. One gun of 10 Batteries only able to operate manually & was soon silenced our Battery at Forét de Cerisy.
[circled 19] after June [underlined] 5/6th. [/underlined] to 7/8th August Marking near Caen followed by break through at the Fallaise [sic] gap.
1) [underlined] BAYEUX [/underlined] [inserted] stayed at Grand Hotel Luxembourg, [/underlined] First town to be liberated 18th June 1944. At their memorial by coincidence when there was a ceremony with [indecipherable word] flaming fire & the address of the late General De Gaul [sic] was read.
[circled 18th June De Gaul. [sic] ]
[page break]
- 2 -
On Wednesday 19th June we went at midday to Notre Dame de Gravenchon some 30 miles E of Le Havre to meet Madame Jacqueline Drony (Rillot). She was a teacher of English at a local school [indecipherable word] often used by the Resistance as an [deleted] interpreter [/deleted] translator & we recounted the events of 7/8th August 1944.
We had been marking at Caen & were on our way back being routed East so as not to hinder the bridgehead. Unfortunately a 110 with the upward firing cannon eventually caught us after much evasion & it eventually hit us in the starboard wing & the centre of the aircraft & we were immediately on fire. Unfortunately, the inter com went so it was not possible to speak to any member of the crew. The fire [indecipherable word] rapidly no [three indecipherable words] just wagged the wings as a signal for the crew to abandon ship. The fire eventually filled most of the cockpit & in order to get out I had to drop through the flames to the escape hatch which fortunately
[page break]
- 3 -
the crew members who had got out had jettisoned & much to my amazement I was out of the aircraft with the skin burnt on my hand & legs & my face to a lesser extent. Fortunately the parachute canopy held although the pack was smouldering. On looking down it seemed as though I was over sea & I was amazed to strike soft ground. It was a marsh area & there was at ground mist which had given the impression of water.
I then manage to rid myself of the parachute harness & decided to make for cover of some sort & eventually came to a farm. Some of them could speak English I knew no French except bonjure [sic] or bon sior [sic] & eventually mlle Pillot came along with a French Dr. Evins who [deleted] had apparently attend [/deleted] dealt with me. Mlle Pillot cut off my wedding ring & Dr Evins put on some goo & bandaged my hands in splints to keep the fingers appart [sic] & also dealt with
[page break]
[circled 4]
my leg & face burns. Dr. Evins worked with the resistance & was obviously a [deleted] fearless [/deleted] [inserted] [two indecipherable words] [/inserted] man. I asked Madame Drony what had happened to him & she said he died about 55 yrs of age from much booze & women. However, she said we should remember him for the extremely [inserted] good [/inserted] caring work which he bestowed on his patients for which he was noted rather than his few [indecipherable word].
Madame Dory with her husband Henri took us to the cemetery at St. Vigor where the four deceased members of our crew were buried The radio signals officer F/O Reg Blayden who walk back over the Pyranese [sic] after having been shot down on a previous occasion he held the [indecipherable word] The other 3 members were BOMB AIMER W/O Ted Howker, MID UPPER W/O Wilf GAUCHRAN & REAR GUNNER F/Sgt BERTIE CAMPBELL.
NAVIGATOR ALAN HILL, F/LT NAV2 BOB KING W/O. JOHN TORRENS f/ENG & SELF SURVIVED. [underlined] THE GRAVES WERE BEAUTIFULLY KEPT. [/underlined]
ALAN Hill & John Torrens were apparently out first & were not burnt & eventually were assisted by monsieur Francis Marical & mlle Pillot was
[page break]
[circled 5]
used as interpreter for them & were also dealt with by Dr Evins
[circled x] Francis Marical (later mayor of Saint-Vigor)
[page break]
JUNE [underlined] 14th [/underlined] By road to Paris
15th Versailles
16th Eiffel Tower & drive round Paris
17th Bayeux – Grand Hotel Luxembourg.
18th to visit tapestry UK one at South Sea – Portsmouth explanation by earphone price equivalent of 50p in numbered sections each section explained as you progress round the tapestry.
19th N.D de GRAVENCHON to meet Madam Jacqueline Drony [inserted] husband Henri [/inserted] daughter Anne Marie & son Phillip. [deleted] She took [/deleted] we had an enjoyable meal with them & afterwards went to ST VIGOR churchyard where the 4 unfortunate members of the crew were buried. Reg Blayden DFM Ted Howker, Wilf Gaughran & Bertie Campbell.
Then to see Monsieur Francis MARICAL. – Certificate awarded for help given to our forces for help given. Signed by A.C.M. Lord Tedder. Also a certificate from the French Ministry of the Interior for courage & devotion.
[page break]
[underlined] 1. [/underlined] TELEGRAM. 8th AUG 1944.
[underlined] 2. [/underlined] Alan & Paddy arr. England. 6th & 7th Sept. escapees
[underlined] 3. [/underlined] BROADCAST GERMANY RADIO.
[underlined] 4 [/underlined] PRISONER CONFIRMED [deleted] LATE [/deleted] 30th OCTOBER. 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
Memoire of trip to France and events after D-Day
Description
An account of the resource
Starts with hand drawn map of Normandy marking main towns. The author records his experience on or around D-Day of bailing out of an aircraft shot down and on fire, and the subsequent aid given to him by the French Resistance. He also records a return visit to France, along with surviving crew to honour those members of his crew who didn’t survive being shot down and were buried at Saint-Vigor-d'Ymonville. Records meeting French Lady who helped him as relates story of the rest of his return trip to France.
Creator
An entity primarily responsible for making the resource
R Wareing
Format
The file format, physical medium, or dimensions of the resource
Seven page handwritten 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
BWareingRWareingRv2
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.
France
France--Normandy
France--Caen
France--Notre-Dame-de-Gravenchon
France--Bayeux
France--Falaise
France--Le Havre
France--Paris
Temporal Coverage
Temporal characteristics of the resource.
1944-06-06
1944-08-05
1944-08-06
1944-08-07
1944-08-08
1944-06-18
Contributor
An entity responsible for making contributions to the resource
Steve Christian
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
bale out
bombing
final resting place
killed in action
Me 110
Normandy campaign (6 June – 21 August 1944)
Resistance
shot down
tactical support for Normandy troops
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1414/28283/MWareingR86325-161005-57.1.pdf
5bcd0d87ba83800dcfd887d036d2d75e
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
Wareing, Robert
R Wareing
Description
An account of the resource
258 items. The collection concerns Flight Lieutenant Robert Wareing DFC* (86325 Royal Air Force) and contains his flying logbooks, prisoner of war log book, memoirs, photographs, extensive personal and official correspondence, official documents, pilots/handling notes, decorations, mementos, uniform badges and buttons. He flew operations as a pilot with 106 Squadron. After a period of instructing he returned to operations on 582 Squadron but was shot down and became a prisoner of war.
The collection has been donated to the IBCC Digital Archive by Andrew Wareing 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
2016-10-05
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.
Identifier
An unambiguous reference to the resource within a given context
Wareing, R
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
A F Hill’s flying log book extract
Description
An account of the resource
Flying log book extract for A F Hill, navigator, covering the period from 13 April 1944 to 7 August 1944 when he was missing on operations. He was stationed at RAF Warboys and RAF Little Staughton. Aircraft flown in was Lancaster. He flew a total of 25 operations with 582 squadron, 9 Daylight and 16 night. Targets were Essen, Somain, Montdidier, Nantes, Montcouple, Foret de Cerisy, Laval, Longues, Fougeres, Lens, Les Hayons, Blainville sur L’Eau, Villers Bocage, Oisemont Neuville, Nucourt, St Philibert Ferme, Colombelles, Mont Candon, Foret du Croc, Les Hauts-Boisson, Stuttgart, Coquereaux, L’Isle Adam and Mare de Magne. Evading capture he returned to the Great Britain by naval vessel on 14 September 1944. His pilots on operations were Squadron Leader Wareing, Wing Commander Dunnecliffe and Pilot Officer Sexton.
Format
The file format, physical medium, or dimensions of the resource
Sixteen photocopied pages
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
MWareingR86325-161005-57
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
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Temporal Coverage
Temporal characteristics of the resource.
1944
1944-06
1944-07
1944-08
1944-04-26
1944-04-27
1944-04-30
1944-05-01
1944-05-03
1944-05-04
1944-05-07
1944-05-31
1944-06-01
1944-06-05
1944-06-06
1944-06-07
1944-06-09
1944-06-14
1944-06-15
1944-06-16
1944-06-24
1944-06-28
1944-06-29
1944-06-30
1944-07-02
1944-07-15
1944-07-16
1944-07-18
1944-07-19
1944-07-20
1944-07-23
1944-07-24
1944-07-25
1944-07-28
1944-07-29
1944-07-31
1944-08-01
1944-08-03
1944-08-07
1944-09-14
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
Cara Walmsley
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
Atlantic Ocean--English Channel
England--Cambridgeshire
France--Abbeville Region
France--Bayeux Region
France--Caen Region
France--Calais (Arrondissement)
France--Dieppe (Arrondissement)
France--Dreux
France--Fougères (Ille-et-Vilaine)
France--Laval (Mayenne)
France--Lens
France--Lille Region
France--L'Isle-Adam
France--Longues-sur-Mer
France--Montdidier (Hauts-de-France)
France--Nancy Region
France--Nantes
France--Normandy
France--Nucourt
France--Oisemont (Canton)
France--Somain
France--Villers-Bocage (Calvados)
Germany--Essen
Germany--Stuttgart
Germany--Ruhr (Region)
France--Saint-Philibert (Morbihan)
France--Forêt du Croc
France--Coquereaux
582 Squadron
aircrew
bombing
bombing of the Normandy coastal batteries (5/6 June 1944)
Lancaster
missing in action
navigator
Normandy campaign (6 June – 21 August 1944)
RAF Little Staughton
RAF Warboys
tactical support for Normandy troops
V-1
V-weapon
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1414/28332/PWareingR1615.1.jpg
2ddd9a60d89b75b9f5415e4fb6a0822a
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
Wareing, Robert
R Wareing
Description
An account of the resource
258 items. The collection concerns Flight Lieutenant Robert Wareing DFC* (86325 Royal Air Force) and contains his flying logbooks, prisoner of war log book, memoirs, photographs, extensive personal and official correspondence, official documents, pilots/handling notes, decorations, mementos, uniform badges and buttons. He flew operations as a pilot with 106 Squadron. After a period of instructing he returned to operations on 582 Squadron but was shot down and became a prisoner of war.
The collection has been donated to the IBCC Digital Archive by Andrew Wareing 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
2016-10-05
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.
Identifier
An unambiguous reference to the resource within a given context
Wareing, R
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Ceremony in St Vigor churchyard in August 1944
Description
An account of the resource
Faded image show an honour guard of troops with rifles on the left with other people in the background. Iron railings behind troops
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-08
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PWareingR1615
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
British Army
Spatial Coverage
Spatial characteristics of the resource.
France
France--Normandy
Temporal Coverage
Temporal characteristics of the resource.
1944-08
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
final resting place
killed in action
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1544/28351/NScrimshawCC160930-01.2.jpg
4cfea0d66f6003ebb6d0bd47c6efe87d
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
Scrimshaw, Christopher Charles
C C Scrimshaw
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
2016-09-30
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Scrimshaw, CC
Description
An account of the resource
Eight items. The collection concerns Pilot Officer Christopher Scrimshaw (1905 - 1944, 957856, 182431<a href="https://losses.internationalbcc.co.uk/loss/120871/">I</a>Royal Air Force) and contains his log book, photographs and documents. He flew operations as an air gunner with 61 Squadron. <br /><br />The collection has been donated to the IBCC Digital Archive by Kathleen Garner and catalogued by Barry Hunter.<br /><br />More information on Charles Scrimshaw can be found via the <a href="https://losses.internationalbcc.co.uk/loss/120871/">IBCC Losses Database</a>.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
The Daily [missing word]
No. 10,975 WEDNESDAY, JULY 19, 1944
MONTGOMERY BR[missing letters] LINE AT CAEN
Tanks Into Open Country:
7,000-Ton Bomb ‘Barrage’
GENERAL MONTGOMERY HAS BROKEN THE GERMAN LINE AROUND CAEN, AND STRONG ARMOURED AND MOBILE FORCES ARE OPERATION IN THE PLAIN OF CAEN TO THE SOUTH AND SOUTH-EAST OF THE TOWN AFTER THE BIGGEST SURPRISE ASSAULT OF THE WAR.
The attack was preceded by the biggest concentration of air power the Germans have ever faced. Seven thousand tons of bombs were dropped on the German positions between 6 a.m. and 10 a.m. by R.A.F. Lancasters and Halifaxes and Allied Liberators, Marauders, Havocs and fighter-bombers.
Here is the full text of last night’s special communiqué which told the great news:
“Early this morning British and Canadian troops of the 2nd Army attacked and broke through into the area east of the Orne and south-east of Caen.
“The attack was preceded and supported by a very great weight of air power organised by the Allied Expeditionary Air Force.
The town of Vaucelles, on the south side of the Orne opposite Caen, is being cleared of the enemy and strong armoured and mobile forces are operating in the open country further to the south-east and south.
‘Well Satisfied’
“Heavy fighting continues. General Montgomery is well satisfied with the progress made in the first day’s fighting of this battle.”
Before the attack 1,500 Halifax and Lancaster bombers dropped 5,000 tons of bombs in 45 minutes on Mondeville Steelworks and Colombelles, on Mondeville and Sannerville, and on Cagny, seven miles south-east of Caen.
Five hundred medium bombers dropped 500 tons of bombs. A force of 600 Liberators dropped 1,400 tons of bombs. No fighter opposition was met, and the results are described as “terrific.”
Nine bombers only were lost in the whole operation.
Turn to Back Page, Col. 2
[inserted] Advancing on the Periers sector in Normandy American infantry move up into open country with heavy tanks as cover. [/inserted]
[/inserted in margin] DAD [/inserted]
1,000 RAF BOMBERS BACK UP THE ARMY
“BOMBER” HARRIS sent out more than 1,000 Lancasters and Halifaxes early yesterday for the first time in daylight and for the first time against the German army in the field.
They dropped more than 5,000 tons of bombs before breakfast – between 5.45 and 6.26 a.m. – and this was only the first operation of a day in which the Allied air forces gave close support to the armies in Normandy.
As our bomber crews returned across the Channel they met great forces of American aircraft heading for the battlefield.
The main object of the assault was to destroy or put out of action the German defences and guns and the troops manning them.
In the eastern suburbs of Caen the Germans had made a strongpoint out of the steel works at Mendeville. They had great numbers of mortars which kept up continuous fire against our troops.
Target Obliterated
Here, and at Colombelles, further to the north-east along the east bank of the river Orne, the enemy had strongly fortified himself with anti-aircraft and anti-tank guns, and great numbers of troops were in position.
These two targets together were attacked by 500 Lancasters and Halifaxes.
“When we were over Caen,” said F/O. A.A. Harris, a Canadian pilot, “the steelworks looked as if
Turn to Back Page, Col. 1
‘Like Looking Into Hell,’ Say Pilots
SPITFIRE pilots over the Caen sector of the battlefront yesterday had a grandstand view of the bombing.
Flight-Lieut. R.A. Beardesley, D.F.C., of Tolworth, Surrey, said afterwards:
“The sky over the target was absolutely packed with aircraft. Fighters and bombers seemed to fill the air flying wing-tip to wing-tip and from above we could see the bombs go down.
“The whole target area was a mass of flames. It was an impressive and terrifying sight, and I for one was glad I was not a German soldier.
“When the bombers turned for home they left a belt of black smoke two miles wide by nine miles long, and from the reflection through the smoke it seemed as if the earth itself was on fire beneath.”
The Norwegian leader of one of the Spitfire wings said:
“Looking down on the target area was like looking into hell.”
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
1000 RAF Bombers Back Up the Army
Description
An account of the resource
A newspaper cutting referring to the first daylight 1000 bomber operations. Chris Scrimshaw took part in this attack. It is annotated 'Dad'.
Creator
An entity primarily responsible for making the resource
The Daily Star
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-07-19
Format
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One newspaper cutting
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Identifier
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NScrimshawCC160930-01
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.
France--Normandy
France--Caen
France
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
David Bloomfield
Anne-Marie Watson
Temporal Coverage
Temporal characteristics of the resource.
1944-07
Requires
A related resource that is required by the described resource to support its function, delivery, or coherence.
Workflow A completed
B-24
B-26
bombing
Halifax
Lancaster
Normandy campaign (6 June – 21 August 1944)
Spitfire
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1504/28845/LRoutledgeRS1520060v1.1.pdf
8559a31d713c7207633ae17d47ff79b7
Dublin Core
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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
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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/1539/29149/LAllnutFJ436745v1.1.pdf
b38457e125c7c5a301db977003f1ba74
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
Allnutt, Frank John
F J Allnutt
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
2016-09-16
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Allnutt, FJ
Description
An account of the resource
32 items. The collection concerns Frank Allnutt (436745 Royal Australian Air Force) and contains his log book and photographs. He flew operations as an air gunner with 625 Squadron.
The collection has been donated to the IBCC Digital Archive by Frank Allnutt 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
Frank J Allnutt’s RAAF observer’s air gunner’s and W/T operator’s flying log book
Description
An account of the resource
F J Allnutt’s RAAF Observer’s Air Gunner’s and W/T Operator’s Flying Log Book, from 22nd October 1943 to 27th November 1944, recording his training and operations as an air gunner. Aircraft in which flown: Battle, Oxford, Wellington X, Halifax II, Halifax V, Lancaster. He was stationed at RAAF Base West Sale (No. 3 Bombing and Air Gunnery School), RAF Lichfield (27 Operational Training Unit), RAF Ingham (1481 Bombing and Gunnery Flight), RAF Blyton (No. 1662 Conversion Unit), RAF Hemswell (No. 1 Lancaster Finishing School) and RAF Kelstern (625 Squadron). He completed a total of 31 operations (11 night, 20 day) on the following targets in France, Germany and Netherlands: Calais, Cologne, Domburg (recorded as “Bomburg”), Dortmund, Douai, Duisberg, Duren, Emmerich, Essen, Fontaine le Pin (Normandy battlefront), Fort Fredrik Hendrik, Freiburg, Le Havre, Neuss, <span>Œuf-en-Ternois</span>, Russelheim, Saarbrucken, Stettin, Stuttgart, Vincly, Volkel and Wanne Eickel, His pilot on operations was Flying officer Harvey. Also includes various comments on operations, including “Only kite to bomb aiming point” and “WIZARD PRANG”.
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. Log book and record book
Text
Identifier
An unambiguous reference to the resource within a given context
LAllnutFJ436745v1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Australian Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Australia
France
Germany
Great Britain
Netherlands
Atlantic Ocean--English Channel
England--Lincolnshire
England--Staffordshire
France--Calais
France--Douai
France--Le Havre
France--Normandy
France--Pas-de-Calais
Germany--Cologne
Germany--Dortmund
Germany--Duisburg
Germany--Düren (Cologne)
Germany--Emmerich
Germany--Essen
Germany--Freiburg im Breisgau
Germany--Neuss
Germany--Rüsselsheim
Germany--Saarbrücken
Poland--Szczecin
Germany--Stuttgart
Germany--Wanne-Eickel
Netherlands--Breskens
Netherlands--Domburg
Netherlands--North Brabant
Victoria--Sale
Poland
Victoria
Germany--Ruhr (Region)
France--Œuf-en-Ternois
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
1944-05-10
1944-05-11
1944-08-10
1944-08-11
1944-08-14
1944-08-15
1944-08-18
1944-08-25
1944-08-26
1944-08-29
1944-08-30
1944-09-06
1944-09-08
1944-09-10
1944-09-20
1944-09-23
1944-09-24
1944-09-25
1944-09-26
1944-09-28
1944-10-05
1944-10-14
1944-10-15
1944-10-20
1944-10-21
1944-10-24
1944-10-25
1944-10-28
1944-10-29
1944-10-30
1944-11-09
1944-11-11
1944-11-12
1944-11-16
1944-11-18
1944-11-19
1944-11-27
Contributor
An entity responsible for making contributions to the resource
David Leitch
1662 HCU
27 OTU
625 Squadron
air gunner
aircrew
Battle
bombing
Bombing and Gunnery School
bombing of Luftwaffe night-fighter airfields (15 August 1944)
Halifax
Halifax Mk 2
Halifax Mk 5
Heavy Conversion Unit
Initial Training Wing
Lancaster
Lancaster Finishing School
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
Oxford
RAF Blyton
RAF Hemswell
RAF Ingham
RAF Kelstern
RAF Lichfield
tactical support for Normandy troops
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1519/30416/MSladdenD25115087-160623-24.1.pdf
c900e3f7c2a21d2dae6772ebc5799966
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
620 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
2016-06-23
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
620 Squadron
Description
An account of the resource
Twenty-three items. The collection concerns 620 Squadron and contains photographic slides or aircraft and places, an autobiography of Alan T Gamble, wireless operator training school documents, a memoir of operations on D-Day by Noel Chaffey and a short biography of him as well as noted of crews lost on 620 Squadron during Arnhem operation.
The collection has been donated to the IBCC Digital Archive by Darren Sladden and catalogued by Nigel Huckins.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Stirling QS-Y of No 620 Squadron on D-Day
by Noel Chaffey
RAF Fairford opened on 18 January 1944 and the station entered 38 Group Transport Command on 2 March 1944. Short Stirling IVs of No 620 Squadron arrived from RAF Leicester East in mid-March 1944 and were joined by No 190 Squadron, similarly equipped, later in March. A large collection of Airspeed Horsa gliders then followed and cross-country glider tows mingled with ever more extensive exercises. Both squadrons of Stirlings continued to operate night sorties for SOE, taking off generally from RAF Tarrant Rushton, Nr Blandford in Dorset.
On 17 April 1944 Horsa LJ263 was destroyed when it crashed into Fairford's control tower and killed its pilot. Another training accident involved two Stirlings releasing gliders during Exercise Exeter. Near Fairford they collided over Kempsford and both crews were killed.
On 5 June 1944 the first of 45 Stirlings began to roll shortly before midnight. Aboard were 887 paratroops of the 6th Airborne Division whose task in Operation Tonga was to secure the Orne Bridge and an area east of that river. Three Stirlings of No 620 Squadron failed to return and when the returned Stirlings were inspected, 27 of them were found to be unserviceable. By 1800hr on 6 June 1944, 25 had been made ready for Operation “Mallard,” the landing in Normandy of the 6th Air Landing Brigade in gliders.
This is my recollection, as an RAAF Wireless Operator of Stirling IV, LJ/592, of No 620 Squadron – from among thousands of aircrew who took part in the D-Day operations. Even the greatest optimist did not 'fancy our chances of returning to RAF Fairford' on that great occasion, let alone of still being alive 50 years on !
For sometime prior to 6 June, we realised something big was on, for, on recent exercises of glider towing along southern sections we observed the military and naval build-up of equipment which blocked fields, roads, lanes and byways – and 'choked' harbours. Then, for the second time, the camp was closed to all, except the beer trucks. No letters were allowed to be posted [inserted] but censored by officers [/inserted] and no telephone calls could be made or received. Ground crews were on a 24hr duty to comply with a 'maximum effort'. Everything and everybody who could fly was tasked to do so.
On 4 June the AOC-in-C Air Marshal Sir Trafford Leigh Mallory visited RAF Fairford to boost the efforts of the RAF contingent, together with the Parachute Regiments then stationed with us. The wireless operators from both Nos 190 and 620 Squadrons were ordered to go to the radio section and complete exercises on the ground transmitters. This was undertaken as though we were flying – so that the airwaves would be full of signals, although no actual aircraft were airborne. This we did for three consecutive days with the intention of confusing enemy listening stations across the Channel.
I cannot praise too highly the efforts of our ground crew – we depended very much on them and not once did they let us down. Many were not known to us, but fortunately some are still in contact. Only last June, when No 620 Squadron had its 50th anniversary reunion, did I learn who had actually painted the White Rose on 'Y' Yorkshire Rose II. This emblem was carried through over 34 operations without a scratch – a wonderful example of the Short Stirling bomber and those four Bristol Hercules sleeve-valve radial engines never missed a single beat during our operations.
The beginning of Operation “Mallard” started with extra briefings and being driven out to the line-up of aircraft and gliders. Many of the service personnel on the base, who could be excused duty were lining the runway to give us a wave and 'thumbs-up'.
Our take-off time was 1800hr – remembering we were then on double British Summer Time. The weather was still overcast and there were strong winds. We had no trouble in seeing the Horsa glider which quickly became airborne, but the Stirling needed the whole runway to get off and only just
[page break]
cleared the hedge. Although the Stirling was renowned to swing on take-off, I can never remember it happening to us. The special strength of Derek, our pilot, was always welcome and much appreciated.
Safely airborne we climbed to gain our position in the streams of similar aircraft and gliders from both Fairford and neighbouring airfields. We crossed the coast at Bournemouth and, on a special signal, turned onto our final leg for the Normandy coast. Our glider pilots – Staff Sergeant Turvey and Sgt Stanley were in the 'high tow' position. They were experiencing a roughish ride because of the turbulent air, not only from the weather but from the many four engined bombers in the stream ahead. These were at different heights and the mixing slip streams caused considerable difficulties. We were flying over what can best be described as a carpet, a patterned carped, of grey-blue with dark boats trailing white wakes. Air sea rescue launches were making diagonal patterns across the convoys.
We must have looked an impressive sight from sea level with the continuous flow of the huge Stirlings – all black on the underside interrupted by the newly painted triple white bands on the fuselage and wings, the invasion markings. The gliders had also been painted with the white stripes.
We were coming up to the French coastline, which we could barely see. Word came from our glider, via a cable plaited into the towrope, requesting permission to descend into the 'low tow' position. This was to be the best positioning for the release over the Dropping Zone (DZ). As we were soon to be near the DZ our pilot retrimmed the Stirling and gave permission for the Horsa to change position. Just then a strong gust of air swung us aside and we heard a loud bang. We shot forward and upwards with the engines screaming – the tow rope had broken.
Our Horsa had broken the rope when he came down through our slipstream, together with the down-draught of turbulent air. Having broken loose he was committed to head for the sea, about one mile off the French coast.
George Neal, another No 620 Sqn pilot two aircraft behind us noted our predicament and warned his crew to keep a sharp lookout. Basil Crocker, our navigator, quickly passed me our position and I broke radio silence to alert the air-sea rescue service. Our [inserted] flight engineer Frank [/inserted] then got the Stirling's rubber raft ready to throw out when we flew over the ditched glider.
Still floating on the rough sea we could observe five soldiers on the wing of the Horsa as we continued to circle overhead. Above us the constant stream of aircraft and gliders continued to their destination near Caen. After glider release we were to fly to their supply dropping zone, and then out as quickly as possible en route to base.
By this time, the air sea rescue launches had arrived and the five were in the life raft. But the glider began to sink and quickly went under. We still had our supplies to drop so we climbed back up to a lower position in the oncoming stream – this time mostly Dakotas towing Waco Hadrian gliders. We also observed increasing activity of enemy AA fire and could not help wondering why so many of the smaller aircraft were being hit and damaged – whilst we, in the larger four-engined bombers, at a lower altitude were just flying through the enemy fire.
The DZ was clearly visible and our bomb aimer gave us a slight alteration to course, straight in over the field. With a quick trip of the switch the 24 containers were released. With a lower weight the Stirling had increased burst of speed and we quickly headed back to the coast. After returning over the Channel, Bognor Regis was our allotted crossing point and then direct home to Fairford.
When we arrived at base we were 'stacked' up for a considerable time whilst wounded and damaged aircraft had preference for landing. By the time it was our turn to land, we had been airborne for 4 1/2 hours.
On landing we quickly inspected the Stirling to ascertain any damage – we had not sustained a single scratch ! Into the trucks back to SHQ as our
[page break]
dispersal was the furthest away from all the buildings. There was a special de-briefing that day. No enemy aircraft had been sighted – nor had we seen any Allied fighter aircraft. We gave details of our gliders plunge and Derek went to the office to ascertain the fate of its crew. We soon learnt that the five army lads were back in Portsmouth, but with regret heard that both the pilot and co-pilot had been killed on impact with the water.
After our meal we returned to our hut, only to discover that two Stirling crews had not returned. The MPs were already packing up their belongings. This was a scene repeated in many huts, on many squadrons that had taken part in the D-Day Overlord operation. This was the price that had to be for that success.
So ended our involvement in D-Day.
Crew of 'Yorkshire Rose':-
Pilot – [inserted] Flt Sgt [/inserted] Derek de Rome RAAF
Navigator - [inserted] P/O [/inserted] Basil Crocker RAF
Bomb Aimer/Second Pilot - [inserted] Flt Sgt [/inserted] Brian Garwood RAF
Flight Engineer - [inserted] Flt Sgt [/inserted] Frank Pearman RAF
Rear Gunner - [inserted] Flt Sgt [/inserted] Pete Griffin RAF
Wireless Operator - [inserted] Flt Sgt [/inserted] Noel Chaffey RAAF
Dublin Core
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Title
A name given to the resource
Stirling QS-Y of No 620 Squadron on -Day
Description
An account of the resource
Describes opening of RAF Fairford as part of 38 Group and arrival of Stirlings of 620 and 190 Squadons. Mentions training accident of Horsa glider. Goes on to describe 620 Squadrons operations paratrooper drops on D-Day and events leading up to the day. Praises groundcrew and gives detailed account of operation including the parting of their Horsa tow which had then to land in the sea. List his crew. Author was RAF wireless operator.
Creator
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N Chaffey
Format
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Three page printed document
Language
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eng
Type
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Text
Text. Memoir
Text. Personal research
Identifier
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MSladdenD25115087-160623-24
Coverage
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Royal Air Force
Royal Australian Air Force
British Army
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Gloucestershire
France
France--Normandy
Temporal Coverage
Temporal characteristics of the resource.
1944-01-18
1944-04-17
1944-06-05
1944-06-06
Contributor
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Jan Waller
Publisher
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IBCC Digital Archive
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
620 Squadron
C-47
Horsa
Normandy campaign (6 June – 21 August 1944)
RAF Fairford
Stirling
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1519/30417/MSladdenD25115087-160623-26.2.jpg
791870f8e7cab9c175a33cf9fd2547d7
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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620 Squadron
Publisher
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IBCC Digital Archive
Date
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2016-06-23
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
620 Squadron
Description
An account of the resource
Twenty-three items. The collection concerns 620 Squadron and contains photographic slides or aircraft and places, an autobiography of Alan T Gamble, wireless operator training school documents, a memoir of operations on D-Day by Noel Chaffey and a short biography of him as well as noted of crews lost on 620 Squadron during Arnhem operation.
The collection has been donated to the IBCC Digital Archive by Darren Sladden and catalogued by Nigel Huckins.
Transcribed document
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Transcription
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620 Squadron
LK127 20 Sept. 1944
Crashed near Heteren.
* F/O A R Scanlon Captain.
P. F/O E B Dane Navigator.
* F/S J R Lamont Air Bomber.
P. F/S W J Murray Flight Engineer.
* W/O E J McGilvray Wireless/Op. (RAAF)
* Sgt. J W Marshall Air Gunner
* Died – P. Prisoner of war.
LK548 20 Sept. 1944
Crashed at Nistelrode (Flak)
* P/O M McHugh Captain.
F/S J G Hulme Navigator.
F/S N Gascoyne Air Bomber.
P. Sgt. D P Evans Flight Engineer.
* F/S A E Bradshaw Wireless/Op.
* Sgt. T Vickers Air Gunner
* Died – P. Prisoner of war.
LJ830 21 Sept. 1944
Crashed 3 miles W of Arnhem
P. F/O H M McLeod Captain.
P. F/O R Newton Navigator.
P. F/O H Bate Air Bomber.
P. Sgt T Haig Flight Engineer.
P. F/O C C King Wireless/Op. (RAAF)
* F/O J R Thomas Air Gunner
* Died – P. Prisoner of war.
LJ946 21 Sept. 1944
Crashed?
P. F/O J C L Carey Captain.
P. F/L D N Cook Navigator.
P. F/S C M Hinder Air Bomber.
P. Sgt C N Bucleman Flight Engineer.
P. F/S F Andrews Wireless/Op.
P. F/S H S Pritchard Air Gunner
P. Prisoner of war.
LJ873 23 Sept. 1944
Crashed near Oss
W/C D H Lee Captain.
F/S E Pratt Navigator.
F/S J P Baker Air Bomber.
F/S D Naylor Flight Engineer.
F/S A D Hurd Wireless/Op.
F/S M Hennessey Air Gunner
Crash land all safe.
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Title
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620 Squadron crews
Description
An account of the resource
Lists 5 crews from 620 Squadron that all crashed with several crewmen killed and others prisoners of war. All dated 20, 21 and 23 September 1944.
Format
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One page printed document
Language
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eng
Type
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Text
Text. Personal research
Identifier
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MSladdenD25115087-160623-26
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Netherlands
Netherlands--Arnhem
France
France--Normandy
Germany
Temporal Coverage
Temporal characteristics of the resource.
1944-09-20
1944-09-21
1944-09-23
Contributor
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David Bloomfield
Publisher
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IBCC Digital Archive
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
620 Squadron
crash
killed in action
prisoner of war
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1519/30418/MSladdenD25115087-160623-28.2.jpg
1011c45b719c1a839449fd84a681f948
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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620 Squadron
Publisher
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IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-06-23
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
620 Squadron
Description
An account of the resource
Twenty-three items. The collection concerns 620 Squadron and contains photographic slides or aircraft and places, an autobiography of Alan T Gamble, wireless operator training school documents, a memoir of operations on D-Day by Noel Chaffey and a short biography of him as well as noted of crews lost on 620 Squadron during Arnhem operation.
The collection has been donated to the IBCC Digital Archive by Darren Sladden and catalogued by Nigel Huckins.
Transcribed document
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Transcription
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Noel Richard Chaffey
1922 – 2005
[photograph]
Noel Chaffey standing in front of the rear gun turret of a Stirling. He was a Wireless Operator/Air Gunner with 620 Squadron and was a member of the Royal Australian Air Force.
Born in West Tamworth, NSW, in the early hours of October 13th 1922, younger brother of Athol.
Schooled in Tamworth and leaving High School for work in Sydney as an artist on glass with Australian Glass Manufacturers Company.
When old enough I joined the Royal Australian Air Force volunteering for training in Canada with the Commonwealth Training Programme as Wireless Operator/Air Gunner and after 13 months passed out as Flight Sergeant. Ready to join front line forces in England.
Upon arrival first posting was holding centre at Brighton then on to Litchfield, only after two days to find a number of us were posted incorrectly, so on we went to our correct posting at Tilstock and Sleap, Shropshire. Here we were crewed and I got a fellow Aussie for Pilot and the rest were R.A.F. English (6 in all).
We six were to join a Squadron 620, in Second Tactical Air Force, under “Ike” for the remainder of the war. At which time we had completed 34 operational missions, including D-Day, 3 days at Arnhem, and Rhine Crossing – without scratch on either crew or aircraft.
Athol had joined the Gunnery schools of the Army and posted to Darwin to go through attacks by the Japs of heavy bombardments on that city, which was almost wiped out, but he came through with only hearing loss on the heavy AA Battery, of which he was in charge of one of the biggest.
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Title
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Noel Chaffey biography
Description
An account of the resource
Biography covers Noel Chaffey's RAAF early life, education, training as wireless operator and joining 620 Squadron where he flew 34 operations including D-Day and Arnhem and the Rhine crossing. Includes b/w photograph of a man standing by the rear turret of a bomber.
Format
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One page printed document with one b/w photograph
Language
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eng
Type
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Text
Photograph
Text. Personal research
Identifier
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MSladdenD25115087-160623-28
Coverage
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Royal Air Force
Royal Australian Air Force
Spatial Coverage
Spatial characteristics of the resource.
Australia
France
Germany
Great Britain
Netherlands
England--Shropshire
France--Normandy
Netherlands--Arnhem
New South Wales
New South Wales--Tamworth
Publisher
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IBCC Digital Archive
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
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Steve Baldwin
620 Squadron
aircrew
crewing up
Normandy campaign (6 June – 21 August 1944)
RAF Sleap
RAF Tilstock
Second Tactical Air Force
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1671/30465/BCameronDCameronDv1.1.pdf
b0bff7f94bf1612f872c86b64efb811e
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Cameron, Don
D Cameron
Publisher
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IBCC Digital Archive
Date
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2020-08-20
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Cameron, D
Description
An account of the resource
90 items. The collection concerns Flight Lieutenant Don Cameron (173516, Royal Air Force) a pilot who flew Lancaster on 115 Squadron. Collection contains his log books, a memoir, a aircrew categorisation card and photographs.
The collection has been donated to the IBCC Digital Archive by Neil Cameron and catalogued by Nigel Huckins.
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Permission granted for commercial projects
Transcribed document
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Transcription
Text transcribed from audio recording or document
[Illustration showing Lancaster Bomber with following text superimposed]
World War II & Flying Memoirs
by Donald Cameron
[handwritten] To Neil & Diane
With love from Dad
Don Cameron
June 6, 2000 [/handwritten]
[page break]
[italics] Donald Cameron World War II and Flying Memoirs [/italics]
[Photo of man in RAF uniform]
[bold] How did I get to be in Scotland and England for 15 years? [/bold]
Most of you will have heard this story already, but just in case, here it is again.
In 1937, my sister, Miriam arranged to spend her summer holidays with a visit to Scotland. I went with Mum and Dad to see her off at Union Station. I don’t think the train was out of sight, when Dad said, “Let’s go off to Scotland too”.
I told them that I could not really go, because I had promised to go to a boys’ camp at a farm just north of Klienburg, as nature study leader. This camp was got going by one of my brothers Ken’s friends, Al Richardson. The boys were mostly from Dufferin St. Baptist Church. We had cycled up there quite often in the spring to get things all set up. Of course Ken could not go either, because he was already working.
Well my parents quickly arranged for Mrs Mascall to be our housekeeper while they were away and Mum and Dad took off for their holiday in Scotland.
1938 was the year of the Empire Exhibition in Glasgow Scotland and I was hoping that somehow I get to see it. We had friends, Dr. Ernie and Bella Pallet. We knew them as Uncle Ernie was a government veterinarian. He suggested that I should work my way to Scotland on a cattle boat. I went for that in a big way, so he
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[page break]
[italics] Donald Cameron World War II and Flying Memoirs [/italics]
arranged the whole thing. I was to start my trip at the stock yards at St. Clair and Keele Street, where I was to get aboard the caboose of the cattle train. Actually I first had to climb up into the shunting engine, while they were hooking up the train, great fun for a sixteen year old. Then I climbed down and changed into the caboose. This part of my journey cost $2.00. There were three of us in the caboose, me and an old Glasgow man, as well as the regular guard. It was quite a ride. Canadian Pacific had started their express freight trains, which was something new at that time. I was surprised to see a spanking new passenger engine on the front of our train. I was able to sit up top and look out over the train and all around as we took off along the CP line across the city just north of Dupont St. very close to home, then out through Agincourt on the line that still comes through Whitby. As night came on I was given a mattress to sleep on and it was on top of what looked like a storage chest, with a flat top. Everything was just dandy until the engineer decided to slam on the brakes. This was no stop like on a passenger train. I went sliding, mattress and all right off the bed place and hit the front of the caboose. The guard had a good laugh. So did I, once I realised that nothing was wrong. This happened just near Trenton.
Next day, I had to arrange about signing on as part of the crew of the cattle boat. Apparently I was the youngest of the lot. They decided that that I should be pantry boy and that did not please me at al. I had hoped to be looking after the cattle. Strangely, the cattle were breeding stock. Usually, I thought, Canada imported breeding cattle from Europe, but apparently it worked both ways.
One of my duties was to take the brass ventilators off the officers’ cabin doors, polish them, and put them back on. I had them all set up in the pantry, perched myself on a high stool and started to clean them up. Well, the captain came by and started yelling at me. I hadn’t a clue was [sic] he was saying, although I found out later that he came from Port Gordon in Banffshire where my mother was from. Anyway, I got fired as pantry boy and was put with the other cattlemen. I was happy about that. We had a real nice smooth trip across the Atlantic. It was like a mill pond. A big Basking Shark seemed to follow us all the way. I had never seen one of them before.
There were all sorts of surprises; we were not strictly a cattle boat; we had other cargo as well. I remember watching as they loaded all sorts of stuff. I remember that there were crates marked Singer Sewing Machines. As we sailed up the Clyde, I was surprised to see the big Singer Sewing Machine factory on the banks of the Clyde.
We docked at Princess Dock in Glasgow, right in the centre of the city. We were told to wait board until Customs and Immigration came aboard to clear us. Well I sat for a good half hour and then decided that nobody seemed anxious to see me. So off I went. I had an address to go to and started off on a tram. I was meeting Emily Gault, one of the women who made our house their meeting place. These women were in Toronto in domestic Service. Emily worked in Rosedale.
We got together alright and I made some visits to the Empire Exhibition. Then Emily was to take me north to
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[page break]
[italics] Donald Cameron World War II and Flying Memoirs [/italics]
visit her family in Thurso, right up in the very north of Scotland. I remember that I had a hard time realising that it could possibly be 11 p.m. and still be quite light.
[blank space - missing photo?]
My big memory from his visit was my first flight in an aircraft. The lane was a DeHaviland bi-plane with a crew of one, the pilot. The door to the cockpit was left open and I wondered how this guy could fly this plane and take pictures of the WWI battleships that had been scuttles in Scapa Flow back in those old days.
After that I went to visit all my relatives in Buckie and Aberchirder. Finally I settled in Aberdeen with Aunt Miriam and Uncle John. I had a great summer holiday.
My father had asked me to look at a course with the North of Scotland College of Agriculture. We intended to go into a horticulture business together, once I graduated from my training. I really did not want to train in Scotland and told him that I would much prefer to go to Niagara College for my training. The result was that I suddenly realised that I was due to report in Glasgow for my return trip to Canada, but had never gone to see the college in Aberdeen. Their head office was in an old Victorian building at 41 ½ Union Street on the 5th floor. The elevator was an old fashioned wire covered affair, which did not impress me at all. I took a look at the big mahogany door with frosted glass and gold lettering and decided this was not for me. Before I had turned to come away a woman came up behind me. She said, “You want the North of Scotland College of Agriculture? This way.” She seemed to almost push me through the door. I know she did not actually, but anyhow I was in.
Well they did have a good course. One of my spur of the moment decisions made me sign up for the course. So there I was a guest of my aunt and uncle which my Dad had arranged if I should decide to stay. Before I could start my course, they required a year’s experience working in horticulture. If I wanted, I could work without pay, in their experimental gardens at Craibstone. I started almost immediately.
As Craibstone was about 5 miles from where I lived in Aberdeen, I soon got permission to buy a bicycle.
I well remember the day war was declared. On Sunday, September 3rd, 1939 I came out from morning
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Donald Cameron: World War II and Flying Memoirs
worship service to find that special editions of the Press and Journal were being sold on the street corners. Britain had declared war on Germany after they refused to withdraw from Poland. We had been reading about their Blitzkreig tactics throughout their take over of so many countries in Europe. I thought, “They will sink this little island!”
By this time I had finished my year at Craibstone. I started the course and I did finish my first year. Of course by this time Britain was at war with Germany. The government wanted to increase food production as much as possible. I was asked if I would postpone my training until after the war. I told them that I felt sure the answer would be, “Yes”, but as I was here at my father’s expense, it would have to be his answer. His reply to my cable agreed. The college then employed me at Craibstone as one of their gardeners
Britain had conscription, so one by one the workers were absorbed into the armed forces. I gradually took over different jobs. The last one I took over was to operate their big Dennis power mower. The lawns were to be cut with light and dark stripes and very straight. Mowing one direction I would make a light stripe. Going back the opposite direction it showed up as dark. The job was to keep all lines straight. Mr. Cox, their head gardener wondered whether I could manage this task. I was willing to try. He watched as I did a few lines and decided that I could do the job just fine. I must admit that they did look good.
My age group came along for conscription. I reported, showing my passport to show them my age. They told me that I was not a resident, just a visitor and could not be conscripted. I was amazed and asked if anything could stop me from volunteering. No, I could certainly do that. I made my way to the RAF recruiting office and volunteered for the RAFVR (Volunteer Reserve).
Eventually I was asked to report at Lord’s Cricket Grounds in London. We were in a holding centre until we could finally be sent to an ITW (Initial Training Wing). They were really pushing pilot trainees through at this time and all ITW’s were going at capacity. I was sent instead, to a bomber airfield, Hemswell in Lincolnshire, where the education officer did his best to teach us what we had to know. I did manage to pass, although more than half of our course did not make it. They were sent to a regular ITW.
After finishing my ITW course at Hemswell in Lincolnshire, I was eventually posted to a holding centre in the Metropole Hotel in Brighton. This seemed to be a place where trainees were kept until somewhere would be available to start them on their flying training. In all I was there for 16 weeks. It was a case of being present for morning parade, where a roll call ensured that you were present. This was followed by a march along the promenade, for no better reason than there was nothing else to do with us. It did not take long for a few of us to find that being in the tail end of this parade, we could easily vanish down a side street and be lost. There was a convenient Lyon’s café, that had delicious crumpets and marmalade. The local YMCA, I think it was, had a good billiard table. I became pretty good with billiards and snooker during this period. I did get a task to do in the post office in the hotel. Apart from sorting out the mail for inmates like myself, we also collected the old newspapers for
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Donald Cameron: World War II and Flying Memoirs
disposal. I started doing the Daily Telegraph crossword puzzle, which developed my liking for good crosswords. We did get really fed up down in Brighton. A posting to Rhodesia came up, so I volunteered to goo there for my flying training. After getting various inoculations for all sorts of diseases, I got a week’s embarkation leave. Then I was told that since I came from overseas, I could not be sent overseas for my training. Apparently they had lost one or two who had just vanished once they were away from Britain.
Eventually I did get a posting to an elementary flying training school at Booker, near Marlow in Buckinghamshire. I was happy at last to be flying, but it had taken until March 23rd, 1942 to get to this stage. I thoroughly enjoyed flying. Apart from my actual training there are events that I will never forget.
Early in my training my instructor was flying us to an auxiliary field. I decided that my harness was not tight enough. I pulled the release and began to pull them tighter when I noticed that the horizon was beginning to slowly go around. He was doing a slow roll. I had no time to even attempt to do up any of my harness. All I could do was to brace myself on the sides of my cockpit and hold myself from dropping out as the ground went slowly pas as I looked down at it. When I told him what had happened he had a good laugh.
Again, early in my flying, it might have been my first flight (but I’m not sure about that), my instructor, an ex-fighter pilot got together with a Boston fighter bomber. The two of them decided to have a mock dog fight. It was great fun, but my poor stomach. It was not accustomed yet to this kind of thing. I sat, holding my stomach, but enjoying the whole thing.
My first experience at night flying was quite something. We took off into the inky blackness of the blackout. The idea was to fly a square pattern to the left after getting up to 1000 ft. Then as we turned to complete the square, we should find that we were approaching the landing strip again ready for descending to make a landing. It was a scary feeling, to think that we were actually doing this with no navigation aids at all. However after several circuits it gradually became just the thing to do.
I was in real trouble on Easter weekend. The day before the weekend I was flying solo doing circuits and landings. I came in to land, right in front of the commanding officer’s office. There was a gusty sort of wind and I had trouble getting the plane to land. Right away I remembered the important instructions. With any difficulty in landing, give the engine full power and go round again for anther[sic] circuit. I opened up the throttle and got the shock of my life. My port wing just dropped and hit the ground and the poor old Tiger Moth flipped right over, nose to the ground, leaving me hanging upside down in my harness. I quickly released my harness and dropped onto the ground. Then I remembered – turn off the ignition switch. I crawled back under the plane and did so. I was to report to the commanding officer right after Easter weekend.
I went into London for the weekend, and spent the time with my brother, Ken. He was stationed at RCAF
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Donald Cameron: World War II and Flying Memoirs
headquarters in London at Canada House. Unfortunately I forgot the the[sic] last train from Marlebone Station left 5 minutes earlier on Sunday nights. I just missed it. In fact I saw it pulling out of the station. We went to Ken’s place overnight, and I got up and made my way to the station, but the train I got was not the first one in the morning. I was on the mat for not being back to base by 11:59 hrs. I had to see the Commanding Officer about that. Well it turned out that he gave me 7 days jankers for that. Then I had to wait to see him about my upside down landing. I was really down in the dumps, thinking I would probably fail as a pilot. What a surprise when he sent a message out that he did not want to see me about this, as he had watched my attempted landing and said I had done everything right. What a relief. I didn’t mind my 7 days of picking up litter etc. after that.
After 41 hrs. 5 min. of flying training at Booker there was another change of policy. There would be no more flying training in Britain. All training would be overseas.
All pilot trainees were to have a flying test after 8 hours flying to judge whether they should continue as pilot trainees or switch to some other aircrew training. I was told that I was to be sent to the U.S.A. for my training. We got the impression that they were sending the better flyers to the “General Arnold” scheme. I don’t think I was any better than most, but my 8 hour test was done after 41 hours flying.
Primary Training, Lakeland Florida. PT 17.(Stearman)
I finished flying at Booker EFTS on May 10th, 1942. We were sent overseas in the old ‘Leticia’ which had been converted into a troop transport. We soon found ourselves in Moncton, New Brunswick, awaiting posting to get flying once again. I somehow found that we would be two or three weeks, so applied for leave to visit Mum and Dad in Toronto. I got it! It was great to see them again and to visit with lots of people that I knew. Then it was back to Moncton where we found a good swimming hole beside a railway line, not far from our base.
Finally we boarded the troop train, which was to take us to somewhere in the southern States. One of our stops turned out to be in the Union Station in Toronto. It looked as though we would be there for a while, so I phoned home and told Mum which platform we were stuck on. She came down and was able to meet a good few of my friends who were training with me. I think she was able to spend about an hour talking to us all.
7
[page break]
Donald Cameron: World War II and Flying Memoirs
Fourth row, fourth from right:
[photograph]
Course 43B
Lodwick School of Aeronautics[?] 1942.
8
[page break]
Donald Cameron: World War II and Flying Memoirs
worship service to find that special editions of the Press and Journal were being sold on the street corners. Britain had declared war on Germany after they refused to withdraw from Poland. We had been reading about their Blitzkreig tactics throughout their take over of so many countries in Europe. I thought, “They will sink this little island!”
By this time I had finished my year at Craibstone. I started the course and I did finish my first year. Of course by this time Britain was at war with Germany. The government wanted to increase food production as much as possible. I was asked if I would postpone my training until after the war. I told them that I felt sure the answer would be, “Yes”, but as I was here at my father’s expense, it would have to be his answer. His reply to my cable agreed. The college then employed me at Craibstone as one of their gardeners
Britain had conscription, so one by one the workers were absorbed into the armed forces. I gradually took over different jobs. The last one I took over was to operate their big Dennis power mower. The lawns were to be cut with light and dark stripes and very straight. Mowing one direction I would make a light stripe. Going back the opposite direction it showed up as dark. The job was to keep all lines straight. Mr. Cox, their head gardener wondered whether I could manage this task. I was willing to try. He watched as I did a few lines and decided that I could do the job just fine. I must admit that they did look good.
My age group came along for conscription. I reported, showing my passport to show them my age. They told me that I was not a resident, just a visitor and could not be conscripted. I was amazed and asked if anything could stop me from volunteering. No, I could certainly do that. I made my way to the RAF recruiting office and volunteered for the RAFVR (Volunteer Reserve).
Eventually I was asked to report at Lord’s Cricket Grounds in London. We were in a holding centre until we could finally be sent to an ITW (Initial Training Wing). They were really pushing pilot trainees through at this time and all ITW’s were going at capacity. I was sent instead, to a bomber airfield, Hemswell in Lincolnshire, where the education officer did his best to teach us what we had to know. I did manage to pass, although more than half of our course did not make it. They were sent to a regular ITW.
After finishing my ITW course at Hemswell in Lincolnshire, I was eventually posted to a holding centre in the Metropole Hotel in Brighton. This seemed to be a place where trainees were kept until somewhere would be available to start them on their flying training. In all I was there for 16 weeks. It was a case of being present for morning parade, where a roll call ensured that you were present. This was followed by a march along the promenade, for no better reason than there was nothing else to do with us. It did not take long for a few of us to find that being in the tail end of this parade, we could easily vanish down a side street and be lost. There was a convenient Lyon’s café, that had delicious crumpets and marmalade. The local YMCA, I think it was, had a good billiard table. I became pretty good with billiards and snooker during this period. I did get a task to do in the post office in the hotel. Apart from sorting out the mail for inmates like myself, we also collected the old newspapers for
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disposal. I started doing the Daily Telegraph crossword puzzle, which developed my liking for good crosswords. We did get really fed up down in Brighton. A posting to Rhodesia came up, so I volunteered to goo there for my flying training. After getting various inoculations for all sorts of diseases, I got a week’s embarkation leave. Then I was told that since I came from overseas, I could not be sent overseas for my training. Apparently they had lost one or two who had just vanished once they were away from Britain.
Eventually I did get a posting to an elementary flying training school at Booker, near Marlow in Buckinghamshire. I was happy at last to be flying, but it had taken until March 23rd, 1942 to get to this stage. I thoroughly enjoyed flying. Apart from my actual training there are events that I will never forget.
Early in my training my instructor was flying us to an auxiliary field. I decided that my harness was not tight enough. I pulled the release and began to pull them tighter when I noticed that the horizon was beginning to slowly go around. He was doing a slow roll. I had no time to even attempt to do up any of my harness. All I could do was to brace myself on the sides of my cockpit and hold myself from dropping out as the ground went slowly pas as I looked down at it. When I told him what had happened he had a good laugh.
Again, early in my flying, it might have been my first flight (but I’m not sure about that), my instructor, an ex-fighter pilot got together with a Boston fighter bomber. The two of them decided to have a mock dog fight. It was great fun, but my poor stomach. It was not accustomed yet to this kind of thing. I sat, holding my stomach, but enjoying the whole thing.
My first experience at night flying was quite something. We took off into the inky blackness of the blackout. The idea was to fly a square pattern to the left after getting up to 1000 ft. Then as we turned to complete the square, we should find that we were approaching the landing strip again ready for descending to make a landing. It was a scary feeling, to think that we were actually doing this with no navigation aids at all. However after several circuits it gradually became just the thing to do.
I was in real trouble on Easter weekend. The day before the weekend I was flying solo doing circuits and landings. I came in to land, right in front of the commanding officer’s office. There was a gusty sort of wind and I had trouble getting the plane to land. Right away I remembered the important instructions. With any difficulty in landing, give the engine full power and go round again for anther[sic] circuit. I opened up the throttle and got the shock of my life. My port wing just dropped and hit the ground and the poor old Tiger Moth flipped right over, nose to the ground, leaving me hanging upside down in my harness. I quickly released my harness and dropped onto the ground. Then I remembered – turn off the ignition switch. I crawled back under the plane and did so. I was to report to the commanding officer right after Easter weekend.
I went into London for the weekend, and spent the time with my brother, Ken. He was stationed at RCAF
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headquarters in London at Canada House. Unfortunately I forgot the the[sic] last train from Marlebone Station left 5 minutes earlier on Sunday nights. I just missed it. In fact I saw it pulling out of the station. We went to Ken’s place overnight, and I got up and made my way to the station, but the train I got was not the first one in the morning. I was on the mat for not being back to base by 11:59 hrs. I had to see the Commanding Officer about that. Well it turned out that he gave me 7 days jankers for that. Then I had to wait to see him about my upside down landing. I was really down in the dumps, thinking I would probably fail as a pilot. What a surprise when he sent a message out that he did not want to see me about this, as he had watched my attempted landing and said I had done everything right. What a relief. I didn’t mind my 7 days of picking up litter etc. after that.
After 41 hrs. 5 min. of flying training at Booker there was another change of policy. There would be no more flying training in Britain. All training would be overseas.
All pilot trainees were to have a flying test after 8 hours flying to judge whether they should continue as pilot trainees or switch to some other aircrew training. I was told that I was to be sent to the U.S.A. for my training. We got the impression that they were sending the better flyers to the “General Arnold” scheme. I don’t think I was any better than most, but my 8 hour test was done after 41 hours flying.
Primary Training, Lakeland Florida. PT 17.(Stearman)
I finished flying at Booker EFTS on May 10th, 1942. We were sent overseas in the old ‘Leticia’ which had been converted into a troop transport. We soon found ourselves in Moncton, New Brunswick, awaiting posting to get flying once again. I somehow found that we would be two or three weeks, so applied for leave to visit Mum and Dad in Toronto. I got it! It was great to see them again and to visit with lots of people that I knew. Then it was back to Moncton where we found a good swimming hole beside a railway line, not far from our base.
Finally we boarded the troop train, which was to take us to somewhere in the southern States. One of our stops turned out to be in the Union Station in Toronto. It looked as though we would be there for a while, so I phoned home and told Mum which platform we were stuck on. She came down and was able to meet a good few of my friends who were training with me. I think she was able to spend about an hour talking to us all.
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Fourth row, fourth from right:
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Course 43B
Lodwick School of Aeronautics[?] 1942.
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While flying Oxfords, I was sent to Docking in Norfolk to practice the use of radio beam approach. Off to one side of the beam the radio signal was the letter ‘A’ in Morse code. On the other side it was ’N’. When the dot?dash merged with the dash/dot, they made a constant continuous signal and that was right on the beam.
My flying at Windrush was completed on July 20th, 1943. I was given a 72 hour pass, before reporting to No. 26 OTU (Operational Training Unit) at RAF Station Wing. On the train heading up to Aberdeen, a fellow asked what I was doing on this leave. I told him that I only had a three day pass and had no idea whether I was going to my wedding or not. I soon found out. Mary and I were married on July 24, 1943. It was a beautiful sunny Saturday too. It was in the middle of the Aberdeen Trades Week holiday and there were no facilities open for the reception. We had 14 at the reception in Mary’s Aunt’s tenement flat, next door to where Mary lived. My Aunt Barbara happened to be in Aberdeen that weekend. I insisted that she come to the wedding. She said she was ‘Black Affronted’ she had nothing to wear. I insisted that she come in whatever she was wearing. We, of course, had nowhere to go for even a brief honeymoon, but another friend, Jean, got on the telephone to another friend, Jeanie.
Jeanie had the hotel in Huntly. The phone call was hilarious. It started something like this, “Is that you Jeanie? Well this is Jean. There’s this couple just newly married. They just have this weekend. Could you put them up?” When we got to Huntly, (incidentally, my Aunt Barbara travelled with us on her way back to Buckie) we found that Jeanie had cleared out the Bridal Suite for us. (Short but sweet, the honeymoon).
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Operational Training Unit
Strangely enough, I was a day late in reporting to No. 26 Operational Training Unit, and even more strangely, nothing was ever said about it. Here, at RAF Station Wing, (Little Horwood) I was crewed up and we flew Wellingtons Mk. 3’s and 10’s. Our flying began on August 16th 1943. We worked up to our special exercise, dropping leaflets on Rouen in France. I have included this with my operational flying in detail.
During some of my night flying, I had a new experience. While taking off one night one of my tyres burst. I did manage to get the plane off the ground, but called up to let control know about it. My flight commander came on the
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radio and told me to just circle until all night flying was completed. My crew were of differing opinions as to which tyre was gone. I felt that it was the port main wheel. My bomb aimer was sure it was the starboard wheel. I decided to go with my own decision, because I was flying the plane, and it certainly felt like the port wheel. After many tedious hours of circling the airfield I got instructions to land. My flight commander spoke to me, giving me very detailed instructions as to what to do. I was to land using the starboard wheel to land on. I was to try to keep my port wheel off the runway as long as possible. I could expect the plane to veer off the runway as once the port wheel came down. I had to repeat everything back to him. Then he wished me a good landing, and said that he would be right behind me on his motor bike when I landed. Well I got it down on the starboard wheel, but as soon as we lost all lift the port wheel came down we veered into inky blackness. When we finally came to a stop, he was right there. I was calling each of the crew to make sure they were OK. He yelled to me to get out in case of a fire. Luckily there was no fire, but I did find the end of my port propellor imbedded about six inches behind my head. Nobody was hurt!
It was while we were here that Mary sent me a telegram telling me that grandmother had died. She did not specify that it had been her grandmother, so I figured I might get some time off. I went in to the commanding officer with the telegram and he gave me a 72 hour pass. I could leave in the morning after finishing all my night flying that night. By the time I arrived in Aberdeen, I had fallen asleep in the train. Mary had come to the station, but no Don. The cleaners came in, because the train had to leave again, so luckily they wakened me and I arrived at 31 Justice Street not very long after Mary and her uncle.
That crew of mine was split up after my navigator, Hugh Maher (pronounced Marr) RCAF, was invalided out of the air force and sent home to Montreal.
I was posted to No. 17 OTU at Silverstone, to take over a headless crew. Neither they nor I were very happy about this, but we soon got to know each other. They had not completed their OTU training, so I flew with them until they had all completed their various exercises.
We advanced from OTU first to 1651 Conversion Unit at RAF Station, Wratting Common, where we all had to get familiar with flying the Short Stirling. We flew the Stirling Mks. 1 and 3. I did not like the Stirling. This took us to January 5th, 1944.
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So much for the Stirling; we were off to 1678 C.F. Waterbeach where we were introduced to the Lancaster Mk.2. My first flip in the Lancaster was familiarisation with F/O Coles. Again we had a burst tyre. F/O Coles made a beautiful landing at Newmarket Race Course. On January 25th, 1944 we were sent to 115 Squadron at Witchford, near Ely. I was now a flight sergeant.
October 4th, 1943: Special Exercise
This was my first flight over enemy occupied Europe. I wondered how I would react. Fortunately I was O.K.
On this night there was a raid by 406 aircraft on Frankfurt, with a diversionary 66 Lancasters bombing Ludwigshafen. There were 12 Mosquitoes went to Knapsack power-station, 1 mosquito to Aachen, 5 Stirlings did mine laying in the River Gironde, 8 O.T.U. sorties. There were no losses on the Ludwigshave [sic] raid. On the Frankfurt raid there were 10 RAF aircraft lost, 5 Halifaxes, 3 Lancasters, 2 Stirlings. One of 3 American B17’s was lost. I was one of the 8 O.T.U. sorties. We were not aware of these other activities.
At this time I was doing my operational training, flying Wellingtons, at RAF Station, Wing. We were to go on a special exercise, our first time over enemy territory. We were to fly to Rouen in France, then up wind, a distance predetermined by the winds at the time. Then we were to drop our leaflets which would float down to Rouen to inform the French people a bit of what the Allies were doing 2.
It was a funny feeling to be flying over enemy controlled territory for the first time. Our route was planned for us, but unlike later bombing raids there was no exact timing. We were to fly south to the Needles (Isle of Wight), then across to Fecampe on the French coast, south to Rouen, and then west, almost to Le Havre, where we were to drop our leaflets. Then we were to turn north east to Fecampe once again, then home via the Isle of Wight.
The weather was fully overcast, but the clouds were quite low. We climbed into bright sunlight and headed for the needles. I had a rough idea of how long this should take us and was soon asking my navigator, Hugh Maher (pronounced Marr) if we were nearing our turning point. “No, not yet,” came the reply. It seemed to me that we must have passed the
2 I have included a copy of this leaflet in these memoirs (see page 16).
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[page written in the French language]
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needles when I asked again. He had not yet fixed our turning point. Eventually I said to Hugh that by now, I was sure that we must be right across the English Channel and over the Cherbourg Peninsula, and asked what his air plot told him. He told me that he had not maintained his air plot, because this aircraft was fitted with GEE. He had been unable to get a fix with GEE.
Great! Now I felt certain that we were lost somewhere over France. After establishing that there was no way he could work out any reckoning of where we were, I had to resort to radio. The Wireless Operator called for a fix – no reply. I asked him to try again with a priority. This he did. Yes, we were over the Cherbourg Peninsula of Normandy. I then told Hugh that we would fly north east from this fix. He was to use only dead reckoning navigation, no GEE. When we reached our intended crossing route of the Channel, he would guide us to Fecampe, Rouen, up wind to dropping point, back to Fecampe and so on. This we did. How ever after leaving the French coast, Hugh decided to get himself a fix using GEE radar. He was really worried. He came on the intercom telling me that he had just got a fix with GEE. We were not over the English Channel, but were over the North Sea.
A fix with GEE is a definite thing. I began to doubt Hugh’s ability with his dead reckoning navigation. To reach base we should fly roughly west south west. He gave me the course to fly. Eventually he told me that we should be crossing the cost. It was pitch black but there was no sign of a coastline even though the clouds were no longer below us. I told Hugh that we were certainly not crossing a coastline, but he assured me that he had been doing an air plot, dead reckoning since the Fix. Well I said that we should get an answer on the R.T. That was my job, so I called. No answer, I called using the distress call, “May Day”. No reply.
At this point I asked the Wireless Operator to ask for a fix using a priority. No reply. We were fairly low on fuel by this time so I said, “Same again with S.O.S.” Back came an immediate fix. We were over Brittany, in France.
To get home I had to turn almost 180 degrees. Then I gave my crew the serious news. One wing was completely empty of fuel. Both engines were using the almost empty port wing tanks. We still had a 60 gallon tank full, not much to fly very far. When the engines stopped we would pull the cross feed to use both engines on this 60 gallon tank. If they stopped after that was gone we would bale out.
Once again we were over 10/10 cloud, and as things turned out, this helped up. The airfield at Christchurch, near Bournemouth was having problems with their lighting. My bomb aimer was the first to see clouds off to starboard with lights going on and off, lightening them up.
We headed straight for them and I called up to get permission to land, asking what the cloud clearance was. I also told them I was very short of fuel. They told me that I had 800ft clearance under the cloud and told me to land. As we broke through the cloud, incidentally now using the last 60 gallon tank, I found right in front of me a beautiful runway lit with green lights at the beginning, white along the
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sides and red towards the far end. I did not care what airfield Command station, Hurn. Later in my career I was based at this field with B.O.A.C.
Poor Hugh! Once back at OUT, the navigation boys did a thorough review of his night’s efforts. They credited him with successfully flying to the target area and to the dropping point. It was the GEE fix that was the big error. The chain of stations were designed for the east coast of Britain. They were useless off the south coast, where we were flying. Previously he had suffered a severe bash on his head, coming out of a crew bus with his equipment. The rear slanted doors had slammed on his head. Later, while flying with another crew doing practice bombing with smoke bombs, they apparently had a very heavy landing, which set off one smoke bomb they had not dropped. He was standing in the astro-dome and figured the quickest way out of what seemed to be a burning aircraft was to bash his way through the Perspex dome.
They found that he no longer had the ability to navigate. He was invalided out of the RCAF and sent home to Montreal. My entire crew was split up. I was sent to R.A.F. Station Silverstone, where I took over a crew which had no pilot.
January 30th, 1944
This is the night I first went on a bombing raid. I did not pilot the aircraft. The pilot was F/Lt. Hallet. He was a Newfie and really wonder how he ever qualified as a pilot. When we crossed the enemy coast on the way home, he this was, I just landed. It turned out to be a Coastal asked me whether I would like to fly right back to base, which of course I gladly did. As we came in to make our landing, he asked me what the green light was, just before the runway. “There has always been a red light there before.” The light, of course was the glide path indicator. If you were high it shone amber. If you were too low it shone red. Right on the correct glide path it shone green. I explained to him what it indicated. On his next bombing trip, he actually hit the top of one of the Drem light poles on the way in.
However he was terrific as an operational pilot, and I picked up some valuable tips from him. He pointed out the slight difference between our Pathfinder markers at the target and the decoy markers dropped by the Germans. He also showed me a Lancaster going down in flames and the German oil bomb which simulated this. We called them Scarecrows. Since the end of the war, we found that the Germans had no such things as these scarecrow bombs. They had, however a type of gun and gun sight which fired up from below on an angle. They called it in German, “Slant Music.” Maybe this is what we saw.
Before the briefing, we knew it was to be a long tripfull load of fuel. However, it was still a shock to walk into the briefing room. There was a big map of Europe with a red tape running from our base at Witchford, across the North Sea, over Denmark and the Baltic Sea. Then there was a 90 degree turn south to Berlin. The homeward trip was right across Germany, south of Brunswick and Hanover, north of the Ruhr, across Holland and back to our base. I really believed that this was to be the last day of my life here on
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earth. Yet there was no thought of not going. After all, this is what all my training had been for. In fact this was some final training for me before I took my crew with me. It proved to be an excellent training trip. I did not know any of this crew I was flying with, but they did a very good job. F/Lt. Halley made a point of showing me various things, some of which I have mentioned. At interrogation after the trip they did a good job of giving an accurate account of what happened. I felt ready now to tackle such a sortie on my own. However on 115 Squadron new pilots always did two trips as second pilot. My next trip would be on February 15th, 1944.
This raid was made up of 534 aircraft. There were 440 Lancasters, 82 Halifaxes and 12 Mosquitoes. 33 aircraft were lost, 32 Lancasters and 1 Halifax or 6.2% of the force.
February 15th, 1944
This was my second sortie as a second pilot. This time I flew with a crew, every one of which had the DFM (Distinguished Flying Medal). The pilot was an excellent flyer, but in my estimation, not a good captain of his crew. I honestly believe they probably got their DFM’s in their fabulous interrogations, or de-briefings. I was really amazed at what I heard.
Fortunately it was a quiet trip, as far as contact with enemy fighters or flak were concerned. Again, the target was Berlin and we flew a very similar route to the one on January 30th. All the way along there was very little silence between crew members. One would talk to another and so on. My crew were never like that, even on local flights. On the ground we were just a great bunch of guys, but once inside the aircraft they were a real good crew.
There was a very unfortunate occurrence. After we had turned south from the Baltic and were flying towards Berlin, the intercom system broke down. There is a system of light signals for the bomb aimer to let the pilot know how to approach the target, to replace the, “right right” or “left” verbal instructions. Instead, the bomb aimer shouted his instructions from his position down by the bomb sight. The pilot couldn’t hear properly what he had shouted, turned the plane fairly quickly. The bomb aimer presumed they were being attacked by a night-fighter and jettisoned all our bomb load. There was quite a mix up until they set off for home, with bomb doors closed. As I recall, the intercom did come on again, so things settled down more or less.
In my judgement, our load of bombs were dropped well east of Berlin. Of course we were not told of other activities that night, but I did see a raid in progress in Frankfurt-on-Oder. I think our load was somewhere between these two targets.
Back at base we were ushered in for interrogation. According to that crew we had been attacked while running up to the target. The bomb aimer had taken an opportunity as we levelled off to drop our bombs, he claimed, pretty close to the markers etc. etc. I could not believe my ears. Mind you, from my point of view, I could not have had two second pilot trips with better teaching. The first on January 30th showed me how; this one showed me how not to. From now on I would be skipper of my own crew.
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There were 891 aircraft on this rain, 561 Lancasters, 314 Halifaxes and 16 Mosquitoes [sic]. The records show that on this night, apart from this raid, 23 Mosquitoes [sic] attacked 5 Night-fighter airfields in Holland, 43 Stirlings and 4 Pathfinder Halifaxes carried out mine laying in Keil Bay. Also 24 Lancasters made a diversionary raid on Frankfurt-on-Oder.
Total sorties this night were 1070. 45 aircraft were lost, (4.2%).
February 24th, 1944 - February 25th, 1944
On the 24th, I flew with my own crew for the first time. We bombed the ball bearing factory at Schweinfurt. Then, on the 25th, we bombed Augsburg. On the Schweinfurt raid there were 734 aircraft involved, 554 Lancasters, 169 Halifaxes and 11 Mosquitos. This was the first Bomber Command raid on this target. On the previous day 266 American B17’s had raided this target. Bomber command introduced a new tactic on this night. 392 aircraft and 342 aircraft separated by a two hour interval. The first wave of bombers lost 22 aircraft, 5.6% of the force. The second wave lost only 11 aircraft, 3.2% of the force. Total losses were 33 aircraft, 26 Lancasers [sic], 7 Halifaxes - 4.5% of the force. These sorties were very similar and the same thing happened to us on both trips. It was a weird sort of route and seemed to last forever. Actually it was 7 hrs 45 min on the 24th and 7 hrs 15 min on the 25th. On both occasions we were routed over France and almost to Munich, before turning north to our targets. Many of our bomber stream wandered over Switzerland in error, The Swiss, true to their neutral position, fired anti-aircraft flak, apparently well away from any planes, but giving no excuse for the Nazis to say they were favouring the Allies. We ourselves did not track over Switzerland.
Our problem was with the searchlights around Munich. Both nights they got me coned in what were obviously radar controlled lights. One lit up on me and immediately the manually controlled lights swung right onto me as well. So there I was, very new to this job and feeling very naked; on view to the whole of Nazi Germany. To say I was scared would be putting it extremely mildly.
I immediately threw the Lancaster into a violent, “Corkscrew” manoeuvre. This is what was drilled into us once we started flying bombers. Mind you, I had never actually done it before, and luckily for me, we were taking part in a second raid that night, on Schweinfurt. What I managed to do was to keep the fires of Schweinfurt somewhere in front of me as I threw that aircraft down to port and up changing to starboard and so on. It seemed like hours that I was in those searchlights. Luckily the smoke from the target area blacked out some of the searchlights, and by this time the radar-controlled lights would be trained on some other unlucky aircraft.
Ever since those two sorties I have had a strong aversion to searchlights of any kind, even those used in advertising.
Another incident happened on the Augsburg sortie. Before we were caught in the serachlights, I noticed out of the side of my vision that, “Taffy” Jones had his arm up in
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the air. What made me look round, I’ll never know, but we were very fortunate that I did. Taffy was obviously the only one who saw a Messerschmitt 110 attacking us from above and starboard. He was apparently speechless with fear, which is not really surprising, but could have killed the lot of us. As I looked round to see what Taffy was doing, I realised what was happening and gave the stick a quick shove forward. With the Lancaster II, with Bristol Hercules engines you can cut all engines by doing this. I must have dropped a few hundred feet, but we saw all the cannon fire pass overhead. I spoke to Taffy after we got back to base. I asked him to try to poke me, or something if he couldn’t speak.
On the Augsburg trip someone had timed our searchlight ordeal. We were coned in searchlights for 10 minutes.
Taffy was a very good and very thorough flight engineer. Once we were back at base, my thoughts were to get through our interrogation, then our bacon and eggs and off to bed. Taffy, of course had to give a full report which included dial readings of quite a few dials. He always was last one off the plane. I was always trying to egg him on. Once I had finished our tour, my ground crew, “Chiefy”, told me that they estimated we would last only about three or four sorties. They thought I was always arguing with my flight engineer.
Mind you, I felt that we could not possibly get through any of our sorties, even before we got airborne!
March 24th, 1944
We set off on March 22nd for a sortie to Frankfurt, but had to return to base shortly after take off because of the failure of our port inner engine.
On March 24th, our next sortie was back to Berlin for me and first time for my crew. As it turns out this was the last major bombing raid on Berlin. 811 aircraft took part in this raid, 577 Lancasters, 216 Halifaxes, and 18 Mosquitos. 72 aircraft were lost, 44 Lancasters and 28 Halifaxes - 8.9% of the force.
In spite of strong winds which were not forecast, we had no difficulty in reaching our target. Our route home was the one I had followed during two previous trips to Berlin. This was south of Brunswick and Hanover. Jog around the north end of the Ruhr, etc. If we had followed the route given me by my navigator, Rex Townsend, we would have flown right across the Ruhr with all its flak. Fortunately, many ahead of us made this mistake, and it was strictly because of a serious error in the forecast winds. At any rate, using the Ruhr searchlights for guidance, we successfully negotiated our way.
After that things began to go wrong. First of all our oxygen supply ceased to function. I maintained our height until we crossed the coast and were over the North Sea. This was very likely the cause of our troubles; 20,000 ft is far too high without oxygen.
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[missing photograph or text]
[four obscured words]
Once over the sea, we came down to under 10,000 ft so that we would not suffer any effects of lack of oxygen. Another unforeseen thing happened. Low cloud had formed over all of East Anglia We must have passed fairly close to our base, judging from the talk we heard on the RT. However my navigator was not able to get us to Witchford, in fact, according to his findings we were still a good distance from Witchford. On we flew, my RT signals were getting fainter. When Rex told me we were approaching base, I realised we were nowhere near and were getting a bit low on fuel. Fog was forming on the ground. As it turned out we were very close to Ludford Magna in Lincolnshire. They were equipped with FIDO, the fog dispersal system of gasoline fires along both sides of the runway. I called up and received permission to land. It was nice to get down onto the ground that night.
If this trip of ours to Berlin sounds a bit tame you should watch the video, “Night Bombers.” This is about a sortie to Berlin just a week or so before this. You would get some idea of what all our bombing trips were like.
How I Became a Commissioned Officer
Sometime between April 14th and April 18th, 1944 I no longer was F/S (flight sergeant) but became P/O (Pilot Officer). This is a crazy, almost unbelievable story.
Up until this time on 115 Squadron I was a flight sergeant. My crew were all sergeants. We all used the Sergeants’ Mess. We all lived in one Nissen Hut. This was a very good way to live.
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[italics] Donald Cameron: World War II and Flying Memoirs [/italics]
Our flight commander, Squadron Leader, George Mackie wanted all his pilots to be Commissioned Officers. I was well aware of this, but was quite happy living together with my crew, so did nothing about it. George Mackie was a typical air force guy, complete with a big handle-bar moustache. Incidentally, he was from Aberdeen. His family owned Mackies Dairy in Aberdeen.
I got pretty good at avoiding this little business of applying for a commission. However, one morning I made my way to the flight office. Very unusual, the office was empty, except for Mackie. As soon as I went in he said to me. “Ah Cameron, just the man I wanted to see. Take a seat at my desk.”
I could see the forms all laid out for me to complete.
Mackie went over to a filing cabinet, took out his revolver, put in a full six rounds and pointing it towards me said, “Now fill in those forms.”
He was laughing and so was I by this time. I told him that he could very well be court martialed [sic] for threatening me with his revolver.
Who would they believe with such a story, you or me?’ Well I pretty well had to fill in the forms for him. This is how I advanced from an NCO to a Pilot Officer.
One strange thing about my flight commander, he was not a pilot. He was doing his third tour as a Bomb Aimer. The pilot of his crew never got beyond the rank of Flight Sergeant. They were lost on a trip to LeMans on May 19th, 1944 after he finished his 25 sorties.
Apparently, our crew were the only ones who reported seeing a Lancaster going down in flames on that trip.
Mackie must have had access to all the interrogations. He told me that I was the only one reporting this. As you can imagine, he was very upset. He asked me whether there was a chance of any survivors. I had to tell him that if they were in that plane, none of them could possibly survive. It just blew up.
I was sent on 7 days leave at this time, so that I could purchase my new uniform. A friend of mine, who was in the RCAF, P/O Don McKechnie said that I should not travel in a NCO’s uniform, now that I was a P/O.
Mary and I had our photograph taken during this leave. We have it on the wall in our front room. A careful look would show you that the pilot wings are actually RCAF and not RAF.
May 9th, 1944
This was a very short trip, just across the Strait of Dover to Cap Griz New. We carried deep penetration bombs. Our instructions were to bring back the bombs if we could not identify the target. Our target this time was one of the rocket launching sites for the V2 rocket which could not be avoided until they exploded in London.
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Donald Cameron: World War 11 and Flying Memoirs
[photograph]
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We found the whole area was covered with 10/10ths. cloud, so we returned with our full load of bombs. Of course, we were still far too heavy to land. Our instruction were to jettison some of our fuel load, so this is what we proceeded to do. We emptied two tanks, one in each wing. One tank emptied just fine, but the other one emptied into the wing. The fuel ran into the bomb bay. The fumes from this fuel filled the whole aircraft. I didn’t realise that these fumes were affecting the crew, except the rear gunner, who was sealed from things in his gun turret.
It was not until I started to make my final approach that I began to realise that these fumes had made me a bit drunk. I certainly did not fancy landing without my full capacity to know what I was doing. Don’t ask me why, but I had not brought along my goggles. In any case I had to stick my head out my side window to clear my head. Mind you I had to more or less close them to just a slit because of the speed. Never mind, we made a good landing with our full load of bombs. I made sure that I had my goggles with me after that
These are a few other incidents that happened to us during our Bombing tour. Here are one or two incidents during some sorties.
Dusseldorf: April 22nd, 1944
597 aircraft took part in this raid. There were 323 Lancasters, 254 Halifaxes, 19 Mosquitos.
On each night bombing raid, one or two squadrons were given the task of being a support to the Pathfinder squadrons, who mark the target for the main force. We still had to try our best to bomb the target aiming point, but this was not our main function. We had two jobs. One was to give the Pathfinders a bit more cover. The other was to toss out lots and lots of, “Window.”
Window was strips of foil, the length of which were designed to appear on radar as aircraft. I believe the first time it was used was on a raid to Hamburg. It succeeded, making the German radar showing millions of aircraft. This provided cover for the main force coming behind us, but not for us. We had to try and bomb the aiming point, either by the markers, if available, or by our own recognition of the target. There was no problem; the Pathfinder Force were doing a good job.
This was entirely different from bombing with the main force. We were accustomed to a barrage of anti-aircraft fire, but this time it was not a barrage, they were aiming at individual aircraft, and that included us. This was much more scary; this was much more close generally than we were used to.
Duisburg: May 22nd, 1944
510 Lancasters and 22 Mosquitos carried out the first large raid on this target for a year. 29 Lancasters were lost, 5.5% of the force.
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Most of this trip was like any other trip, but two things stick out in my mind.
The first was as we approached the target. There were Lancasters circling everywhere, and cloud seemed to cover the whole target. They were obviously having trouble in finding the target. I instructed my Bomb Aimer, Attwood, that we would open the bomb doors as we ran up on the centre of the brightly lit clouds. If the worst came to the worst he should let them go as near to the centre of the searchlights as possible. Actually, this strategy worked in our favour. I soon found out the reason for all the circling. As we approached the centre of the lit up clouds, there was a big hole right down to ground level, and there, right on our path were the target markers. We were able to get an aiming point on our photograph. I was glad that we did not have to circle and try again.
Coming out of the target area, we had one of our many narrow escapes, and so did a German night fighter, who was heading into the target area to see what he could do. If he had been even six inches (15 cm) lower, or we had been that much higher, I am sure that we would have scraped each other and probably both planes would have been badly disabled and would have crashed. As he whizzed over us we felt the bump of the change of air pressure. That was the closest I ever got to a Junkers 88.
Cologne: April 20th, 1944
357 Lancasters and 22 Mosquitos took part in this attack. 4 Lancasters were lost.
After our Berlin Raid on March 24th, there was a change in the role of Bomber Command. Although Harris was still our commanding officer, he now came under General Dwight Eisenhower. This meant that the emphasis was no longer that of knocking out German industry, but was more designed to help with the coming, “Second Front.”
We had trips to Ville Neuve St. George on April 9th, and Laon on April 10th. We had some flak damage on this trip. Then it was Rouen on April 18th.
These were mostly railway marshalling yards, making railway transport more difficult for the Germans.
However, on April 20th, it was back to industry in Cologne. The Lancaster we were flying had one bad failing. It was very slow in climbing. All planes had various quirks, but I did not like this one.
Our route to Cologne took us to a point due south of Cologne, then we turned north to the target, climbing from 18 to 20 thousand feet. I knew that our aircraft would have no hope of making this climb and keep on time, so I instructed Rex Townsend, my navigator, to make our time at the turning point one minute ahead of the scheduled time. Unfortunately we arrived there one minute late.
I could not possibly climb to height without falling behind the bomber stream. I maintained our speed, but we could not gain much height at all.
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We went ahead and dropped our bombs on target and were immediately hit, I presumed, by flak. Two fires developed, one in the port wing outboard of the engines. The second one was in the starboard inner engine nacelle.
I gave the order, “Prepare to Abandon the Aircraft.” Then several things happened. My indicator light came on which tells me my wheels are down and locked. (I knew they were still up). Another light told me that I had the wrong supercharger gear on for landing. (Good, at 18 thousand feet I was not landing) Through my mind flashed the briefing we had before take off. The winds over the target are from 270 degrees. If we all bailed out, we would float right back into Cologne in our parachutes. I made a spur of the moment decision to blow up with the aircraft along with all my crew. We had it drilled into us that the maximum time we would have was 2 minutes, before the plane would blow up. Even today, I wonder how I could decide to kill all 7 of us. I guess it was the thought of floating back into Cologne in our parachutes.
Taffy Jones, my flight engineer, had clipped on his parachute in preparation for bailing out. He had the presence of mind to drag my one out from behind my seat and was holding it up for me to put on. You see, I was one of many pilots who did not have a pilot’s parachute. Instead, I had the same harness as all of my crew. This was clipped onto the chest when being used. Of course there was no room for me to wear mine, while I was flying the aircraft. I said to Taffy, “Just put it down there,” pointing to the floor beside my seat. Taffy told me, when we eventually landed, that when I said that, he was no longer afraid.” If he only knew!
Well the fires soon seemed to be dying down and both went out together. A pencil through the covers on my warning lights gave us darkness in the flight deck once again. However what would happen when I landed was anybody’s guess. Would my wheels lock down. I decided to head for our emergency landing field at Woodbridge. This had a runway three times wider than our normal airfields and it was much longer as well. It was also lit up like a Christmas tree. Two bright searchlights pointing up and converging welcomed aircraft that were in trouble. We could see these as we left the enemy coast. We were given permission to land. I instructed all my crew to take up crash positions as I made the approach, which they did. My wheels and flaps seemed to functioning normally, but we could not be sure. Then thankfully we made a perfectly normal landing. What a great relief!
Next morning my ground crew were flown in to examine the aircraft – C-Cameron. I never used the call sign C-Charlie. One of my ground crew decided to get up onto the wing. Hoe thought he saw something wrong from the ground. We watched as he reached down through a hole in the wing. He pulled out a live British incendiary bomb from one of our fuel tanks. We had not been hit by flak, but by incendiaries from a plane above us.
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D Day: June 5th/6th, 1944.
The Normandy Coastal Batteries
This day 1012 aircraft took part in raids on the costal batteries at Fontenay, Houlgate, La Pernelle, Longues, Maisy, Merville, Mont Fleury, Pointe-du-Hoe, Ouisterham and St-Martin-de-Varreville. 946 aircraft carried out their bombing tasks. Three aircraft were lost, 2 Halifaxes on the Mont Fleury raid, and 1 Lancaster on the Longues raid. Only two of the targets – La Pernelle and Ouisterham were free of cloud; all other bombing was based on Oboe marking. At least 5000 tons of bombs were dropped, the greatest tonnage in one night so far in the war.
Our target was the coastal batteries at Ouisterham. Although we took off in darkness this trip turned out to be our first daylight bombing. We did not use any different tactics which turned out to be a little bit scary. As we flew towards the target it began to get closer to daylight, I remember another plane from 115 Squadron came alongside me and we continued in a sort of loose formation towards the target. Others about us were doing the same, so that when we reached the target and tried to fly over the markers, we would have all collided. I was fortunate that I was able to drop my bombs on target, but there was no way that I could say my photograph would show this. As soon as the bombs were dropped, I climbed above the crowd to avoid collision with other planes.
I was due to go on leave on June 6th, but because of this trip, all leave had been cancelled. Mary and I had arranged to meet at Kings Cross Station in London, but instead I was on my way back across the Channel and into bed at Witchford. Fortunately I found someone trustworthy to waken me if leave was on again. As soon as he woke me, I was off to London. I was not too worried about Mary, as she knew where we had arranged to stay.
Instead, when Mary arrived at Kings Cross, she saw hundreds of service people but no Don. Somehow she saw this woman in air force officer uniform, but with a different cap to the WAAF of the RAF. She spoke to her and asked whether she were Miriam my sister. Of course she said yes, and that she was there to try to meet Mary. I had not been in touch with Miriam, but of course she knew of our arrangement to meet at Kings Cross. They spent most of the day together. Miriam took her to her office with the RCAF, and introduced her to some of the people she worked with.
Mary and I had a very happy week together. We stayed with Mrs. Clark who had a house in the Elephant and Castle area. We had a lucky escape with this leave. The night when I put Mary on the train for Aberdeen, while I made my way back to Witchford, the room we had slept in was demolished by a German bomb. I think it was one of their Doodle Bugs, the ones you could hear approaching and hoped would pass you before its engine stopped. Our room was upstairs. Fortunately Mrs. Clark lived one level below street level, but level with the back garden. She was not hurt, but had to be taken to a decontamination centre to get all the oil cleaned off. This was another of our narrow escapes during WW2.
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After D Day
June 14th, 1944. Le Havre. There were 221 Lancasters and 13 Mosquitos taking part in this raid. It was in two waves, one in daylight and the other later in the evening in darkness. We were in the second wave. The objectives were the fast German motor-torpedo boats (E-boats) and other light naval forces which were threatening Allied shipping off the Normandy beaches only 30 miles away. Both waves were escorted by Spitfires. 1230 tons of bombs were dropped including 22 Lancasters from 617 Squadron, each loaded with a 12000-lb. Tallboy bomb. The E-boat threat to the invasion beaches from this port was almost completely removed by this raid.
I reported no problems on this raid, but next morning, Chiefy Williams asked me what had happened. One of the propeller nacelles was bashed in, with the paint from a British bomb on the bashed part, another lucky escape that we were not even aware of at the time.
Including this raid on Le Havre, after D Day we did seven night bombing trips, mostly to railway marshalling yards. We also took part in 4 daylight raids, the last one on July 10th, completed our tour of operations. The final six or seven, although quite short trips were very worrying. We all felt that we could not possibly make it to the end of our 30 trips with 115 Squadron and the end of our tour of operations.
No. 3 Lancaster Finishing School.
RAF Station – Feltwell, etc.
After completing my bombing tour at Witchford I was sent to Feltwell. This was not far east of Ely. I was to be an instructor at this school. Crews came here after finishing their operational training, to get enough experience flying Lancasters before going to a bomber Squadron. I had to get experience in handling a Lancaster from a right hand seat, usually occupied by the flight engineer. They extended the connection of the wheel across from the regular control, for the instructor to use. The seat normally was fastened to the pilot’s seat and was clipped onto the right hand side of the aircraft when being used by a flight engineer. It was far from being comfortable. My complete training for this consisted of one afternoon, lasting 1 hour, 5 minutes. Now, I was an instructor.
Now that I was no longer flying with a bomber squadron, I found a room in a farmhouse about 5 miles from Feltwell in Methwold. This village consisted of 1 street, with 6 pubs. Our room had one 15 watt bulb for light. The floor slanted down from each side to a sort of trough along the middle. Mary came down from Aberdeen to stay with me. I told her that when I was finishing my flying for a day, I would fly over this house, and rev. up my engines, so that she would know I would be home shortly. This worked just fine until I once did an air test with another of the instructors. “Oh that’s where you live.” Mary never knew when I would be finishing. All my friends would rev their engines over the house.
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Mary, from about 500 miles north, could not understand the old man who owned the house. I, from 3000 miles away had to translate. The Norfolk dialect was really different to most English accents. His daughter and her husband kept house for him. They farmed a piece of land not attached to this property. The old man would sell her eggs from his chickens, as well as apples. In turn she would sell him any produce from their land. This was a new kind of family for us to experience. When we went on leave, to Aberdeen the old man would give Mary some apples. “Don’t tell Annie that I have given you these.” Annie had to buy her’s from him. What a way to live.
Some of the old Lancasters we flew at Fetwell were in very bad shape. Feltwell was not a paved airfield. We had to land on a grass landing strip. I had taken one crew to a bomber airfield for some experience. We were recalled because some fog was beginning to form at Feltwell. I took over the controls and flew back to base. They had lit some fire flares alongside the landing strip, but I had no difficulty in making my approach and landing. As I tried to turn the plane to starboard into where I was being guided, I could get no power from my port outer engine. I shouted to my guide to look at my port outer, as I could not get any power from it. He shone his light and yelled back that there was no engine there. It had dropped off as we landed. Years later I visited the aeronautical museum in Ottawa, with David, Patricia, Graeme and Heather. David and I were up looking into the cockpit of a Lancaster on exhibit there. Mary spoke to a man who was sitting on a bench looking at this Lancaster exhibit. Mary asked him if he had flown Lancasters. He said that no he had never flown, but he had worked as ground crew on them. He said that he had worked at No. 3 Lancaster Finishing School all the time it was in operation. I asked whether he had been there when the pilot of a plane that had just landed, asked the person directing the plane to shine a light on the port outer engine as he could get no power, and he said there was no engine there at all. He said yes, in fact he was the fellow who told me that there was no engine. What a small world. He belonged to an air force club in Oshawa and was very keen that I should join as well when he found that I lived in Scarborough. These clubs usually turn out to be just a drinking club, so I never did go near it.
After January 23rd, 1945, I was transferred to RAF Station Lindholme, near Doncaster in Yorkshire. This was a training station for Lancasters. We flew with crews who had not yet flown heavy bombers. They had a much more involved course of training.
I made a point of never looking at the students’ log books. I judged their flying ability from what they did for me. That was until I had one student, a flight lieutenant whom I thought was a danger to his crew. I looked in his log book and found that in his flying career he had never had less than, ‘Above Average’ in his records. I thought perhaps there was something wrong with me, so I asked the flight commander to take him up. He failed this man after a single trip and thanked me for letting him take him for a test.
On April 4th, 1945 I was sent on a flying instructors course at F.I.S. (Flying Instructors School) at Lulsgate Bottom, near Bristol, flying Airspeed Oxfords, where I did about 20 hours flying. This consisted of flying with only one
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engine, steep turns, really low flying, stalls, flapless landings, and forced landings (no power) – something called precautionary landings.
This turned out to be really great fun. I felt that this is how we should have been taught to fly Oxfords when I first started flying twin-engined planes. After this I became a category “C” instructor. While I was here, Miriam, my sister came from London to visit. We were able to take a tour through Cheddar Gorge and the cave. It was very interesting. The course lasted until May 4th, 1945, so of course Glen was born while I there. I was given 7 days leave to visit Mary and Glen in the Osborne Nursing Home in Aberdeen. They had to stay in the nursing home quite a long time because Mary developed a fever. They called it Milk Fever. She could not feed her baby, so he had to be brought up on National Dried Milk.
While on my way north I heard the announcement over the loud speakers at Crewe Station, that the war in Europe was finished.
Then it was more instructing at Lindholme for a short time. During this short time, I took some air cadets up for a trip in an Oxford.
I was still flying Lancasters as an instructor. However there was one interesting break. On July 6th, 1945 I took some passengers on what they termed a Cook’s Tour. The war in Europe had come to an end. My passengers were all service personnel from Lindholme. I took them across the North Sea to the Rhur in Germany, and we flew down over the Rhur to see what Bomber Command had done to German Industry there. In comparison, you would say that London, with it’s blitzes had hardly been scratched. It was absolute devastation.
On July 17th, 1945 I was sent to Bomber Command Instructors School at Finningly in Yorkshire. This is here I was paired with John Cooksey. Frankly, this is where I really learned how to fly a Lancaster. This even included how to land a Lancaster with no engines. Mind you, for safety’s sake the engines were left just idling, so that if I goofed we could soon have power. The instructor did the first no power landing and then asked me to try it. I came in with more speed than usual, thinking I was avoiding a stall. But when I leveled[sic] off for a landing I could not hold it down. It just ballooned up and I could do nothing about it. All he said was, “Do you know what you did wrong?” I of course said that I had approached too fast. He told me to try once more, and this time I had no problem.
John Cooksey and I got along together just fine. Neither one of us were really interested in becoming instructors. So I would put him through each exercise and he would do the same for me. If we did them OK and we did, we would spend the rest of the time exploring the countryside and coast around there. We were both upgraded to category “B” instructors. This is the highest anyone could be graded at this B.C.I.S.
I went back to Lindholme until I was sent to RAF Station, Snaith. This was a B.A.T. flight, where I was introduced to making a beam approach. The beam is a radio beam. On the beam we could hear a constant signal. If we
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were off to one side we heard the morse code for “A” on the other side it was the letter “N”. One was dot - dash. The other was dash - dot, so that when they came together you heard a constant sound. This was done with Oxfords and Link Trainers.
1332 HCU (Heavy Conversion Unit)
RAF Station Dishforth
In February 1946, I was posted to Dishforth, where I flew the Avro York. This was just until I was familiar with handling this aircraft.
Transport Command. 246 Squadron. Holmsley South.
On March 9th, they sent me to 246 Squadron at Holmsley South. I was now a F/Lt. (Flight Lieutenant) in Transport Command, with my new crew. For the first time in my flying career, I had eco-pilot, and a really good navigator. They made sure that I was familiar with such
[photograph]
My Transport Command Crew at Cairo (jack Easton, Geof Sames, Gordon Megson, Me, Johnie Ottewell) April 26th, 1946
things as 3 engine landings and overshoots, flawless landings, ground controlled approach. This also included a GEE let down for bad weather approach. Then finally on April 15th, I started my first overseas trip. My route was from base to Castel Benito in North Africa and on to Almaza at Cairo.
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Incidentally, my entire cargo was Sunday newspapers As we stopped at Castle Benito the ground crew were keen to get a copy of some. I told them not to meddle, but said I was off to see about my flight on to Cairo. They were pretty good; the cargo did not appear to be tampered with, but I am sure we had a few less papers. We staged at Cairo for two days, picking up the next plane to come from Britain. From there we flew to Shaibah at Basra. Then a long hop to Mauripur at Kirachi [sic]. Then another two day in Kirachi [sic]. Our next hop was supposed to be to Palam at Delhi, but we were asked to land at Jodhpur. This was my first experience of using a runway which was just a black strip of thick oil. Well I made quite a good approach to land right at the beginning of this strip, because it did not look to be very long. As I arrived over the
[photograph]
Almaza, Cairo June, 1946
hot black strip ready for a three point landing - the aircraft started to float upward with the very hot air rising from the runway. I was determined to get the plane down so I just waited until we stopped floating
up, then gave her lots of power as we started to fall. Hey, we made a nice safe landing after all, even if it was not too smooth. I was glad I had quite a bit of flying experience by this time.
On the way home from Delhi, we made the same stops, except for Jodhpur, but when flying on the final stretch across the Mediterranean, we had to call up the station at Istres in the south of France for permission to carry on, depending on the weather in England. We were asked to land, so we had an extra day on our trip.
My next trip was the same route, but straight from Kirachi [sic] to Delhi, no stop at Jodhpur. Again we were asked to stop at Istres on the way home.
No. 242 Squadron, Oakington
The next trip, we carried passengers, service personnel of course. This involved first flying from our base to Lyneham, which was an international base, complete with customs officers. We had seats fitted. They did not look too comfortable to me. We carried troops who were being sent to relieve some who were coming back to Britain. This trip was only to Cairo. On our return journey we were bringing one stretcher case, complete with a woman medical officer. The man had a brain tumour. One officer, a Naval Captain, which is a fairly high rank, did not turn up on time. Well I refused to hold up the trip for him, telling the staff that he could pick up
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his luggage at Lyneham. I felt that getting my stretcher case to hospital in Britain was more important. There were a few fighter pilots among my passengers too. When we landed at Castle Benito, the plane just rolled smoothly along the runway with no kind of any bump. This was a rare thing for an Avro York. They could not be landed without a bump of some sort. My air quarter master (Steward) bragged to these fighter guys that I did this all the time. I reminded him that I still had to land them at Lyneham. By this time I was sure that Istres always asked us to land no matter what the British weather conditions before leaving Castle Benito. Sure enough, they asked us to land. However I told them that I was carrying an urgent Stretcher case and wanted to get him to a hospital as soon as possible. They did not hesitate to allow me to proceed. I realised that I had made one goof. The troops were all wearing tropical dress and wanted to change, but did not wish to embarrass the woman medical officer. I brought her up front with me and had told her that she could hear the various info. I received as we flew. When I pushed for not landing at Istres, she told me not to fly on if the weather was bad. The invalid was not that urgent. I had to tell her that there would be layers of cloud when we got there and maybe a bit of drizzle, but nothing to make it a dangerous landing. Actually we didn’t even have the drizzle, but did I ever bounce in on my landing.
Then I was sent with another crew to get some route experience for a trip to Singapore. F/Lt. Audis was the pilot. Well, after we left Basra and were flying down the Persian Gulf, I went back to have a rest. I don’t think I was really asleep, but suddenly I became aware that something was wrong. Even though the aircraft was cruising OK, I went up front and asked what the trouble was. Well the port outer engine was not functioning, something wrong with the supercharger. The pilot had decided to fly lower, so that he could see more closely things at ground level. However at the bottom of the gulf, we would have to climb to over ten thousand feet to get over some hills, before flying along to Kirachi [sic] over the sea. He got permission to land at Sharjah, where we would wait until a replacement engine could be flown to us. We were there from August 19th. to September 1st. Strangely enough a friend from my days on bombers flew the engine to us in a DC3 (Dakota).
Apart from one more flight along with another pilot, just doing an air test, that was my last flight with the RAF. I had flown total of 1201 hrs 50 min.
My flying with British Overseas Airways Corporation
While at Aldermaston, back at school, in training for my various licences, I flew once with Captain Green on an air test in a Viking aircraft , just for 1 Hr 20 min. This was strictly off the record and is not included in my log book. I also went up for an air test in a Dakota with Capt. Levy. This lasted !hr. 30mn. As we approached for a landing he suggested that I try the landing. I didn’t even know the speed to make the approach at. He told me the speed and said to go ahead. I would find that it would pretty well land itself. So I did land it and with a nice smooth landing.
I had to do some flying in the York again, which included landing fully loaded. I was sent on a cross country
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flight with another First Officer, F/O Clink. However I was to be in charge. We had all sorts of different personnel on board. They came and asked if I was ready for dinner. As I was in charge, I was to them Captain. Well you have no idea of the fancy treatment I was given. Of course the stewards were also in training and were being watched. I have never been so handsomely treated to a meal before or since.
When I was fully qualified I was sent to Turn, near Bournemouth.
My first trip as First Officer started on November 23rd, 1947. Captain Phillips was in charge. We flew to London. On the 24th our route was first to Bordeaux and then to Castel Benito, then on to Lydda. This was a staging Post for the crew. The plane flew on with a different crew. On November 28th we took over a different plane on to Basra and Kirachi [sic]. On November 30th we were off again, this time with a Cast. Maltin. We flew to Dharan at Delhi. When we took off from Delhi, as we were gaining speed for take off, Capt. Maltin suddenly shut the throttles right down and exclaimed, “Holy cow!” This surprised me to hear him say a thing like this, but when I looked to see the problem, there was a cow strolling slowly across the runway. I laughed and said to him, “I have never heard that expression used correctly before.” Captain Maltin flew us as far as Lydda on the way home. We found ourselves as supernumerary crew. In other words there were two crews, but only one plane, so we flew on in the same plane, but with a different crew. That saved us a day, as we stayed with the plane right through to Castle Benito, but were delayed a day, I think by a sandstorm before returning to base.
The next flight started on December 24th, 1947. We had two children by this time, so Christmas arrived a wee bit early, but, neither Glen or Patricia were aware of that.
The name of the plane was Macduff. G-AGOF. We flew to London late on the 24th. Our take off was on the 25th. None of us in the crew were happy about this. Neither were most of the passengers. Captain Kelly came aboard and looked around at the long faces, and asked the steward if we had Christmas Crackers on board. We did, so he asked that a cracker be given to every passenger and every crew member. There was a tiny decorated tree just at the entrance, which on the York was mid-way up the passenger cabin. When we all had our crackers Captain Kelly said, “Now all of you pull your crackers and put on the paper hat.” That broke the ice and we had a great trip after that. We made landings at Bordeaux for lunch (Christmas Dinner), then on to Castel Benito and Cairo.
Both passengers and crew had an overnight stop in Cairo. Then in early morning we flew down to Khartoum. A lovely breakfast was waiting for us in Khartoum.
As we flew south from Khartoum, Captain Kelly asked me to go back into the passengers to point out any wild game. He purposely flew fairly low and I pointed out large animals like giraffe and elephant and such like. Two little girls, about nine or ten years old, latched onto me at this time. They had a great time as I showed them quite a few animals on the ground.
38
[page break]
[italics] Donald Cameron World War II and Flying Memoirs [/italics]
As for me, I was very interested in not only seeing all this wild game, but also we flew low over the Murchison Falls on this branch of the Nile River.
We arrived in Nairobi on December 27th and were treated once again to another Christmas Dinner. I am afraid the two little girls ended up sitting on my knees, one on each knee. This was hardly airline etiquette, but by this time passengers and crew were just like one huge family. When we finally returned to base, we received no less than 5 letters, commending the crew for a great trip. Most were being sent out from England on a scheme to grow ground nuts (peanuts), which turned out to be a complete flop in the end. None were very happy about going.
After Nairobi we flew past Kilimanjaro, quite a nice sight to Mombasa, on the coast of the Indian Ocean. Then we headed south over Zanzibar to Dar es Salaam in Tanzania. This was our final destination and my first crossing of the equator. There were no celebrations on board.
Our return trip was still in the Macduff as far as Cairo. Then we staged, flying on December 31st in a York called Marston, G-AGSO. Between Cairo and Tunisia Captain Kelly gathered the whole crew up front. The radio was tuned to the BBC in London, and as the new year came in we had a bit of a celebration. We were unable to land in London because of fog and were diverted to our base at Hurn. Here was still a lot of cloud below us, but I suddenly spotted our base and gave Cpt. Kelly a nudge. He was determined to land at base, but the passengers must have wondered what was happening. To say the least it was not a normal approach, although to us up front it was certainly not dangerous. So we came to the end of one of my most enjoyable trips.
On January 22nd 1948, I did the same route again with Captain Bennett. Then my final trip was to India once again with Captain Buxton. This time we went one more stop after Delhi, to Calcutta.
I am not sure which of these trips this incident happened, but on one of our stopovers in Cairo, we arranged with a local man to take us from the Bentley Hotel (I think that was the name) to the Pyramids and Sphinx, with a tour up inside the Great Pyramid. We would pay him for the entire trip. We settled on a price. Everything went very well. I opted to ride an Arabian horse instead of one of their moth-eaten camels. All went very well including the climb up inside the pyramid, until nearly down inside. Then this guide decided he would like a bit more money. If we wouldn’t give him this he would leave us in the dark. He had been lighting our way with magnesium strips. Needless to say the poor guy was completely surrounded by us, and told he had better not try any tricks like that. I think he thought we would take the magnesium and leave him behind, but anyway we got out okay.
By this time, my left eye had really started to go blind. I realised that I could not renew my licence and so resigned from BOAC.
My total flying time, including air force and civilian was 1455 hrs 55min.
39
[page break]
[italics] Donald Cameron World War II and Flying Memoirs [/italics]
[medals and other insignia photographed on a black background]
[top] [RAF wings]
[1st row L to R] [1939-45 Star; Air Crew Europe Star; 1939-45 Defence Medal; 1939-45 War Medal]
[2nd row] [Bomber Command Tribute 1939 – 1945]
40
[page break]
Campaign Stars, Clasps and Medals
instituted in recognition of service
in the war of 1939 – 45
[list of awards]
[award certificate for those who served in Bomber Command 1939 – 45]
41
[page break]]
[italics] Donald Cameron World War II and Flying Memoirs [/italics]
[bold] Footnote to My Flying [/bold]
Mary and I were at our trailer up near Norland, when we received a phone call from our daughter, Patricia. She asked us what we would be doing on August 19th 2000. I looked at our calendar and told her that we had tickets for the theatre in Lindsay. We were going with some friends.
Well we were told to cancel these arrangements. Our three children had combined to give me a trip up in the Lancaster at the Canadian Warplane Heritage Museum in Hamilton. They had joined to purchase membership in this museum for me ($75). As well, they paid $1000 for a flight of about 45 minutes in the Lancaster. It was a real thrill to be back in a Lancaster once again.
[colour photo of man and woman in front of a stationary Lancaster]
42
[photograph of Donald Cameron wearing his war medals]
[article from the ‘News Advertiser’ dated 3rd September 2000, including photograph of Donald Cameron in front of a Lancaster aircraft]
High times for veteran flyer
Second World War pilot revisits his glory days
By Jane McDonald staff writer
When Don Cameron headed towards a certain aircraft on a sunny Saturday, Aug. 19, it was as though 55 years suddenly melted away.
“He strutted over that tarmac like a 20 years old,” says Pat Boocock of Ajax, the 53-year-old daughter of Mr Cameron who, with her two brothers arranged for her father to fly once again in a famous Second World War Lancaster. Mr Cameron wasn’t quite 20 years old when he joined the Royal Air Force in 1941. Originally from Toronto, he’d gone to Scotland in 1938 to study at an agricultural college. After war broke out the following year, he tried to join the air force when he reached the age of conscription.
“They told me, ‘No, you’re not a resident’” recalls the almost 79-year-old Whitby man. He joined anyway as a volunteer and headed for the southern United States to train as a pilot. And although he qualified as a fighter pilot, by the time he got back to England, he was posted to 115 Squadron, part of the RAF’s No. 3 Group Witchford. This meant flying multi-engine aircraft like the Wellington and Stirling. But his favourite by far was the Lancaster. Mr Cameron remembers, with the help of his log book, his first operational trip to Berlin when he piloted a Lancaster, the heavy four-engine bomber, many of which were built at Victory Aircraft, the Canadian Crown corporation at Malton, Ont.
[photograph with caption “Don Cameron still hadn’t come back to earth after flying in a Lancaster bomber, the same plane he flew as a pilot with the Royal Air Force during the Second World War. He went up on Aug. 19.]
“I flew five different (Lancaster) planes,” says Mr. Cameron of his time on operational missions. “Then somebody would take one up (when he was off duty) and not come back.” He had his own close calls like a particularly ‘nasty trip’ he made to Cologne, the city in northern Germany on the Rhine River, when his plane had two fires burning as he struggled to get his crew back to England.
“Cologne was the scariest,” he admits. It turned out to be British incendiaries that landed on us. We were coming out of Cologne and I gave orders to prepare to abandon the aircraft. Then the whole (pre-flight) briefing came back to me … I realized then that it would be better to blow up there than bail out and drift back into Cologne. That decision saved our lives.” Another time, after landing successfully on a grassy strip, Flight Lieutenant Cameron asked a ground crew member to shine his light on the port outer engine which he thought might have something wrong with it. “There is no engine,” answered the man.
But the plane he went up in Aug. 19 had all four engines. Lovingly refurbished by a dedicated group of volunteers, the pride of the Canadian Warplane Heritage Museum at Mount Hope Airport in Hamilton is the only airworthy Lancaster in Canada.
“I just heard about it on the radio three or four years ago,” says Mrs. Boocock. “I tucked it away in my mind but when my father started having heart problems, I thought we’d better do it soon.” She contacted the museum and was told her father could go up in its Lancaster for a ‘donation’. She and her two brothers came up with $1,000, which she says will be their father’s “birthday and Christmas” gift.
Mr. Cameron says he found the flight to be “quite similar” in many respects. “The only thing missing was the piece of armour plating that used to be behind my (the pilot’s) head,” he adds of the 45 minute flight that took him over Niagara Falls. And although it was “bumpy”, there was no need to worry about anti-aircraft flak hitting this Lancaster. One night in 1944, his plane came back from a sortie with 47 holes in it and he lost an eye after the war as a result.
“I really haven’t come down to earth yet,” says the happy and grateful family man. “It’s something I just never expected.”
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
World War II & Flying Memoirs
Description
An account of the resource
Writes of travelling to Scotland before start of the war and then joining the RAF Volunteer Reserve. Continues with account of training in England before going to Lakeland Florida for primary flying training, Cochran field for basic and advanced training on Harvard at Napier Field, Dothan Alabama. Continues training on return to United Kingdom at RAF Windrush flying Oxford. After getting married continues training at RAF Wing on Wellington and then on to RAF Silverstone and Wratting Common on Stirling followed by Waterbeach for Lancaster. Continues with account of first operation over Germany while still training at Wing on 4 Oct 1943. He then went to 115 Squadron at RAF Whitchford. He continues with accounts of first operation on 115 Squadron flowed by detailed accounts of operations in February and March 1944. Mentions that he was commissioned and then describes further operations to Germany and in support of D-Day operations and afterwards. Concludes with description of activities as an instructor at RAF Feltwell.
Creator
An entity primarily responsible for making the resource
D Cameron
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
England--Sussex
England--Brighton
England--Buckinghamshire
England--High Wycombe
United States
Florida--Lakeland
Georgia--Macon
Alabama--Dothan
England--Gloucestershire
England--Buckinghamshire
England--Suffolk
England--Northamptonshire
England--Cambridgeshire
Germany
Germany--Schweinfurt
Germany--Düsseldorf
Germany--Duisburg
France
France--Normandy
England--Norfolk
France--Le Havre
Florida
Alabama
Georgia
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1942-03-23
1942-05-10
1942-08-11
1943-05-21
1944-01-05
1944-01-25
1943-10-04
1944-01-30
1944-02-15
1944-02-24
1944-02-25
1944-04-14
1944-06-05
1944-06-06
1944-06-14
1944-06-15
Format
The file format, physical medium, or dimensions of the resource
Thirty-eight page printed document with b/w and colour 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
BCameronDCameronDv1
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
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
David Bloomfield
115 Squadron
1651 HCU
1678 HCU
17 OTU
26 OTU
aircrew
bomb struck
bombing
bombing of the Le Havre E-boat pens (14/15 June 1944)
bombing of the Normandy coastal batteries (5/6 June 1944)
Cook’s tour
crash
Flying Training School
Gee
Harvard
Heavy Conversion Unit
incendiary device
Initial Training Wing
Lancaster
Lancaster Finishing School
Lancaster Mk 2
love and romance
Me 110
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
Oxford
pilot
promotion
RAF Dishforth
RAF Feltwell
RAF Hemswell
RAF Lindholme
RAF Silverstone
RAF Waterbeach
RAF Windrush
RAF Wing
RAF Witchford
RAF Wratting Common
searchlight
Stearman
Stirling
Tiger Moth
training
Wellington
Window
York
-
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
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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
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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/1177/30923/LValentineLD185002v2.2.pdf
4370f23ab84e97488217947be39bf5ab
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, Leslie
Leslie Dudley Valentine
L D Valentine
Description
An account of the resource
Six items. An oral history interview with Leslie Dudley Valentine about his father Flying Officer Leslie Valentine (458646, 185002 Royal Air Force) and his service in the RAF. Collection also contains Leslie Valentine's pilots flying log books and photographs.
The collection has been loaned to the IBCC Digital Archive for digitisation by Leslie Valentine 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
2018-03-09
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, LD
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Leslie Valentines pilots flying log book. Two
Description
An account of the resource
Pilots flying log book two for Leslie Valentine, covering the period from October 1943 to 27 November 1945. Detailing his flying training, operations flown and duties with 2nd Tactical Air Force communications flight. He was stationed at RAF Finmere, RAF Bicester, RAF Hartford Bridge and RAF Brussels. Aircraft flown were, Boston, Blenheim, Oxford, Anson, Proctor, Auster, Dominie and Me 108. He flew a total of 60 operations with 88 squadron, 53 daylight and 7 night operations. Targets were, Mantes Gassicourt, Hirson, Cambrai, Douai, Lille, Dinard, Evreux, Boulogne, Le Havre, St Seuvaur, Foret de Grimbosq, Le Bas de Breville, Mezidon, Hamburges, Caen, Laval, Le Mans, St Malo, Glos, Liverot, Angers, Beny Bocage, Conde, La Fleche, Orbec, Rouen, La Feuille, Falaise, River Orne, Cap Gris Nez, Escalles, Breskens, Arnhem, Nijmegen, AmersFoort, Roermond, Oldenzaal, Viersen, Randerath, Geldern, Dunkirk, Grevenbroich, Emmerich, Rheinberg, Xanten, Udem and Holdorf.
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
LValentineLD185002v2
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Conforms To
An established standard to which the described resource conforms.
Pending review
Spatial Coverage
Spatial characteristics of the resource.
Belgium
France
Germany
Great Britain
Netherlands
Atlantic Ocean--English Channel
Belgium--Brussels
England--Hampshire
England--Oxfordshire
England--Buckinghamshire
France--Angers
France--Bény-Bocage (Canton)
France--Boulogne-sur-Mer
France--Caen
France--Cambrai
France--Dinard
France--Douai
France--Dunkerque
France--Evreux
France--Falaise
France--Hirson
France--Issoudun
France--Laval (Mayenne)
France--La Flèche
France--Le Havre
France--Le Mans
France--Lille
France--Lisieux
France--Mantes-la-Jolie
France--Mézidon-Canon
France--Normandy
France--Orbec
France--Orne River (Orne and Calvados)
France--Pas-de-Calais
France--Rouen
France--Saint-Malo
France--Saint-Sauveur-le-Vicomte
Germany--Emmerich
Germany--Geldern
Germany--Grevenbroich
Germany--Kleve (North Rhine-Westphalia)
Germany--Rheinberg
Germany--Vechta Region
Germany--Viersen
Germany--Xanten
Netherlands--Amersfoort
Netherlands--Arnhem
Netherlands--Breskens
Netherlands--Nijmegen
Netherlands--Oldenzaal
Netherlands--Roermond
France--Mantes-la-Jolie
Germany--Ruhr (Region)
France--Cap Gris Nez
Germany--Heinsberg (Heinsberg)
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
1944-04-28
1944-04-29
1944-05-01
1944-05-22
1944-05-23
1944-05-24
1944-05-27
1944-05-28
1944-06-06
1944-06-10
1944-06-11
1944-06-12
1944-06-13
1944-06-15
1944-06-17
1944-06-20
1944-06-22
1944-07-07
1944-07-08
1944-07-09
1944-07-10
1944-07-17
1944-07-20
1944-07-29
1944-07-30
1944-08-01
1944-08-02
1944-08-03
1944-08-04
1944-08-05
1944-08-06
1944-08-07
1944-08-08
1944-08-09
1944-08-11
1944-08-12
1944-08-13
1944-08-14
1944-09-21
1944-09-23
1944-09-26
1944-10-02
1944-10-03
1944-10-06
1944-10-28
1944-11-06
1944-11-11
1944-11-19
1944-11-21
1944-12-03
1944-12-11
1945-01-27
1945-01-29
1945-02-02
1945-02-04
1945-02-09
1945-02-10
1945-02-14
1945-02-16
1945-02-22
1945-02-24
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
13 OTU
88 Squadron
Advanced Flying Unit
aircrew
Anson
anti-aircraft fire
Blenheim
bombing
Boston
Dominie
Flying Training School
Initial Training Wing
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
Oxford
pilot
Proctor
RAF Bicester
RAF Hartford Bridge
Second Tactical Air Force
strafing
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1768/31027/BCleggPVGibsonAv10002.2.pdf
461d84ae34aca7a38fdf91cc0e14dd9b
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
Clegg, Peter Vernon. Gibson, Alan - folder
Description
An account of the resource
Eight items. Contains operational record of Squadron Leader Alan Gibson AFC DFM RNZAF including extracts from his logbook, letter from his rear gunner, reports on operation to Mailly le Camp and document with quotations.
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-02
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
Clegg, PV
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
Extract from log book of Squadron Leader Alan Gibson AFC DFM RNZAF
Description
An account of the resource
Extracts from the operational log book of Alan Gibson covering his tour of 31 operations on 166 Squadron.
His pilot on his first operation was Flight Sergeant Burnett. Pilot Officer Allen also flew on one operation with him.
Format
The file format, physical medium, or dimensions of the resource
10 b/w photocopied sheets
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
BCleggPVGibsonAv10002
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal New Zealand Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
France
France--Paris
France--Rouen
Germany
Germany--Düsseldorf
Germany--Cologne
Germany--Karlsruhe
Germany--Essen
France--Mailly-le-Camp
France--Rennes
France--Dieppe
Atlantic Ocean--English Channel
Germany--Duisburg
Germany--Dortmund
Germany--Aachen
France--Le Havre
France--Boulogne-sur-Mer
France--Jura
France--Normandy
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1944
1944-03-18
1944-03-19
1944-04-09
1944-04-10
1944-04-18
1944-04-19
1944-04-20
1944-04-21
1944-04-22
1944-04-24
1944-04-25
1944-04-26
1944-04-27
1944-04-28
1944-05-03
1944-05-04
1944-05-07
1944-05-08
1944-05-10
1944-05-11
1944-05-21
1944-05-22
1944-05-23
1944-05-24
1944-05-25
1944-05-27
1944-05-28
1944-06-06
1944-06-07
1944-06-12
1944-06-13
1944-06-14
1944-06-15
1944-06-16
1944-06-17
1944-06-22
1944-06-23
1944-06-24
1944-06-28
1944-06-29
1944-06-30
1944-07-02
1944-07-12
1944-07-13
1944-07-14
1944-07-15
1944-07-18
1944-07-20
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
166 Squadron
aircrew
Bombing of Mailly-le-Camp (3/4 May 1944)
bombing of the Le Havre E-boat pens (14/15 June 1944)
Distinguished Flying Medal
Lancaster
Me 110
Normandy campaign (6 June – 21 August 1944)
pilot
RAF Kirmington
tactical support for Normandy troops
V-1
V-weapon
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1771/31057/BCleggPVMartinCv10003.2.jpg
e1f4431a6503bcde0befdb3268a50b0a
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
Clegg, Peter Vernon. Martin, Charles - folder
Description
An account of the resource
Three items. Includes newspaper cuttings, record of operations and extracts from his log book.
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-02
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
Clegg, PV
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined]C. MARTIN OPERATIONAL TOUR OF 30 OPERATIONS – 23 NIGHT – 7 DAY[underlined]
[underlined] No. – DATE – AIRCRAFT – TARGET – TIME – COMMENTS[/underlined]
[underlined] 1944 [/underlined]
1. APR 9/10 – C ND857 – PARIS – 5.30 – RAILWAY MARSHALLING YARDS.
2. APR 18/19 – K ND857 – ROUEN – 4.20 – RAILWAY MARSHALLING YARDS.
3. APR 20/21 – K ND857 – COLOGNE – 4.55 – RAILWAY MARSHALLING YARDS.
4. APR 22/23 – K ND857 – DUSSELDORF – 5.30 – RAILWAY MARSHALLING YARDS.
5. APR 24/25 – K ND857 – KARLSRUHE – 6.40 – RAILWAY MARSHALLING YARDS.
6. APR 26/27 – K ND857 – ESSEN – 5.05 – RAILWAY MARSHALLING YARDS.
7. APR 27/28 – K ND857 – FRIEDRICHSHAFEN – 9.00 – RAILWAY MARSHALLING YARDS.
8. MAY 3/4 – K ND857 – MAILLY LE CAMP – 4.30 – ME110 SHOT DOWN DEAD STICK LANDING.
9. MAY 7/8 – N ME775 – RENNES – 4.55 – RAILWAY MARSHALLING YARDS.
10. MAY 10/11 – J2 LM777 – DIEPPE FORD – 3.20 – RAILWAY MARSHALLING YARDS.
11. MAY 21/22 – K NE112 – DUISBURG – 4.35 – RAILWAY MARSHALLING YARDS.
12. MAY 22/23 – K NE112 – DORTMUND – 4.30 – RAILWAY MARSHALLING YARDS.
13. MAY 24/25 – K NE112 – AACHEN WEST – 4.50 – RAILWAY MARSHALLING YARDS.
14. MAY 27/28 – K NE112 – AACHEN EAST – 4.30 – RAILWAY MARSHALLING YARDS.
15. JUN 6/7 – K NE112 – ACHERES – 4.00 – RAILWAY MARSHALLING YARDS.
16. JUN 7/8 – K NE112 – VERSAILLES – 4.10 – RAILWAY MARSHALLING YARDS.
17. JUN 12/13 – K NE112 – GELSENKIRCHEN – CONED OVER ESSEN FOR 22 SECONDS.
18. JUN 14 – K NE112 – LE HAVRE – 3.45 – DAYLIGHT E BOAT PENS.
19. JUN 16/17 – K NE112 – STERKRADE HOLTEN – 4.25.
20. JUN 22 – K NE112 – MARQUISE MIMOYECQUES – 2.55 – MULTIPLE FLAK DAMAGE DAYLIGHT.
21. JUN 23/24 – K NE112 – SAINTES – 6.55.
22. JUN 24/25 – K NE112 – DOULLENS – 3.30.
23. JUN 27/28 – K NE112 – CHATEAU BERNAPRE – 3.50.
24. JUN 28 – K NE112 – DOULLENS – 3.20 – DAYLIGHT.
25. JUN 30 – K NE112 – OISEMONT – 3.55 – DAYLIGHT.
26. JUL 2 – K NE112 – DOMLEGER – 3.40 – DAYLIGHT.
27. JUL 12/13 – K NE112 – REVIGNY BAS - 9.05 – DIVERTED TO WITTERING.
28. JUL 14/15 – K NE112 – REVIGNY BAS – 8.15 – ABORTED RE FOG BROUGHT BOMBS BACK.
29. JUL 18 – K NE112 – SANNERVILLE – 3.40 – DAYLIGHT.
30. JUL 20 – K NE112 – ST. OMER – 2.20 – DAYLIGHT, MULTIPLE FLAK DAMAGE LANDED AY MANSTON PORT INNER FEATHERED.
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
C Martin - operational tour of 30 operations 23 night 7 daylight
Description
An account of the resource
List of 30 operations with date, aircraft, target, time and comments.
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
Text. Personal research
Identifier
An unambiguous reference to the resource within a given context
BCleggPVMartinCv10003
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
Atlantic Ocean--English Channel
France--Paris
France--Rouen
Germany--Cologne
Germany--Düsseldorf
Germany--Karlsruhe
Germany--Essen
Germany--Friedrichshafen
France--Mailly-le-Camp
France--Rennes
France--Dieppe
Germany--Dortmund
Germany--Aachen
France--Yvelines
France--Versailles
Germany--Gelsenkirchen
France--Le Havre
France--Pas-de-Calais
France--Bordeaux Region (Nouvelle-Aquitaine)
France--Doullens
France--Oisemont (Canton)
France--Somme
France--Jura
France--Normandy
France--Saint-Omer (Pas-de-Calais)
France--Saint-Omer (Pas-de-Calais)
Germany--Oberhausen (Düsseldorf)
Germany--Ruhr (Region)
France--Domléger-Longvillers
Temporal Coverage
Temporal characteristics of the resource.
1944
1944-04-09
1944-04-18
1944-04-20
1944-04-22
1944-04-24
1944-04-25
1944-04-26
1944-04-27
1944-04-28
1944-05-03
1944-05-07
1944-05-08
1944-05-10
1944-05-11
1944-05-21
1944-05-22
1944-05-24
1944-05-25
1944-05-27
1944-05-28
1944-06-06
1944-06-07
1944-06-08
1944-06-12
1944-06-12
1944-06-13
1944-06-14
1944-06-16
1944-06-17
1944-06-22
1944-06-23
1944-06-24
1944-06-25
1944-06-27
1944-06-28
1944-06-29
1944-06-30
1944-07-02
1944-07-12
1944-07-13
1944-07-14
1944-07-15
1944-07-18
1944-07-20
1944-05-04
Contributor
An entity responsible for making contributions to the resource
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.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
bombing
Bombing of Mailly-le-Camp (3/4 May 1944)
bombing of the Le Havre E-boat pens (14/15 June 1944)
bombing of the Pas de Calais V-1 sites (24/25 June 1944)
Me 110
Normandy campaign (6 June – 21 August 1944)
tactical support for Normandy troops
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/816/31076/CFarrAA-170712-01.1.jpg
3563c072c93a1c1ef0bb83ed04848c63
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
Farr, Allan Avery
A A Farr
Description
An account of the resource
Six items. An oral history interview with Allan Farr DFM (1923 - 2018, 1434564 Royal Air Force) as well as his flying logbook, a photograph, list of operations, a map, contemporary photograph and a song. He flew operations as an air gunner with 100, 625 and 460 Squadrons.
The collection has been loaned to the IBCC Digital Archive for digitisation by Allan Farr and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-07-12
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Farr, AA
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
Map of Normandy
Description
An account of the resource
Map showing Cherbourg to Le Havre with route marked.
Format
The file format, physical medium, or dimensions of the resource
One colour map
Type
The nature or genre of the resource
Map
Identifier
An unambiguous reference to the resource within a given context
CFarrAA-170712-01
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.
France
France--Normandy
France--Cherbourg
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
Normandy campaign (6 June – 21 August 1944)
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1773/31296/PFOMetheringhamAF19040054.1.jpg
68bd58a172c760f82dc8c7e81917cd94
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
RAF Metheringham collection
Description
An account of the resource
131 items. The collection is from the Royal Air Force Metheringham Airfield Visitor Centre and contains photographs of aircraft, aircrew, other RAF personnel and places. Includes some target and reconnaissance photographs. Many items are concerned with 106 Squadron at RAF Metheringham and RAF Syerston.
The collection has been licensed to the IBCC Digital Archive by the RAF Metheringham Airfield Visitor Centre 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
2019-01-31
Identifier
An unambiguous reference to the resource within a given context
FOMetheringhamAF
Rights
Information about rights held in and over the resource
This content is property of the Royal Air Force Metheringham Airfield Visitor Centre which has kindly granted the International Bomber Command Centre Digital Archive a royalty-free permission to publish it. Please note that it was digitised by a third-party which used technical specifications that may differ from those used by International Bomber Command Centre Digital Archive. It has been published here ‘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.
Dublin Core
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Title
A name given to the resource
Airman with woman and memorial service
Description
An account of the resource
Top - an airman wearing tunic and side cap with his arm around a woman wearing dress and hat. In the background a window. Submitted with description 'Photo of an RAF airman in service dress with a civilian woman. Identities and location unknown'.
Bottom - several men wearing civilian jacket and tie standing around a monument draped with RAF ensign in a park with trees in the background. Submitted with description 'Colour photo of memorial erected in 1994 in Salford to the crew of 106 Sqn Lancaster PB304, ZN-Z, which crashed on 30/07/1944, returning from a mission to bomb German positions at Cahagnes in Normandy in support of British troops on the ground'.
Format
The file format, physical medium, or dimensions of the resource
One b/w and one colour photographs mounted on an album page
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PFOMetheringhamAF19040054
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--Greater Manchester
England--Salford (Greater Manchester)
France
France--Normandy
England--Lancashire
Temporal Coverage
Temporal characteristics of the resource.
1994
1944-07-30
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 property of the Royal Air Force Metheringham Airfield Visitor Centre which has kindly granted the International Bomber Command Centre Digital Archive a royalty-free permission to publish it. Please note that it was digitised by a third-party which used technical specifications that may differ from those used by International Bomber Command Centre Digital Archive. It has been published here ‘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.
106 Squadron
crash
Lancaster
memorial
Normandy campaign (6 June – 21 August 1944)
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1187/31549/LWatsonJR1605406v1.2.pdf
501f3aa015650de589fa38da68a1c63d
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
Watson, John Robert
J R Watson
Description
An account of the resource
Seven items. An oral history interview with warrant Officer John 'Jack' Watson DFM (b. 1923 Royal Air Force) his log book and photographs. He flew three turs of operations as a flight engineer with 12 and 156 Squadrons.
The collection has been loaned to the IBCC Digital Archive for digitisation by John Watson 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
2015-08-25
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
Watson, JR
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 Robert Watson’s observer’s and air gunner’s flying log book
Identifier
An unambiguous reference to the resource within a given context
LWatsonJR1605406v1
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Format
The file format, physical medium, or dimensions of the resource
One booklet
Conforms To
An established standard to which the described resource conforms.
Pending review
Description
An account of the resource
Observer’s and air gunner’s flying log book for J R Watson, flight engineer, covering the period from 2 November 1943 to 30 March 1945. Detailing his flying training and operations flown. He was stationed at RAF Faldingworth, RAF Wickenby, RAF Warboys, RAF Upwood and RAF Husbands Bosworth. Aircraft flown in were Halifax, Lancaster. Oxford and Wellington. He flew a total of 77 operations, 12 with 12 Squadron and 66 with 156 Squadron. Targets were Brunswick, Berlin, Magdeburg, Leipzig, Stuttgart, Schweinfurt, Augsburg, Essen, Nuremburg, Cologne, Dusseldorf, Karlsruhe, Friedrichshafen, Somain, Montdidier, Nantes, Boulogne, Duisburg, Dortmund, Aachen, Calais, Longues, Foret-de-Cerisy, Fougeres. Lens, Middlestraete, Oisemont-Neuville, Donges, Hamburg, Cassan, Trossy, Abbeville, Caen, Lille, Russelsheim, Kiel, Connantre, Moerdijk, Saarbrucken, Wilhelmshaven, Heinbach, Opladen, Hannover, Mainz, Wiesbaden, Politz, Bohlen, Wesel, Worms, Chemnitz, Hanau, Hildesheim, Harpenerweg and Munster. His pilots on operations were Flight Lieutenant Cleland and Wing Commander Scott.
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
Netherlands
Poland
Atlantic Ocean--Baltic Sea
Atlantic Ocean--English Channel
Atlantic Ocean--North Sea
England--Cambridgeshire
England--Leicestershire
England--Lincolnshire
France--Abbeville
France--Boulogne-sur-Mer
France--Caen
France--Calais
France--Donges
France--Fougères (Ille-et-Vilaine)
France--Lens
France--Lille
France--Longues-sur-Mer
France--Montdidier (Hauts-de-France)
France--Nantes
France--Neuville-aux-Bois
France--Normandy
France--Paris Region
France--Sézanne
France--Somain
Germany--Aachen
Germany--Augsburg
Germany--Berlin
Germany--Braunschweig
Germany--Chemnitz
Germany--Cologne
Germany--Dortmund
Germany--Dortmund Region
Germany--Duisburg
Germany--Düsseldorf
Germany--Essen
Germany--Euskirchen Region
Germany--Friedrichshafen
Germany--Hamburg
Germany--Hanau
Germany--Hannover
Germany--Hildesheim
Germany--Karlsruhe
Germany--Kiel
Germany--Leipzig
Germany--Leipzig Region
Germany--Leverkusen
Germany--Magdeburg
Germany--Mainz (Rhineland-Palatinate)
Germany--Münster in Westfalen
Germany--Nordhausen (Thuringia)
Germany--Nuremberg
Germany--Rüsselsheim
Germany--Saarbrücken
Germany--Schweinfurt
Germany--Stuttgart
Germany--Wesel (North Rhine-Westphalia)
Germany--Wiesbaden
Germany--Wilhelmshaven
Germany--Worms
Netherlands--Rotterdam Region
Poland--Police (Województwo Zachodniopomorskie)
France--Creil
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1943
1944-01-14
1944-01-20
1944-01-21
1944-01-22
1944-01-27
1944-01-28
1944-01-29
1944-01-30
1944-02-19
1944-02-20
1944-02-21
1944-02-24
1944-02-25
1944-02-26
1944-03-01
1944-03-26
1944-03-27
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
1944-04-28
1944-04-30
1944-05-01
1944-05-03
1944-05-04
1944-05-07
1944-05-19
1944-05-20
1944-05-21
1944-05-22
1944-05-23
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Mike Connock
12 Squadron
156 Squadron
1667 HCU
85 OTU
aircrew
bombing
bombing of Nuremberg (30 / 31 March 1944)
bombing of the Normandy coastal batteries (5/6 June 1944)
flight engineer
Halifax
Halifax Mk 5
Heavy Conversion Unit
Lancaster
Lancaster Mk 1
Lancaster Mk 3
Me 410
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
Oxford
Pathfinders
RAF Faldingworth
RAF Husbands Bosworth
RAF Upwood
RAF Warboys
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tactical support for Normandy troops
training
V-1
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Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/612/32129/BMorrisWMorrisWv1.1.pdf
9f201c25d99b744766e20e799676569a
Dublin Core
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Title
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Morris, Walter
W Morris
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IBCC Digital Archive
Identifier
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Morris, W
Description
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Two items. An oral history interview with Walter Morris (b. 1923, 1623898 Royal Air Force). and his memoir. He flew operations with 630 Squadron.
The collection has been donated to the IBCC Digital Archive by Walter Morris and catalogued by Nigel Huckins.
Date
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217-02-18
Transcribed document
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Transcription
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[typewritten]
[centred] Walter Morris – 1939/45 War Record. [/centred]
My story begins in 1923 when I was born in Kettering the elder son of Charles & Ethel Morris. My father served in the Army during the 1914/18 war, although he rarely talked about it, so I do not know any details of her service, except that he had a very hard time serving in the trenches, in terrible conditions. When he returned to Kettering he worked in a Boot & Shoe factory where I believe he met my mother Ethel May Smith who also worked there, & they married in 1922mat[sic] Carey Baptist Chapel. I was born in 1923 & my brother Peter followed two years later. I attended Park Road Infants school. When the family moved to the other end of Kettering Peter & I went to Hawthorn Road Junior School. In 1935 I moved on to the Central School (& Peter followed 2 years later). It was here that I first met Pauline in 1938. For a while we walked out together, & although we drifted apart, we were both in the same circle of friends, & I was still greatly attracted to her.
After 4 years I left School & obtained employment as a junior Clerk at Stewarts & Lloyds, Corby. I started to work there on the 26th August 1939, just 7 days before the war began. I don’t think that many people at the time thought of war starting, & it was quite a shock on the 1st September when without notice a black out was imposed. All street lighting in the Country was switched off, householders were ordered to black out their windows etc, no lights should be visible. These orders were put in place because of the probability of German aircraft making bombing raids over Britain. At 11 am on 3rd September the Prime Minister (Neville Chamberlain) broadcast to the nation to advise that Germany had ignored our ultimatum regarding their plans to invade Poland, & consequently a state of war existed with Germany. That day I recall my father, brother & I spent the afternoon digging a large hole in the garden so that an air raid shelter could be erected, & where we could go if Kettering was ever bombed. In fact we never did get an ARP shelter, & in Kettering only one or two bombs were dropped.
Conscription to the forces was quickly introduced, & men between the ages of 18 & 40 had to register, & were soon allocated to serve in either the army, navy or air force. The only exceptions, other than ill health or disability were men employed in essential work. Later women were also required to enlist, to join one ATS (army_ WAAF (air force) or WRNS (navy). Being just 16 this did not concern me at the time – many people said that the war would be over by Christmas, there was little enemy activity around this country in 1939, & life for me life went on as normal. How wrong we were – there were some food shortages, but rationing was still some time ahead. It was soon to alter, in the Spring of 1940, Hitler’s armies swept through Europe culminating with British troops being evacuated from Dunkirk. In preparation to invade Britain Germany launched ceaseless bombing raids on airfields etc in England in an effort to decimate the RAF fighter strength. However the Spitfires & Hurricanes of the RAF defeated the German bombers & in September 1940, Germany cancelled the plans to invade & instead turned their attention towards Russia, although their Air force commenced bombing raids on many cities & towns in this Country. Earlier Chamberlain resigned as Prime Minister, & was succeeded by Winston Churchill, many believe that he was the man who won the war for our country.
For me 1941 was rather decisive. At the beginning of the year the Government announced the formation of the Air Training Corps, which would train lads between the ages of 16 to 18, for enlistment in to the RAF. The response was overwhelming towns & cities all over the country formed squadrons. Volunteer instructors were enrolled from local people including School teachers, who would train the lads in basic requirements when the cadets reached the RAF. By this time I was 17 years of age – I knew that as the war dragged on, I would have to enlist & I desperately wanted to join the Air Force, so I was one of the first to enlist for the Kettering Squadron. In all over 200 boys enrolled at Kettering initially, & I was fortunate to be appointed to be a sergeant. It was a great adventure. We paraded at Stamford Road School two nights a week, & went through our routines & lessons, everything from drill, marching, to Aircraft recognition learning morse code, & much more &
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which was to hold me in good stead when I eventually joined the RAF. We also played at sports, including having a football team in the local youth league. A big thrill that year was a week end camp at RAF Wittering which included a flight in Dragon Rapide an old bi-plane, which at the time was a great thrill. At the end of the year having reached 18 years I volunteered for the RAF & was accepted for aircrew training – at that time I wanted to be a pilot. On February 12th 1942 I received my “Calling up” papers, & told to report to the Aircrew Receiving Centre at Lords Cricket Ground London on the 23rd. I was in fact the first cadet from the Kettering ATC to be called up. At the time I was still working at Stewarts & Lloyds in the Traffic Department, & was give immediate permission to leave, with an assurance that I could return after the war ended.
So for me, AC2 Morris W. 1623898, my war service started when I left Kettering for London on a cold February morning. I duly reported & registered at Lords Cricket Ground. There were many new arrivals & after signing in we were marched to billets about a quarter of a mile away. The billets were one time luxury flats which overlooked London Zoo. About 20 of us were allocated to each flat, which was to be our billet for the next 2 to 3 weeks. We were issued with mattresses & blankets, & had to make our beds up on the floor. For our meals we were assembled & marched to the Zoo Restaurant for our meals. During the next days we were issued with Air Force uniforms & clothing, & each given a Medical & received inoculations etc. Also we had lectures about life in the RAF, & what was expected of us as Airmen. We also took tests to ascertain our education etc. It was all very exciting. In mid-March I along with 40 or so others were posted & sent to the Grand Hotel, Scarborough Yorkshire which was an Initial Training Unit (for Aircrew training). At this time I & all the other new recruits held the rank of AC2 (the lowest of the low) & we were all at that time being accepted as trainee pilots. The course was hard, discipline was strict, we marched, & subjected to a great deal of physical exercise, as well as attending lectures daily in our quests to finally become fliers. Most of us cadets on the course were about the same age, 18 & 19 year olds, & it was really a great adventure. Graduating in June, we were then posted to a civilian air field, at Brough near to Hull, where we were given some instructions how to fly Tiger Moth aircraft, delightful old bi-planes. My instructor was a first world war pilot, & although he never allowed me to fly solo in a plane, did recommend that I should receive pilot training. So after 6 weeks at Brough, those of us who were selected to continue in our quest to be pilots, were sent to Heaton Park, Manchester to await our next step. Most of the aircrew training was overseas, either in the USA, Canada, South Africa or Rhodesia, & in late September 1942, I with several hundred others, received inoculations, further medicals, & sent to Glasgow to be shipped to Canada. What a thrill as the train pulled up on the dock, where the SS Queen Mary was waiting to embark us, a pre-war luxury liner it was a beautiful vessel, weighing in at over 70000 tons. The vessel had retained much of it’s pre-war glory, & after the austerity of war time Britain, it was like living in a wonderland. There were only a few hundred airmen on board, cabins had extra bunks built in, but it was never crowded. The catering arrangements were excellent, & the food was great, no worries about rationing, as the vessel was stocked up by the USA, who had joined with Britain to fight Germany & Japan in December 1941 after Japan attacked Pearl Harbour. Ships to & from the war zones at this time sailed in convoy, protected by the Royal Navy, but the Queen Mary was too fast for convoys, & indeed could outrun & out manoeuvre German U-boats, as it zig-zagged it’s was across the Atlantic. So she slipped out of port quietly on her own. For 5 days we airmen lived in this seemingly unreal world, bags of lovely food, cinema shows, lounging on the decks as the ship took a southerly & warm weather course. All too soon we arrived in Boston USA, to a great welcome by the locals who treated us as heroes. But we had a shock as we marched by the front of the ship when we saw a massive great gash of some 12 feet in the bow just at the waterline. On enquiry we were told that in fact the Queen Mary had sliced a British Destroyer in two, on a previous journey back to Britain, being unable to cancel the pre-set zig-zag course in time, such was the force of the great ship. However, we were told that the hole had been filled with concrete to enable her to get to the States for repair. From Boston we went by train through the New England states to Canada, & it was one of the most unforgettable journeys of my life before or after. In beautiful warm autumnal weather the magnificence of the
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scenery was unbelievable, the trees with their red & brown leaves on the tree lined the route, small lakes with blue waters, neat & well manicured houses. Even for a nineteen year old it was a truly memorable experience. After a 15 hour journey we arrived in the Canadian state of New Brunswick shortly after reached RCAF Moncton – this was a “Holding” station, where groups of cadets were selected for various courses, being run in Canada & USA. I cannot recall how many training Centres there were in the USA Canada, they were situated mainly to the west of the Continent, & guessing I would think about ten in Canada & the USA for pilot training, whilst in Eastern Canada navigators & Air Bombers were trained. I spent some three weeks here waiting for a posting, with little to do, except walk to nearby Moncton or go to the camp cinema, write home etc. I was anxious to get on with my training. By the end of October, I with 40 or so other cadets received our posting to RCAF Bowden, in Alberta. After kitting up with winter clothing, we left Moncton early one morning, on our way to the other side of Canada, a journey which would take 5 days. We stopped for a few hours in Montreal, to change trains before proceeding on to Alberta a journey that took us alongside Lake Superior, & on to Winnipeg, where we [were] given a lovely welcome by a Ladies organisation, who supplied refreshments, magazines etc – you would think that we had just won the war, not raw recruits. Eventually we arrived at Calgary, on a sunny but cool November day, & already the first of the winter snow had arrived. A further 100 miles of train travel followed, as we made our way north to Bowden, which is near to Innisfail, midway between Calgary & Edmonton, & some miles to the west the mountain ranges of the Rockies could be seen stretching into the sky. Bowden was a small airfield with one runway. The billets were very good & well heated, but we did make the mistake of opening some of the windows because it was so stuffy, & did we regret it in the morning when we were nearly frozen. I recall that the days generally in Alberta were sunny but there was a dryness, which somehow made the below freezing temperatures bearable. Snow already covered the countryside when I arrived at Bowden, & more snow followed, to give a deep frozen surface, which lasted throughout the winter. To cope with the conditions, some of the aircraft were fitted with skis. It was not long before flying lessons started, but I was soon to be disappointed, as both I & my instructor, soon realised that I was pretty useless handling an aeroplane, & not surprisingly I was taken off the course. Whilst I loved flying in the old Tiger Moths, I just could not handle the controls, or land the aircraft without a lot of bouncing & bumping about, on reflection it was the right decision, although I was very upset at the time. I had been at Bowden for about 6 weeks, & loved it out there. This all happened about Christmas 1942, & two weeks later I & another 4 or 5 “failures” were posted to RCAF Trenton, Ontario, for Aircrew re-selection. The journey back east lasted some 3 or 4 days, as we travelled via Lake Superior & Toronto to our destination. Trenton was a huge station, seemingly full of Aircrew cadets, many like me for re-selection or waiting to be trained as navigators, wireless operators or Air Bombers. It was so different from Bowden, even the weather. The cold was more penetrating, as the wind picked up moisture off the nearby Lake Ontario & it was most unpleasant. It was a waiting game at Trenton, I was interviewed & decided to re-muster for training as an Air Bomber, & (I think) about a month later was seconded on to a Bombing & Gunnery course, at RCAF Picton, a small aerodrome nearly 100 miles further east. Arriving there I saw that Picton was an island in Lake Ontario joined to the mainland by a causeway, & the aerodrome was built on the top of a hill. It was a nice friendly station, & my course members were a good bunch of lads, mainly about my age. The course was a Bombing & Gunnery course, which commenced in March 1943. We were taught the theory of bombing, & of air gunnery, the composition & fusing of bombs etc. & later I flew some 50 hours in Ansons & Bolingbroke aircraft dropping countless 4lb practice bombs & firing guns. It was I[sic] most enjoyable, for a 19 year old. As Spring arrived the weather changed, everywhere was white when I arrived & it seemed that overnight during April the weather became sunny & warm for the rest of my stay. I was to be with many of my course mates until I got back to England 6 months later, & I made a number of good friends. We had some delightful evenings out, in the small town of Picton, or swimming in the lake. The population were very friendly & hospitable, & we were well looked after. The course lasted until early June, & looking at my log book see that I passed both the bombing & gunnery elements each
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with a 73% grading. I had passed this part of my conversion to an Air Bombers role & then I with rest of the course members moved on to an Air Navigation Course at RCAF Mount Hope. This station was to the west, near to Hamilton Ontario, & nearly halfway between Toronto & Niagra Falls (which luckily I was able to visit, together with a trip into USA.) During my six week course I learnt a little about navigation & air photography, both in the lecture rooms & by flying, some 45 hours all told, the flying was quite excellent as flights were of about 3 hours duration flying the length & breadth of Ontario. There followed a final examination, which I passed, classed as an Air Bomber & promoted to the rank of Sergeant. How proud I was as I sewed the stripes on to my tunic. What a celebration we all had that night in Hamilton, a city I enjoyed greatly.. But time was not on our side, & all too soon we were on our way back to Moncton, to be sent home to complete our training & to fight our war. How different to 10 months earlier, then an untrained airman, & on my return a fully fledged Sergeant. By this time America was sending thousands of servicemen to Britain, so space on the troop ships was full & consequently we had to wait a month before we could be accommodated. Eventually, at the end of September 1943 I & several hundred newly trained aircrew personnel were sent to Halifax, Nova Scotia, to embark once again on the “Queen Mary” en-route for England. Unlike my trip out it was very crowded with some 19000 troops (mainly Americans) aboard. This meant that we had a bed bunk for 24 hours & then 24 hours we had to sleep on the deck floor. Luckily the journey lasted only 6 days, before the vessel docked at Birkenhead. I was given two weeks home leave, to be re-united with family & friends. It was during this time, that I met up again with Pauline, & our romance commenced.
After my two weeks leave I reported to Harrogate before being posted to Whitley Bay, near to Newcastle, for a (Commando type) fitness course, before being sent to Scotland for further flying training, & on completion was sent to Silverstone, here in Northamptonshire, at the end of 1943, an Operational Training Unit where Pilots, Navigators, Air Bombers, Wireless Operators, & Air gunners were present. Here we had to form crews, who would later go on to the Squadrons. It was all rather haphazard, as some 200 of us wandered round a large hangar, trying to form crews. I didn’t know anyone else, other than Air Bombers, but eventually found a Pilot, a Navigator, a Wireless Operator, & two Air Gunners, (we would get a Flight Engineer at a later stage). Actually as a crew, we quickly became firm friends, & apart from one of the gunners dropping out, we completed our tour of operations together, with enormous respect for each other, & really we became as close as family. At Silverstone we trained in two engine Wellingtons as well as attending loads of lectures as we trained for the fight ahead. From Silverstone we were posted to RAF station Swinderby near Lincoln, for our first taste of flying in four engined aircraft. It was here that we met our Flight Engineer. The aircraft were Stirlings, big & ungainly machines, which proved to be a failure operationally – they could not fly any higher than 12-14000 feet, & easy prey for the enemy, but they were ideal for training purposes. Our next step was to convert to Lancasters at another station RAF Syerston, some 30 miles away. Our first experience of flying in a Lancaster was hardly encouraging, for as we took off with an instructor in charge, a tyre punctured & the aircraft swerved off the runway with one wing tip embedded in the grass. We made a very quick escape from the wrecked plane. But that apart, we soon appreciated the Lancaster bomber. 15 hours flying followed, & we were adjudged to be ready to go to a Squadron. On 5th June 1944, we were posted to East Kirkby, 10 miles north of Boston to join 630 Squadron. My first memory of East Kirkby, was the next morning, which was D.Day, 6th June 1944 when Britain & America & their Allies invaded France. The aircrews who had flown to support the ground troops were so excited by the scale of the invasion forces, the number of ships involved – it all seemed so impressive. The station was built only a year or two earlier, & was quite primitive, spread over a large area, our billets were nissen huts nearly a mile away from the airfield, the Sergeants & Officers’ Messes half a mile away, but strangely we soon loved the place. For the next few days as we settled in, we were introduced to the Squadron C.O. Wing Commander Bill Deas, a South African & a great character – sadly he & his crew were killed on a raid a few weeks later. At this time we met our replacement Rear gunner, Flying Officer Geoff Bate who still had half a dozen missions to complete his second tour of operations, we were well pleased. Our
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first mission was a night raid to Normandy, & was supposed to be in support of the Ground forces in the invasion area near to Caen. However on arrival over the target, we were ordered not to drop our bombs, as the ground armies had made a quick advance, & the target was now in their hands. So all the aircraft had to turn about & go back to base. When we did arrive over East Kirkby, we were then sent off over the North Sea, where I had to drop our bombs because it would be unsafe to try to land the aircraft because the overall weight was over the permitted limit. So out we flew to the dropping zone, & naively I dropped the lot, some 12000 lbs of high explosives, & back we went to base, where we were debriefed, given breakfast, which included a fried egg & bacon (a real treat, eggs were very scarce in war time Britain, but aircrews were always given one after an op.) But that was not quite the end of my mission – the next morning I was called to the Bombing Leaders Office, & given a telling off for dropping all the bomb load when I or the Flight Engineer should have calculated what weight of bombs to drop, to get the aircraft down to the safe landing weight, but on one had ever told me that. However I never heard any more about my “faux pas”. After our first mission others followed in quick succession & by the end of June we had notched up 4 more raids, including a rather hair raising trip to Germany, where some 37 Lancasters were shot down out of a total of 133 sent out, but luckily we were. Geoff, our Rear gunner had by the end of June completed his second tour, we valued his experience in those first few trips & were so pleased when we heard later that he had been rewarded with a DFC. During July we flew 10 further missions, including our first daylight raid – but only three over Germany. With the Allies invading Europe in June the role of Bomber Command changed, & support of the Armies was the first priority, by bombing Railways, Marshalling yards, Oil depots, to hamper the Germans. Also with the threat of Flying bomb attacks on England, a number of raids were against the launching sites, hence missions against German targets were reduced. July 18th was to prove the most horrendous trip we were to face, when we were hit by a German night fighter on our way home. Fortunately we escaped into cloud. & the attack was discontinued. However with the help of the Flight Engineer, Alec & Doug managed to pull the aircraft out of the dive, to regain control. A relieved crew were on their way home, thankful of the skill & calmness of our skipper, Alec Swain. When we saw the damage sustained by our Lancaster, with part of the wing missing & a hole just behind the Wireless Operators position, we wondered how we had survived. It said something for the skill of our pilot, & for the mighty Lancaster. But we had little time to feel sorry for ourselves, 12 hours later we were off on mission no 10 – our first day operation, thankfully a quiet trip. At the end of July we were allocated our own Lancaster, NN702J(Jig), in which we would end our tour. Nine more missions followed during August, three of them by daylight – it was much the same pattern as we supported the land armies, or raided Flying Bomb sites, attacked U-boat installations on the coast, & bombing an enemy fighter based aerodrome, to put it out of action, prior to a bombing raid t[to] be made that same night. Sad part of this daylight raid, when I witnessed a Lancaster bomber being hit by bombs dropped from another Lancaster flying above – particularly gruesome when we learned later that the doomed pilot, was a Dutchman, on the last mission of his tour, & the aerodrome under attack was in Holland. Sadly I saw no parachutes from the stricken plane. We were given two weeks leave on the 18th August with 26 trips completed. Returning to base, we still had 9 missions to fly to complete our tour of operations, & during the rest of September we completed a further 8 mainly against German industry, & one of those found me over Germany on my 21st birthday, thankfully it was an incident free journey. It was a bit of a change on raid number 33, when with 6 other Lancasters we dropped mines in the German sea-lanes outside of Heligoland, I recall it was quite boring flying for 4 hours over the North Sea. We flew our last mission on the 5th October a daylight raid to Wilhemshaven, although at the time we did not know we had reached the end, & until the next day when we were air testing an aircraft, & Alec, our pilot, told us that Bomber Command had reduced the number of operations from 35 to 34 with immediate effect, so our battle was over. I remember that when he told us there was a great rush about the aircraft, as we all donned parachutes – we were not taking any unnecessary risks.
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That night our crew, & the ground staff who looked after the plane, & were wonderful caring guys, all made our way to a pub in nearby Boston, where we had a whale of a party I’m afraid I do not remember too much about it, but that was excusable. A day or two later our crew left East Kirkby for good, & sent on leave, the seven of us boarded a train from Boston to Peterborough, & it all seemed so casual, we exchanged addresses, promised to keep in touch, but in an instant we went our separate ways. For nearly a year we had been together, living & flying & truthfully had become closed than family, as we supported each other during that period, & in a few seconds on the railway station it all ended & we all went our separate ways. Over the years Alec, Donovan, Dough & I met up a few times but some of the crew I would never see again. Now in 2010 as far as I know just Doug & I survive, although neither he nor I have any knowledge of what happened to Smithy our navigator or our first rear gunner, Geoff. Alec, Donovan & Jock (mid-upper gunner) have all died, but we remember them with great affection, & wonder about the others.
To sum up my tour I flew 34 missions from 12th June to the 5th October 1942 – 26 night & 8 daylight missions, flying 200 hundred hours. During that time we attacked industrial sites in Germany, Submarine depots, Oil terminals, Marshalling Yards & Railway Junctions, flying bomb sites & supported the Army by attacking enemy lines. On two missions we were instructed not to bomb on arrival in the target area. I do not have a complete record of bombing loads carried but estimate that in all we dropped over 150 tons – the average bomb carried was between 9000 & 12500 lbs (depending on the distance flown to the target) & the range of bombs dropped were 4lb incendiaries, 500lb, 1000lb, 2000lb & 4000lb. I would describe y tour as fairly quiet, twice the aircraft came under fire by night fighters, (the most serious I have detailed), & we did sustain slight flak damage. I have been asked whether or not I was scared, I don’t think I was, apprehensive – yes, but there was little time to think about those things, there was so much to do all the time. I was thrilled some weeks later when I heard that our skipper, Alec had been awarded a Distinguished Flying Cross – so well deserved.
After completing a first tour Aircrew were expected to have a 6 month break from operations before being recalled for a second tour & so three weeks after leaving East Kirkby, I was posted to RAF Westcott, near to Aylesbury, to await training as an Air Bomber instructor, but there was little to do as there were a number of men in the same category as me, & there was little to do. Whilst at Westcott, I received the most harrowing news, going home on a day off, my father handed me a telegram which had arrived earlier in the day, advising the death of my brother Peter. Returning from a raid on Dusseldorf, his aircraft was coming into land when it crashed just short of the runway, & tragically all the crew were killed. Peter had joined the RAF just a few months earlier; he had been selected for training as a Flight Engineer, & after qualifying was posted to 166 Squadron at Kirmington, Lincolnshire near to Grimsby. He was killed on 4th December 1944, & was just 19 years of age. We were all devastated, particularly my Mother & Father, who had no idea that he had started his operational tour – he had told me that he had, but being only a few weeks after the end of my tour, didn’t want our parents to know to cause them any concern or worry, - instead it was a more profound shock to them when it happened. I do know why the aircraft crashed, had it been attacked to cause damage or loss of fuel I don’t know, the Squadron records the crash with the remarks “cause unknown”. He was a cheerful lad, good sense of humour, & liked the girls. Unlike me he was mechanically minded, & a[sic] after leaving school, was training to be an Engineer. I often wonder if he wanted to follow me into the Air Force, because I think the job he was doing might have exempted him from joining up. We shall never know. He was buried in Kettering Cemetery, with the local Air Training Corps (of which he had been a member) in attendance. Peter’s crew were all Canadians & are buried near to RAF Kirmington. So very very sad. My parents were devastated, & it was something my father particularly never recovered from. To try to give them some comfort, I was able to get a compassionate posting to RAF Desborough, like Westcott an Operational Training Unit, & served there for about 6 months, although I was sent to a Air Bombers’ instruction Course at RAF Manby in Lincolnshire for three weeks early in 1945, & graduated from their[sic] as a fully fledged
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instructor. I stayed at Desborough for a few weeks, not much to do, but it was nice living with my parents, & biking or going by bus, to the base. In May the war against Germany had been won, & there were great celebrations, & we wondered what would happen next. I was soon to find out, aircrew were supposed to fly two tours of duty, the second after a 6 month rest period, so I was not surprised when I was included in a crew made up of instructors who like me were eligible to fly operationally. I do not remember much about my fellow crew members the pilot was from Edinburgh – a Flight Lieutenant Christie DFC, & that’s about all. We were posted to RAF Luffenham, near Stamford, arriving there in mid-June. The war in Europe was finished, but Japan was still fighting, so I & countless other aircrew were being retrained & refreshed for service in the Far East. The course lasted a month & after just 36 hours flying training we were judged to have passed, & then sent home on leave to await a posting to the Pacific war zone. Again fate was to take a hand, when early in August, the Americans unleashed two atom bombs on cities in Japan, catastrophic damage they to[sic] surrendered. My second tour would not happen, & my “career” in aircrew was over. Two days later I was sent to a unit near to Gainsborough, for re-mustering to a ground trade, for the rest of time. I was not alone many more ex-aircrew where[sic] there, but no one I knew. During my week there I was interviewed & given lists of various Ground staff vacancies, nothing really interested me, but having to make a decision, I opted for a RAF postal course, preferably near to home. I was given 7 days leave, after which I was posted to an Aircrew Holding Unit, near to Elgin, in Scotland, this was in fact a RAF Coastal Command Station, & no one knew why I, a Bomber Command person was there, & after 2 weeks doing nothing, I was sent to Haverfordwest in, over 400 miles from Elgin, in the South west of Wales. The date was 22nd September 1945, & by then Pauline & I had set the date of our wedding for October 6th, so after just a week in Wales, I was on my way back home for the big day. Despite the war, with food rationing etc we had a lovely wedding, the service was at Fuller Baptist Church, followed by a reception at a Traders Union hall in Club Street. I think there were about 60 people there. Pauline’s father had plenty of contacts, & despite all the shortages & rationing managed to provide lots of food & refreshment. Pauline had resigned as a nurse at Kettering General Hospital, when her mother was seriously ill 2 months previously. We left the reception in the early evening, spent the first night in London, & on to Bournemouth for a week, & we recall how unseasonably warm & sunny that second week was, we had a lovely time. Alas by the 18th I was on my travels again, this time to RAF Kirkham, Preston for my course to convert to a Postal Officer. It was a short & intensive course & I qualified early in November. During my service to date I had acquired the rank of Warrant Officer & although now a postal Officer I still retained that rate of pay. Like most wartime servicemen, with the war over I was thinking only of demobilisation – the Government had worked out a scheme for the constructive release of personnel & I learned that I would have to serve for nearly another year. When I agreed to train as a Postal Officer, I was asked where I would prefer to serve, & I specified either RAF Desborough or RAF Luffenham, & wasn’t too pleased at Kirkham when I was informed that I was to be posted to India!!!. Accordingly I was given embarkation leave, & at the end of November sent to Blackpool, to await shipment. After 12 days I was one of a train load of airmen, many just raw recruits, who were despatched to Plymouth, where we embarked on to HMS Devonshire, a destroyer, converted to troop carrier – we were on our way to the Far East. On the 15th we set sail. It was quite pleasant, the ship was manned by the Royal Navy, there was a Warrant Officer’s mess for the RAF, & we had little to do on the 15 days journey. In the traditional Navy way, a daily rum ration was served to us, although this stopped in a few days when it was discovered that some of the younger RAF personnel, were selling their ration to the Sailors. I was very seasick as the ship ploughed through the Bay of Biscay, & as I laid on my bunk felt even worse, when the radio announced that the Sunday service was being broadcast from Fuller Baptist Church Kettering, where 2 months earlier Pauline & I were [inserted] married [/inserted]. Since 1939 all servicemen going to the Far East were transported round South Africa, but the Devonshire was sent through the Suez Canal, & what a thrill that was, as we stood on the deck to see he[sic] ship negotiate a water way that appeared to be only just wide enough. By this time the weather had become warm, & did not really change for my time in India. We arrived in Bombay on New Year’s Eve & all of the airmen were transported by road to a Reception Camp a few miles away, called BRD Worli. A few days later, I was
[centred] 7 [/centred]
[page break]
posted the Base Post Office in Bombay, where for 3 months, I was in charge of sorting incoming mail for RAF personnel stationed in India. ^ then arranging despatch of post bags to the various destinations. It was not a very demanding duty, & I recall sitting around in the rest room, drinking countless cups of tea, or minerals, to quench my thirst in the hot & sticky conditions in the [missing word?] to await the sea, & well looked after the Indian staff. May/June I was transferred to the Base Post Office at Calcutta, where I was still overseeing the redirection of mail etc. The Office was a large detached house, on the outskirts of the city, & in which the twenty of us lived with our own mess. The food was supplied by the nearby American garrison, & was very good. To get to the canteen we often hired rickshaws, rather than walk a mile or so, & it was good fun chasing along the roads, urging our drivers to race each other. I also had to escort lorries to carry mail to or from the Calcutta Airport, I recall being issued with a revolver for this duty, but cannot remember being given any ammunition!!!! In June I received notice of my demobilisation & was sent back to RAF Worli to await shipment back home. It was not a long wait, & I was soon on my way to Bombay, where I boarded a troop carrier, the SS Georgic a pre-1939 vessel but it was a pleasant 14 days voyage, as we returned via Suez (which we navigated at night with the ship’s spot lights trained on the sides of the xcaal [canal] – quite a thrill) to Liverpool. I didn’t really want to go to India, but having spent a few months there, I am pleased I had that experience – there is a certain fascination with the country, which as a young man I enjoyed. From Liverpool we were sent to RAF Kirkham, near Preston for demobilisation. I suppose it was quite clinical when the following day an endless file of separating airmen a[sic] made their way into an old hangar, where we were given choice of civilian clothing, ration books, six weeks pay, & a travel warrant, & out we come – I don’t recall anyone in authority thanking us or wishing us well, we just went in one door as airmen & out the other side into vehicles to take us to the local Railway station. But it was all forgotten a few hours later, I caught a train to Northampton, & hitch hiked to Kettering – my war service was over.
Pauline’s parents had provided rooms for us in their house in Charles Street, & for the next few weeks, it was a period of adjustment, gone was the routine of the RAF, after nearly 5 years, it was a new experience for me, but together Pauline & I got used to it. I had received 6 weeks termination pay from the RAF, so took advantage of that before returning to my former employment at Stewarts & Lloyds on the 26th August 1946, just 3 weeks before my 23rd birthday. After serving in some 40 different locations in the RAF it took a long time to settle in to work, not helped when received my first pay advice from S. & L. which equated at the princely sum of three pounds seventeen shillings (£3.75) per week – my Air Force pay was equivalent to approximately £11 per week plus my food. I was shocked & on querying this, I was told that under the rules of the Company, until I reached my 25th birthday, I was on the “junior scale”, but as my birthday was in September I would get a birthday rise. I did get an increase of just six shillings & three pence a week.
December 2010.
[centred] 8 [/centred]
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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
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Walter Morris - 1939/45 War Record
Description
An account of the resource
A memoir covering Walter Morris’ early life before moving into his service in the Air Training Corps from 1941 and his entry into the Royal Air Force in February 1942 (as the first Air Training Corps Cadet from Kettering to be called up). The account continues through his service in the Royal Air Force, which started with his cohort being sent to RCAF Bowden in Alberta, Canada (via RCAF Moncton) aboard the “SS Queen Mary” for training. Following the completion of his training, the account continues with an overview of his service in the Royal Air Force in which he was a Flight Engineer on 34 combat operations, after which Walter transferred to an instructor’s position (which he retained rather than return to combat following the death of his brother in an aircraft crash). Following the end of the war he got married in October before being posted to Bombay and later Calcutta as a member of the Royal Air Force’s post office. He was demobilised in June 1946 and returned to England where he returned to his pre-war position at Stewarts and Lloyds.)
Creator
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W Morris
Date
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2010-12
Format
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Eight page printed document
Language
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eng
Type
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Text
Text. Memoir
Identifier
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BMorrisWMorrisWv1
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
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Great Britain
England--Northamptonshire
England--Kettering
England--Cambridgeshire
England--London
England--Manchester
England--Yorkshire
England--Scarborough
United States
Massachusetts--Boston
Canada
New Brunswick--Moncton
Alberta--Innisfail
Ontario--Trenton
Ontario--Picton
Ontario--Hamilton
Germany
Germany--Helgoland
France
France--Normandy
Germany--Wilhelmshaven
Massachusetts
Ontario
New Brunswick
Alberta
England--Lancashire
Temporal Coverage
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1941
1942-02-12
1943-03
1943-09
1944-06-05
1944-10-05
1944-08-18
Contributor
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Sue Smith
Publisher
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IBCC Digital Archive
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Conforms To
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Pending review
166 Squadron
630 Squadron
aircrew
Anson
Bolingbroke
bomb aimer
bomb struck
crash
crewing up
demobilisation
Distinguished Flying Cross
final resting place
flight engineer
killed in action
Lancaster
Lancaster Finishing School
love and romance
military ethos
military living conditions
mine laying
Nissen hut
Normandy campaign (6 June – 21 August 1944)
RAF East Kirkby
RAF Kirkham
RAF Kirmington
RAF Manby
RAF North Luffenham
RAF Silverstone
RAF Swinderby
RAF Syerston
RAF Wittering
RCAF Bowden
Stirling
Tiger Moth
training
V-1
V-weapon
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1066/32271/BPayneGPayneGv1.1.pdf
56a2f0d01bb4921591ab94fc697c80ee
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, Geoff
Geoffrey Albert Payne
G A Payne
Description
An account of the resource
Two items. An oral history interview with Geoff Payne (b. 1924, 1584931 Royal Air Force) and his memoir. He flew operations as a wireless operator / air gunner with 115 and 514 Squadrons.
The collection has been loaned to the IBCC Digital Archive for digitisation by Geoff Payne and catalogued by Barry Hunter.
Publisher
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IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-05-28
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Payne, G
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
AN AIRMAN’S TALE
By Geoff Payne
[514 Squadron Crest]
[115 Squadron Crest]
[RAF Training Command Crest]
[RAF Bomber Command Crest]
[Picture] Artist’s Impression of Bomber Command Memorial in Hyde Park
[page break]
AN AIRMAN’S TALE
By Geoff Payne
Chapter 1
Under Training (U/T)
Chapter 2
Operations RAF Witchford
Chapter 3
Back on Operations RAF Waterbeach
Chapter 4
Grounded
Chapter 5
As Time Goes By
[page break]
Page 1
An Airman’s Tale By Geoff Payne
The Story of His Time in The Royal Air Force
Chapter 1
Under Training (U/T)
Having attended the Aircrew Assessment Board at Viceroy Close in Birmingham, I passed for aircrew training, given my RAF service number and told to return to work and await my call up documents. This was in August 1942 I was seventeen and a half at that time, an Air Cadet and eager to join the service of my choice. Time seemed to drag over the next few months, air raids had virtually ceased, although fire watching duties at my factory were still a priority and was able to pick up five shillings per night doing this chore, a useful supplement to my apprenticeship wages.
The end of March 1943, my travel documents arrived, together with information that I was to report to the Air Crew Reception Centre (ACRC) at Lords Cricket ground, St John’s Wood, London.
A month later, my family and I stood on platform three at New Street Station awaiting the early train to London, fortunately, a trainee school teacher from my school was also going to ACRC so it was nice to have his company. This was the first time I had been away from home by myself and looked forward to the new experience.
London Euston station was all bustle, full of service personnel manoeuvring around the station looking for directions, we eventually got to the tube station and made our way to St Johns Wood and Lords Cricket ground. What a fascinating experience travelling on these tube trains and, from information gathered, all service personnel could travel anywhere by tube, free of charge. Booking in, we were given a pack of sandwiches, told to hang about for an hour so, spending our time, inspecting the wicket, gazing at the pictures of past players in Lords Taveners and in general, soaking in the atmosphere of the home of cricket.
About fifty of us were assembled and given a general talk on what was to happen during the next hour or so and, told to memorise our service number and to mark every piece of our service clothing and equipment when it was issued.
We were then marched into a hall and ordered to stand behind the gym benches that lined the hall and ordered to strip, including socks, this inspection was known in the services as a FFI (free from infection) then two M/O,s [sic] walked down the lines of naked men checking fingers, toes and nether regions. Modesty went out of the window that afternoon.
When clothed, we marched in single file to the stores where we were issued our uniform and kit then assembled outside the hall to board a service bus that took us to our billet, a set of high rise luxury flats facing Regents Park and the Grand Canal, our block was Stoneleigh Court. All the civilian occupants had been decanted, six airmen were allocated to a room. Quite cosy under the circumstances.
After settling in, we assembled in the main road with our enamelled mug, knife fork and spoon (irons) ready to march to our mess, not knowing at the time, we were to be fed in the London Zoo canteen.
Later that evening our time was spent sprucing up our “best blue”, trying to get a shine on our boots, parcelling up our civilian clothes and in general, just getting sorted
[page break]
Page 2
out ready for our first parade in the morning.
The following morning, we deposited our “civies” [sic] to be posted home, after breakfast we paraded in the main road at eight o’clock, inspected by a sergeant, then marched off to the medical centre for our inoculations and whatever. The RAF medical centre, Abbey Lodge was also a high rise block of luxury flats, half a mile away from our billet, which also doubled as a RAF hospital and surrounded by a fence of black architectural iron work. We were organised in a single file that stretched alongside this fence. here we waited for some time before the file began to move along slowly, up stairs into one room where an orderly drew an armful of blood, up more stairs and into another room, a scratch on the arm for small pox, injections for tetanus and whatever, so it went on until finally we emerged into a courtyard to the rumble of expletives. Not finished yet, now for night vision testing which took over an hour to complete before being marched back to our billet and lunch at the zoo.
During the first week at ACRC the air raid alarm sounded and our group were woken up to go to Abbey Lodge.
As we set out the anti aircraft batteries in Regents Park began to open up and falling shrapnel began to scream on its way down, thankful for our tin hats on that occasion. Arriving at the hospital, the lifts were off so we had to manhandle the bed patients down the stairs on stretchers into the car park situated beneath the block. this was by no means an easy task negotiating ones way down the stair wells, manoeuvring around the sharp corners. The raid continued intermittently for three hours before we could take these patients back to their wards then began a slow walk back to Stoneleigh Court for a well earned rest.
Most of the remaining time at ACRC was taken up with rifle drill, physical training and marching everywhere, however, we had plenty of leisure time to take in the London sights, thankful for the free transport on offer.
One amazing coincidence was meeting up with my cousin Jack Stone whilst wandering around London Zoo.
I knew he had enlisted in the RAF as a boy and trained as an armourer, surprisingly, he was also wearing a white flash in his forage cap, the sign of an aircrew cadet. He had re-mustered and was going forward for air gunner training the same as me, sadly that was the last time I saw him, he was lost on his second tour of operations later in the war. His name is recorded on the walls of The Runnymede Air Force Memorial as having no known grave.
Finally, after four weeks of hard training and feeling fit, we received orders to move as a group to ITW (Initial Training Wing) wherever. Destinations were never broadcast because of security, although we knew the next port of call was Kings Cross Station.
14 ITW RAF Bridlington
Arrived at Kings Cross in full marching order, back pack, side pack, water bottle and kit bag plus a pack of sandwiches to sustain us on our journey. A reasonable journey up to York, then changed over to a non corridor train for the final leg of the trip to the seaside resort of Bridlington. Here we were met by transport which took us into the town to be dropped off in a street of vacated terraced houses. Ten cadets, including my two friends, Vic Lodge from Halifax and Nick Alkemade from Loughborough
[page break]
Page 3
were allocated to one of the houses, a sparsely furnished house without running hot water. We had arrived at 14 ITW RAF Bridlington, Yorkshire.
The messing facilities were located in the Spa Ballroom near to the promenade, an art nouveau type of structure where one could imagine the flappers of the twenties and thirties gyrating around the dance floor, soon to be brought back to reality with the greasy food odour permeating the once splendid ballroom.
Our time at Bridlington was spent on drill during the morning, and being an ex corporal in the ATC, the DI (Drill Instructor) often gave me the opportunity of taking the squad on these exercises. The favourite route was along the promenade where there was always an audience to give us a cheer or on occasions, a humorous comment from “Matelots or Squadies [sic] who were out for a stroll.
The afternoon parades were less exhausting, attending classes on aircraft recognition, a very important aspect of an air gunners job, sessions in a gun turret simulator and boring lectures on KR’s (Kings Regulations). We also had regular excursions to the 303 rifle range and to the Butts for pistol and Sten gun practise, surprisingly these visits became very competitive amongst our group with bets being bandied about.
The most enjoyable afternoon sessions was the visit to the local swimming baths where we could partake of a hot shower, get some dinghy drill in and generally play around in the pool.
All this exercise, the bracing sea air, made us healthily fit and always hungry. There was the NAAFI, a few fish and chip shops and cafes around the town but on this occasion, short of cash we decided to make use of our own mess for “supper”. Usually there was bread, margarine, jam and sometimes the left-overs of a sweet. We were lucky this night, there was plenty of trifle available and tour regret. three of our group including myself, were up all night vomiting and feeling very, very sick. The following morning we had no alternative but to report sick, the doctor immediately diagnosed food poisoning and dispatched us off to hospital, a rambling country house on Flamborough Head, I never looked at nor even consumed trifle again for many a long year.
Five days later, having been discharged from hospital, our group of city airmen were scheduled for posting to Gunnery School in two days time, quite excited and looking forward to our first flying experience. Bridlington had been a pleasant town to be posted to, nice beaches for sunbathing and swimming and ample entertainment in the town. Although our billets had been pretty Spartan we were sorry to say goodbye to this friendly seaside resort..
11 AGS RAF Andreas IOM
We boarded our train at Bridlington Station early evening with no idea the route we were taking, it must have been westwards as the sun was just setting ahead of us. After a lot of stopping and starting, we eventually arrived at Piccadilly Station, Manchester to be allowed of the train and told there was an air raid in progress somewhere in the vicinity. We spent an uncomfortable three hours hanging about the station not knowing when we would be on the move again, luckily the tea bar was open.
Back onto the train feeling tired and hungry, our train clattered on until someone shouted that we were coming into Blackpool as theTower could be seen in the
[page break]
Page 4
distance, no such luck, we ended our train journey in the fishing port of Fleetwood alongside the quay. Tethered to the dock was a one funnel steamer, looking like a cross between a cargo ship and a ferry boat, bringing to mind the John Masefield poem, “Cargoes”.
Feeling miserable and weary after our lengthy train journey, we scrambled aboard this ship and looked for a spot to get some sleep during the four hour sea crossing. Very surprised to find a sort of tea and sandwich bar on board, although welcome, we were disgusted at the exorbitant prices. After an uneventful journey we arrived in Douglas, the capital of the Isle of Man, the home of the TT Races and the tailless moggy.
Disembarking, following roll call, we marched off to the train station to board a very unusual and unique style of rolling stock, most of our group including myself were unaware that an efficient railway system served most of the island. The island scenery was quite lush, hilly and dominated by Snae Fell, the only resemblance to a mountain on the island. Travelling on we by-passed the little town of Peel before arriving at the end of the line, the little fishing port of Ramsey to the north east of the island. Transport met us at the station to take us the short journey to RAF Andreas ready for a welcome meal in the airmens mess after our long drawn out journey from Bridlington.
RAF Andreas was a normal wartime airfield, a mixture of wooden and concrete buildings and sporting the usual three runways. With it’s sister airfield RAF Jurby just four miles from our base, these airfields were built primarily to provide cover for our shipping against the long ranging Condors of the Luftwaffe.
Having been split up into groups of ten, our Gunnery Course was set out with lectures and practical work during the mornings with afternoon sessions flying in the worthy Avro “Annie” Anson.
[picture of Wartime Anson in RAF markings]
Avro Anson
A very comprehensive course started with practical work on the reliable air cooled 303 Browning machine gun, getting to memorise the parts, stripping and assembling and eventually being able to do this job blindfolded with flying gloves on. During these exercises, our instructor timed us with a stop watch, here again bets were being laid and even encouraged by our instructor, I think he was a bit of a gambling man.
[page break]
Page 5
These lectures also included the identification of different types of ammunition by the use of colour coding on the base of the cartridge case as to whether it was tracer, incendiary, armour piercing or general purpose, a calculated mix of all these types of rounds were used operationally.
A very important part of this course was the understanding of the hydraulically operated Frazer Nash gun turret currently in use on the Lancaster and Stirling bombers. It became obvious that we were destined to be operating in either the Stirling or Lancaster aircraft as we never had any instruction on the electrically operated Boulton Paul turret currently in use in the Halifax bomber.
Many hours were spent on the workings of these turrets, the causes of stoppages and rectification, how to obtain an aircraft drift reading by using the movement of the turret against a fixed point on the ground or sea, how to synchronise four guns firing 5000 rounds per minute to achieve the optimum bullet spread over a certain distance. Then there were the visits to the special firing range using fast moving aircraft models at 100 yds distance. Firing from a gun turret was quite an experience although only one Browning was operable for obvious reasons.
Our first exercise in the Anson was a simulated attack by a Miles Martinet, three cadets were allocated to our aircraft, each one of us to take turns in the turret using a camera gun. On all our flying exercise, lots were taken in cranking up or cranking down the undercarriage, quite an exhaustive feat especially winding up the landing gear, some chore 140 turns up or down.
Two more flights with camera guns then on to drogue target practise using a single Vickers machine gun in the turret. Each cadet was allowed 200 rounds of identifiable ammunition, meaning that the tip of each round was dipped in a soft colour paint ie; 200 rounds blue, 200 rounds red, 200 rounds green. If a bullet pierced the drouge[sic], the gunner could then be identified. These exercises varied in many ways, with simulated attacks coming from all directions, finally the last few exercises of our course, were air to ground firing.
A enumber[sic] of bulls eye targets were set up on cliffs to the north end of the island, it must have been upsetting for the bird life in that area.
[picture of X Squad 11 AGS RAF Andreas IOM – Standing 3rd from left Geoff Payne, 5th from left Nick Alkemade]
[page break]
Page 6
Looking in my log book recently, I noted that in just the month of July I had clocked up twenty flying details of roughly an hours duration, mostly with Polish pilots.
During our time at 11 AGS, apart from the occasional guard duty, Saturdays and Sundays were non working days which, gave us the opportunity of exploring the island. The weather during our months course was excellent, so we took advantage of swimming off the charming little coves to the North of the island, there was also a small yachting pool alongside Ramsey harbour with the nearby Enemy Aliens Stockade, a series of commandeered boarding houses, bordering on the nearby Enemy Aliens Stockade, a series of commandeered boarding houses, bordering on the pool. We had previously been warned not to fraternise with the inhabitants of any of these camps. Sitting in a Ramsey pub one Saturday, three aircrew sergeants, all sporting navigators brevets, wandered into the bar, what a surprise to see my brother in the party, they were on a Wireless Operators course at nearby RAF Jurby and destined for operations flying in the “Wooden Wonder” the Mosquito. It would be another four years before I met up with my brother again.
The first week in August 1943 saw the end of our course with, a passing out parade and presentation of our AG,s brevet by a high ranking officer whom, if my memory serves me correctly, was then, Wing Commander Leonard Cheshire.
Not much time to celebrate, within two days we were given our seven days leave passes and travel documents. Pity my two friends were posted to RAF Desbourough[sic] whilst I was posted to RAF Chipping Warden by Banbury, only forty miles from my home and on the London to Birmingham main rail line.
I had enjoyed my time in the Isle of Man but very sad that over the years I have been unable to make a return visit to this interesting island.
12 OUT RAF Chipping Warden
Enjoyed my first seven days leave at home, left in civilian clothes and returned three months later in uniform, sporting three stripes on my sleeve with an AG,s brevet above my breast pocket feeling proud of myself. The seven days passed very quickly with time taken up visiting my relatives, ex workmates and of course my girl friend. Standing on Snow Hill Station waiting for my train back to Banbury, my thoughts brough me back to reality that this war is serious and that I could be on operations by the end of the year.
Chipping Warden was a pre war station, two story[sic] barrack buildings, administration blocks and massive hangers with brick built flight offices attached.
After picking up my bedding I enquired where the billets were and was taken aback when I was directed to a wooden hutted compound, complete with a sergeants mess, outside the main camp confines. This posed the question, are the newly promoted NCO aircrew being discriminated against?
Entering my designated hut I found a motley collection of aircrew including Aussies, Canadians and New Zealander’s, it was then that I discovered that aircrew NCO,s under training had there[sic] own messing and accommodation facilities. Meeting up with my fellow bunk mates, pilots, bomb aimers, wireless operators, navigators and gunners, found difficulty in picking up their accents and slang words. Meeting up with thee airmen, created a great feeling of camaraderie which was almost instantaneous.
The following day was spent doing the usual round of signing in and getting kitted out
[page break]
Page 7
with flying clothing, me being a rear gunner I had special issues, electrical heated Irvine Suit, fur lined heated bootees and gloves, fisherman’s sweater and thermal underwear. All this gear required another kit bag issue which I lugged back to the billet, spending the rest of the day getting to know more about these friendly “Colonials”.
Reporting to Flights next day, the various aircrew trades were segregated, we as gunners went to the firing ranges for some rifle and clay pigeon shooting. During the afternoon we were introduced to the type of aircraft that we would be flying.
[picture of The Vickers Wellington (Wimpy)]
At that time all the aircraft at 12 OUT were all ex operational Wellingtons, virtually “clapped out”, the replacement parts being in short supply creating a shortage of serviceable aircraft. A rotational system of aircrew to aircraft had to be adopted, hence a crew could be flying three to four times in one day utilising the same aircraft.
The course began in earnest with a mixture of circuits and landings, fighter affiliation using camera guns, high and low level bombing, the same such exercises applied to night flying, apart from fighter affiliation exercises. After three weeks of intensive activity, the day came when the CO told the assembled aircrew to get moving on to the satellite station RAF Edge Hill some ten miles west of Chipping Warden.
My bunk mates and I had anticipated being crewed up so we had already sorted ourselves out as a crew, two Aussies, one a pilot from Melbourne, the other, a navigator from Sidney, our bomb aimer from Carshalton and wireless operator from Bognor Regis with myself as rear gunner. Over the past three weeks we had really got on well, that was a good start.
RAF Edge Hill
A typical war time airfield, very dispersed with plenty of walking between sections, built right up to the edge of Edge Hill itself. Due to an indecisive battle fought out between the Royalists of King Charles 1st and the Roundhead Parliamentary forces of Oliver Cromwell, the local population believed that the area was haunted by a headless horseman. Will that be a bad omen? Weird!
This part of our course was to develop these newly formed crews into an efficient operating team, an essential commodity in our own survival and for effectively doing the job that we had enlisted for.
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An intensive programme of night and day cross country flights began, usually incorporating high or low level simulated bombing attacks using small smoke or flare bombs. During our daylight flights we were often buzzed by a fighter, all part of the learning process for air gunners.
On one night exercise, we must have gone miles off track when we encountered a Barrage Balloon which stood on it’s tail as it caught our slipstream, we knew we had entered a defended area when a few bursts of anti aircraft fire appeared not far away. This caused a bit of a panic until our wireless operator fired off the Very pistol with the colours of the day, to our relief that gunfire abated. At de briefing, our navigator learned that, due to a false wind forecast we had strayed close to the defences of Bristol.
Time came to return to Chipping Warden for our crew assessment to be met with news that we were to participate in a Nickel, a leaflet drop to Lille in France, however, the operation was scrubbed due to our aircraft being unserviceable. At OUT’s this type of operation was a normal occurrence enabling proficient aircrews to get in some operational experience. I still have one of those leaflets.
20th of August 1943 was the end of our time at 12 OUT and the faithful old Wellington, the next phase of our training schedule was a posting to RAF Feltwell in Norfolk to undergo an Escape and Evasion course.
RAF Feltwell
RAF Feltwell was a typical pre war brick built airfield with grass runways, then in the process of converting to concrete runways. Upon arrival, surprised to find that there was only a skeleton staff in occupation, apart from a unit of RAF Regiment personnel who were to be our instructors to this Escape and Evasion course. We were joined by six other crews, a total of thirty airmen. In the event of being shot down over enemy territory, the object of the course was to impart some skills that would assist downed airmen to escape or to evade capture. It was a prerequisite for airmen to attempt escaping thereby tying down essential enemy manpower.
The first part of the course was training in the rudiments of enarmed combat, no holds barred, using all the dirty tricks available, the Queensbury rules didn’t apply in dangerous situations one may find oneself in.
Following on this exercise we practised the art of concealment, our five crew members would spread out in some scrubby woodland approximately one mile square, then to conceal themselves the best way they could and, using whatever materials came to hand. The Regiment unit were then sent out to locate us if they could and after a number of attempts this exercise proved useful and effective although one escapee got bitten by an Adder whilst hiding in some gorse bushes. Our final exercise was hilarious, we were taken out at midnight in an enclosed vehicle, dropping two of us off at a time some fifteen miles from the camp with only a box of matches and some cigarettes, no money and told to make our own way back to Feltwell. This exercise proved to be a non event as it began to pour with rain. We had been dropped off on a farm track in the middle of a scrubby wheat field where we found a dilapidated corrugated type of shed. A few fairly clean sacks were lying about and some wooden boxes which gave us an ample supply of fuel for a small cosy fire.
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There we stayed until a farmer with his truck arrived to give us an amount of verbal abuse until we explained that we were on an exercise and would wish a lift back to Feltwell. The truck dropped us off about a mile from the rear of the camp, success! The Regiment were out looking for us that night but we got back into the camp unchallenged and in time for a welcome breakfast.
One memorable occasion during the evening playing cards in the billet, we heard a sort of rumbling noise which got louder and louder. We rushed out of our billet and looked up at the sky, a clear night and almost dark. At about ten thousand feet there must have been hundreds of four engine heavy bombers heading eastwards, an amazing sight. Back in our billet, we contemplated that we could be part of that type of air Armada very shortly.
At the end of our weeks course we were given our travel documents to report to RAF Wratting Common, a Stirling conversion unit which caused much consternation among the crew. We had hoped to avoid operating in Stirlings due to the high loss rate attributed to this aircraft.
1651 Heavy Conversion Unit RAF Wratting Common
Wratting Common was a war time aerodrome situated between Cambridge and Newmarket, it had recently been vacated by 90 Squadron who had operated with the Short Stirling Aircraft. A well dispersed cap, miles from anywhere, the nearest rail station being Six Mile Bottom, three miles from the camp. Mud everywhere, I am sure that if you stepped off the concrete paths you would be a goner.
Settled in our Nisson hut and proceeded to scout round for wood and coke to service our lonely stove, an east wind was blowing in over the low lying expanse of East Anglia, cold enough to try out our new thermal underwear.
Reporting to the flights the following day to meet up with two new crew members, Dick Hollis, Mid Upper Gunner and Cyril Bridges, Flight Engineer making, up our seven man crew. Together with two other crews, we were then taken to a hanger[sic] to get to know this massive aircraft, the Short Stirling.
[photograph of the Short Stirling]
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Spent the afternoon scrambling about this aircraft, proudly showing off the various escape hatches and doorways to my crew. As an apprentice, my company was involved in the manufacture of various component parts associated with the Stirling, as was my girl friends[sic] mother being an electrical inspector on this aircraft.
Our first flights in the Stirling consisted of two three hour sessions of circuits and landings, not at all present, no wonder this exercise is known as “Circuits and Bumps”, we certainly had our share of bumps that day. It was a relief when the Gunnery Leader informed us that all the gunners on the course were to undertake an advanced gunnery course at RAF Newmarket as, there was no point in wasting time just sitting in an aircraft doing circuits and landings. Newmarket was some experience, we were billeted in buildings associated with the racecourse, even the Wellington based there took off from the racecourse.
This gunnery course took place over the North Sea and was more realistic using the same type of gun turrets that we would use on operations. Spitfires simulated the attacks and our Wellington would be doing the defensive manoeuvre of corkscrewing.
On the firing exercises we were either in the front or the rear turret firing at a drogue being towed by a Miles Martinet. Our time at Newmarket was very instructive being trained by ex operational air gunners. I am positive that by imparting their experiences gave me confidence for the task ahead.
Back at Wratting Common to find that we had lost our Australian pilot, they had been engaged on circuits and landings at RAF Downham Market when the starboard outer engine failed when coming in to land, the wing dipped and struck the ground causing the aircraft to crash. Our pilot sustained a severe head wound but was dragged to safety by the Flight Engineer. Apart from a few bruises the rest of crew escaped unhurt although the aircraft was a write off. The accident allowed us to take a fortnights leave over Christmas and New Year awaiting the arrival of a new pilot.
Festivities over, back to Wratting Common we met up with our new pilot F/O Bill Martin an experienced pilot on twin engine aircraft, it did not take him long to master this giant of the sky. Just a few day and night exercises of circuits and landings then on to long distance three to four hour cross country flights.
After nearly forty hours flying time converting to Stirlings our course finished abruptly when we were informed that as a crew we would be moving onto RAF Waterbeach to convert on to Lancasters. A quiet feeling of relief when word came that due to the heavy loss rate on German targets, Stirlings were being withdrawn from the main thrust of Bomber Commands activities.
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1678 Heavy Conversion Unit RAF Waterbeach
[photograph of Lancaster Mark II (Note: Flying on one engine)]
What a great feeling to get away from Wratting Common with it’s isolation and mud to arrive at a pre war brick built camp with all the amenities, a regular bus service into Cambridge, three pubs in the village and comfortable billets.
Accordingly to the talk around the camp, we were to convert onto the Lancaster 2 with Bristol Hercules radial air cooled engines as opposed to the Merlin inline liquid cooled engines. According to records, there were only five squadrons allocated this type of aircraft, three Canadian and two British. Just over three hundred were build by the Armstrong Whitley Company in Coventry as a stop gap, due to a shortage of Merlin engines and a surplus of Hercules engines. This Lancaster was a strange looking aircraft, but apart from it’s ceiling, the performance was comparable to the original Lancaster.
Within a week of arriving at Waterbeach, with only seven hours day and six hours night flying exercises under our belt we were considered capable of joining a squadron. Unfortunately, due to the Stirlings being phased out, a bottle neck seemed to have occurred throughout the squadrons of Three Group, consequently, our crew were sent to a holding unit at RAF Stradishall for two weeks before being awarded a seven days leave prior to our operational posting to 115 Squadron at RAF Witchford by Ely.
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Chapter 2
Operations RAF Witchford
After seven days of a very welcome leave, I arrived at Liverpool Street Station, London, early afternoon, joining up with three members of my crew, Sid Longhurst our Wireless Operator, Joe Waple, Bomb Aimer and Cyril Bridges our Flight Engineer. As usual, the train full of servicemen, mainly RAF, stopped at every station en route to Ely, destined for the many aerodromes scattered about East Anglia. Dusk was approaching giving the flat frosty landscape a look of foreboding which added to the apprehension that was building up inside me. Even the idle chatter failed to divert my thoughts away from the task that we had so flamboyantly volunteered for.
Arriving at Ely, the crew bus picked us up with all our gear and drove the short distance to Witchford camp, collected our bedding before being dropped off at our billet. Here we met up with our Mid Upper Gunner Dick Hollis and our Australian Navigator.
RAF Witchford, a Nisson huttet[sic] camp, recently vacated by 196 Stirling Squadron. The domestic site was situated to the rear of the village of Witchford with our billet directly behind The Shoulder of Mutton public house as it was named in those days. The administration area and airfield was situated at the eastern end of the village with the main runway start, close on the borders of Ely itself, a camel trek from our billet.
The following day was very cold, a hoar-frost covered the trees as we went about getting our bearings and doing the usual business of signing in at the various sections of the camp ie medical, transport, parachute section etc eventually arriving at C Flight to be designated a locker for our flying kit. Our Pilot, F/O Bill Martin arrived on the scene and introduced his NCO crew to the C Flight Commander, Sqd Leader George Mackie.
[photograph of the crew] L to R Back Row; Sid Longhurst W/op Cyril Bridges F/eng Dick Hollis M/u Jim Henry Nav
Seated; Geoff Payne R/g Bill Martin Pilot Joe Waple B/a [/photograph of the crew]
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Early next morning February 5th 1944, reporting to the Gunnery Leaders office, I meet up with F/Lt Eric Bilson who casually informed me that I was on the Battle Order for that nights[sic] operation, briefing at 19.45hrs. I would be joining the crew of P/O Speirenberg as their rear gunner for that nights[sic] operation.
During the afternoon, met up in the Sergeants mess, some of the crew with whom I was to fly with that night. Most of the afternoon was spent moping about the Mess trying to allay the nervous tension with a “cat nap” or a lot of idle chatter. This operation was to be the first for P/O Speirenberg and his crew, we were indeed a “sprog” crew.
Time came for our operational meal of bacon, eggs and fried bread, a luxury in those days, then the leisurely stroll to briefing along the ain street of Witchford to the admin site. Here we were directed to a large Nisson hut, on guard at the entrance stood two white capped service police looking very ossicious. Our pilot and navigator had already been briefed and were awaiting us at a large trestle table. Introductions all round, we sat waiting for the formal proceedings to begin. A command from the back of the hall brought us to attention when the squadron hierarchy marched to the front, led by the squadron commander.
[photograph] RAF Witchford Briefing (I am seated forefront left) [/photograph]
Stepping on to the dais, the CO wished us a good evening before withdrawing the curtain covering a blackboard showing a large map of Europe. Starting at Witchford, a red ribbon stretched out, crossing the North sea, meandering across France and finally ending way down in southern Germany. Gentlemen, your target for tonight is Augsberg, announced the CO to gasps from the assembled crews, many had recently operated on some very difficult and long distance sorties, including a number of Berlin raids.
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Following the CO,s briefing on the importance of this target, the M.A.N. works, we were briefed by the section leaders as to fuel and bomb loads, weather conditions, intelligence reports on enemy flack areas and industrial installations etc with a final word from the CO wishing us good luck. My own thought at that moment was, we will need all the good luck we can get.
Our pilot, a South African, gathered his “sprog crew” together, and trundled of[sic] to the flights to change into our flying gear and to pick up a thermos of coffee, flying rations, a few biscuits, barley sugars and “wakey wakey pills” (Benzedrine) plus my lucky Golliwog which my girl friend had made for me. Not too long before our transport arrived with it’s WAAF driver who would take us out to our aircraft dispersal pan.
At dispersal we chatted to our ground crew and chain smoked until it was time to climb aboard our aircraft M for mother. As a crew, we had not air tested our aircraft during the day so, each crew member did his own preliminary checks prior to start up.
A green Very light rose from the control tower then one by one the powerful Hercules engines roared into life, disturbing the roosting bird life and breaking the eerie silence of the darkened evening. Our skipper called up for crew reports if everything was Ok before waving chocks away, a short burst of engine power we began moving forward on to the perimeter track following a long line of Lancaster’s trundling towards the start of the east-west runway. On to the main runway, I was surprised to see a number of airmen and WAAF’s congregating alongside the Control Caravan waving their arms wishing us god speed.
The green Aldis lamp signalled us to go, and with a mighty roar from our four engines we sped down the runway taking off at 21-45 hrs thereon setting course for our turning point on the East Anglian coast. There we would be joining a bomber stream of almost 600 heavies on their seven and a half hours operation into the heart of Germany. The German air defences would already be aware that a heavy air attack was being prepared because they were able to pick up the RT traffic emanating from the large amount of air tests being carried out from the airfields of Eastern England during that morning.
Crossing the North Sea our Bomb Aimer called up to announce enemy coast ahead, a term that I had heard many times while watching such films as “One of Our Aircraft is Missing”. I never thought at the time that I would hear it for real which brought about an awesome feeling of apprehension, we were going into battle from which there was no opt our clause. We were going to war.
Now at our operational height of 18500 ft, above cloud and beginning to feel the intense cold, the condensation from my oxygen mask started to dribble down onto my Irvin suite[sic] where it froze solid.
Apart from a few searchlights and spasmodic flak activity away from our track, the journey across Germany was uneventful until our Bomb Aimer reported target ahead, seeing the Pathfinders red ground markers falling. Approaching the target, our aircraft began to be buffeted about from the slipstream of other aircraft converging on to the aiming point. The Master Bomber happily giving instructions as to what colour markers to bomb on.
Our squadron was in the second wave, the air defences were by now fully alerted with the many searchlights weaving about the sky accompanied by heavy flak, sometimes a
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loud crump as a shell burst close to our aircraft sending the acrid smell of cordite wafting into my turret. Lancasters and Halifaxes seemed to be closing in upon us, our bomb doors came open, and almost spontaneously, the Lancaster flying above us opened it’s bomb doors, my right leg began to jerk uncontrollably wondering if their bombs were going to hit us. Bombs away, bomb doors closed, nose down for a little more speed before setting course for home. By now my leg jerking had ceased and looking down into the target area it was like grazing into a giant cupola of molten metal, heaving and bubbling, a truly awesome site.[sic] Another glance down, I saw six ME109’s flying in formation three and three, well down below us silhouetted against the flow of the fire with their with[sic] navigation lights on. Very weird!
As we cleared the target area, a burst of tracer from the starboard quarter passed over us followed by a ME 109 crossing fast above our aircraft. The Mid Upper gunner and myself managed to get in a short burst but the fighter disappeared as quickly as it had arrived. I think that this 109 had his sights on another aircraft.
Heading for home, I could still see the glow from the destruction that we had caused even after an hours flying time. A few fighter flares, spasmodic bursts of flak and the odd searchlight were seen but way off our track, however ! we still kept our vigilance as these were the occasions with your guard was down, fighter attacks occurred.
Feeling very tired and cold we landed back at Witchford at 05-15hrs after a seven and a half hour flight then transported directly to de-briefing. A welcome cup of tea and a generous swig of rum in a chipped enamelled mug awaited us, served up by one of the cheerful WAAF’s, followed by a welcome breakfast.
Back to my billet, my own crew were away on a cross country exercise that day which left me completely alone thinking of that horrendous nights operation before dropping of[sic] to a very disturbed sleep.
According to records, the Augsberg operation proved successful although 21 heavies were lost on that raid, the equivalent to the loss of a squadron.
Due to adverse weather conditions on the continent Bomber Command was relieved of operations for the next seven days. This respite allowed our squadron to re-group, taking in a series of training flights and air tests. The break also gave us the opportunity of exploring the ancient city of Ely with it’s magnificent Cathedral, the little tea shops or just strolling the banks of the river Cam. There was also the unforgettable boozy evenings in the Lamb and other hostelries entailing a three mile stagger back to Witchford.
The third of March brought us back to reality when the Battle Order was pinned on the mess notice board indicating that operations were on that night and our crew were to participate. At briefing, the usual rigmarole, then naming Stuttgart as our target for the night, another southern Germany flight of six and a half hours. Our take of[sic] time was put back two hours due to the fore-casted weather conditions on our return, new take off time now 23-45 hrs.
An uneventful flight out with lots of thick cloud at various ceilings en-route until we neared our target, then clear skies above and 10/10ths cloud below us, illuminated by the many searchlights and exposing the bomber force to the higher flying German night fighters. The Master Bomber brough us in to bomb on the red sky markers (Wanganui flares) our bomb aimer began his instructions then, bombs away. Our pilot turned away from the target and requested a course for home but received no response
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from the navigator. Our flight engineer went back to find out if we had a casualty but, found the navigator was refusing to do his job. This caused a nasty verbal confrontation between the navigator and pilot who then ordered our bomb aimer to find a temporary course back as there was no possibility of trying to continue on the route set out at briefing.
This serious set back put our aircraft and crew in a very dangerous situation, not on track with the bomber stream, we were liable to being picked off by enemy fighters. Although the cloudy conditions at various levels gave us a modicum of cover, we were virtually alone in the heart of Germany, running tight on fuel and a navigator still refusing to do his job. Thankfully we had a very experienced pilot and our bomb aimer had a good knowledge of navigation. After flying in and out of cloud for some time and diverting occasionally to avoid defended areas the bomb aimer reported coastline and English Channel ahead, well south of our projected route.
Immediately our pilot radioed that we were running low on fuel and requested an emergency. Crossing the English coast, two searchlights lit up indicating a flare path, one circuit and we were down. We had landed at RAF Manston in Kent at 06-30 hrs with just fifteen minutes of fuel in our tanks, a flight of nearly seven hours.
While our pilot was at the officers mess, we tried to reason with our navigator but to no avail. Later in the day we were transported to our refuelled aircraft and took off on the 45 minutes flight back to Witchford, our bomb aimer doing the map reading.
Arriving back at Witchford dispersal awaiting transport, a staff car arrived with two service policemen. After consulting our pilot, the navigator was apparently arrested and taken away in the staff car. That was the last time that we saw our navigator, even after the war, we have been unable to trace him.
According to records this Stuttgart raid was highly successful with 557 heavies participating in the operation and only four heavies lost.
During the next few days, we carried out a series of training flights, including an abortive five and a half hours North Sea rescue search which classed as an operation.
On the 18th of March, with the Navigation Leader on board, our crew was listed on the nights Battle Order, the target Frankfurt, a heavily defended large industrial town with the massive factory complex of the IG Farben Industrie. Take off time 20-30 hrs.
The flight out was uneventful apart from a number of exchanges of tracer fire seen away in distance but, as we approached the target, many fighter flares lit up the sky. The target area was less cloudy than on the trip out and as we went into bomb, masses of searchlights were probing the sky. With the continuous red flashes of bursting shells, light flak tracer coupled with the crump of heavy flak, one wondered how anything could penetrate these defences let alone make it through the target area unscathed. However! We made it through and headed on track for home when a twin engine aircraft appeared astern and below at about 400yds, it was a Me 110 closing in on us. I switched on my mike to alert the crew to be ready to corkscrew but, the mike was dead, frozen up with condensation. Taking off my glove, I attempted to scratch away the ice that had collected in my oxygen mask but to no avail. I then tried to contact the crew using the emergency light button but no response was forthcoming. As the fighter closed underneath our aircraft, I got a good bead on it’s nose area and pressed the trigger. A two second burst and all four guns jammed leaving us completely at the mercy of the Me 110, the rest of the crew being unaware of the desperate situation that was to unfold.
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Suddenly there was a number of loud bangs, our aircraft shook and the strong smell of cordite permeated my oxygen mask. The aircraft began to manoeuvre violently as if out of control and with no information coming through on the intercom, panic set in, thinking that the crew were either dead or wounded. As I could not be of use in my turret, without an communication and my guns out of action, I decided to find out what was happening. Clipping on an emergency oxygen bottle I began to work my way up the fuselage when I noticed the main door flapping open and the M/u gunner gone. A horrible feeling came over me as I thought that the crew had baled out and left me to my fate. Looking up and around the M/u gunners position, there were bullet and cannon shells in the fuselage, an intercom junction box shattered, the gunners helmet hanging on the foot stirrups.
Our aircraft began to level out as I made my way up the fuselage, drawing aside the gangway curtain, to my relief the W/op and the navigator were settling down. Reporting that the M/u gunner had baled out, I went back to sit in my turret contemplating that if we got attacked again, we didn’t have the capability of defending ourselves. However! The rest of the journey was uneventful apart from my turret electrics being out of action which left me at the mercy of the bitter cold.
When we were almost back home, my oxygen mask off, I could smell something burning. I opened the doors of my turret and saw a yellow glow emanating from one of the ammunition panniers and reported to our pilot that we had a fire, he immediately requested a priority landing. After the engines were cut I raked out the belt of ammunition from the pannier and found that an incendiary bullet had penetrated the pannier and lodged in between the rounds of ammunition. Luck seemed to be on our side again, if this incendiary bullet had penetrated a cartridge casing, there would have been an almighty explosion.
After de-briefing I was taken to the sick bay to be checked for frost bite, the ends of two fingers on my left hand were numb due to scratching out the ice in my oxygen mask. After an overnight stay in sick quarters, the MO declared me fit for duty.
According to records this raid was successful with 829 heavies taking part in the attack with the loss of 22 aircraft.
Two days later, on the 22nd of March, we were detailed for operations again to Frankfurt, this announcement caused an air of dismay amongst our crew having lost two of our original crew members over the last two operations. However! we were fortunate in having the Gunnery Leader as our M/u gunner and the Navigation Leader on board again. Take off time 19-00hrs.
Over 800 heavies were detailed for this raid, a well planned diversionary route to the target was detailed which caused problems for the German night fighter force. Nothing of real concern encountered during the flight out but, being in the third wave, the defences were fully deployed by the time we arrived. Around the target area we were met by a terrifying barrage of flak with many searchlights weaving about the sky. We bombed then, flew on through this heavily defended area and, as we turned on to our course for home, a blue master searchlight came on astern of our aircraft.
I reported to our pilot that the searchlight was closing in upon us and coming closer, closer, closer, it’s got us. Immediately, our pilot put the aircraft into an almost vertical dive which caused all four engines to cut, then came the crackling on the intercom “prepare to abandon aircraft”. Opening my turret doors I struggled out and unclipped my parachute from it’s housing before dragging myself into the fuselage. The aircraft
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was still diving and I thought “this is it” there was no way that I could reach the doorway as I was floating about in mid air. Luckily the engines picked up again, with a mighty roar the aircraft began to pull out of its dive pinning me to the fuselage floor by the G forces. When the aircraft levelled out I made my way back into the turret and found that we were flying very low, almost in a valley with a river beneath us and searchlights crossing the valley almost horizontally. The intercom came on “pilot to crew we are going home now chaps” to a muffled response of “hear hear”. or words to that effect.
On the way back I began to have a peculiar sensation of throbbing in my hands, something akin to how chilblain’s feel until I realised that during the scramble to get out of my turret my heated gloves had come detached from my Irvin Suit. I tried desperately to reconnect my gloves but found it impossible, due to the numbness in my hands. My hands didn’t seem unduly cold, I wasn’t even bothered until we landed back at Witchford. After de-briefing the MO examined my hands that had started to blister, a sure sign of frost bite. I was immediately transported to the RAF hospital at Ely and put to bed, both hands being tied up to the bed rail.
Spent a couple of weeks in the ward having my hands dressed three times a day with mentholated spirits then allowed out, dressed in hospital blue. For a few hours each day, along with a couple of other patients, we wandered around Ely sampling the many tea rooms, the pubs were out of bounds to servicemen dressed in hospital blue.
One interesting feature at the time was wandering down by the river Cam and witnessing the actual Oxford and Cambridge Boat Race taking place on the river because London was too dangerous at that time to hold the event.
After another week in hospital, the blisters on my hands disappeared, the top skin had peeled and I was getting plenty of movement in my fingers so the doctor discharged me and gave me a few days sick leave.
Back at Witchford I learned that my friend Sgt Nick Alkemade and his crew had been lost on the previous Berlin raid and also that the squadron had lost two of its aircraft when they were shot down by a ME 410 intruder as they were coming into land after a raid on Rouen.
Reporting to the MO the following day and told that I was posted to 75 New Zealand squadron at RAF Mepal, just four miles down the road from Witchford. Sad to say farewell to the remainder of my crew with whom I had trained and flew with over the past few months, incidentally, that crew completed their tour of operations.
Spent a couple of weeks at Mepal just kicking my heels until the Gunnery Leader told me that I was posted and to report to 514 squadron at RAF Waterbeach awaiting my medical assessment.
In closing this chapter I would like to make reference to my friend Nick Alkemade.
Their aircraft was returning from a raid on Berlin when they were attacked by a JU88, setting the Lancaster on fire. The pilot ordered the crew to bale out but, the rear gunner found that his parachute was ablaze, his oxygen mask began to melt on his face, leaving him no alternative but to jump, better a quick death than being burned alive. He abandoned his aircraft at 18.000 ft and landed in a huge snow drift, high in the Hartz Mountains and eventually to[he] became a prisoner of war.
His story is well documented in the records of 115 Squadron and the RAF
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[photocopy extract] Log Book Copy of the Frankfurt Action
[photocopy extract] Medical Report
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[photocopy extract] [underlined] Combat Report [/underlined]
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[photocopy extract] [underlined] Combat Report [/underlined]
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Chapter 3
Return to Ops RAF Waterbeach
514 Squadron was formed at RAF Foulsham in September 1943 as part of 3 Group and began operations in November 1943 flying Bristol Hercules radial engined Mk2 Lancaster’s before relocating to RAF Waterbeach for the rest of the war until disbanded in August 1945 Arrived at Waterbeach and deposited on the ground floor of one of the H Blocks. RAF Waterbeach was a pre war aerodrome with all the facilities one could wish for. Hot and cold water, baths and showers within the billet and only fifty yards to the Sergeants Mess, Luxury indeed as opposed to the Spartan conditions which prevailed at Witchford. The rest of the inhabitants of my billet were all aircrew awaiting medical assessment prior to being returned to operational duties and were known as the “Odd Bods”. Some were recovering from wounds, frostbite, or illness and would be joining other crews when declared fit. In the meantime, we were all allocated some useful task to keep us fully occupied until we were returned to operational duties.
Together with another air gunner and as senior NCOs we were allocated airfield defence which meant on occasions being in charge of the perimeter guard or of manning the guns at either end of the main runway when the squadron was operating. This duty was necessary due to the frequency of German intruders who followed the bomber stream back to their bases. One night as I was manning the guns on the downwind end of the main runway awaiting the return of the squadron, I saw a twin engined aircraft approaching the runway and got a bead on it. As it came closer I noticed that it had it’s port undercarriage down but to my relief this aircraft turned out to be a Mosquito, obviously, in trouble coming in down wind. It must have landed half way down the runway in a shower of sparks then, a terrific bang and flames lit up the sky. After about five minutes the field phone rang to inform me that I could stand down as the squadron had been diverted. Three days later the station adjutant informed me that as I had recently been promoted to Flight Sergeant, I was to take the funeral parade for the two airmen that had perished in that Mosquito crash.
During my time “convalescing”, there was ample time to get involved with the many recreational activities on the station. One such time was the visit by a dramatic group with Margaret Lockwood taking the lead ni a play by and directed by Terrance Rattigen. On another occasion the RAF film unit arrived on camp to get the feel and film some aspects of an operational squadron. Among the group was the famous American actor Edward G Robinson with a retinue of lowly airmen who were to participate in this documentary/film although in later would become famous, such names as Dickie Attenborough, George Cole, David Tomlinson and a few others. This film became a box office success entitled “Journey Together” a copy of which I now treasure.
Very soon the “honeymoon” would be over, a message came over the Tannoy for me to report to the Medical Officer who told me to pick up transport the following day
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and report to the RAF hospital at Ely for my final medical assessment. A friendly type of third degree took place and, eventually I was passed fit for flying and would return to Waterbeach operational. Back at Waterbeach I reported to the Gunnery Leader and had a pleasant chat with him concerning my interview with the Medical Board. He told me that they were trying to ascertain if I was “swinging the lead” as frostbite was considered, in the first instance a self inflicted wound and that the recipient had to prove otherwise. With that, I was given first option of joining a crew when a vacancy arose and ordered to report at the gunnery office the following day and every day. D Day came and went and as I was now operational I was excused normal station duties so, I spent much of my time flying in the Link Trainer or knocking about in the cricket nets or even swimming in the river Cam. Bomber Command had switched from attacking the industrial cities of Germany to supporting the advancing allied armies by attacking German troop concentrations, communications, flying bomb sites/storage areas as well the many oil plants.
Reporting to the Gunnery Office July the 7/th, to my delight was informed that I would be flying that night with F/sgt Witwood’s crew as M/u gunner, as their own gunner was off sick with a bad stomach Target for the night was Vaires railway marshalling yard Paris and was part of the plan to disrupt the German supply route to the Normandy battlefields. Take off time 22-30 just as darkness was falling.
Flying as a M/u gunner was a new experience for me with great views all around. A fairly direct route to the target, plenty of searchlight activity but the flak was nowhere near as heavy as my experience of German targets. A well concentrated attack without the loss of aircraft possibly due to another attack on a flying bomb storage depot at St-leu-d’esserent north of Paris where enemy fighters claimed thirty aircraft. Landed back at base after a 4hr 45min flight.
On the 10th July I was with F/sgt Witwood’s crew again on my first daylight raid for an attack on a flying bomb dump at Nucourt. Take off time 04-04hrs uneventful trip with light flak at the target area which was covered in cloud. Landed back at base at 07-45hrs F/sgt’s Witwoods crew completed their tour of ops and all survived the war. Five days later I was to join a crew who’s R/gunner had lost a foot from a predicted flak shell which had penetrated his current and continued on to it’s predicted height before exploding. F/O Cossets crew were, navigator F/O Jimmie Gould a Scot from Kilmarnock, F/eng R J Flint from Motherwell, B/a FO Billie Lees Canada, W/op F/O Hayden, M/u Sgt Dennis Young, with myself as rear gunner. As there was four officers in the crew, socialising as a crew never arose, however, the M/upper gunner Dennis Young became firm friends until he passed away in 2008. It will be a mammoth task to describe all the remaining operations in detail so will pick out some of the more interesting ones as I detail all the operations at 514 sad.
15/16th July 44 My first trip with my new crew was a night operation to Chalons sur Marne a railway marshalling yard, a trip of six and a half hours.
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18.th [sic] July 44 Daylight raid to Amieville to attack enemy troop concentrations. Arriving at base at 00-70 [sic] hrs and informed to be ready for operations again that night
18/19th July 44 Night attack on the rail junctions at Auloyen, flak was moderate but in the distance, another attack was taking place at the rail junction at Revigny with fighter rockets seen. Back at base 00-40 [sic] hrs very tired but ready for a seven day leave.
Back from leave, we practised formation flying for a few days in preparation of deep penetration behind the German lines but once again Bomber Harris still wanted to continue his attacks against German industrial towns hence, another night trip into the heart of Germany.
28/29th July 44 Detailed to attack Stuttgart which was to be the third heavy raid by Bomber Command against Stuttgart in seven days.
Fairly clear moonlight night, fighter flares began to illuminate the sky as we approached the French/German border with a number of combats taking place north of our track. It seems as though the German Radar had correctly forecast our target owing to the amount of searchlights waving about the target area. Very heavy flak as we went into bomb with usual buffeting about, turning for home I spotted a number of Me 109’s scurrying about, silhouetted against the fires. The return journey was uneventful although these were the times that a marauding fighter could catch you unawares. After an eight hour flight we landed back at base at 04-00 hrs. Later we were to learn that 39 aircraft had been lost on this raid against the five hundred that had participated.
30th July Daylight raid to Normandy in support of our ground troops who were ready to advance against the stubborn resistance of a German mechanised division. Caen target area B was our aiming point, orange smoke was deployed as the British front line, and we were to bomb east of that line at 4000 ft.
Going in to attack we were met by a lot of light flak which subsided appreciably as the Germans took cover. I don’t know how anyone could have survived such a concentrated battering that I had witnessed.
3rd Aug 44 Daylight operation to Bois de Cassan flying bomb storage sites, four hours flying time.
4th Aug 44 Daylight raid Bec d Ambes oil storage port on the Gironde Estuary (of The Cockleshell Heroes fame) leading into Bordeaux.
Take off time 1330 hrs To avoid being detected by the German RADAR we were detailed to fly out below 4000 ft. Setting course in close formation, we joined up with other squadrons at Falmouth Cornwall then out to sea heading for the Bay of Biscay, an area notorious for patrols of Ju 88’s. Nearing the French coast we climbed to our bombing height then went into bomb. The attack was extremely successful as I could see the storage tanks on fire and a tanker alongside the jetty listing badly. Very strange that there was only light flak in the vicinity, it being obvious that we had caught the defences unawares
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Relative pleasant journey on the way back but it must have been quite a strain for our pilot flying at that low level. A couple of our Mosquito escorts buzzed us on the way home which was gratifying. Back at base after an eight hour flight and ready for a 48 hr pass
8/9th Aug 44 Night operation Forte de Luchieux, munition storage dumps and depots.
12/13 Aug 44 Back to the German industrial towns with a night operation to Russelsheim by Frankfurt on Main. Target, the Opal factories who were manufacturing aircraft and military vehicles. Very apprehensive as, this was my third visit to Frankfurt and held many unpleasant memories. Clear night with heavy flak and many searchlights and fighter flares. Incident free trip but losses were high, losing thirty aircraft, a loss rate of 6.7 percent
16/17th Aug 44 Loud groans from the assembled crews as the target Stettin was revealed, a Polish port away in the Baltic. We were to adopt the same tactics as employed in the successful daylight raid on Bec de Ambes and to fly out below 4000 ft under the RADAR screen. A diversionary raid would also take place against Kiel in an attempt to confuse the German defences.
Take off time 2100 hrs we set out over the North Sea, crossing over the northern tip of Denmark. To the north we could see the lights of Stockholm with one or two searchlights wafting about, accompanied by a few bursts of flak. I think they were warning us to keep clear although, I knew that some of our aircraft had wandered into Swedish neutral airspace.
Continuing on over the Baltic we began to gain height in preparation to attack. Not many searchlights about With [sic] a moderate amount flak we bombed and turned away dropping very quickly down to almost sea level for our flight back home. Uneventful trip back to base after a [sic] eight and a half hours flight.
It seemed as though the tactics employed on that raid were successful, with Stettin being very badly damaged, unfortunately our squadron lost one aircraft crashing in Denmark on the return flight.
Five aircraft were lost on that raid.
19/20th Aug 44 Night operation to Bremen. Very heavily defended and reports indicate that this raid on Bremen was the most devastating of the war. Uneventful trip
21st Aug 44 Converted to Lancaster III s Merlin engines
25th Aug 44 Operations Vincly. Flying Bomb site and storage depot in the Pas de Calais area. Watched a Lancaster spiral into the ground, two parachutes deployed.
26/27 Aug 44 Night attack on Kiel
6th Sept 44 Operations Le Harve. [sic] German fortifications and transport
20th Sept 44 Operations Calais enemy troop concentrations
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[black and white arial photograph of Calais]
[underlined] Attack on Calais [/underlined]
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Picture taken during the R.A.F. attack on Calais in September. Calais was bombed by large forces for two and a half hours.
BRITISH OFFICIAL PHOTOGRAPH NO. CL. 1200. (XP)
(Air Ministry Photograph – Crown Copyright Reserved)
R.A.F. BOMBER COMMAND’S ATTACK ON CALAIS.
Picture shows:- Under the pall of smoke lie heavily defended positions four miles West of Calais. The picture was taken during R.A.F. Bomber Command’s attack on 20.9.44. when large forces of Lancasters and Halifaxes bombarded Calais for nearly two and a half hours. Two aircraft can be seen flying over the target. The craters at the top of the photograph were caused by bombs dropped from aircraft in the opening stages of the attack. (Picture issued September. 1944)
[underlined] Attack on Calais [/underlined]
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23/24 Sep 44 Night attack on Neuss (Ruhr) Heavily defended
25th Sept 44 Operations Calais enemy troop positions
26th Sept 44 Operations Cap Griz Nes enemy troop concentrations.
28th Sept 44 Operations Calais enemy troop concentrations
[copy of a navigation plot chart]
F/Lt Nye Navigation Plot Westkapelle 3-10-44
3rd Oct 44 Daylight operation to Westkapelle. The target shown was the Dutch island of Walcheren at the approaches to the port of Antwerp on the river Scheldt. We were informed that the target was strategically important as the Germans were denying the Allies the use of the port of Antwerp and was required for the supply of material for our advancing armies. The object of the raid was to breach the dyke’s and to flood the island purposely to neutralise the German forces established there.
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I was feeling rather disturbed that we were going to flood vast tracts of land that had taken years to establish and concern for the population who had suffered four years of hardship and deprivation during the German occupation
Take off time 1207 hrs. Reaching our rendezvous point there seemed to be hundreds of four engine aircraft converging before heading out over the North sea. Dropping down to our bombing height we approached our target and dropped our 8000 lb bomb which according to our bomb aimer, got a direct hit on the dyke. Passing over the target I saw that the dyke had been breached with the sea gushing through the gaps. Due to the concentration of German forces on the island there was an enormous amount of light and heavy flak as we turned for home, however it was thankful that no enemy fighters were seen over the target area but we still had to keep a watchful eye open as there were many enemy fighter airfields in Holland. Back at base after a two and a half hours flight, after “interrogation” we repaired to our mess for a meal and a pint to celebrate our M/uppers 20th birthday.
Some time later I was to learn that my best friend, a Marine, was killed during the assault on the island of Walcheren at Westkapelle. They attacked through the breaches that we had made in the dyke.
[black and white arial photograph of the dykes at Westkapelle]
Breaching the Dykes at Westkapelle 3-10-44
5/6th Oct 44 Night operation to Saabrucken to attack marshalling yards and steelwork installations This raid was at the request of General Patton in preparation for the American forces offensive along the Southern front in an attempt to stem the flow of German reinforcements to that front. Heavy flak in the target area, no fighters seen.
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7th Oct 44 Daylight operation to Emmerich a German town on the border with Holland. Synthetic oil installations and German supply were to be attacked.
It was the first time that we had been ordered to fly in formation, our two sister squadrons, 115 ahead and 75 New Zealand squadron behind us. Other groups and squadrons had made similar arrangements. As we neared the German/Dutch border very accurate flak opened up which immediately dispersed the Bomber stream. The lead Lancaster of 75 squadron who was following us took a direct hit and completely disintegrated, the wreckage slowly drifting to earth, a very
[black and white photograph of a Lancaster taking a direct flak hit]
75 New Zealand Squsdron Lancaster taking a direct flak hit.
disconcerting sight. Clear sky’s [sic] over the target which we bombed on the PFF flares accurately but as we closed our bomb door an enormous crump shook our aircraft and shrapnel rattled along the fuselage, putting my turret and M/uppers out of action. The hydraulics had been severed somewhere leaving us to operate our turrets by hand, not a good position to be in, although we were supposed to have an escort of Mosquito’s. [sic] Arriving back at base there was some concern that we would be unable to activate the undercarriage owing to the problem with the hydraulics, however, the undercarriage dropped down perfectly.
We delivered U for uncle to the hanger for repair and said a fond farewell to the lady. That was my 29th operation and keeping my fingers crossed that number 30 would be an easy one ?????
14th Oct 44 Briefing 05-00 hrs Taken aback when the target was revealed, a daylight attack on the Ruhr town of Duisburg one of the most heavily defended areas in
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Germany, dangerous enough at night. This is me going out with a bang one way or another. As we were to have a fighter escort, the flight out was uneventful until we were approaching the target area, there were nearly a thousand heavy bombers converging towards then passing through what seemed to be a black haze intermingled with deep red flashes of exploding flak shells. As we dropped our bombs, I looked down to see the fires and the ground erupting, a truly awesome site. Soon we were out of the Ruhr defences heading back to Waterbeach feeling slightly more relaxed but still scanning the sky’s [sic] for the unexpected fighter to jump us. Landing back at base I felt that the weight of the world had been lifted off my shoulders and what a relief to be looking forward to a fortnights leave in a couple of days [sic] time.
At de-briefing, the C/o said that operations were on again that night and read out the crews who were to participate. All gunners who were not flying that night were to report, to the bomb dump to assist the armourers to bomb up again. That included me.
The following day I learned that our squadron Had followed up on our raid with a night attack on Duisburg in the company of almost a thousand bombers.
Two days later, the crew celebrated the completion of our tour of operations at The Eagle, a well know hostelry in Cambridge.
Off on leave then, as a redundant airman, I was given a posting to the Aircrew Re assessment Centre at RAF Brackla by Nairn, Northern Scotland, jokingly this station was known as Brigadoon. That is another story.
[copy of a log book entry by F/O Cossens]
F/O Cossens Log Book entry at the end of operational tour
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Chapter 4
Grounded
[underlined] RAF Brackla [/underlined]
After a long food less overnight train journey from Peterborough, we eventually arrived at Nairn station late morning. During the journey to Scotland, I teamed up with a F/sgt F/Engineer, Jim Simpson from Walsall who was in the same situation as myself, redundant aircrew both feeling fairly low. Awaiting the crew bus, we became aware of how bitterly cold it was with snow on the hills and a cold east wind blowing in from the Moray Firth.
Eventually the crew bus arrived to transport us to our new home, a dispersed unused airfield with a few wooden buildings as the domestic/administrative site, our Nisson hutted billets a mile away from the main camp, situated on a hillock. With the usual rigmarole of signing in, we eventually made it to the Sergeant’s mess for a late lunch which we ate ravenously. Back to our billet we scoured around to find wood and coke to feed the pot bellied stove, the only means of warming our “tin hut”.
The following morning after breakfast, about fifty aircrew of various ranks, including officers, paraded outside the headquarters hut, many dressed in what one would describe as non regulation dress. Some wearing their Irvine jackets and many with scarves much to the displeasure of the parade Warrant Officer, however! due to the bitter cold wind that was still blowing around the camp, nothing more was said on the subject. Sectioned off, we waited in one of the offices until called individually for interview and assessment.
RAF Brackla was a war time airfield built alongside an ancient distillery, according to the stories from the permanent staff, it was to be used by Wellington aircraft patrolling the North Sea. Because of the peat sodden ground the runways began to sink and distort, making the airfield unserviceable for heavy aircraft.
Called in for my interview by a seemingly disinterested Flying Officer, I addressed him with the usual courtesy, before his questioning routine began. What was my education qualifications, my civilian occupation, and my recreational activities etc;? and so it went on for some time. I had worked in the automobile industry as an apprenticed sheet metal worker so I was offered training as an airframe fitter or a driver/mechanic.
I had given a lot of thought to what sort of peace time occupation I would like to be involved in when demobilised, deciding that factory work with set routines was not for me. As a youngster I had always been keen on all sporting activities, this could be the opportunity I was looking for. I conveyed my thoughts to the interviewing officer that I would like to train as a PTI (physical training instructor) which would give me the opportunity of going on to Loughborough University. With a wry smile, he said he would make a note of my request and that was the end of my interview.
On parade the following morning, the Station Warrant Officer addressed us with the comment that “we looked like a bunch of layabouts and needed to get back to some discipline and fitness”, we were then dismissed and told to report back in an hours [sic] time dressed in “Best Blue” ready for inspection. The inspection was performed by
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the C/O, an ex operational pilot sporting the DFC and Bar, with a bit of tongue in cheek formality he handed over the parade to SWO. The officers were dismissed leaving us in the hands of a F/sgt air gunner who marched us away and continued to march us at regulation pace onto and then around the perimeter track. After about fifteen minutes, the parade began to mutter amongst themselves until one wag in the centre of the file bawled out an order “parade break step”, the whole parade then began to shuffle along to guffaws of laughter until the parade F/sgt brought us to a halt and demanded to know who gave the order and why? The offending airman a F/sgt Engineer put his hand up and said or words to the effect “If we had continued to march in step we would have disappeared into the peat and I wouldn’t like you to be responsible for the catastrophe”.
That was the end of marching at RAF Brackla, to the tour expired airmen, Brackla became known as Brigadoon.
Christmas and new year was nearly upon us although Christmas as such, did not exist in Scotland, the New Year being the prime celebration. Brackla was just a small cluster of cottages, not even a pub or shop. We had absolutely nothing to do on the camp although I took the opportunity of playing rugby for the station which relieved the boredom. At other times we could scrounge a lift into Nairn, although it was a lottery getting return transport.
Nairn was then, a sleepy seaside resort with a couple of hotels and the odd bar. Sunday was a day of rest in Scotland and Nairn was completely shut on the Sabbath. On Saturday nights, there was always the dance at the Pentecostal Church hall. My friend Jim Simpson and I always stuck together on these excursions and invariably we were offered digs for the weekend, we even attended the Pentecostal Church on the Sunday. This weekly event followed the same pattern during our stay at Brackla, friendly people the Nairn folk. Two weeks into the New Year, Jim Simpson and I were summoned to the administration office to be informed of our posting to RAF Weeton near Blackpool to undertake a motor transport course. My hope of becoming a Physical Training Instructor was finally dashed.
[underlined] RAF Weeton [/underlined]
Met up with Jim Simpson at Birmingham New Street Station after a welcome seven day’s leave, en route to Kirkham and RAF Weeton.
RAF Weeton was a sprawling complex of wooden huts with manicured verges, white painted kerbs and edging which typified a multi training establishment, a formidable place. One of it’s [sic] saving graces was the close proximity to Blackpool, sporting a frequent bus and train service to the seaside town with it’s [sic] many entertainment attractions.
We soon settled into one of the wooden huts and made acquaintance with the other inhabitants, all tour expired aircrew, two of them were air gunners with whom I had trained at the Isle of Man, one of them was a fellow named Ward from Hull. His Stirling had been shot down during a French resistance supply-drop and he was the only one to survive, being rescued by a French resistance group. He fought alongside this group, the Maquis and with the assistance of a French escape organisation, he eventually made his way back home via Spain. He proudly sported a German Eagle emblem sewed under his breast pocket flap, he claimed that he had taken it off a German soldier whom he had shot during his association with the Maquis.
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The following day, we assembled in one of the huts, our dozen aircrew plus about twenty airmen recruits (Sprogs) were briefed on the course that we were to undertake, then spent the rest of the morning doing basic drill. Although the aircrew were senior NCOs we were still expected to carry out the same tasks as the recruits during the course, this didn’t unduly worry us. The afternoon was far more interesting, firing 303 rifles on the range.
Then began a very intense and interesting two months course on all aspects of motor transport. The squad was split up into two groups, one group being involved with class work and practical mechanics during the morning and then taking driving lessons during the afternoon, the other group rotating in a similar fashion.
Our first driving lesson was in an Austin 10 saloon under the auspice’s [sic] of The British School of Motoring (BSM) three to a car taking half hour instructional driving in and around the Blackpool area during the morning or afternoon.
After three weeks of driving lessons and intensive course work we were ready to take our driving test around the narrow streets of Blackpool. In those days hand signals were the norm as there was no such modern aids as indicator lights. Jim Simpson and I were delighted that we had passed our driving and theoretical test and were ready to move on to the heavy vehicles, 75 percent of our group were also successful.
Our first introduction to lorries, Bedford’s, Fordsons, Albions and Dennis’s, [sic] took place within the camp precinct getting familiarised with “double declutching”, reversing on mirrors and in general, getting the feel of a heavy vehicle. Out on the road we enjoyed the convoy excursions into the Pennines with it’s [sic] many twisting and turning country lanes, stopping on occasions at village cafe’s [sic] to sample the home baking.
Apart from the extra guard and orderly sergeants [sic] duties, as well as our normal course work, we had ample leisure time to take in the delights of Blackpool. During the war, Blackpool was an extremely busy town, full of service personnel of all nationalities, undertaking various courses or being kitted out prior to postings overseas. Competition for the attention of the ladies of Blackpool was very fierce, however! there was plenty of other diversions such as free entrance to the many shows at the Wintergardens, the Tower and other establishments. One such show remains in my memory was, seeing Sandy Powell doing his ventriloquist act at the Tower, hilarious!
During the final three weeks of our course, we graduated on to lorry with trailer driving, then finally the long articulated “Queen Mary’s” complete with an aircraft fuselage. The achievement of driving and manipulating this lengthy vehicle, made one feel like Mr Lucas or “The King Of The Road”.
Our course ended with notification of our posting and presentation of our RAF driving documents, the equivalent to a full driving licence. This would serve us well when we returned to civilian life. Jim Simpson and I were very lucky to be given home postings to RAF Halfpenny Green, within easy reach of our homes.
On leave, my mother received a letter informing us that my cousin was missing on operations to Harberg 7/8th of March 1944. He was a M/upper gunner with 57 squadron based at East Kirkby in Lincolnshire, lost on his second tour.
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[underlined] RAF Halfpenny Green [/underlined]
RAF Halfpenny Green was a war time aerodrome situated within easy reach of Wolverhampton, Stourbridge and Bridgenorth. It was originally called RAF Bobbington alongside a village of the same name, but the name was changed because of the possibility that the name Bobbington would conflict with an army base in Wiltshire.
Quite a compact camp with a mix of wooden huts and Nisson [sic] huts with all services within easy walking distance. Halfpenny Green was the base of No 3 Air Observer Navigation School using the reliable Avro Ansons and Airspeed Oxfords.
Signing in completed, Jim and I were billeted in a Nisson [sic] hut situated adjacent to the sports ground and, occupied by four Canadian F/sergeant pilots and four F/sergeant navigator instructors. We were in good company.
The following morning we reported to the MT office to be confronted by the MT officer, a surly red faced looking Warrant Officer. When he was told that we were his new drivers and were reporting for duty, he burst out laughing and said “I wonder what this air force is coming to”. or words to that effect. He turned out to be a decent enough fellow and we became firm friends during our time on the camp.
The MT section was overloaded with drivers and my actual driving consisted of driving the ambulance and patients to either, RAF Bridgenorth or to RAF Cosford and on occasions driving the salvage truck around the camp lifting the rubbish to the incinerator. Italian POW’s carried out this task accompanied by their patriotic Neapolitan singing.
Every Thursday evening, I was detailed to transport the Station Education Officer into Dudley to supervise the local Air Training Corps. As I was an ex ATC cadet, we got on famously, I think that is why I was always his driver on these occasions
When I dropped him off, invariably he gave me a free pass to visit either the Palace cinema/Dudley Hippodrome/the dance hall or the roller skating rink. It transpired that he and his family owned these entertainment facilities and is a pity that I cannot recall his name.
On one of these excursions I took in the Dudley Hippodrome to see Vera Lynn who was top of the bill that week, a very enjoyable evening.
Due to the posting away of two of the station drivers, our friendly Transport Officer gave Jim and I the opportunity of manning the Fire Tender, each on a turn about 24 hr on and 24 hr off basis, I think he wanted to get us off his patch as my promotion to Warrant Officer had just been posted on Daily Routine Orders (DRO’s) together with my war medal awards.
This arrangement was ideal, we would have more free time and also avoid the embarrassment to either party in the Transport Section.
The fire station and crash tender building was situated by the main gate and opposite the Headquarters Office Building. Our fire officer was a F/lt Lieutenant and a dead ringer for Arthur Askey, he also played the ukulele and entertained us on many occasion when flying was scrubbed. Some character that fellow.
Each morning, we gave our Fordson fire tender a run round the perimeter track and if flying was on, we would position ourselves on the hard standing at the end of the runway until the flying ceased.
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Fordson Crash Tender
[coloured photograph of a Fordson Crash Tender in front of a Nissen hut]
[black and white full length photograph of Warrant Officer Geoff Payne in uniform]
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My navigator Jim Gould from 514 squadron was the Navigation Leader on the station and was now a F/lt Lieutenant. He arranged for me to get some unofficial flying lessons on Ansons and Oxfords during my down time. We kept in touch over the years but sadly he passed away in 2001.
VE day arrived and I managed to get home for the celebrations, although very short and sweet, everyone let their hair down and danced into the early hours of the morning around the street bonfires. The war in Europe had ended with victory for the Allies, the Japanese conflict was still a major problem. My elder brother was flying in Burma as a Mosquito navigator, would I be seconded to the Tiger Force for a second tour on the other side of the world,?
On duty, sited at the end of the runway one day, our phone rang to tell us that one of our Oxfords had crashed, and we should follow the staff car to the site. When we arrived, it seemed as though the aircraft had dived into the ground, the cockpit area completely crumpled up. We had managed to get into the field with some difficulty and began to play foam onto the engines whilst the ambulance crew began to retrieve the occupants. Sadly there were no survivors and flying was scrubbed for the day.
When our shift finished, I returned to my billet to be met by a strange silence, two of my friends, a Canadian pilot and one of the navigation instructors had died in that crash plus the pupil navigator. During my time at Halfpenny Green, that was the only incident we were called upon to attend.
Arrangements were made for an open day on the camp to which I invited my girl friend and her mother. A lovely summers day wandering around the camp and showing off our station facilities. The highlight of that day was the appearance and aerobatic display by a Gloucester Meteor, the RAF’s first jet powered fighter. This was my first sighting of this amazing aircraft.
The following day, all camp personnel were assembled in one of the hangers to be congratulated on the station performance during the open day, then came the bad news that Halfpenny Green was to close down within the next few weeks. This news came as a big shock, Halfpenny Green was a friendly sort of station, in easy reach of familiar places and my home. Jim and I received our notice of posting quite quickly due to the cessation of the flying programme, both of us being detailed to report to RAF Croughton.
Our final task on the station was to dig a large hole on Bobbington Common and to destroy all the camp pyrotechnics. We literally left Halfpenny Green with a bang.
RAF Halfpenny Green is now Wolverhampton Airport and also home to the RAF Fire Services Museum.
[underlined] RAF Croughton [/underlined]
RAF Croughton is a 1938 airfield, sited on a hillock with grass runways and a concrete perimeter track situated about seven miles southwest of Brackley in Northamptonshire and within easy reach of Banbury, Oxfordshire.
The domestic site, a mix of wooden and Nisson [sic] huts, was a good mile away from the airfield. fortunately [sic] Jim and I managed to get our accommodation in a farm house alongside the airfield which was inhabited by two pilots and two glider pilot instructors, all NCOs. The rooms of the farmhouse were comfortable and had been decorated throughout by a modern day Picasso, very cosy.
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After the usual signing in. we reported to the MT Section and told that we were detailed to report to the airfield tractor section the following day for glider towing. RAF Croughton at that time was Number 1 Glider Training School, training pilots on Hotspur gliders. Our job was to tow the gliders, using small nippy American tractors, on to the runway and to retrieve them upon landing. The Miles Martinet was used as the towing aircraft, a noisy little beast.
With the dropping of the Atomic Bombs on Hiroshima and Nagasaki, VJ day came and went with no celebration on my part as I was detailed for a twenty four hour duty as Orderly Officer. The war was over to great relief and there was no danger of doing a second tour which left me pondering as to how long before demobilisation. Time began to drag as our only serious occupation was tractor driving when the weather was suitable for flying. During my down time there was ample opportunity of getting plenty of unofficial flying lessons in gliders and the Miles Martinet.
[black and white photograph of a group of men carrying a Hotspur glider]
Troop Carrying Hotspur Glider
Christmas and the New Year over, there were rumours that the Gliding School was to be relocated, possibly to RAF Upper Heyford in Oxfordshire. This left me wondering if I would be relocated or posted to some other RAF station. Two weeks later all flying ceased and I was to be posted to RAF South Cerney with immediate effect, my friend Jim was to be posted to RAF Coningsby. With the sale of our jointly owned 600 cc Panther motorbike, there ended a very close friendship.
[underlined] South Cerney [/underlined]
South Cerney is situated on the old roman road A419 three miles east of Cirencester, a pre war brick built aerodrome with a grass airfield and home to No 3 Advanced Pilots Course. Nicely laid out, compact, with all the services within easy walking distance.
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Quite a friendly greeting when I reported for duty at the MT section and was given my
main task of driving the Albion ambulance, based at the station sick quarters.
The camp also housed a German POW compound, the prisoners being employed in work activities around the area or within the station on general duties. I became friendly with one such POW, Ollois Kissel who worked in the station sick quarters. He was with a flak battery in Belgium before he was captured and was a chemist in his home town of Koblenz, we corresponded for many years but sadly he died 1998
On occasions, I was offered the task of delivering the camps dirty linen to the Tyseley laundry in Birmingham, entailing an overnight stay at my home, allowing me time to visit my girl friend. I even managed to get to my cousins wedding on one of these trips, much to the surprise of my cousin and family.
During my time at South Cerney most of my down time was spent either scrounging flights in Tiger Moths or Harvards or getting in some athletics training. At weekends I played football for the station team, the station sports officer being the centre half. After one of the games he asked me if I would like to drive him to RAF Tern Hill as he and another officer were representing the station at the Training Command athletics meeting.
During general conversation on the way up to Tern Hill in Shropshire, I said that I had been involved in athletics with Bromsgrove Athletic Club and I would have been interested in competing for our station. When we arrived at Tern Hill, I was introduced to the other members of the South Cerney team who managed to provide me with a pair of spikes and told that I would be competing in the long jump, high jump and the 120yds hurdles. Pleased to say that I was third in the long jump, and second in the high hurdles, our station coming second in the competition. This achievement gave me the opportunity of competing for Training Command at the RAF Inter Command Athletic Meeting held at White City London gaining fourth in the long jump and a fourth in the high hurdles. My only claim to fame at that meeting was competing in the final against the British Champion and Olympic Hurdler F/Lt Lord Burghley.
[black and white images]
Training Command Championship Medals 1946
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[coloured photograph]
Albion Ambulance
Summer 1946 came and went, the station started to run down and in October rumours began to circulate that No3 Advanced Flying Course was being transferred to RAF Little Rissington
. These rumours became fact when my name appeared on DRO's and I was posted to RAF Little Rissington with immediate effect. Two days later at RAF Little Rissington my name appeared on DRO's stating that, after seven days leave I was to report to RAF Homchurch, Essex in preparation for a posting to a Micro Film Unit in Germany.
Deutschland
RAF Homchurch was one of the original RAF airfields situated some fifteen miles south east of the centre of London. The fighter aircraft based there during the war played a prominent role in the defence of our country during the Battle of Britain.
Our short time on the camp was taken up by lectures governing the rules of occupation upon arrival in Germany. This covered such topics as, non fraternisation with the German population, the Black Market, and medical issues regarding the high prevalence of venereal diseases.
After a medical examination plus inoculations for Typhoid and boosters, we were issued with a . 303 Lee Enfield rifle and five rounds of ammunition. The rest of our time at Homchurch was spent just hanging about waiting for our travel documents.
This waiting time gave us the opportunity of wandering around, sightseeing in London, getting cheap meals in the crypt of St Martins in the Fields or Lyons Cornerhouse in Piccadilly. Sadly this rest period came to an end, our group of airmen were handed travel documents for the following day to train up to Hull for the overnight sea crossing to Cuxhaven, en route to RAF Buckeberg.
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Arriving at Hull station, we boarded the waiting transport for the journey to the docks, ahead of us there was this massive all welded American Liberty ship. Proceeding up the gang plank, a typical army RSM confronte.d me, addressing me with the correct term of Mr, assigned me in charge of the Deck Guard, no ifs or buts. However, this arrangement suited me as I was allocated a cabin, shared with two anny sergeants and a naval PO, a far better situation than being squashed in between decks and packed like a tin of sardines. A walk around the deck on occasions, checking on the deck guards was all the official requirements.
The night crossing was horrendous, these Liberty ships didn't cut through the seas, they just rode the heavy swell, sinking and rising, very uncomfortable. There was, the uneasy feeling that somewhere in that expanse of water there may be a rogue mine drifting about in the North Sea. Accompanied by sleet and snow, my first sea voyage, literally turned out to be a nightmare. My cabin companions and I were issued with red arm bands to signify that we had some official status when supervising the decks. Apart from the odd sandwich which the cooks specially made up for us , the food on board was quite unpalatable although a regular supply of coffee kept us warm on our regular strolls around the decks..
Dawn was breaking as we nosed our way into Cuxhaven, cracking the ice that had formed in the harbour overnight. We had arrived in Deutschland feeling miserable and cold, the Air Force party given priority to disembark to the RAF transport waiting on the quayside. A short drive through the cobbled streets of the port, we arrived at what was once a German army barracks for the overnight stay prior to our journey to Buckeburg, a spa town and holiday resort 25 miles east of Hanover. At that time RAF Buckeburg was the Headquarters of the RAF in Germany, and used mainly as a transit camp, although later, it became strategically important during the Berlin Airlift
The following morning, after a well earned rest, we boarded our RAF transport for a seven hour journey. arriving at our destination late afternoon. Most of the town, including hotels and homes had been taken over by the RAF, my group of four senior NCOs being deposited in a Pension a type of boarding house. After settling in I took a walk through the town and was taken with, children and adults begging for chocolate and cigarettes, little realising then, that these commodities were a valuable means of barter due to the German Mark being worthless.
The Messing facilities and Station Headquarters were situated in a large hotel near the town centre. After breakfast I reported to the Orderly Room to discover that I was posted to Frankfurt on Maine that same night to join a Micro Film Unit based at the IG Farben Industrie at Hoechst. My pay and British currency was changed into British Forces paper money, the travel documents made out for me take transport into Hanover and connect with the Bremerhaven to Stuttgart overnight train, little knowing that this train was run by the American Forces.
All my kit had to be packed again in a hurry, humped to the mess for an evening meal and given a travel pack of sandwiches just in time to get my transport to Hanover Bahnhof (station).The train arrived on time full of American service men newly arrived from the States and like myself, were heading for the American Zone.
This overnight journey was the most uncomfortable trip that one can imagine, the carriage that I was allocated had wooden bench seating and was full of coloured American troops, although that situation didn't worry me, I was concerned that the white troops were in the plush seated accommodation. This sort of discrimination
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stayed with me for many years. There were many interruptions to the journey and, time seemed to drag until, eventually we arrived in Frankfurt 10-00hrs, two hours late. Having contacted the American RTO regarding transport to my allotted base, I hung around for a couple of hours before a RAF Sergeant arrived in a 15cwt F ordson. Introductions completed, he was the Sergeant in charge of the Micro Film section and responsible for all the equipment plus a complement of four airmen operators.
I was to take over responsibility of a three ton Fordson van which housed a mobile micro film laboratory and the 15cwt truck.
During the drive to our base I was amazed at the utter destruction of the city of Frankfurt and it's environs, caused by the many concentrated raids by Bomber Command and the US Eighth Air Force. Strange to relate, I felt little sympathy for this destruction or for the German people at that time.
[black and white photograph]
Frankfurt on Main 1944
Our final destination was a small company housing estate which had been occupied by workers from the nearby I G F arben Industrie factory. These workers had now been decanted, the estate now occupied by units of the British Army, RAF and British civilians working for the British Control Commission under the umbrella of The British Army of the Rhine (BAOR).Two of these houses were allocated to the Micro Film Group .. A Board of Trade official was part of our unit who's function was to visit various factory organizations and to confiscate machine tool drawings and important documents as allowed under the War Reparations Agreement. Our unit would then photograph any important documents or drawings onto micro film.
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Another group on the site was a unit of the RAF Investigation Branch, who's sole purpose was to investigate and locate RAF aircrew, declared missing on operations .. This meant exhuming bodies from unmarked graves to ascertain if they had been murdered or otherwise. Many cases of murder had been discovered; the perpetrators being brought to justice.
The Americans had taken over office accommodation blocks within the massive factory complex of the IG Farben factory at Hoechst for their administrative headquarters. The British Control Commission for the area also had use of these office buildings. This arrangement was ideal during our off duty time, we were able to use the iced up tennis courts for skating and attend the many shows and musical concerts that were on offer. We also had the use of the American PX with it's restaurant, serving up real hamburgers and coffee. There was not much restriction on the amount of cigarettes and chocolates that we could purchase, the shop itself was like a miniature Harrods, selling a vast selection of quality goods. The Americans didn't want for much.
[black and white photograph]
Frozen up at Hoechst
There had been rumours circulating around the RAF bases in the UK that, redundant aircrew were going to be demoted At that time. I didn't give much thought to this situation, thinking this would not apply to me as my demobilisation was due
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sometime early 194 7. How wrong could I be when I received notification from Bucke burg that, I was to be demoted two ranks to Sergeant, with immediate effect. Christmas 1946 just two weeks away, what a nice Christmas present.! On the same notification was an order to proceed to Triberg in the Black Forest on completion of our task at Hoechst.
Christmas day, along with other senior NCOs we had the pleasure of serving up the Christmas dinner to the OR's (other ranks) followed by our own festive meal in the Sergeants Mess, a small hotel that had been taken over by the anny.
On Boxing day, I played my final game of f football for the base against a select Gennan side. We lost or should I say we were thrashed, losing 7--0 what a
humiliation. This was my first experience of playing against a team, playing a different style of football, this showed up how out of date British football was.
On New years day we set about clearing our house of equipment, loading up our transport with boxes of provisions and a few Jerry Cans of petrol, not knowing what the situation was like in the French Zone.
It was bitterly cold the following morning as, we filled up our radiators with water, no such luxuries as anti freeze. Now ready for the long journey to the Black Forest, our Board of Trade official had already departed in his Volkswagen having left us with all the relevant details regarding the route and our hotel accommodation.
This was my first experience of driving on the autobahn, two lanes of white concrete stretching as far as the eye could see, very quite, no civilian traffic, only military vehicles. We made excellent progress. although the temperature in the cab must have been around the zero mark, no heaters in those days, though a piece of cardboard in front of the radiator kept the ice from forming on the windscreen. At intervals, there were large advertising hoardings along the route, one of which struck me forcibly, a hangman's noose with the message "The Penalty For Rape is Death”, a sobering thought.
During our journey along the autobahn, we passed a few towns which had been visited by Bomber Command during the conflict, the twin towns of Mannheim-Ludwigshafen then on to Karlsruhe and eventually
Stuttgart all showing signs of utter destruction. There would be many an airman who had these names added in their log books.
Turning off the autobahn beyond Stuttgart we eventually entered the Black Forrest Region, along winding roads through valleys, flanked by tall snow covered coniferous trees glinting red in the sunset, what a beautiful sight. Darkness had just fallen as we drove up the main street of Triberg. Stopping to ask directions from a passer by, we eventually arrived at our hotel the Golden Kreuz to be met by a French Officer who questioned us regarding our authorisation documentation. While the unit was involved in setting up the equipment in one of the Hotel rooms, I took the opportunity of wandering around this picturesque town and familiarising myself with what was on offer. Triberg, a Ski Resort, world famous for cuckoo clock manufacture, and is also the home of the largest cuckoo clock in the world.
During the period of our stay, I was able to take in some elementary skiing lessons, having bartered for a pair ski's plus a complete pair of ice skates for a few cigarettes, our Forces money was of no use at all, being in the French Zone. A tin of corned beef was the going price for a large cuckoo clock which I "purchased" and is still hanging in my lounge after sixty three years, pity the cuckoo is croaking some what.
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[coloured photograph]
Triberg 1946
We completed our assignment in Triberg after three weeks and were ordered to return to our base at Hoechst for further instructions. After a few days at base, orders came through that I was to be demobilised, a replacement driver would arrive by car from Buckeburg with two officers. The officers were to carry out inspections at the RAF Units in the Frankfurt area then return to Buckeburg with me as their driver. Three days later, the inspections completed, we set off in the Humber Staff car, arriving early evening just in time for an evening meal.
Spent the next couple of days getting clearance and travel documents, selling off my ski's and ice skates, posting home my treasured cuckoo clock and changing my forces money into coin of the realm, I was then ready to take the reciprocal journey back to the UK and to RAF Kirkham for demob.
Date 25th of February 1947, what an anti climax, wondering where do I go from here? civilian life seemed to be a daunting prospect, after almost four years of interesting and sometimes traumatic experiences of war time RAF. During that period many friends were made, many were lost during flying operations ..
Let us hope that their sacrifice was not in vain and that we will always remember them.
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Chapter 5
As Time Goes By
During the Second World War, in order to avoid being conscripted into a military service not of your choice, the way was open to enter a choice of service if you signed up at 17½ years of age. This happened in my own particular case when I passed the Aircrew Selection Board in 1942 and was given my service number.
Searching through some of my old documents, I came across this very interesting patronising letter addressed to me from the then Secretary of State for Air, Archibald Sinclair, dated July 21, 1942, and though it would be interesting to reflect on how some of these young men fared during and after the conflict.
AIR MINISTRY
WHITEHALL SW1
MESSAGE FROM THE SECRETARY OF STATE FOR AIR
July 21, 1942
You are now an airman and I am glad to welcome you into the Royal Air Force. To have been selected
for aircrew training is a great distinction, the Royal Air Force demands a high. standard of physical fitness and alertness from its flying crews. Relatively few attain that standard and I congratulate you on passing the stringent tests. You are, of course, impatient to begin and you naturally ask, "When do I start?" Your order on the waiting list is determined
by your age, date of attestation, and so on, and you may be sure that you will not be overlooked when your turn comes. While waiting, go on with your present job, or if you are not in employment, get a job if possible one which helps on the war effort.
You will want to know why you, who are so eager, should have to wait at all. I will tell you. The Royal Air Force is a highly organised service. In the first line are trained and experienced crews whose stirring deeds and dauntless courage daily arouse the admiration of the world. Behind these men and ready to give them immediate support the newly trained crews fresh from the schools. In your turn, you and other accepted candidates stand ready to fill the schools. Unless we had a good reserve of young men like you on which to draw, time might be lost at a critical moment and the vital flow of. reinforcements would be broken. I hope this explanation will help you understand. The waiting period should not be a waste of time. There is much you can do. You are very fit now or you would not have been chosen.
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See that you keep fit. Work hard and live temperately. Learn all you can in your spare time about the things you must know if you are to be efficient later on in the air.
The more knowledge you gain now, the easier it will be when you come to do your training.
In wishing you success in the service of you choice I would add this. The honour of the Royal Air Force is in your hands. Our country's safety and the overthrow of the powers of evil depend upon you and your comrades. You will be given the best aircraft and armament that the factories of Britain and America can produce. Learn to use them well. Good luck to you.
Signed ARCHIBALD SINCLAIR
SECRETARY OF STATE FOR AIR
INTO THE STORM
RAF Bridlington ITW
[black and white photograph]
RAF Bridlington was one of the aircrew Initial Training Wings (ITW) and catered mainly for Air Gunners and Flight Engineers. In this photograph are aircrew cadets, the majority of which were barely 18 years of age, marching six abreast after just four weeks of training. Another four weeks of training.
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and then they were off to gunnery schools for the Air Gunners or to RAF St. Athan for
the potential Flight Engineers. Then further training through Operational Training Units, Heavy Conversion Units and, eventually, destined for an operational squadron within
Bomber Command.
Many books have been written about Bomber command during the Second World War by aircrew members and distinguished authors. The media also has been at the
forefront with films, newspaper articles and television programmes, some authentic,
some controversial. The role of Bomber Command has been well documented, so there is no reason for me to add any comments and I will move to the ending of hostilities with Germany and Japan.
VICTORY
The Second World War ended with victory for the allied nations. An estimate of the
deaths accredited to all the nations involved was in the region of 40 to 50 million,
including the civilian populace. Still on the subject of the RAF, and in particular the
aircrew of Bomber Command, losses were in the region of 56,500, which was, in
proportion, far greater than any of the three services, although our Merchant Service
lost more than 30,000 semen/women.
[coloured photograph]
Rheinberg War Cemetery
The above photograph of the Rheinberg Cemetery is one of many such cemeteries in Germany and other locations throughout Europe which contain the remains of RAF
Aircrew, many of whom were from the Dominions, the Commonwealth or from allied
nations. Over 2000 airmen who have no known grave are commemorated by name at
the Runneymede Memorial and could be lying in a watery grave of the North Sea or
buried in unmarked graves after being murdered by the Gestapo or by German civilians. Over 100,000 young men volunteered for aircrew in Bomber Command, over 50 per
cent of them died in flying accidents or from operating in the hostile skies of Europe and the Third Reich.
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THE AFTERMATH
The war in Europe over and a Labour Government elected to govern the country. As bomber Command had a surplus of trained men, tour expired aircrew were made redundant, a new word in my vocabulary, and were sent to re-assessment centres throughout the UK, then on to training establishments for non-aircrew trades within the Royal Air Force, i.e. motor transport/clerical duties, etc.
The war against Japan finally ended on September 2, 1945, after the dropping of the atomic bomb on Hiroshima and Nagasaki.
Jubilation all round, the country celebrated, then came the recriminations.
[black and white head and shoulders photograph of Air Chief Marshall Arthur “Bomber” Harris] ’Cometh the hour, cometh the man.’ Tough and uncompromising. ‘Bomber’ Harris was the C-in-C that Bomber Command desperately needed, a man who could express himself clearly and who exuded a strong sense of purpose.
A high-ranking Labour government minister, John Strachey, began a vicious campaign to belittle the strategy of area bombing as devised by Air Chief Marshall Arthur Harris. Pre-war, this politician was a sympathiser of Oswald Mosley, the Fascist leader in Britain, and then he changed his allegiance to the Communist Party. He joined the RAF in 1940 and held a ‘grace and favour position’ as public relations officer in the Directorate of Bombing Operations. At that time Harris was becoming very concerned about the possible internal security risks posed to his command and who, following a tip-off from a member of his staf [sic] and, identified this officer as a person with an unstable political background. Harris demanded that the Air Ministry remove him at once, but thanks presumably to friends in high place, this person remained in place for the rest of the war.
After the war Strachey, as a minister in the Atlee government, maliciously continued his attacks on Harris and his command, gathering support from other party members and some high-ranking clergy. As the political pressure grew, even Winston Churchill withdrew his support of the area bombing campaign, although he had backed Harris during the conflict. Sections of the British and German press took up the debate, with some pundits questioning the contribution made by Bomber Command as to the necessity of area bombing, on the outcome of the war.
[black and white headshot of John Strachey]
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Peerages and knighthoods were handed out to our war leaders and campaign medals issued to our armed services, except for the aircrew of Bomber Command and its leader Sir Arthur Harris. The aircrew of Bomber Command were not issued with a campaign medal and Harris was ignored when the peerages were handed out. Many aircrew were unfortunate to be shot down and deemed to spend the rest of the conflict as prisoners of war. Some of these airmen did not have the nominal amount of operations or the length of time on a squadron to qualify for either the Aircrew Europe Star or the France Germany Star, and all they were entitled to was the 193 Star and the war Medal that was issued to every serviceman/woman, irrespective of their duties. The reason given for this anomaly was that as POWs, they were unable to take any further part in the war effort, although they were expected to make escape attempts, thereby tying down much-needed German manpower resources.
These aircrew were incarcerated in POW camps throughout Europe and were kept in appalling conditions on starvation rations and suffering severe malnutrition. As the war in Europe was coming to an end, they had to endure The Long March across Europe with many of them dying on the way from starvation and freezing temperatures.
Some time after the war the Ex-Prisoners of War Association made a request to hold a Thanksgiving Service in Coventry Cathedral. This request was refused by the then Provost of the Cathedral, Canon Paul Oestriecher, on the grounds that the Ex-Prisoners of War Association had ex-aircrew of Bomber Command among its member. It seems to have been forgotten that public donations contributed to the re-building of Coventry Cathedral as a centre of reconciliation. Also at that time, this cleric was instrumental in organising a protest at the unveiling of the statue to Air Chief Marshall Sir Arthur Harris by the Queen Mother and he even had the temerity to post an advertisement in the RAF News touting for monetary contributions to replace the Dome of Dresden Cathedral, which had been destroyed by bombing during the conflict. There are many more instances where this so-called cleric and pacifist has castigated the efforts of the aircrew of Bomber Command in the execution of their duties, so these instances can be left for another time.
[coloured headshot photograph of Canon Paul Oestriecher]
THE LAST POINT OF IGNOMINY
These redundant NCO aircrew, now trained in ground duties, were posted off to the many Air Force stations throughout the UK and were allowed to keep their aircrew rank, even though the tasks that they had been trained for only warranted a starting rank of AC2. However, on some stations, the aircrew rank was ordered to be covered during working hours.
[page break]
[black and white photograph of airman in flying kit]
[underlined] RAF Waterbeach 1944 [/underlined]
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At the end of 1946, a directive from the Air Ministry, stating that all these redundant aircrew be demoted by two ranks, I.e. WOs to Sergeants, Flight Sergeants to Corporals, Sergeants to LACs, although the pay would remain the same as was. This was a ruse in case any of these aircrew pursued a claim for a war pension when they returned to civilian life.
Upon demobilisation I was extremely surprised and disgusted to find entered in my discharge papers that my rank was AC2 Driver (Sgt. Air Gunner) and not the rank of Warrant Officer that I had achieved during my operational service with the Royal Air Force.
However, RAF Records graciously forwarded my Warrant Certification sixty four years after my promotion to Warrant Officer.
EPILOGUE
With a lot of back-slapping and encouragement these young men from Britain and the Commonwealth donned their Air Force Blue and went off to war knowing full-well that their chances of survival were very slim. The press and the public supported the efforts of Bomber Command as, at the time, it was the only means of taking the war back to Germany. Yet, just in the matter of a few months of the ending of hostilities the recriminations began. A few left wing politicians and some blinkered clergy crept out of the woodwork and began a vitriolic campaign against Arthur Harris. This campaign eventually permeated through to his airmen who began to suffer the brunt of these biased accusations.
As the political situation in Europe developed into the ‘Cold War’ it was thought prudent to keep Germany and the German people supporting the west, hence ‘The Marshall Plan’, etc, with respective British governments distancing themselves from the controversy of the Bombing Campaign against the Third Reich, a controversy that continues today. These proud young men went to war to preserve our democracy and freedom against two of the most tyrannical regimes in the history of mankind, yet there are still these vociferous groups of politicians/clergy and the media who continue to abuse this privilege of freedom for their own political expediency and personal agenda.
On a point of interest, our previous government recently decided to recognise the war-time achievements of three groups, the veterans of the Arctic Convoys, the ‘Bevin Boys’ and the Land Army, yet we as a country have failed, or are politically reluctant, to recognise the contribution that Bomber Command made during this terrible conflict.
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115 SQUADRON FINAL REUNION, HOUSE OF LORDS 2008
[coloured photograph of veterans of 115 Squadron]
Back Row
Not Known Cyril Bridges Lord Mackie Frank Leatherdale Geoff Payne
Front Row
Jim McGillivray Not Known Not Known W Farquharson Not Known
On that note let us recall Philip Nicholson’s “Return”
[underlined] RETURN [/underlined]
We have come home, dropping gratefully through friendly skies,
And though in tired brains the engines thunder on and images of death remain in reddened eyes,
Though nostrils sniff the legacy of oil and sweat and legs must learn to cope with the solid ground,
We have come home and are at least alive, to mourn our friends, indifferent now to sight or smell or sound.
Philip Nicholson
WARNING
Beware the retrospective historians and university-trained politicians who may eventually turn history on its head, whereby Britain could become the aggressor.
G.A.P. 2010
[page break]
[coloured portrait photograph]
[underlined]Geoff Payne[/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
An Airmans Tale
By Geoff Payne
Description
An account of the resource
Geoff Payne's autobiography divided into five chapters.
Chapter 1. Under Training.
Having been assessed in Birmingham Geoff sets off to London in August 1942 for training, at Lords. Initial training was at Bridlington then gunnery school at Andreas on the Isle of Man. After a short leave he was posted to an operational training unit at Chipping Warden followed by intensive training at Edge Hill. Finally he went to Feltwell for Escape and Evasion training before joining a Heavy Conversion Unit at Wratting Common then Waterbeach.
Chapter 2. Operations RAF Witchford. After seven days leave he commenced operational flying in a Lancaster. Their first target was Augsburg and he reports being waved off by WAAFs and airmen. On the next operation the navigator had a breakdown and refused to help. He continues with details of several operations.
Chapter 3. Return to Ops RAF Waterbeach. Initially this proved to be a very relaxing posting but after his recovery he was back on operations. After 30 operations he was posted to RAF Brackla, Nairn.
Chapter 4. Grounded. He was unhappy at Brackla which was remote and cold. Next was a transfer south to RAF Weeton where he learned about motor transport and learned to drive. He was then posted to RAF Halfpenny Green, followed by RAF Croughton and South Cerney. He then went to Hornchurch before being sent to Germany where he joined a micro film unit at Frankfurt. On completion of photographing relevant factory installations his unit headed south to Triberg in Bavaria.
Chapter 5. As Time Goes By. He reflects on his letter from the Secretary of State from Air, Bomber Command losses and life after the war. he discusses Labour minister John Strachey, a pre-war fascist then Communist Party , who belittled the work of Bomber Harris. and the refusal to allow a thanksgiving service to honour the ex-Prisoner of War Association at Coventry Cathedral.
Creator
An entity primarily responsible for making the resource
Geoff Payne
Date
A point or period of time associated with an event in the lifecycle of the resource
2010
Format
The file format, physical medium, or dimensions of the resource
56 page memoir
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
BPayneGPayneGv1
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. Training Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Birmingham
England--London
England--York
England--Halifax
England--Loughborough
England--Flamborough Head
England--Manchester
England--Blackpool
England--Fleetwood
Great Britain Miscellaneous Island Dependencies--Douglas (Isle of Man)
England--Banbury (Oxfordshire)
England--London
England--Bognor Regis
France--Lille
England--Cambridge
England--Coventry
England--Ely
Germany--Augsburg
Germany--Berlin
Germany--Frankfurt am Main
Germany--Stuttgart
France--Rouen
France--Vaires-sur-Marne
France--Normandy
France--Creil
France--Nucourt
France--Caen
France--L'Isle-Adam
France--Gironde Estuary
England--Falmouth
France--Somme
Germany--Rüsselsheim
Germany--Kiel
Sweden--Stockholm
Germany--Bremen
France--Le Havre
France--Calais
Germany--Neuss
Netherlands--Walcheren
Belgium--Antwerp
Germany--Emmerich
Germany--Duisburg
Scotland--Nairn
England--Peterborough
England--Walsall
England--Hull
England--Wolverhampton
England--Dudley
England--Brackley
England--Cirencester
Germany--Cuxhaven
Germany--Bückeburg
Germany--Bremerhaven
Germany--Black Forest
Germany--Triberg
Germany--Rheinberg
Germany--Hannover
Poland--Szczecin
France--Châlons-en-Champagne
France--Pas-de-Calais
Poland
France
Germany
Belgium
Netherlands
Sweden
Germany--Ruhr (Region)
England--Gloucestershire
England--Lancashire
England--Leicestershire
England--Northamptonshire
England--Oxfordshire
England--Staffordshire
England--Suffolk
England--Sussex
England--Worcestershire
England--Yorkshire
England--Warwickshire
England--Newmarket (Suffolk)
Contributor
An entity responsible for making contributions to the resource
David Bloomfield
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.
115 Squadron
12 OTU
1651 HCU
1678 HCU
514 Squadron
75 Squadron
90 Squadron
air gunner
Air Gunnery School
aircrew
Anson
anti-aircraft fire
bale out
bomb aimer
bombing
Cheshire, Geoffrey Leonard (1917-1992)
Churchill, Winston (1874-1965)
crewing up
escaping
evading
flight engineer
ground personnel
Harris, Arthur Travers (1892-1984)
Harvard
Heavy Conversion Unit
Initial Training Wing
Ju 88
lack of moral fibre
Lancaster
Lancaster Mk 2
Lancaster Mk 3
Martinet
Me 109
Me 110
Me 410
Meteor
Mosquito
navigator
Navy, Army and Air Force Institute
Nissen hut
Operational Training Unit
Oxford
Pathfinders
pilot
prisoner of war
RAF Andreas
RAF Brackla
RAF Bridgnorth
RAF Bridlington
RAF Chipping Warden
RAF Coningsby
RAF Cosford
RAF Downham Market
RAF East Kirkby
RAF Feltwell
RAF Foulsham
RAF Halfpenny Green
RAF Hornchurch
RAF Jurby
RAF Little Rissington
RAF Mepal
RAF Newmarket
RAF South Cerney
RAF Stradishall
RAF Ternhill
RAF Waterbeach
RAF Witchford
RAF Wratting Common
searchlight
Spitfire
Stirling
target indicator
the long march
Tiger force
training
V-1
V-weapon
Wellington
wireless operator
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1817/32300/CWittyAR-170323-010028.2.jpg
1ab50325a5d423557d2f073560c5c96c
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
Witty, A R
Witty, Ron
Witty, Ronald
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-03-23
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
Witty, AR
Description
An account of the resource
118 items. The collection concerns Flight Lieutenant Ronald Witty DFM (1520694 Royal Air Force) and contains his log book, navigation charts and logs of all his operations, photographs and correspondence home from training in South Africa. He flew thirty operations as a navigator with 12 Squadron before going as an instructor on 1656 HCU and then 576 and 50 Squadrons after the war.
The collection has been donated to the IBCC Digital Archive by David Witty and catalogued by Nigel Huckins.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Navigation chart - operation number 9
Description
An account of the resource
Map showing southern England and Normandy with pencilled route from near Lincoln to south Normandy. Annotated top right ''Op No 9, 9/6/44'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-06-09
Format
The file format, physical medium, or dimensions of the resource
One map with pencilled navigation marks
Type
The nature or genre of the resource
Map
Identifier
An unambiguous reference to the resource within a given context
CWittyAR-170323-010028
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--Lincolnshire
France
France--Normandy
Temporal Coverage
Temporal characteristics of the resource.
1944-06-09
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Creator
An entity primarily responsible for making the resource
A R Witty
aircrew
bombing
navigator
Normandy campaign (6 June – 21 August 1944)
RAF Wickenby