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25
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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/16/19615/LAtkinsonA1042303v1.1.pdf
4976658f4383bc124022f9606cde9a15
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
Atkinson, Arthur
Arthur Atkinson
A Atkinson
Description
An account of the resource
Seven items. An oral history interview with Warrant Officer Arthur Atkinson (1922 - 2020, 1042303 Royal Air Force) his log book, service material and two photographs. Arthur Atkinson trained as a wireless operator and spent eighteen months at RAF Ringway before being flying 34 operations with 61 Squadron from RAF Coningsby and RAF Skellingthorpe.
The collection has been loaned to the IBCC Digital Archive for digitisation by Arthur Atkinson and catalogued by IBCC Digital Archive staff.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-06-23
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. 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
Atkinson, A
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 Atkinson’s observers and air gunners flying log book
Description
An account of the resource
Observers and air gunners flying log book for Arthur Atkinson, wireless operator, covering the period from 28 April 1943 to 19 January 1946 and from 16 September 1950 to 30 September 1950. Detailing his flying training, operations flown, instructor duties and post war flying with 19 reserve flying school. He was stationed at RAF Stormy Down, RAF Yatesbury, RAF Bobbington (RAF Halfpenny Green), RAF Husbands Bosworth, RAF Winthorpe, RAF Syerston, RAF Coningsby, RAF Skellingthorpe, RAF Silverstone and RAF St Athan. Aircraft flown in were, Dominie, Proctor, Anson, Wellington, Stirling, Lancaster and Oxford. He flew a total of 34 operations with 61 squadron, 30 night and 4 daylight operations. Targets were, Stuttgart, Toulouse, Tours, Aachen, Paris, Brunswick, Munich, Schweinfurt, Bordeaux, Lille, Bourg-Leopold, Duisburg, Eindhoven, Nantes, Ferme D’Urville, St Pierre du Mont, Argentan, Rennes, Gelsenkirchen, Limoges, Prouville, Vitry, Beauvoir, St Leu D’Esserent, Culmont-Chalindrey, Nevers, Caen, Thiverny, Courtrai, St Cyr and Givors. <span>His pilot on operations was</span><span> F</span>light Lieutenant Acott.
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
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One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LAtkinsonA1042303v1
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
Netherlands
Belgium--Kortrijk
Belgium--Leopoldsburg
England--Leicestershire
England--Lincolnshire
England--Nottinghamshire
England--West Midlands
England--Wiltshire
France--Abbeville Region
France--Argentan
France--Beauvoir-sur-Mer
France--Cherbourg Region
France--Caen
France--Givors
France--Lille
France--Limoges
France--Nantes
France--Nevers
France--Rennes
France--Saint-Cyr-sur-Mer
France--Saint-Pierre-du-Mont (Landes)
France--Senlis Region
France--Toulouse
France--Tours
France--Vitry-sur-Seine
Germany--Aachen
Germany--Braunschweig
Germany--Duisburg
Germany--Gelsenkirchen
Germany--Munich
Germany--Schweinfurt
Germany--Stuttgart
Netherlands--Eindhoven
Wales--Bridgend
Wales--Vale of Glamorgan
France--Bordeaux (Nouvelle-Aquitaine)
Germany--Ruhr (Region)
France--Langres
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
1946
1950
1944-03-15
1944-03-16
1944-04-05
1944-04-06
1944-04-10
1944-04-11
1944-04-12
1944-04-18
1944-04-19
1944-04-20
1944-04-21
1944-04-22
1944-04-23
1944-04-24
1944-04-25
1944-04-26
1944-04-27
1944-04-28
1944-04-29
1944-05-10
1944-05-11
1944-05-12
1944-05-19
1944-05-20
1944-05-21
1944-05-22
1944-05-23
1944-05-24
1944-05-25
1944-05-27
1944-05-28
1944-06-03
1944-06-04
1944-06-06
1944-06-07
1944-06-08
1944-06-09
1944-06-21
1944-06-22
1944-06-23
1944-06-24
1944-06-25
1944-06-27
1944-06-28
1944-06-29
1944-07-04
1944-07-05
1944-07-12
1944-07-13
1944-07-15
1944-07-16
1944-07-18
1944-07-19
1944-07-20
1944-07-21
1944-07-25
1944-07-26
1944-07-27
14 OTU
1661 HCU
17 OTU
61 Squadron
Advanced Flying Unit
Air Gunnery School
aircrew
Anson
bombing
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 Normandy coastal batteries (5/6 June 1944)
bombing of the Pas de Calais V-1 sites (24/25 June 1944)
bombing of Toulouse (5/6 April 1944)
Dominie
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
Oxford
Proctor
RAF Coningsby
RAF Halfpenny Green
RAF Husbands Bosworth
RAF Silverstone
RAF Skellingthorpe
RAF St Athan
RAF Stormy Down
RAF Syerston
RAF Winthorpe
RAF Yatesbury
Stirling
tactical support for Normandy troops
training
Wellington
wireless operator
-
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
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
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/1544/28347/LScrimshawCC957856v1.1.pdf
2cbe223e618a9c2646dcc0d170a3e063
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>.
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
Chris Scrimshaw's RAF navigator’s, air bombers and air gunner’s flying log book
Identifier
An unambiguous reference to the resource within a given context
LScrimshawCC957856v1
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Description
An account of the resource
C Scrimshaw’s air gunner’s flying log book covering the period from 11 August 1943 to 12 Aug 1944. Detailing his operations flown as air gunner. He was stationed at RAF Bishop’s Court (12 AGS), RAF Finningley, Bircotes and Worksop (18 OTU) and RAF Skellingthorpe (61 Squadron). Aircraft flown in were Anson, Wellington and Lancaster. He flew a total of twenty daylight and eight night-time operations with 61 Squadron. Targets were Aachen, Caen, St Cyr, St Leu D’Esserent, Bois d’Cassan, Trossy, Thiverny, Juvisy, Bordeaux, Toulouse, Mailly-de-Camp, Lille, Bourg-Leopald, Ferme-Durville, St Pierre-du-Mont, Argentan, Rennes, Poitiers, Aberville, Vitey, St Nazaire, Givors, Sequeville and Russelheim - from this operation noted ‘Missing from Ops’. His pilots on operations were Flight Lieutenant Berry, Pilot Officer Forrest, Pilot Officer Norton, Squadron Leader Beard DFC, Flying officer Gibberd, Pilot Officer North, Pilot Officer Cooper, Pilot Officer Taylor, Flying officer Heath and Wing Commander Doubleday.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Contributor
An entity responsible for making contributions to the resource
Terry Hancock
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
Belgium--Leopoldsburg
England--Lincolnshire
England--Nottinghamshire
England--Yorkshire
France--Argentan
France--Bordeaux (Nouvelle-Aquitaine)
France--Caen
France--Creil
France--Givors
France--Juvisy-sur-Orge
France--Lille
France--L'Isle-Adam
France--Mailly-le-Camp
France--Poitiers
France--Rennes
France--Saint-Nazaire
France--Toulouse
Germany--Aachen
Germany--Rüsselsheim
France--Saint-Pierre-du-Mont (Landes)
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1944-04-11
1944-04-12
1944-04-18
1944-04-19
1944-04-28
1944-04-29
1944-04-30
1944-05-01
1944-05-02
1944-05-03
1944-05-04
1944-05-10
1944-05-11
1944-05-12
1944-06-02
1944-06-03
1944-06-06
1944-06-07
1944-06-08
1944-06-09
1944-06-12
1944-06-13
1944-06-24
1944-06-25
1944-06-27
1944-06-29
1944-07-04
1944-07-05
1944-07-18
1944-07-19
1944-07-24
1944-07-25
1944-07-26
1944-07-27
1944-08-02
1944-08-03
1944-08-05
1944-08-06
1944-08-07
1944-08-08
1944-08-12
18 OTU
61 Squadron
air gunner
Air Gunnery School
aircrew
Anson
bombing
Bombing of Mailly-le-Camp (3/4 May 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 Normandy coastal batteries (5/6 June 1944)
bombing of the Pas de Calais V-1 sites (24/25 June 1944)
Bombing of Trossy St Maximin (3 August 1944)
Lancaster
missing in action
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
RAF Bishops Court
RAF Finningley
RAF Skellingthorpe
RAF Worksop
tactical support for Normandy troops
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2512/44647/LDaviesDC1304355v2.1.pdf
e7444f6cd871fcca68f00c50e4ff7814
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Davies, David Charles
Davies, D C
Description
An account of the resource
36 items. The collection concerns David Charles Davies DFC (b. 1920, 1304355 Royal Air Force) and contains documents, photographs and two log books, one being the copy of the other. The collection also includes <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2584">one album with photos of personnel and aircraft</a>. <br /><br />He flew operations as a gunner, wireless operator and bomb aimer with 61 Squadron. David was awarded the Distinguished Flying Medal on 12 March 1943 after completing 33 operations. <br /><br />The collection was loaned to the IBCC Digital Archive for digitisation by David Michael Davies and catalogued by Lynn Corrigan.
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-10-01
2020-02-26
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Davies, DC
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
David Charles Davies' observer's and air gunner's flying log book
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Air Force. Coastal Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Wiltshire
England--Lincolnshire
England--Norfolk
England--Yorkshire
England--Nottinghamshire
England--Cornwall (County)
France
France--Paris
France--Lorient
France--Toulouse
France--Tours
France--Bordeaux (Nouvelle-Aquitaine)
France--Saumur
France--Caen
Germany
Germany--Ruhr (Region)
Germany--Cologne
Germany--Lübeck
Germany--Hamburg
Atlantic Ocean--North Sea
Germany--Frankfurt am Main
Germany--Kassel
Germany--Nuremberg
Germany--Munich
Germany--Saarlouis
Germany--Karlsruhe
Germany--Bremen
Germany--Duisburg
Germany--Essen
Germany--Wismar
Germany--Aachen
Italy
Italy--Genoa
Italy--Milan
Atlantic Ocean--Baltic Sea
Germany--Berlin
Germany--Leipzig
Germany--Schweinfurt
Germany--Stuttgart
France--Châteauroux
Germany--Braunschweig
France--Saint-Médard-en-Jalles
France--Saint-Pierre-du-Mont (Landes)
France--Argentan
France--Saint-Omer (Pas-de-Calais)
France--Donges
France--Creil
Ireland
Ireland--Waterford
Scotland--Drem
Great Britain Miscellaneous Island Dependencies--Isle of Man
England--Cambridgeshire
England--Bedfordshire
Germany--Saarbrücken
Germany--Saarbrücken
Germany--Düsseldorf
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Description
An account of the resource
<span>Observer's and air gunner's flying log book for David Charles Davies from November 1940 to 24 March 1948 detailing his training, operational and post conflict duties. Training was with No.5 Air Observer's School at RAF Jurby and Operational Training Units at RAF Finningley and RAF Bircotes. Aircraft flown in were, Dominie, Proctor, Blenhiem, Anson, Wellington, Manchester, Oxford, Lancaster, Halifax and Stirling, He flew a total of 59 operations all with 61 Squadron, 11 daylight and 48 night operations. Pilots flown with were Pilot Officer Clarke, Flight Sergeant Turner, Squadron Leader Deas, Flight Officer Foster and Squadron Leader Beard. David flew as bomb aimer in 52 operations, wireless operator/gunner in five and air gunner in two. The operations were to Paris, Lorient, Essen, Cologne, Lübeck, Hamburg, Saarbrücken, Düsseldorf, Frankfurt am Main, Kassel, Nuremberg, Saarlouis, Karlsruhe, Bremen, Duisburg, Wismar, Aachen, Genoa, Milan, Berlin, Leipzig, Schweinfurt, Stuttgart, Châteauroux, Toulouse, Tours, Brunswick, Saint-Médard-en-Jalles, Saumur, Cherbourg, St. Pierre du Mont (Landes), Argentan, Saint-Omer (Pas-de-Calais), Caen, Donges, Creil, in the Baltic Sea, Atlantic Ocean and North Sea including anti sub patrols, convoy escort and dinghy search.</span>
Format
The file format, physical medium, or dimensions of the resource
One log book
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription
Identifier
An unambiguous reference to the resource within a given context
LDaviesDC1304355v2
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1942-02-24
1942-02-25
1942-03-09
1942-03-10
1942-03-11
1942-03-13
1942-03-14
1942-04-28
1942-04-29
1942-04-08
1942-04-09
1942-07-23
1942-07-26
1942-07-29
1942-07-30
1942-07-31
1942-08-01
1942-08-13
1942-08-15
1942-08-18
1942-08-19
1942-08-21
1942-08-24
1942-08-25
1942-08-27
1942-08-28
1942-08-29
1942-09-01
1942-09-02
1942-09-03
1942-09-04
1942-09-05
1942-09-06
1942-09-07
1942-09-08
1942-09-09
1942-09-10
1942-09-11
1942-09-13
1942-09-14
1942-09-16
1942-09-17
1942-10-01
1942-10-02
1942-10-05
1942-10-06
1942-10-12
1942-10-13
1942-10-22
1942-10-23
1942-10-24
1942-11-07
1942-11-08
1942-11-17
1942-11-18
1942-11-20
1942-11-21
1943-05-22
1943-12-20
1943-12-21
1943-12-23
1943-12-24
1944-01-02
1944-01-03
1944-01-28
1944-01-29
1944-02-15
1944-02-16
1944-02-19
1944-02-19
1944-02-20
1944-02-24
1944-02-25
1944-03-01
1944-03-02
1944-03-10
1944-03-11
1944-03-24
1944-03-25
1944-04-05
1944-05-06
1944-04-10
1944-04-11
1944-04-20
1944-04-21
1944-04-22
1944-04-23
1944-04-26
1944-04-27
1944-04-29
1944-04-30
1944-05-31
1944-06-01
1944-06-03
1944-06-06
1944-06-07
1944-06-19
1944-06-20
1944-07-18
1944-07-24
1944-07-25
1944-08-03
1943-12-23
1943-12-24
1944-01-02
1944-01-03
1944-01-28
1944-01-29
1944-02-15
1944-02-16
1944-02-19
1944-02-20
1944-02-24
1944-02-25
1944-03-01
1944-03-02
1944-03-10
1944-03-11
1944-03-24
1944-03-25
1944-04-05
1944-05-06
1944-04-10
1944-04-11
1944-04-20
1944-04-21
1944-04-22
1944-04-23
1944-04-26
1944-04-27
1944-04-29
1944-04-30
1944-05-31
1944-06-01
1944-06-03
1944-06-06
1944-06-07
1944-06-19
1944-06-20
1944-07-18
1944-07-24
1944-07-25
1944-08-03
105 Squadron
1660 HCU
25 OTU
57 Squadron
61 Squadron
air gunner
Air Observers School
air sea rescue
aircrew
Anson
Blenheim
bomb aimer
bombing
bombing of the Normandy coastal batteries (5/6 June 1944)
bombing of Toulouse (5/6 April 1944)
Bombing of Trossy St Maximin (3 August 1944)
Cook’s tour
Distinguished Flying Medal
Dominie
Halifax
Heavy Conversion Unit
incendiary device
Lancaster
Lancaster Mk 1
Lancaster Mk 2
Lancaster Mk 3
Manchester
mine laying
navigator
Operational Training Unit
Oxford
Proctor
RAF Bishops Court
RAF Burn
RAF Compton Bassett
RAF Coningsby
RAF Feltwell
RAF Finningley
RAF Fulbeck
RAF Jurby
RAF Manby
RAF Skellingthorpe
RAF St Eval
RAF Swanton Morley
RAF Swinderby
RAF Syerston
RAF Woolfox Lodge
RAF Yatesbury
Stirling
submarine
training
Wellington
wireless operator
wireless operator / air gunner
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2512/44447/LDaviesDC1304355v1.2.pdf
1a0b6ce8cb68e5e20d65bf6a9eb6d616
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Davies, David Charles
Davies, D C
Description
An account of the resource
36 items. The collection concerns David Charles Davies DFC (b. 1920, 1304355 Royal Air Force) and contains documents, photographs and two log books, one being the copy of the other. The collection also includes <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2584">one album with photos of personnel and aircraft</a>. <br /><br />He flew operations as a gunner, wireless operator and bomb aimer with 61 Squadron. David was awarded the Distinguished Flying Medal on 12 March 1943 after completing 33 operations. <br /><br />The collection was loaned to the IBCC Digital Archive for digitisation by David Michael Davies and catalogued by Lynn Corrigan.
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-10-01
2020-02-26
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Davies, DC
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
David Charles Davies' observer's and air gunner's flying log book
Description
An account of the resource
Observer's and air gunner's flying log book for David Charles Davies from November 1940 to 24 March 1948 detailing his training, operational and post conflict duties. Training was with No.5 Air Observer's School at RAF Jurby and Operational Training Units at RAF Finningley and RAF Bircotes. Aircraft flown in were, Dominie, Proctor, Blenhiem, Anson, Wellington, Manchester, Oxford, Lancaster, Halifax and Stirling, He flew a total of 59 operations all with 61 Squadron, 11 daylight and 48 night operations. Pilots flown with were Pilot Officer Clarke, Flight Sergeant Turner, Squadron Leader Deas, Flight Officer Foster and Squadron Leader Beard. David flew as bomb aimer in 52 operations, wireless operator/gunner in five and air gunner in two. The operations were to Paris, Lorient, Essen, Cologne, Lübeck, Hamburg, Saarbrücken, Düsseldorf, Frankfurt am Main, Kassel, Nuremberg, Saarlouis, Karlsruhe, Bremen, Duisburg, Wismar, Aachen, Genoa, Milan, Berlin, Leipzig, Schweinfurt, Stuttgart, Châteauroux, Toulouse, Tours, Brunswick, Saint-Médard-en-Jalles, Saumur, Cherbourg, St. Pierre du Mont (Landes), Argentan, Saint-Omer (Pas-de-Calais), Caen, Donges, Creil, in the Baltic Sea, Atlantic Ocean and North Sea including anti sub patrols, convoy escort and dinghy search.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Temporal Coverage
Temporal characteristics of the resource.
1942-02-24
1942-02-25
1942-03-09
1942-03-10
1942-03-11
1942-03-13
1942-03-14
1942-03-28
1942-03-29
1942-04-08
1942-04-09
1942-07-23
1942-07-26
1942-07-29
1942-07-30
1942-07-31
1942-08-01
1942-08-13
1942-08-15
1942-08-18
1942-08-19
1942-08-21
1942-08-24
1942-08-25
1942-08-27
1942-08-28
1942-08-29
1942-09-01
1942-09-02
1942-09-02
1942-09-03
1942-09-04
1942-09-06
1942-09-07
1942-09-08
1942-09-09
1942-09-10
1942-09-11
1942-09-13
1942-09-14
1942-09-16
1942-09-17
1942-10-01
1943-10-02
1942-10-05
1942-10-06
1942-10-12
1942-10-13
1942-10-22
1942-10-23
1942-10-24
1942-11-07
1942-11-08
1942-11-17
1942-11-18
1942-11-20
1942-11-21
1943-05-22
1943-12-20
1943-12-21
1943-12-23
1942-12-24
1944-01-02
1944-01-03
1944-01-28
1944-01-29
1944-02-15
1944-02-16
1944-02-19
1944-02-20
1944-02-24
1944-02-25
1944-03-01
1944-03-02
1944-03-10
1944-03-11
1944-03-24
1944-03-25
1944-04-05
1944-04-06
1944-04-10
1944-04-11
1944-04-20
1944-04-21
1944-04-22
1944-04-23
1944-04-26
1944-04-27
1944-04-29
1944-04-30
1944-05-31
1944-06-01
1944-06-03
1944-06-04
1944-06-05
1944-06-06
1944-06-07
1944-06-19
1944-06-20
1944-07-18
1944-07-24
1944-07-25
1944-08-03
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lancashire
England--Wiltshire
England--Norfolk
England--Yorkshire
England--Nottinghamshire
England--Lincolnshire
England--Hampshire
Great Britain Miscellaneous Island Dependencies--Isle of Man
France
France--Paris
France--Lorient
Germany
Germany--Ruhr (Region)
Germany--Essen
Germany--Cologne
Germany--Lübeck
Germany--Hamburg
Germany--Frankfurt am Main
Germany--Kassel
Germany--Nuremberg
Germany--Munich
Germany--Saarlouis
Germany--Karlsruhe
Germany--Bremen
Germany--Duisburg
Germany--Wismar
Germany--Aachen
Italy
Italy--Genoa
Italy--Milan
Germany--Berlin
Germany--Leipzig
Germany--Schweinfurt
Germany--Stuttgart
France--Châteauroux
France--Toulouse
France--Tours
France--Saint-Médard-en-Jalles
France--Saumur
France--Cherbourg
France--Saint-Pierre-du-Mont (Landes)
France--Argentan
France--Saint-Omer (Pas-de-Calais)
France--Caen
France--Donges
France--Creil
Atlantic Ocean--North Sea
Atlantic Ocean--Baltic Sea
France--Châteauroux
Germany--Braunschweig
Germany--Saarbrücken
Germany--Düsseldorf
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
Identifier
An unambiguous reference to the resource within a given context
LDaviesDC1304355v1
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.
105 Squadron
1660 HCU
25 OTU
57 Squadron
61 Squadron
air gunner
Air Observers School
air sea rescue
aircrew
Anson
Blenheim
bomb aimer
bombing
bombing of the Normandy coastal batteries (5/6 June 1944)
bombing of Toulouse (5/6 April 1944)
Bombing of Trossy St Maximin (3 August 1944)
Cook’s tour
Distinguished Flying Medal
Dominie
Halifax
Heavy Conversion Unit
incendiary device
Lancaster
Lancaster Mk 1
Lancaster Mk 2
Lancaster Mk 3
Lincoln
Manchester
mine laying
navigator
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
Oxford
Proctor
RAF Bishops Court
RAF Burn
RAF Compton Bassett
RAF Coningsby
RAF Feltwell
RAF Finningley
RAF Fulbeck
RAF Jurby
RAF Manby
RAF Skellingthorpe
RAF St Eval
RAF Swanton Morley
RAF Swinderby
RAF Syerston
RAF Woolfox Lodge
RAF Yatesbury
Stirling
submarine
tactical support for Normandy troops
training
Wellington
wireless operator
wireless operator / air gunner
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1165/34342/MTownsleyH994575-180615-02.2.pdf
fa03f4144b5b062bc0ff376672b00fbc
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
Townsley, Henry
H Townsley
Description
An account of the resource
Four items. An oral history interview with Warrant Officer Henry Townsley DFM (b. 1920, 994575 Royal Air Force), a memoir, list of operations and artwork. He flew operations as a flight engineer with 97 Squadron.
The collection has been loaned to the IBCC Digital Archive for digitisation by Henry Townsley 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
2018-03-14
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Townsley, H
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Details from log book of Henry Townsley DFM
Description
An account of the resource
While on 97 Squadron, lists 55 operations over two tours from January 1943 to September 1944, with date, pilot, aircraft and target. Goes on to mention award of DFM and lists aircraft flown with their history. His pilots on operations were Pilot Officer Munro and Flight Lieutenant Baker.
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
H Townsley
Temporal Coverage
Temporal characteristics of the resource.
1943-01-14
1943-01-27
1943-01-30
1943-02-02
1943-02-03
1943-02-13
1943-02-14
1943-02-18
1943-02-25
1943-02-26
1943-02-28
1943-03-01
1943-03-03
1943-03-05
1943-03-08
1943-03-09
1943-03-26
1943-03-27
1943-03-29
1943-04-03
1943-04-04
1943-04-10
1943-05-04
1943-05-23
1943-05-25
1943-05-29
1943-06-11
1943-06-12
1943-06-20
1943-06-23
1943-06-28
1943-07-03
1943-07-27
1944-04-20
1944-04-24
1944-04-28
1944-04-29
1944-05-01
1944-05-07
1944-05-22
1944-05-24
1944-06-06
1944-06-09
1944-06-12
1944-06-21
1944-06-24
1944-07-25
1944-08-01
1944-08-03
1944-08-09
1944-08-26
1944-08-29
1944-09-11
1944-06-05
1944-06-25
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
England--Cambridgeshire
Atlantic Ocean--Bay of Biscay
Atlantic Ocean--English Channel
France
Italy
Germany
Norway
France--Gironde Estuary
Germany
Germany--Düsseldorf
Germany--Hamburg
Germany--Cologne
France--Lorient
Italy--Milan
Germany--Wilhelmshaven
Germany--Nuremberg
France--Saint-Nazaire
Germany--Berlin
Germany--Essen
Germany--Munich
Germany--Duisburg
Germany--Kiel
Atlantic Ocean--Baltic Sea
Germany--Dortmund
Germany--Wuppertal
Germany--Bochum
Germany--Friedrichshafen
Italy--La Spezia
Germany--Schweinfurt
Norway--Oslo
France--Clermont-Ferrand
France--Toulouse
France--Tours
Germany--Braunschweig
Netherlands
Netherlands--Eindhoven
France--Saint-Pierre-du-Mont (Landes)
France--Argentan
France--Étampes (Essonne)
France--Poitiers
Germany--Gelsenkirchen
France--Somme
Belgium
Belgium--Kortrijk
Germany--Stuttgart
France--Pas-de-Calais
France--L'Isle-Adam
France--Creil
France--Châtellerault
Russia (Federation)
Russia (Federation)--Kaliningrad (Kaliningradskai︠a︡ oblastʹ)
Germany--Darmstadt
Germany--Ruhr (Region)
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
Text. Personal research
Format
The file format, physical medium, or dimensions of the resource
Four page printed document
Identifier
An unambiguous reference to the resource within a given context
MTownsleyH994575-180615-02
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
15 Squadron
166 Squadron
8 Group
9 Squadron
97 Squadron
aircrew
bombing
bombing of Hamburg (24-31 July 1943)
bombing of the Normandy coastal batteries (5/6 June 1944)
bombing of the Pas de Calais V-1 sites (24/25 June 1944)
Bombing of Trossy St Maximin (3 August 1944)
Distinguished Flying Medal
flight engineer
Ju 88
mine laying
Normandy campaign (6 June – 21 August 1944)
Pathfinders
RAF Bourn
RAF Coningsby
RAF Woodhall Spa
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/490/27459/LChineryDR1465877v1.1.pdf
9da2a560e832821bb136ce059c92f214
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
Chinery, Donald
Donald Robert Chinery
D R Chinery
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Chinery, DR
Description
An account of the resource
Three items. An oral history interview with Donald Chinery (1921 - 2017, 1465877 Royal Air Force) his log book, and the log book of J Millar. Donald Chinery flew operations as an air gunner with 61 Squadron.
The collection has been licenced to the IBCC Digital Archive by Pam Winter and catalogued by IBCC Digital Archive staff.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Donald Chinery’s flying log book for observers and air gunners
Description
An account of the resource
Flying log book for observers and air gunners for D R Chinery, air gunner, covering the period from 16 August 1943 to 19 October 1945. Detailing his flying training, operations flown and instructor duties. He was stationed at RAF Barrow, RAF Llandwrog, RAF Newmarket, RAF Waterbeach, RAF Witchford, RAF Coningsby, RAF Skellingthorpe, RAF Barford St John, AF Turweston, RAF Silverstone and RAF Finningley. He initially joined 196 Squadron but flew a total of 34 night operations with 61 Squadron. Targets were, Chateauroux, Stuttgart, Frankfurt, Berlin, Essen, Nuremburg, Tours, Aachen, Paris, Brunswick, Munich, Schweinfurt, Bordeaux, Toulouse, Mailly le Camp, Eindhoven, Nantes, Saumer, Ferme Dur Ville, Pierre Du Mont, Argentan, Rennes, Orleans, Poitiers, Aunay, Watten, Gelsenkirchen, Limoges, Rouville and Vitry. His pilot on operations was Pilot Officer Auckland. This item was sent to the IBCC Digital Archive already in digital form. No better quality copies are available.
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
Netherlands
Atlantic Ocean--Bay of Biscay
England--Cambridgeshire
England--Lincolnshire
England--Oxfordshire
England--Suffolk
France--Argentan
France--Châteauroux
France--Limoges
France--Mailly-le-Camp
France--Nantes
France--Orléans
France--Pas-de-Calais
France--Poitiers
France--Paris
France--Rennes
France--Saint-Pierre-du-Mont (Landes)
France--Saumur
France--Toulouse
France--Tours
France--Vire (Calvados)
France--Vitry-sur-Seine
Germany--Aachen
Germany--Berlin
Germany--Braunschweig
Germany--Essen
Germany--Gelsenkirchen
Germany--Munich
Germany--Nuremberg
Germany--Schweinfurt
Germany--Stuttgart
Netherlands--Eindhoven
France--Bordeaux (Nouvelle-Aquitaine)
Germany--Ruhr (Region)
France--Bolbec
France--Watten
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
1944-02-24
1944-03-01
1944-03-02
1944-03-10
1944-03-11
1944-03-16
1944-03-17
1944-03-18
1944-03-19
1944-03-22
1944-03-23
1944-03-24
1944-03-25
1944-03-26
1944-03-27
1944-03-30
1944-03-31
1944-04-10
1944-04-11
1944-04-12
1944-04-18
1944-04-19
1944-04-20
1944-04-21
1944-04-22
1944-04-23
1944-04-24
1944-04-25
1944-04-26
1944-04-27
1944-04-28
1944-04-29
1944-04-30
1944-05-01
1944-05-02
1944-05-03
1944-05-04
1944-05-19
1944-05-20
1944-05-22
1944-05-23
1944-05-24
1944-05-27
1944-05-28
1944-05-31
1944-06-01
1944-06-03
1944-06-04
1944-06-06
1944-06-07
1944-06-08
1944-06-09
1944-06-10
1944-06-11
1944-06-12
1944-06-13
1944-06-14
1944-06-15
1944-06-19
1944-06-21
1944-06-22
1944-06-23
1944-06-24
1944-06-25
1944-06-27
1944-06-28
1945-06-22
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LChineryDR1465877v1
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
16 OTU
1651 HCU
17 OTU
196 Squadron
61 Squadron
Advanced Flying Unit
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 Normandy coastal batteries (5/6 June 1944)
bombing of the Pas de Calais V-1 sites (24/25 June 1944)
bombing of the Watten V-2 site (19 June 1944)
Cook’s tour
Heavy Conversion Unit
Me 109
mid-air collision
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
RAF Barford St John
RAF Barrow in Furness
RAF Coningsby
RAF Finningley
RAF Llandwrog
RAF Newmarket
RAF Silverstone
RAF Skellingthorpe
RAF Turweston
RAF Waterbeach
RAF Witchford
tactical support for Normandy troops
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1993/41338/LHowkinsF1576710v1.1.pdf
152cfcf74ea85cc9ba9c191962c4cb30
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
Howkins, Frank
F Howkins
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-11-30
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
Howkins, F
Description
An account of the resource
Four items. The collection concerns Frank Howkins (1546410 Royal Air Force) and contains his log book, flying programme and photographs. He flew operations as a wireless operator with 467 and 617 Squadrons.
The collection has been loaned to the IBCC Digital Archive for digitisation by Keith Howkins and catalogued by Barry Hunter.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Frank Howkins’ navigator’s, air bomber’s and air gunner’s flying log book
Description
An account of the resource
Navigator’s, air bomber’s and air gunner’s flying log book for F Howkins, wireless operator, covering the period from 29 April 1943 to 30 August 1953. Detailing his flying training, operations flown, and post was flying with number 5 Reserve Flying School. He was stationed at RAF Yatesbury, RAF Bobbington [aka RAF Halfpenny Green], RAF Lichfield, RAF Wigsley, RAF Syerston, RAF Waddington, RAF Woodhall Spa and RAF Castle Bromwich. Aircraft flown in were Dominie, Proctor, Anson, Wellington, Halifax and Lancaster. He flew a total of 48 operations. 36 with 467 Squadron, 5 daylight and 32 night operations, and 12 with 617 Squadron, 11 daylight and one night operation. Targets were Frankfurt, Toulouse, Tours, Juvisy, Leipzig, Lille, Bourg Leopold, Duisburg, Brunswick, Eindhoven, Nantes, Saumur, Ferme D’Urville, St Pierre du Mont, Argentan, Rennes, Orleans, Gelsenkirchen, Limoges, Prouville, Vitry, Beauvoir, St Leu D’Esserent, Villeneuve St Georges, Nevers, Thiverny, Stuttgart, Dortmund, Pas De Calais, Brest, L’Isle Adam, Darmstadt, Dortmund-Ems Canal, Westkapelle, Kembs Dam, Tromso, Urft Dam, Bielefeld Viaduct and Bremen. His pilots on operations were Wing Commander Tait and Flight Lieutenant Sayers.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Belgium
France
Germany
Great Britain
Netherlands
Norway
Atlantic Ocean--Bay of Biscay
Atlantic Ocean--North Sea
Belgium--Leopoldsburg
England--Birmingham
England--Lincolnshire
England--Nottinghamshire
England--Staffordshire
England--Wiltshire
France--Abbeville Region
France--Argentan
France--Beauvoir-sur-Mer
France--Brest
France--Creil
France--Kembs
France--Lille
France--Limoges
France--L'Isle-Adam
France--Nantes
France--Nevers
France--Orléans
France--Paris
France--Pas-de-Calais
France--Paris Region
France--Rennes
France--Saint-Pierre-du-Mont (Landes)
France--Saumur
France--Toulouse
France--Tours
France--Valognes Region
France--Vitry-sur-Seine
Germany--Bielefeld
Germany--Braunschweig
Germany--Bremen
Germany--Darmstadt
Germany--Dortmund
Germany--Dortmund-Ems Canal
Germany--Duisburg
Germany--Frankfurt am Main
Germany--Gelsenkirchen
Germany--Leipzig
Germany--Stuttgart
Germany--Urft Dam
Netherlands--Eindhoven
Netherlands--Walcheren
Norway--Tromsø
Germany--Ruhr (Region)
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Format
The file format, physical medium, or dimensions of the resource
One booklet
Identifier
An unambiguous reference to the resource within a given context
LHowkinsF1576710v1
Temporal Coverage
Temporal characteristics of the resource.
1943
1944-04-03
1944-04-04
1944-04-05
1944-04-06
1944-04-10
1944-04-11
1944-04-18
1944-04-19
1944-04-26
1944-04-27
1944-04-28
1944-04-29
1944-05-10
1944-05-11
1944-05-12
1944-05-19
1944-05-20
1944-05-21
1944-05-22
1944-05-23
1944-05-24
1944-05-25
1944-05-27
1944-05-28
1944-05-31
1944-06-01
1944-06-03
1944-06-04
1944-06-05
1944-06-06
1944-06-07
1944-06-08
1944-06-09
1944-06-10
1944-06-11
1944-06-21
1944-06-22
1944-06-23
1944-06-24
1944-06-25
1944-06-27
1944-06-28
1944-06-29
1944-07-04
1944-07-05
1944-07-07
1944-07-08
1944-07-14
1944-07-15
1944-07-16
1944-07-19
1944-07-25
1944-07-26
1944-07-28
1944-07-29
1944-07-30
1944-07-31
1944-08-01
1944-08-14
1944-08-18
1944-08-25
1944-08-26
1944-09-23
1944-09-24
1944-10-03
1944-10-07
1944-10-29
1944-11-12
1944-12-08
1945-02-14
1945-02-22
1945-02-24
1945-03-13
1945-03-14
1945-03-21
1946
1951
1952
1953
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Mike Connock
1654 HCU
27 OTU
467 Squadron
617 Squadron
Advanced Flying Unit
Air Gunnery School
aircrew
Anson
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 Normandy coastal batteries (5/6 June 1944)
Dominie
Halifax
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
Mosquito
Normandy campaign (6 June – 21 August 1944)
Operation Catechism (12 November 1944)
Operational Training Unit
Proctor
RAF Castle Bromwich
RAF Halfpenny Green
RAF Lichfield
RAF Syerston
RAF Waddington
RAF Wigsley
RAF Woodhall Spa
RAF Yatesbury
Tallboy
Tirpitz
training
Wellington
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/583/10639/LHolmesGH1579658v1.1.pdf
bf036945795cfbfa29a4383912ff5c45
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
Holmes, George
George Henry Holmes
G H Holmes
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Holmes, GH
Description
An account of the resource
Nine items. An oral history interview with Pilot Officer George Holmes (b. 1922, 1579658, 187788 Royal Air Force) his log book, records of operation, newspaper cuttings and photographs of personnel. He flew operations as a wireless operator / air gunner with 9, 50 and 83 Squadrons.
The collection has been donated to the IBCC Digital Archive by George Holmes and catalogued by Nigel Huckins
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-10-21
2017-01-14
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[Partial transcription of page 60 - 61]
LUCKY ESCAPE – iii
One night on return – on the circuit we collided with another A/C on opposite direction – losing about 4-5 foot of the tip of main plane and nearly spun upside down – but recovered level flying – and landed – OK!!
On the night of July 24th in Lancaster VN-O. 50 Sqdn Skellingthorpe we were on route to Stuttgart when we were attacked by a german night fighter. Which shot away our bomb bay door. Damaged the starboard landing gear Fractured the main spar and put 5-6 cannon shells in the fuel tanks, on a 2nd attack the gunners shot the attacker down. We all agreed to carry on to the target, on arriving back at Base we were told to orbit until all the other A/C were down – On inspection we found that the cannon shells were still there. They were removed and were emptied. They were found to contain SAND instead of explosive – which saved all our lives. A very lucky escape. After a Belly Landing our first big escape.
15/3/2016 – G Holmes (aged 93)
[Page break]
RAF Coningsby 83 Sqdn 1945
Between Feb 1 to 18 March 1945 I flew with an Aussie pilot F/O Cassidy
His A/C was named –
“Hopalong Cassidy’s Flying Circus”!!
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
George Holmes' navigator’s, air bomber’s and air gunner’s flying log book
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Anne-Marie Watson
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
LHolmesGH1579658v1
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.
Chile
Czech Republic
France
Germany
Great Britain
Italy
Netherlands
Norway
Poland
Atlantic Ocean--Baltic Sea
Atlantic Ocean--Bay of Biscay
Atlantic Ocean--English Channel
Czech Republic--Plzeň
England--Buckinghamshire
England--Lincolnshire
England--Northamptonshire
England--Nottinghamshire
England--Wiltshire
France--Argentan
France--Beauvoir-sur-Mer
France--Brest
France--La Pallice
France--Le Havre
France--Limoges
France--Normandy
France--Orléans
France--Rennes
France--Saint-Pierre-du-Mont (Landes)
Germany--Bremerhaven
Germany--Dortmund-Ems Canal
Germany--Dresden
Germany--Gelsenkirchen
Germany--Hamburg
Germany--Karlsruhe
Germany--Kiel
Germany--Mönchengladbach
Germany--Siegen
Germany--Stuttgart
Netherlands--Vlissingen
Norway--Horten
Poland--Police (Województwo Zachodniopomorskie)
Scotland--Ross and Cromarty
Germany--Leipzig
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
1946
1947
1944-06-03
1944-06-04
1944-06-05
1944-06-06
1944-06-07
1944-06-08
1944-06-09
1944-06-10
1944-06-11
1944-06-21
1944-06-22
1944-06-23
1944-06-24
1944-06-29
1944-07-23
1944-07-24
1944-07-25
1944-07-30
1944-08-01
1944-08-02
1944-08-05
1944-08-14
1944-08-19
1944-09-10
1944-09-18
1944-09-19
1944-09-20
1944-10-23
1945-01-13
1945-01-14
1945-02-01
1945-02-02
1945-02-03
1945-02-07
1945-02-08
1945-02-09
1945-02-13
1945-02-14
1945-02-15
1945-02-24
1945-03-21
1945-04-08
1945-04-09
1945-04-17
1945-09-10
1945-09-29
1945-10-02
Description
An account of the resource
Navigator’s, air bomber’s and air gunner’s flying log book for G H Holmes, covering the period from 7 June 1943 to 23 May 1947. Detailing his flying training and operations flown. He was stationed at RAF Yatesbury, RAF Evanton, RAF Turweston, RAF Silverstone, RAF Swinderby, RAF Syerston, RAF Bardney, RAF Skellingthorpe, RAF Coningsby and RAF Hemswell. Aircraft flown in were, Dominie, Procter, Botha, Wellington, Stirling, Lancaster, Lincoln and Oxford. He flew a total of 31 Operations, 7 night with 9 squadron, 9 daylight and 4 night with 50 squadron and 11 night with 83 squadron. Targets were, Ferme D’urville, St Peirre du Mond, Argentan, Rennes, Orlean, Gelsenkirchen, Limoges, Beauvoir, Kiel, Stuttgart, Cahagnes, Mont Cadon, Bois de Cassau, St Leu D’esserent, Brest, La Pallice, Le Havre, Bremerhaven, Mönchengladbach, Flushing, Politz, Siegen, Karlsruhe, Ladbergen, Dresden, Rositz, Horton Fjord, Hamburg, Lutzkendorf, Pilsen. <span>His pilots on operations were </span>Squadron Leader Stubbs, Flying Officer Inniss, Flying Officer Cassidy, Flight Lieutenant Siddle, Wing Commander Osbourne and Flight Lieutenant Weber. He survived a fighter attack and a mid air collision. He also flew on a Cook's Tour, Operation Dodge to Bari and a goodwill tour to Chile. The log book has been annotated and also contains various pictures of the aircraft flown in, the squadron badges and a photo of himself in uniform.
1660 HCU
17 OTU
50 Squadron
83 Squadron
9 Squadron
Air Gunnery School
aircrew
bombing
bombing of Dresden (13 - 15 February 1945)
bombing of the Normandy coastal batteries (5/6 June 1944)
Botha
Cook’s tour
Dominie
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
Lancaster Mk 1
Lancaster Mk 3
Lincoln
mid-air collision
military service conditions
Normandy campaign (6 June – 21 August 1944)
Operation Dodge (1945)
Operational Training Unit
Oxford
Pathfinders
Proctor
RAF Bardney
RAF Coningsby
RAF Evanton
RAF Hemswell
RAF Silverstone
RAF Skellingthorpe
RAF Swinderby
RAF Syerston
RAF Turweston
RAF Yatesbury
Stirling
tactical support for Normandy troops
training
Wellington
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/490/27465/LMillarJ1893458v10001.2.pdf
e352f9e02b4c620fe44613b7e6486819
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
Chinery, Donald
Donald Robert Chinery
D R Chinery
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Chinery, DR
Description
An account of the resource
Three items. An oral history interview with Donald Chinery (1921 - 2017, 1465877 Royal Air Force) his log book, and the log book of J Millar. Donald Chinery flew operations as an air gunner with 61 Squadron.
The collection has been licenced to the IBCC Digital Archive by Pam Winter and catalogued by IBCC Digital Archive staff.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
J Millar’s navigator’s, air bomber’s and air gunner’s flying log book
Description
An account of the resource
Navigator’s, air bomber’s and air gunner’s flying log book for J Millar, air gunner, covering the period from 29 July 1943 to 27 June 1944. Detailing his flying training and operations flown. He was stationed at RAF Pembrey, RAF Newmarket, RAF Stradishall, RAF Leicester East, RAF Coningsby and RAF Skellingthorpe. Aircraft flown in were Blenheim, Wellington, Stirling and Lancaster. Having initially joined 620 Squadron he flew a total of 35 night operations with 61 Squadron. Targets were Chateauroux, Stuttgart, Frankfurt, Berlin, Essen, Nuremberg, Tours, Aachen, Paris, Brunswick, Munich, Schweinfurt, Bordeaux, Toulouse, Mailly-Le-Camp, Eindhoven, Nantes, Saumur, Ferme D’Urville, Pierre du Mont, Argentan, Rennes, Orleans, Poitiers, Aunay, Watten, Gelsenkirchen, Limoges, Rouville and Vitry. His pilot on operations was Pilot Officer Auckland. 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
Identifier
An unambiguous reference to the resource within a given context
LMillarJ1893458v10001
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
Netherlands
Atlantic Ocean--Bay of Biscay
England--Leicestershire
England--Lincolnshire
England--Suffolk
France--Argentan
France--Bordeaux (Nouvelle-Aquitaine)
France--Caen Region
France--Châteauroux
France--Limoges
France--Nantes
France--Orléans
France--Paris
France--Poitiers
France--Rennes
France--Saumur
France--Saint-Pierre-du-Mont (Landes)
France--Toulouse
France--Tours
France--Troyes
France--Valognes Region
France--Vitry-sur-Seine
France--Watten
Germany--Aachen
Germany--Berlin
Germany--Braunschweig
Germany--Essen
Germany--Frankfurt am Main
Germany--Gelsenkirchen
Germany--Munich
Germany--Nuremberg
Germany--Schweinfurt
Germany--Stuttgart
Netherlands--Eindhoven
Wales--Carmarthenshire
Germany--Ruhr (Region)
France--Bolbec
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1944-03-10
1944-03-11
1944-03-16
1944-03-17
1944-03-18
1944-03-19
1944-03-22
1944-03-23
1944-03-24
1944-03-25
1944-03-26
1944-03-27
1944-03-30
1944-03-31
1944-04-10
1944-04-11
1944-04-12
1944-04-18
1944-04-19
1944-04-20
1944-04-21
1944-04-22
1944-04-23
1944-04-24
1944-04-25
1944-04-26
1944-04-27
1944-04-28
1944-04-29
1944-04-30
1944-05-01
1944-05-02
1944-05-03
1944-05-04
1944-05-19
1944-05-20
1944-05-22
1944-05-23
1944-05-24
1944-05-27
1944-05-28
1944-05-31
1944-06-01
1944-06-03
1944-06-04
1944-06-06
1944-06-07
1944-06-08
1944-06-09
1944-06-10
1944-06-11
1944-06-12
1944-06-13
1944-06-14
1944-06-15
1944-06-19
1944-06-21
1944-06-22
1944-06-23
1944-06-24
1944-06-25
1944-06-27
1944-06-28
1657 HCU
61 Squadron
620 Squadron
air gunner
Air Gunnery School
aircrew
Blenheim
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 Normandy coastal batteries (5/6 June 1944)
bombing of the Pas de Calais V-1 sites (24/25 June 1944)
bombing of the Watten V-2 site (19 June 1944)
Heavy Conversion Unit
Lancaster
Me 109
Normandy campaign (6 June – 21 August 1944)
RAF Coningsby
RAF Leicester East
RAF Newmarket
RAF Pembrey
RAF Skellingthorpe
RAF Stradishall
Stirling
tactical support for Normandy troops
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2405/44014/LMillsJF14682v1.1.pdf
7ffa8d8d9a954c03eabfa884a8e7e0a9
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
Mills, Joseph Forster
Description
An account of the resource
Three items. The collection concerns Flying Officer Joseph Forster Mills (b. 1916, 174682 Royal Air Force) and contains a copy of his log book and correspondence. He flew operations as a navigator with 61 Squadron. Many of his operations were flown in Lancaster ED860.
The collection was donated to the IBCC Digital Archive for digitisation by Jane Towler and catalogued by Digital Archive staff.
Date
A point or period of time associated with an event in the lifecycle of the resource
2021-07-20
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Mills, JF
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
Joseph Forster Mills flying log book
Description
An account of the resource
Flying log book for J F Mills, Navigator, covering the period from 20 September 1942 to 24 September 1950. Detailing his flying training, operations flown and post war flying with 1332 heavy conversion unit, 246 squadron, number 23 reserve flying school and 59 squadron. He was stationed at RCAF London, RAF Kingstown, RAF Staverton, RAF Moreton Valance, RAF Saltby, RAF Market Harborough, RAF Wigsley, RAF Skellingthorpe, RAF Coningsby, RAF Longtown, RAF Northolt and RAF Bassingbourn. Aircraft flown in were Anson, Tiger Moth, Wellington, Halifax, Lancaster, York, Oxford, and Hastings. He flew a total of 38 operations with 61 squadron, 5 Daylight and 33 night. His pilots on operations were Wing Commander Scott, Wing Commander Doubleday, Flying Officer Street, Flight lieutenant Forrest, Pilot Officer Auckland, and Flying Officer Stone. Targets were Berlin, Magdeburg, Leipzig, Stuttgart, Schweinfurt, Chateauroux, Frankfurt, Nuremburg, Tours, Aachen, Paris, Brunswick, Louailles, Brest, Duisburg, Saumur, St Pierre du Mont, Argentan, Poitiers, St Cyr, Givors, Cahagnes, St Leu D’Esserent, Sequeville, Ladbergen, Essen, Lutzkendorf and Bremen. He also flew 3 operation Exodus and 2 Cooks tours.
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
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Format
The file format, physical medium, or dimensions of the resource
One booklet
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
LMillsJF14682v1
Spatial Coverage
Spatial characteristics of the resource.
Canada
France
Germany
Great Britain
England--Cambridgeshire
England--Cumbria
England--Gloucestershire
England--Leicestershire
England--Lincolnshire
England--London
France--Argentan
France--Brest
France--Caen Region
France--Châteauroux
France--Creil Region
France--Givors
France--Le Mans Region
France--Paris
France--Poitiers
France--Saint-Cyr-sur-Mer
France--Saint-Pierre-du-Mont (Landes)
France--Saumur
France--Tours
Germany--Aachen
Germany--Berlin
Germany--Bremen
Germany--Dortmund-Ems Canal
Germany--Duisburg
Germany--Essen
Germany--Frankfurt am Main
Germany--Leipzig
Germany--Magdeburg
Germany--Merseburg Region
Germany--Nuremberg
Germany--Schweinfurt
Germany--Stuttgart
Ontario--London
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1944-01-20
1944-01-21
1944-01-22
1944-01-30
1944-01-31
1944-02-15
1944-02-16
1944-02-19
1944-02-20
1944-02-21
1944-02-24
1944-02-25
1944-03-01
1944-03-02
1944-03-10
1944-03-11
1944-03-15
1944-03-16
1944-03-18
1944-03-19
1944-03-22
1944-03-23
1944-03-24
1944-03-25
1944-03-30
1944-03-31
1944-04-10
1944-04-11
1944-04-12
1944-04-13
1944-04-18
1944-04-19
1944-04-20
1944-04-21
1944-04-22
1944-04-23
1944-05-06
1944-05-07
1944-05-08
1944-05-09
1944-05-19
1944-05-20
1944-05-21
1944-05-22
1944-05-23
1944-05-31
1944-06-01
1944-06-05
1944-06-06
1944-06-07
1944-06-12
1944-06-13
1944-07-25
1944-07-26
1944-07-27
1944-07-28
1944-07-29
1944-07-30
1944-08-05
1944-08-06
1944-08-07
1945-03-03
1945-03-04
1945-03-11
1945-03-14
1945-03-15
1945-03-22
1945-04-30
1945-05-04
1946
1949
1950
61 Squadron
aircrew
Anson
bombing
Cook’s tour
Halifax
Heavy Conversion Unit
Lancaster
navigator
Operation Exodus (1945)
Oxford
RAF Bassingbourn
RAF Coningsby
RAF Market Harborough
RAF Northolt
RAF Saltby
RAF Skellingthorpe
RAF Staverton
RAF Wigsley
Tiger Moth
training
Wellington
York
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/696/17880/LBarryMR419764v1.2.pdf
c002c431c804b04c8ca768c4085ff776
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
Barry, Max
M Barry
Description
An account of the resource
Three items. An oral history with Max Barry (419764 Royal Australian Air Force) his log book, and crew photograph. After training, he flew 7 operations on Lancaster with 463 Squadron before being shot down and becoming a prisoner of war.
The collection has been loaned to the IBCC Digital Archive for digitisation by Max Barry 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
2018-03-28
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Barry, MR
Requires
A related resource that is required by the described resource to support its function, delivery, or coherence.
Daniel Richards
Max Barry was born in Beaufort, Victoria, Australia in 1924. His parents had a dairy farm at Colac which Max grew up on. Max was fortunate enough to be one of two hundred young people who got a scholarship from the Victorian Department of Education. This required him to become a teacher in the Education Department of Victoria. His family funds at the time, were fairly limited and his parents were very pleased that Max had this extra scholarship which provided books and certain other things. So, when he finished his schooling at seventeen and a half, Max became a student teacher and was teaching at Cressy. This was a two teacher school, and Max was the student teacher waiting to go to Training College in Melbourne.
When Max got to age eighteen, like most young men at the time he wanted to learn to fly so he applied to become a Reserve aircrew person and duly joined the Air Force in September 1942.
Max ended up as an air gunner at a Gunnery School at West Sale in Victoria. They used to have two Fairey Battles. One towed a drogue so that it had it yards behind. And the other aircraft had the pilot and the trainee gunner who flew alongside where the drogue was and had to aim at the drogue. You aimed at the drogue so you learned to use a gun, machine gun in in the air and you became a gunner. Max then went to England after he had reached nineteen years of age. He set sail from Adelaide. There were about six hundred personal on a ship called the Denbighshire. It was a cargo ship and the decks had been cleared out and everyone had hammocks to sleep in at night and rolled them up in the daytime. The ship sailed alone, across to New Zealand, then to Panama and then on to Bristol in England.
Once Max arrived in England he was sent down to Brighton, and from there up to Lichfield, 27 OTU and formed crews. The crewing up process was quite interesting in that they put a hundred young Air Crew in a room in five categories, twenty of each and said, ‘Crew yourselves up. We’ll be back in two hours.’ Everyone wandered around and found four other people to join to make a crew for a Wellington. Max’s Bomb Aimer was also from Melbourne, with the other three crew members from Queensland.
The crew became very close. In the crews you had to really know the other people and trust them because everybody depended on each other and they became very close. The crew then went off to do training at Church Broughton which was a satellite of Lichfield and trained in a Wellington. And from there they were converted to a Stirling aircraft. And they gathered two more crew members. A flight engineer and a mid-upper gunner. From there they then converted to a Lancaster and went to Lanc Finishing School which was at Syerston. And from there to a squadron. 463 at Waddington. Arriving there in late May ’44.
At this time, the big effort of Bomber Command was to make life difficult for the Germans to bring up troops and equipment to the Normandy area where the landing was to take place shortly after. On D-Day morning for example the crew had been to the coast of Normandy bombing German gun emplacements and then they were flying back west of Cherbourg and Max looked up the Channel and there were five thousand ships there.
About four nights later on, on the 10th, 11th of June the crews mission was to Orléans to bomb railway yards. Then as they were flying home after dropping their bombs, west of, or north of the Le Mans area. Suddenly Max saw great sheets of flame coming past his turret. His Lancaster was on fire. The controls became difficult for the pilot and the engineer to handle. The pilot told the two gunners to get out of their turrets and throw overboard anything, they could to lessen the weight of the aircraft because they were losing height fairly quickly.
The Lancaster became impossible to control for the pilot, and it looked as if they would either crash or have too ditch in to the Atlantic if they kept going.
The pilot told the crew to bail out, which they did. The two gunners were standing near the rear hatch which was open and the mid-upper gunner was the first out. He had to, according to instructions sit there facing backwards and roll sideways. He did sit there and didn’t fall out so Max had to give him a shove, so he fell out. Max sat there and tried to do the same but without success. The centrifugal force was holding him back, but fortunately he had grown up on a farm using slip rails and whatever. Max was quite capable of going through them so I quickly got back in to the fuselage and faced forward and rolled through the door, clear and floated down in the dark. This was his first parachute jump, at the count of ten max pulled the rip cord, and floated down.
The first thing he knew he was near the ground, was when the tree branches came past his face. It was pitch black. You couldn’t see anything. But max landed safely.
The crew had difficulty getting out of the Lancaster, Max was the last one to jump out of the plane. The bomb aimer who was first out saw the aircraft crash, unfortunately the pilot didn’t manage to get out. After getting down in the dark Max gathered his parachute together, and stuffed it under some bushes. Then he started to walk off north, towards the invasion.
Max had an escape kit which included a compass and some food. Max knew some French from high school, so could talk to the local farmers and get food and swapped his uniform for farm clothes. Old farm clothes. So then he could walk in daylight as long as he kept away from the Germans.
Max walked north for three weeks and came to a village of six houses. He could hear the front not too far away, he found a French family who were friendly and initially got some milk to drink and then the lady was obviously friendly. She could see I was a stranger so I told her that I was an English airman on the run. I didn’t mention Australian because that didn’t mean a lot to people in Europe.
Max talked for a while and then the lady said, that he could hide in a barn on their farm which was about a kilometre away and told him how to get there. Max hid upstairs in an old barn, on the farm and used to be left out some food each night. And a week on the farm a lad who worked on it, came down early in the morning and said, ‘Get out quickly. The Germans are in the village.’ Max took off in a hurry and was about a few fields away before two German Army men said, ‘Halten halt,’ and then, ‘Papier.’ Max had no papers.
He was immediately arrested, marched up to the local town which was La Ferriere-Harang, and then questioned there by the Army. It was accepted that he was an airman on the run, due to the little metal discs, Identity discs that the Air Force used. He was then passed over to the Luftwaffe people who then took him to Oberursel, near Frankfurt which was a big interrogation centre for airmen. After questioning and being photographed and fingerprinted he moved to Bankau. The Stalag Luft 7 for NCO airmen, and went there with other people, other similar men. On the way he received a Red Cross parcel of clothing and toilet gear.
.
Max arrived in the camp at Bankau on the 5th of August ’44, and initially he was in small hut. These were temporary huts. The camp had only started in June, and Russian prisoners were building bigger barracks with rooms of bunks for the POW for winter accommodation and they moved in to them in October.
Towards the end of ’44 as the Red Army marched west the camp was alerted that they might have to move prisoners, prisoners in Polish camps might have to move to Germany. It began a very miserable journey because the POW had very little food and little shelter on the way.
The second night the POW were marched forty-two kilometres, it was minus thirteen degrees’ temperature. After about three weeks on the road they were at a place called Goldberg and there they were all crammed in to train trucks. About fifty five or so people per truck, standing room only and they had been given food for two days but no water and then the journey started, for three days to Luckenwalde, about fifty kilometres south of Berlin.
They ended up in a new camp in Luckenwalde. They had a big hall like building that they were in. Four hundred men in that room. They had straw on the floor to sleep on and they had enough room for yourself to lie down and maybe a walkway here and there.
It was better that way because when we were in a barn if we were lucky to have a barn we would take it in turns to sleep in the middle because the one in the middle was warm.
Max stayed at the camp in Luckenwalde for three or four weeks.
One day an American war correspondents came in a jeep, with big white stars on it and, they called at the camp to pick up one of their friends who was also a war correspondent.
The Americans arranged trucks to take the POW out, because they were only about forty miles from the Elbe River which was the boundary between American and Russian troops.
A few days’ later ambulances did come and took the sick people away for the hospital and then a few days later a whole lot of American trucks came early in the morning. By the lunchtime Max was wondering if it would be possible to go into these trucks. Word came around that they were not going to be able to take everyone out, so quite a lot of people started to walk down the road towards the American line, which was forty miles away.
Max eventually got to Brussels and then flew back to England on a Douglas DC3
After the war Max enrolled on a 5-year vet training course and married soon after graduating. He kept in touch with some of his aircrew and later went to Normandy to find the people who were kind to him during the war. The friendship has continued.
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
M R Barry's air gunner log book
Description
An account of the resource
Flying log book for air gunner for M R Barry, covering the period from February 1943 to 10 June 1944. Detailing his flying training and operations flown. He was stationed at RAF Ballarat, RAF West Sale, RAF Lichfield, RAF Church Broughton, RAF Swinderby, RAF Syerston and RAF Waddington. Aircraft flown in were, Wackett, Anson, Oxford, Battle, Wellington, Martinet, Stirling and Lancaster. He flew a total of 7 night operation with 463 squadron, going missing on his seventh operation on 10 June 1944 and becoming a prisoner of war. Targets were, Nantes, St Martin de Vareville, Ferme de Varreville, St Pierre du Mont, Argentan, Rennes, Orleans. His pilot on operations was Pilot Officer Fletcher.
This item was provided, in digital form, by a third-party organisation which used technical specifications and operational protocols that may differ from those used by the IBCC Digital Archive.
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
LBarryMR419764v1
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.
Australia
France
Great Britain
England--Derbyshire
England--Lincolnshire
England--Nottinghamshire
England--Staffordshire
France--Argentan
France--Nantes
France--Normandy
France--Orléans
France--Rennes
France--Saint-Pierre-du-Mont (Landes)
Victoria--Ballarat
Victoria--Sale
Victoria
France--Saint-Martin-de-Varreville
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1944-06
1944-01-25
1944-01-26
1944-05-27
1944-05-28
1944-05-29
1944-06-03
1944-06-04
1944-06-05
1944-06-06
1944-06-07
1944-06-08
1944-06-09
1944-06-10
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.
1660 HCU
27 OTU
463 Squadron
Anson
Battle
Bombing and Gunnery School
bombing of the Normandy coastal batteries (5/6 June 1944)
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
Martinet
missing in action
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
Oxford
RAF Church Broughton
RAF Lichfield
RAF Swinderby
RAF Syerston
RAF Waddington
Stirling
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1391/24703/MDunmoreG635201-160526-03.1.pdf
66e9cdc7b6b0f6706fc2113aa115abfb
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
Dunmore, George
G Dunmore
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
2017-05-26
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
Dunmore, G
Description
An account of the resource
17 Items concerning Flight Lieutenant George Dunmore DFM (5601) who flew 45 operations as a flight engineer on Lancaster with 83 Squadron at RAF Scampton and then as part of the Pathfinder Force at RAF Wyton. Commissioned in 1944 he continued to serve in the general duties branch as flight engineer and then equipment branch until 1967. The collection contains his logbook, an account of a maximum effort operation, official documents and letters, a history of an individual aircraft, pathfinder certificate, recommendation for DFM, career notes as well as photographs and memorabilia. A sub-collection of 58 photographs of aircraft under repair or being manufactured in factories.
The collection has been loaned to the IBCC Digital Archive for digitisation by Louise Dunmore and catalogued by Nigel Huckins
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
OPERATIONAL HISTORY OF [underlined] AVRO LANCASTER IB R5868 MERLIN XX [/underlined]
29 Jun 42 Joined No 83 Squadron RAF Scampton – a/c letter “Q”
[underlined] OPERATIONAL FLYING WITH 83 SQUADRON [/underlined]
[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 8/9 Jul 42 S/L R.L.Hilton DFC Wilhelmshaven 1,260 x 4 IB 4 13 [space] 11 Jul 42 S/L R.L.Hilton DFC Danzig 5 x 1,000 10 5 Daylight. 14/15 Jul 42 P/O J.E.Partridge Bordeaux Mining 1 x 22 1 x 14 1 x 13 set 6 1 x 22 7 40 [space] 18 Jul 42 S/L R.L.Hilton DFC Essen – Krupps Works 6 x 1,000 4 0 Daylight. 19/20 Jul 42 F/Sgt Calvert D. Vegesack 6 x 1,000 6 0 [space] 21/22 Jul 42 S/L R.L.Hilton DFC* Duisburg 112 x 30 IB 3 41 [space] 25/26 Jul 42 S/L R.L.Hilton DFC* Duisburg 1 x 4,000 6 x 500 2 x 250 3 32 [space] 26/27 Jul 42 P/O J.E Partridge DFC* Hamburg 1,260 x 4 IB 5 8 Holed in port wing on way out by flak ships. 5/6 Aug 42 W/C D.Crighton-Biggie Mining in Gironde River 22 – 13 set 2 13 set 6 44 – 13 set 1 7 14 Slight flak damage. 6/7 Aug 42 P/O J.Marchant Duisburg 1 x 4,000 900 x 4 IB 4 3 [space]
-1-
[page break]
[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 9/10 Aug 42 S/L R.L.Hilton DFC* Osnabruck 1 x 4,000 900 x 4 IB 3 57 Alternative target. 10/11 Aug 42 P/O J.Hodgson Mainz 1 x 4,000 8 x 30 IB 5 38 [space] 18/19 Aug 42 S/L R.L.Hilton DFC* Flenxburg 14 x 4 Flares 5 5 PFF. No attack. 24/25 Aug 42 S/L R.L.Hilton DFC* Frankfurt 112 x 30 IB 5 45 [space] 8/9 Sep 42 F/Sgt Jackson L.T. Frankfurt 6 x 4 Flares 8 x 250 IB 5 24 No attack. Flares dropped but cloud and haze plus intercom failure prevented bombing. 13/14 Sep 42 S/L R.L.Hilton DFC* Bremen 1 x 4,000 6 x 4 Flares 4 24 [space] 14/15 Sep 42 S/L R.L.Hilton DFC* Wilhelmshaven 6 x 4 Flares 8 x 250 IB 4 6 W/Op wounded by frire from another 4-engined twin fin a/c overtaken on return flight over the sea! 2/3 Oct 42 S/L R.L.Hilton DFC* Krefeld 4 x 7 Flares 10 x 250 inc 3 40 [space] 5/6 Oct 42 F/Lt J.E.Partridge DFC* Aachen 8 x 4 Flares 2 x 7 Flares 1 x 4,000 HC 5 45 No attack. Weather u/s. 2 x 4 flares dropped, remainder brought back. 6/7 Oct 42 S/L R.L.Hilton DFC* Osnabruck 1 x 4,000 HC 9 x 4 Flares 1 x 4 Flares 4 25 [space] 13/14 Oct 42 S/L R.L.Hilton DFC* Genoa 10 x 4 Flares 6 Flares internally 1 x 4,000 HC 9 20 Landed at Mildenhall (weather).
-2-
Page break]
[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 7/8 Nov 42 S/L J.K.M.Cooke DFC Genoa 10 x 4 Flares 6 Flares loose 1 x 4,000 HC 7 10 [space] 9/10 Nov 42 S/L R.L.Hilton DFC* Hamburg 9 x 4 Flares 1 x 3 whole and ! green with stars 1 x 4,000 HC 5 0 [space] 13/14 Nov 42 S/L R.L.Hilton DFC* Genoa 9 x 4 White 3 x 1,000 RDX 7 55 [space] 15/16 Nov 42 P/O R.N.H.Williams DFM Genoa 9 x 4 Flares 3 x 1,000 GP 7 20 [space] 29/30 Nov 42 Sgt Partridge H.A. Turin 1 x 4,000 gel 4 x 500 GP 7 25 [space] 2/3 Dec 42 P/O J.Marchant Frankfurt 10 x 250 inc 1 x 4,000 gel 5 55 [space] 21/22 Dec 42 F/Lt J.Hodgson DFC Munich 1 x 4,000 gel 7 07 [space] 15/16 Jan 43 S/L R.L.Hilton DFC* Berlin 1 x 4 Green 1 x 4 White 6 T.I. Red 6 T.I. inc 1 Red Flare int 7 20 No attack claimed. Flares brought back except 1 x 4 White. 11/12 Feb 43 F/Sgt Partridge H.A. Wilhelmshaven 6 x 4 White Flares 3 T.I. Green 1 x 4,000 HC 3 x 500 GP 5 23 Flares and T.I.s brought back as instructed. 13/14 Feb 43 F/Sgt Partridge H.A. Lorient 6 x 4 White Flares 4 T.I. Green 1 x 4,000 gel 4 40 [space] 14/15 Feb 43 S/L J.K.M.Cooke DFC Milan 9 x 4 White Flares 1 x 4 Red Flares 2 T.I. Red 1 Green Flare 1 x 4,000 HC 7 35 9 x 4 Flares brought back.
-3-
[page break
[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 16/17 Feb 43 S/L S.Robinson DFM Lorient 8 x 4 White 4 T.I. Red 1 x 4,000 HC 4 22 Bomb sight u/s. 18/19 Feb 43 F/O F.J.Garvey Wilhelmshaven 1 x 4,000 gel 12 x 8 x 30 inc 4 22 Rear turret u/s for 3/4 of trip. 19/20 Feb 43 W/C R.L.Hilton DFC* Wilhelmshaven 4 T.I. Red 6 x 500 GP 4 07 [space] 25/26 Feb 43 F/O F.J.Garvey Nurnberg 1 x 4,000 gel 10 x 8 x 30 inc 6 24 [space] 26/27 Feb 43 F/O F.J.Garvey Cologne 1 x 4,000 HC 12 x 8 x 30 inc 3 24 Dropped but bombing circuit u/s – bomb doors damaged by bombs falling on them. 28/1 Mar 43 P/O U.S.Moore DFM St Nazaire 8 x 4 White 4 T.I. Green 1 x 4,000 HC 4 34 [space] ½ Mar 43 P/O U.S.Moore DFM Berlin 4 T.I. Green 1 T.I. Yellow 1 x 4,000 HC 6 15 Minor flak damage. 8/9 Mar 43 F/O F.J.Garvey Nuremburg 2 x T.I. Yellow 2 x T.I. Green 1 x 4,000 HC 8 x 8 x 30 inc 6 47 [space] 11/12 Mar 43 F/O F.J.Garvey Stuttgart 4 x T.I. Green 6 x 4 Flares 2 x 90 x 4 inc 1 x 4,000 HC 5 37 Mid-upper and Gee both u/s 12/13 Mar 43 F/O F.J.Garvey Essen 4 x T.I. Green 1 x T.I. White 1 x 4,000 HC 2 x 250 GP LD 1 x 250 GP LD 4 08 [space] 27/28 Mar 43 F/O F.J.Garvey Berlin 6 x T.I. Green 6 x T.I. Yellow 1 x 4,000 HC 2 x 250 GP (LD) 6 56 [space]
-4-
[page break]
[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 29/30 Mar 43 F/O F.J.Garvey Berlin 2 x T.I. Yellow 1 x Green with Red 3 x 4 White 4 x T.I. Red 1 x 4,000 HC 7 08 Flak damage. 2/3 Apr 43 F/Sgt McNichol G.A. St Nazaire 4 x T.I. Red 6 x 1,000 GP 4 x 500 GP 4 36 [space] 23/24 May 43 F/O F.J.Garvey Dortmund 4 x T.I. Green 1 x T.I. Green (LB) 4 x 1,000 GP (NF) 1 x 4,000 HE 2 x 1,000 GP (LD) 4 33 [space] 25/26 May 43 F/O F.J.Garvey Dusseldorf 1 x T.I. Yellow (LB) 1 x T.I. Green (LB) 3 x T.I. Green 1 x 4,000 HC 3 x 1,000 GP 1 x 1,000 GP (LD) 4 08 [space] 27/28 May 43 F/Sgt King R. Essen 1 x 4,000 HC 4 x 1,000 GP 6 x 500 MC 4 34 [space] 29/30 May 43 F/O M.R. Chick Wuppertal 1 x 4,000 HC 1,008 x 4 inc 72 x 4 ‘x’ inc 4 48 [space] 11/12 Jun 43 F/O M.R.Chick Munster 1 x 4,000 12 SPC x 8 x 30 4 52 [space] 12/13 Jun 43 F/O M.R.Chick Bochum 1 x 4,000 HC 1 x 1,000 GP 1 x 1000 GP (LD) 12 x 90 x 4 inc 4 36 [space] 16/17 Jun 43 F/Sgt Cummings M.K. Cologne 1 x 4,000 HC 12 x 90 x 4 inc 4 07 [space]
-5-
[page break]
[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 19/20 Jun 43 P/O H.Mappin Moutchanin 5 x 1,000 MC 8 x 500 MC 3 45 [space] 21/22 Jun 43 F/O M.R.Chick Krefeld 1 x 4,000 HC 12 x 90 x 4 inc 4 18 [space] 22/23 Jun 43 F/Lt F.J.Garvey Mulheim 8 x T.I. Green 1 x 4,000 HC 6 x 1,000 GP 4 07 Flak damage. 24/25 Jun 43 F/Lt F.J.Garvey Elberfeld 1 x T.I. Green LB 4 x T.I. Green 1 x 4,000 HC 6 x 1,000 GP (2LD) 4 24 [space] 28/29 Jun 43 F/Lt F.J.Garvey Cologne 3 x T.I. Green 1 x T.I. Green LB 1 x 4,000 HC 6 x 1,000 MC 4 19 [space] 3 Jul 43 F/Lt F.J.Garvey Cologne 1 x T.I. Green LB 3 x T.I. Green 1 x 4,000 HC 6 x 1,000 MC Backer Up 4 48 Windscreen holed. 12/13 Jul 43 F/O W.R.Thompson Turin 8 x 500 GP LD 6 x 8 x 30 inc 9 30 [space] 24/25 Jul 43 S/L R.J.Manton Hamburg 1 x 4,000 HC 4 x 1,000 MC 1 x 12 x 20(F) 6 11 [space] 25/26 Jul 43 F/Lt F.J.Garvey Essen 1 x 4,000 HC 3 x 1,000 MC 2 x T.I. Green (LB) 3 x T.I. Green 4 39 Passenger: General Anderson USAF
-6-
[page break]
[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 27/29 Jul 43 F/Lt F.J.Garvey Hamburg 2 x T.I. Green LB 3 x T.I. Green 1 x 4,000 HC 3 x 1,000 GP LD 5 34 [space] 29/30 Jul 43 S/L R.J.Manton Hamburg 1 x 4,000 HC 10 x 500 MC 5 42 [space] 12/13 Aug 43 F/Lt F.J.Garvey Milan 2 x T.I. Green LB 2 x T.I. Green 1 x 4,000 7 47 [space] 14/15 Aug 43 F/Lt F.J.Garvey Milan 4 x T.I. Yellow 1 x 4,000 3 x 500 8 07 [space]
[underlined] OPERATION FLYING WITH 467 SQUADRON (BOTTESFORD) – a/c letter “S”
*27/28 Sep 43 P/O A.M.Finch Hanover 1 x 4,000 HC 104 x 30 1,260 x 4 inc 5 23 Recommended a/c after [underlined] 78 [/underlined] trips unreliable for ops. *29 Sep 43 P/O N.M.McClelland Bochum 1 x 4,000 HC 104 x 30 1,260 x 4 inc 4 50 [space] *2/3 Oct 43 F/Lt H.B.Locke Munich 1 x 4,000 HC 84 x 30 600 x 4 inc 8 17 [space] *3/4 Oct 43 F/O J.A.Colpus Kassel 1 x 4,000 HC 24 x 30 1,440 x 4 inc 6 11 [space] *4/5 Oct 43 P/O B.R.Jones Frankfurt 1 x 4,000 HC 1,440 x 4 inc 6 51 [space] *7/8 Oct 43 F/O J.A.Colpus Stuttgart 1 x 4,000 HC 72 x 30 990 x 4 inc 6 50 Landed at Tangmere
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[page break]
*18/19 Oct 43 P/O N.M.McClelland Hanover 1 x 4,000 HC 104 x 30 1,260 x 4 inc 5 15 This aircraft ‘S’ is only fit for a conversion unit *3/4 Nov 43 P/O N.M.McClelland Dusseldorf 1 x 4,000 HC 108 x 30 1,560 x 4 inc 4 21 [space] *10/11 Nov 43 P/O A.Fisher Modane 1 x 4,000 HC 44 x 30 840 x 4 inc 7 35 [space]
11 Nov 43 Moved with Squadron to Waddington.
*18/19 Nov 43 P/O N.M.McClelland Berlin 1 x 4,000 HC 52 x 30 1,170 x 4 inc 8 21 Shot-up over Bonn. *23/24 Nov 43 P/O N.M.McClelland Berlin 1 x 4,000 HC 48 x 30 900 x 4 inc 6 31 [space] *23/24 Nov 43 P/O N.M.McClelland Berlin 1 x 4,000 HC 64 x 30 1,230 x 4 inc 6 31 [space] 26/27 Nov 43 F/O J.A.Colpus Berlin 1 x 4,000 HC 56 x 30 1,050 x 4 inc 7 46 Had collision with another Lancaster just after bombing the target. Went into severe dive to port, but by use of rudder aileron and engines, aircraft maintained height and landed at Tholthorpe. 15/16 Feb 44 P/O J.W.M.McManus Berlin 1 x 4,000 HC 6 x 30 900 x 4 ‘X’ 6 48 [space]
* Sorties credited to other aircraft in the official records for which there is sufficient evidence to indicate that they were flown in R5868.
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[page break]
[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 19/20 Feb 44 P/O J.W.M.McManus Leipzig 1 x 4,000 HC 36 x 30 1,050 x 4 150 x 4 ‘x’ 7.24 [space] 20/21 Feb 44 P/O J.W.M.McManus Stuttgart 1 47 DNCO (Did Not Complete Operation) Port Outer shaky on take-off, cut at 13,000 ft. Bomb load jettisoned. 24/25 Feb 44 P/O J.W.M.McManus Schweinfurt 1 x 4,000 HC 104 x 30 900 x 4 inc 7 32 [space] 25/26 Feb 44 P/O J.W.M.McManus Augsburg 1 x 4,000 HC 92 x 30 650 x 4 100 x 4 ‘x’ IB 7 45 [space] ½ Mar 44 P/O J.W.M.McManus Stuttgart 1 x 4,000 HC 72 x 30 800 x 4 100 x 4 ‘x’ IB 8 08 [space] 18/19 Mar 44 P/O J.W.M.McManus Frankfurt 1 x 4,000 88 x 30 1,200 x 4 inc 150 x 4 ‘x’ 5 58 [space] 22/23 Mar 44 P/O J.W.M.McManus Frankfurt 1 x 4,000 60 x 30 1,500 x 4 inc 5 12 Tail wheel tyre collapsed on landing (possibly flak damage). 24/25 Mar 44 P/O J.W.M.McManus Berlin 3 19 No attack. Port outer failure. Port inner oil leaks. Bombs jettisoned. 25/26 Mar 44 P/O R.E.Llewelyn Aulnoye 13 x 1,000 MC 5 15 Bombed with port outer engine failure – returned at 5,000 ft resulting in just making Tangmere. 11/12 Apr 44 P/O A.B.L.Tottenham Aachen 16 x 5000 MC 30 x 4 inc 4 11 [space]
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[page break]
[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 18/19 Apr 44 P/O A.B.L.Tottenham Juvisy 14 x 1,000 M fused 6 hr delay 4 15 [space] 20/21 Apr 44 P/O A.B.L.Tottenham La Chappelle 18 x 500 MC 4 17 [space] 22/23 Apr 44 P/O A.B.L.Tottenham Brunswick 1 x 2,000 HC 12 x 500 ‘J’ clusters 5 27 [space] 24/25 Apr 44 P/O A.B.L.Tottenham Munich 6 x 500 ‘J’ inc 144 x 30 inc 9 39 Landed at Market Harborough. 26/27 Apr 44 P/O A.B.L.Tottenham Schweinfurt 1,800 x 4 inc 150 x 4 ‘x’ IB 8 58 [space]28/29 Apr 44 P/O A.B.L.Tottenham St Medard-en-Jalles 6 x 1,000 (USA) GP 5 x 500 MC 7 29 [space] 3/4 May 44 P/O T.N.Scholefield Mailly 1 x 4,000 HC 16 x 500 MC 5 33 [space] 6/7 May 44 P/O T.N.Scholefield Sables-sur-Sarthe/Louailles 13 x 1,000 GP (USA) 4 46 [space] 10/11 May 44 P/O T.N.Scholefield Lille 1 x 4,000 HC 16 x 500 MC 3 28 [space] 11/12 May 44 P/O T.N.Scholefield Bourg Leopold 3 36 Ordered NOT to bomb. Fighter attack for 9 1/2 mins by 2 Ju 88s. Successfully forestalled 9 or 10 attacks carrying full bomb load. 5/6 Jun 44 F/O I.Fotheringham St Pierre du Mont 11 x 1,000 GP (USA0 4 x 500 GP 4 12 [space]
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[page break]
[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 6/7 Jun 44 F/O I.Fotheringham Argentan 2 x 1,000 MC 2 x 1,000 SAP (USA) 10 x 500 GP 3 59 8/9 Jun 44 F/O I.Fotheringham Rennes 12 x 500 GP 2 x 500 LD 2 x 1,000 SAP (USA) 6 11 Landed Metheringham. 12/13 Jun 44 F/Sgt Millar K.V. Poitiers 11 x 500 MC 2 x 1,000 GP (USA) 12/13 Jun 44 F/Sgt Millar K.V. Poitiers 11 x 500 MC 2 x 1,000 GP (USA) 1 x 1,000 MC 6 35 [space] 14/15 Jun 44 F/O I.Fotheringham Aunay sur Odon 11 x 1,000 MC 4 x 500 MC 4 35 Army Support. 24/25 Jun 44 F/O G.C.Skelton Prouville 14 x 500 MC 2 x 1,000 MC 3 22 ‘P’ Plane Installations. 27/28 Jun 44 F/O I.Fotheringham Vitry 9 x 1,000 GP (USA) 2 x 500 GP (USA) 2 x 500 GP LD 72 hrs 7 31 [space] 29 Jun 44 F/Sgt Johnson M.G. Beauvoir 11 x 1,000 4 x 500 3 25 Buzz-Bomb site. Daylight attack.4/5 Jul 44 F/O W.R.Williams St Leu d’Esserent 11 x 1,000 4 x 500 4 23 Buzz-Bomb site. 7/8 Jul 44 P/O M.G.Johnson St Leu d’Esserent 11 x 1,000 4 x 500 4 49 Buzz-Bomb site. 14/14 Jul 44 P/O M.G.Johnson Villeneuve St Georges 16 x 500 GP 2 x 500 GP 6 hr LD 6 44 [space] 18 Jul 44 F/Sgt Cowan I.R. Caen 11 x 1,000 SAP (USA) 4 x 500 MC 3 30 Daylight.
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[page break]
[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 18/19 Jul 44 F/O M.G.Johnson Revigny 10 x 1,000 MC 12 hrs LD 3 x 500 12 hrs 5 07 [space] 8 Dec 44 W/C J.K.Douglas Urft Dam 14 x 1,000 4 25 Daylight attack. Landed at Ford. 17/18 Dec 44 S/L E.L.Langlais Munich 1 x 4,000 9 09 [space] 18/19 Dec 44 F/O P.K.Shanahan Gydnia 9 x 1,000 9 19 [space] 21/22 Dec 44 F/O G.A.Stewart Politz 1 x 4,000 HC 5 x 1,000 MC 10 51 Landed at Leuchars. 27 Dec 44 F/Lt M.G.Johnson Rheydt 13 x 1,000 MC 4 53 Daylight. ½ Jan 45 F/O W.K.Boxsell Gravenhorst-Mittelland Canal 13 x 1,000 MC 6 38 Landed at Lossiemouth. 13/14 Jan 45 S/L E.L.Langlais Politz 1 x 4,000 HC 9 x 500 MC 2 x 500 MC LD 10 10 [space] 14/15 Jan 45 F/O J.J.J.Cross Merseberg 1 x 4,000 HC 9 x 500 GP 9 11 Landed at East Moor. 16/17 jan 45 F/Lt F.Lawrence Brux 1 x 4,000 HC 10 x 500 MC 2 x 500 MC LD 9 43 Hit by light flak. Bomb Aimer slightly injured. 1/2 Feb 45 F/Lt F.Lawrence Siegen 1 x 4,000 HC 16 x 500 MC 6 11 [space] 2/3 Feb 45 S/L E.L.Langlais Karslruhr 1 x 4,000 HC 12 SBCs (150 x 4 inc) 7 04 [space] 16/17 Mar 45 F/Lt P.K.Shanahan Wurzburg 1 x 4,000 HC 11 SBC (150 x 4 inc) 6 40 [space]
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[page break]
[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 20/21 Mar 45 F/O L.W.Baker Bohlen 1 x 4,000 HC 14 x 500 MC 8 19 [space] 22 Mar 45 W/C I.H.A.Hay Bremen 14 x 1,000 MC 5 19 Daylight attack. 23/24 mar 45 F/O L.W.Baker wesel 13 x 1,000 MC 5 32 [space] 27 Mar 45 F/O L.W.Baker Farge 11 x 1,000 4 35 Daylight attack. 7 small flak holes in wings. 4 Apr 45 W/C I.H.A.Hay Nordhausen 1 x 4,000 HC 16 x 500 MC 7 09 Daylight attack. 6 Apr 45 S/L W.M.Kynock Ijmuiden 14 x 1,000 MC 3 18 Daylight. No attack made. Army already there. Turned back by the Master Bomber. 9 Apr 45 W/C I.H.A.Hay Hamburg 13 x 1,000 MC 4 18 Daylight. 16/17 Apr 45 F/O R.A.Swift Pilsen 1 x 4,000 HC 13 x 500 MC 8 23 Landed at Boscombe Down. 18/19 Apr 45 F/O L.W.Baker Komotau (Czechoslovakia) 18 x 500 MC 8 08 Landed at Lyneham. 23 Apr 45 F/O L.W.Baker Flensberg 8 x 1,000 MC 6 x 500 MC 5 24 No attack made Weather u/s.
Grand Total of Operational Flying = [underlined] 795 25 [/underlined]
Bombs Dropped Operationally = [underlined] 466 tons approx. [/underlined]
[underlined] POST-WAR HISTORY [/underlined]
[list] 23 Aug 45 to 15 MU – exhibition aircraft. 16 Mar 56 Struck off charge as an exhibition aircraft and transferred to 13 MU Wroughton to the Historical Aircraft Collection (Museum). 1959 To Scampton – for display. 24 Nov 70 to 71 MU for refurbishing. 12 Mar 72 To RAF Museum, Hendon.
-13-
Dublin Core
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Title
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Operational history of Lancaster 1B R5868
Description
An account of the resource
List of 135 operations flown by Lancaster R5868 from 8/9 June 1942 until 23 April 1945. List includes pilot, target, bomb load. hours flown and comments. Was with 83 Squadron at RAF Scampton and Wyton then 467 Squadron at RAF Bottesford and then RAF Waddington until the end of the war.
Date
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1942-06-29
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Thirteen page typewritten document
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eng
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MDunmoreG635201-160526-03
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Royal Air Force
Royal Air Force. Bomber Command
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England--Lincolnshire
England--Cambridgeshire
England
Germany
Germany--Wilhelmshaven
Poland
Poland--Gdańsk
France
Germany--Essen
Germany--Duisburg
Germany--Hamburg
Germany--Vegesack
Germany--Mainz (Rhineland-Palatinate)
Germany--Flensburg
Germany--Frankfurt am Main
Germany--Bremen
Germany--Krefeld
Germany--Kiel
Atlantic Ocean--Baltic Sea
Germany--Aachen
Italy
Italy--Genoa
Italy--Turin
Germany--Munich
Germany--Berlin
France--Lorient
Italy--Milan
Germany--Nuremberg
Germany--Cologne
France--Saint-Nazaire
Germany--Dortmund
Germany--Wuppertal
Germany--Bochum
France--Montchanin
Germany--Kassel
France--Modane
Germany--Leipzig
Germany--Schweinfurt
Germany--Augsburg
France--Maubeuge Region
Germany--Braunschweig
France--Bourg-en-Bresse
France--Saint-Médard-en-Jalles
France--Mailly-le-Camp
France--Sablé-sur-Sarthe
France--Lille
Belgium
Belgium--Leopoldsburg
France--Saint-Pierre-du-Mont (Landes)
France--Argentan
France--Rennes
France--Poitiers
France--Villers-Bocage (Calvados)
France--Abbeville Region
France--Vitry-en-Artois
France--Beauvoir-sur-Mer
France--Creil
France--Caen
Poland--Gdynia
Poland--Police (Województwo Zachodniopomorskie)
Germany--Rheydt
Germany--Mittelland Canal
Germany--Merseburg
Germany--Siegen
Germany--Karlsruhe
Germany--Würzburg
Germany--Wesel (North Rhine-Westphalia)
Germany--Nordhausen (Thuringia)
Netherlands
Netherlands--IJmuiden
Czech Republic
Czech Republic--Pilsen Basin
Czech Republic--Chomutov
Germany--Düsseldorf
Great Britain
Germany--Münster in Westfalen
Germany--Hannover
Germany--Osnabrück
Germany--Stuttgart
France--Bordeaux (Nouvelle-Aquitaine)
Great Britain
Germany--Ruhr (Region)
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1943
1944
1945
1943-07-24
1943-07-25
1943-07-27
1943-07-28
1943-07-29
1943-07-30
1944-04-18
1944-04-19
1944-05-03
1944-05-04
1944-07-04
1944-07-05
1944-06
1944-07
1944-08
1942-07
1942-08
1942-09
1942-10
1942-11
1942-12
1944-02
1944-03
1944-04
1944-05
1944-12
1945-01
1945-02
1945-03
1945-04
1944-06-05
1944-06-06
1944-06-14
1944-06-15
1944-06-24
1944-06-25
1944-07-18
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IBCC Digital Archive
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
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Robin Christian
467 Squadron
83 Squadron
bombing of Hamburg (24-31 July 1943)
Bombing of Mailly-le-Camp (3/4 May 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 Normandy coastal batteries (5/6 June 1944)
bombing of the Pas de Calais V-1 sites (24/25 June 1944)
Lancaster
mine laying
Normandy campaign (6 June – 21 August 1944)
Pathfinders
RAF Bottesford
RAF Scampton
RAF Waddington
RAF Wyton
tactical support for Normandy troops
target indicator
V-1
V-weapon
-
Dublin Core
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Spatial Coverage
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France--Saint-Pierre-du-Mont (Landes)
Title
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Saint-Pierre-du-Mont (Landes) [place]
Description
An account of the resource
This page is an entry point for a place. Please use the links below to see all relevant documents available in the Archive.
-
Dublin Core
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Title
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Stephenson, Stuart
Stuart Stephenson MBE
S Stephenson
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IBCC Digital Archive
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Stephenson, S
Description
An account of the resource
20 items. An oral history interview with Stuart Stephenson MBE, Chairman of the Lincs-Lancaster Association, and issues of 5 Group News.
The collection was catalogued by Barry Hunter.
In accordance with the conditions stipulated by the donor, some items are available only at the International Bomber Command Centre / University of Lincoln.
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.
Transcribed document
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Transcription
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Copies sent to:
Stns. 9
S Th 10
B 6.
[Indecipherable] 2
Base 1
[Stamp] Base Copy.
V GROUP NEWS V
JUNE * 1944 * [deleted] SECRET [/deleted] * NO * 23
FOREWORD by A.O.C.
June has proved to be a month of record achievements. For the first time in its history the Group despatched 3,000 sorties of which a very high percentage were successful. Much of this success is due to the flare and marking teams who are now getting into their stride, and there has been a similar improvement in bombing. For the first time the average crew bombing error from 20,000 feet for the whole Group is below 200 yards. If the reduction of 50 yards which was achieved during June can be repeated during July, the number of bombs falling on the average target will be increased by something in the order of 50. This can be seen by looking at any P.R.U. photograph and counting the number of craters which are shown in open fields on either side of the target.
I therefore ask all crews to continue with their efforts to reduce bombing errors in the knowledge that by doing so they will add to the striking power of the Group to an extent which could be achieved by no other means. The new orders for maintenance which have recently been issued should help the Instrument Section, upon whom so much depends, to improve the serviceability of the sight, and eliminate minor inaccuracies.
On two occasions during the month the Group came up against the main strength of the German Night Fighter Defences, and on both occasions suffered serious losses; although over the whole month the missing rate was below the average for previous months. Nevertheless these instances show the vital importance of gunnery and the need for improving results by every means in our power.
There is ample evidence that the combined power of the rear and mid-upper turrets will bring down enemy fighters if the aim is correct. As an example, there is the case of “M” of 207 Squadron whose crew on the night of June 9/8th destroyed two JU. 88 and one ME.110. Although results such as this will always remain exceptional, it should be possible to improve the accuracy of aim over the present general standard. Fighters are now available in 1690 Flight for affiliation exercises and every chance must be taken whenever the weather is suitable especially at night. The bombing team has shown how greatly it can improve its results by methodical training and analysis and I now look to the gunnery team to do likewise. I will do everything in my power to provide them with means and facilities for training, but much is a matter for each gunner. Night vision, methodical search, aircraft recognition, turret manipulation, clearing stoppages, can only be improved by hard individual work.
The effort which the Group has put in during the month had been made possible by the high standards of serviceability which have been achieved, and I congratulate all ranks who have helped to get aircraft and equipment into the air. The Armament sections have loaded a record tonnage of bombs while all other sections on each station have contributed their full share to the success achieved.
Finally, I congratulate No. 51 Base on completing more than 8,000 hours of training and passing out a record number of crews. In particular I would mention No. 5 L.F.S. who completed a month’s flying with no avoidable flying accidents.
[Page break]
GUNNERY
[Underlined] BASE GUNNERY LEADERS [/underlined]
June has seen the establishment of a S/Ldr Air Gunner at each Base, and a list of the officers concerned is appended at the foot of this paragraph. Whilst these officers will be concerned with all Gunnery matters, their main functions is to improve the standard of training throughout the Group, as it has long been realised that with long periods of operations the Squadron Gunnery Leaders are fully occupied and can find little time for all the other aspects of Gunnery. The Base Gunnery Leaders will, therefore, be able to devote their time to improve training facilities and equipment, and to ensure that the equipment is available in sufficient quantity to ensure the maximum benefit being obtained from it. They will also be able to supervise the preparation of Gunners for Gunnery Leader, A.G.I. and Specialist Sighting Courses, to enable the candidates to have the best possible chance of passing these courses, thus avoiding wastage of valuable vacancies. The appointment of these Officers to S/Ldr posts offers more advancement for Gunnery Leaders, and is an indication that the importance of air gunnery is receiving recognition. We wish the officers concerned good luck in their new appointments, and hope that very shortly dividends will be paid by this new establishment.
51 BASE – S/LDR HIPKIN
52 BASE – F/LT McCURDY
53 BASE – F/LT BEALE
54 BASE F/LT HOWARD
55 BASE – F/LT BREAKEY
[Underlined] GUNNERY LEADERS’ MOVEMENTS [/underlined]
An error appeared in the Movement’s column for May, regarding 467 and 44 Squadrons, and is corrected below.
F/Lt Clarke ex 1660 Con. Unit to 44 Sqdn.
F/Lt Cleary ex 27 O.T.U. to 467 Sqdn.
Other movements are:-
S/Ldr Undery ex 1690 B.D.T.F. to H.Q. No. 5 Group.
F/Lt Cass, ex L.F.S. to 630 Sqdn.
[Underlined] COMBAT REPORTS [/underlined]
Considerable time is wasted in returning incorrect combat reports to Squadrons, through claims being made which do not conform to the standards laid down by Bomber Command, as issued to all Units. The Gunnery Leaders must ensure that information entered is correct in every detail and that all claims are submitted under one of the headings, i.e. “Destroyed”, “Probably Destroyed” or “Damaged”. Numerous incidents occur when information regarding Tail Warning Devices is incomplete, and it is emphasised that this is most important and must be included in combat reports. Combat reports could be forwarded to Headquarters 5 Group more quickly than at present; the standard pro-forma is now in general use and should help in the preparation of reports. Units should check that only this amended pro-forma is used for this purpose.
This Month’s Bag
[Cartoon]
[Underlined] DESTROYED [/underlined]
Sqdn. A/C Letter Date Type of E/A
207 “M” 7/8.6.44. JU. 88 (c)
207 “M” 7/8.6.44. JU. 88 (c)
207 “M” 7/8.6.44. ME. 410 (c)
630 “Y” 9/10.6.44. JU. 88 (c)
44 “O” 9/10.6.44. ME. 109 (c)
97 “D” 9/10.6.44. DO. 217 (c)
50 “U” 15/16.6.44. JU. 88 (c)
207 “F 21/22.6.44. ME. 109
57 “G” 24/25.6.44. ME. 109
57 “G” 24/25.6.44. JU. 88
97 “Q” 24/25.6.44. JU. 88 (c)
207 “B” 24/25.6.44. ME 109
[Underlined] PROBABLY DESTROYED [/underlined]
106 “G” 6/7.6.44. ME. 110 (c)
467 “X” 21/22.6.44. T/E.
[Underlined] DAMAGED [/underlined]
207 “J” 1.6.44. T/E (c)
57 “P” 1.6.44. JU. 88
50 “D” 6.6.44. ME. 410
9 “O” 6/7.6.44. JU. 88 (c)
630 “O” 6/7.6.44. JU. 88 (c)
630 “V” 9/10.6.44. JU. 88 (c)
97 “Q” 9/10.6.44. JU. 88 (c)
106 “F” 14/15.6.44. FW. 190 (c)
207 “D” 24/25.6.44. ME. 109
Claims annotated (c) have been confirmed by Headquarters, Bomber Command.
[Underlined] ODD JOTTINGS [/underlined]
A new type of two-piece flying suit is on trial in 53 Base, and the results will, in due course, be made available.
Replies have been received from all Units in the use of the Pilot type parachute for rear gunners and recommendations forwarded to H.Q. Bomber Command. With slight modification to the turret, this idea seems feasible, but may call for a revision in the type of clothing to be worn.
Ampro projectors are appearing in operational units for assessing Cine Gyro films. The establishment is one per station.
Units are again reminded that filters suitable for the Shadowgraph and 16 m.m. projector for use in night vision training are available. When requesting an issue of these filters from H.Q. 5 Group, units are to confirm that they have a [underlined] fully [/underlined] blacked out room for night vision training.
CLAY PIGEON SHOOTING
Instructions have now been issued to all Stations to construct a sandbag traphouse for clay pigeon shooting, and full details given for the layout of the range. Severn P.F.O’s are attending the Instructor’s Course on the 7th July, and the remainder on the 23rd July; these instructors will pass on to Unit Gunnery Leaders instructions for these practices, to ensure that at least two officers are available for conducting the exercises. Gunnery Leaders should press for the construction of the traphouses and ensure that all equipment is overhauled and ready for use.
AIR TRAINING CARRIED OUT IN CONVERSION UNITS AND SQUADRONS DURING JUNE.
[Table of Fighter Affiliation and Air Firing Exercises by Squadron]
Fighter Affiliation Grand Total = 1493
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 2
[Page break]
AIR BOMBING
[Underlined] ATTACKS ON LIMOGES MARSHALLING YARDS [/underlined]
1,424 bombs were dropped. Of this total 844 craters have been counted on the P.R.U. photographs. We can therefore only consider 59% of the total number of bombs dropped.
The M.P.I. of all craters was established and a circle of radius 150 yards was drawn. Inside this circle the number of craters that could be counted totalled 152 and the remaining 692 craters were counted outside the circle. Therefore the Pilot and Air Bomber’s error for 692 bombs was greater than 150 yds.
With our 152 bombs inside the 150 yards circle we achieved 10 hits per acre and if we assume that of the bombs not counted, we obtained the same percentage inside 150 yards our hits per acre would increase to 17.
There were 211 bombs between the 150 yards and 250 yards circles. The maximum errors permissible for these bombs to get them into the 150 yards circle are:-
125 yards – average line error
160 yards – average range error
We all agree that these limits are reasonable and that crews should not have errors in excess.
Now, if the bombs had been contained in the limits of 125 yards line and 160 yds. range, our resultant average radial error about the M.P.I. would be 175 yards. This would mean that instead of sending the 96 aircraft to Limoges that we had to, we need only have sent 59 aircraft to achieve the same number of hits. We would then have had 37 aircraft free to attack the factory at ??? There were, of course, 330 bombs seen outside the 250 yards circle and great effort must be made to eliminate the errors that were responsible.
The Moral! – You must practice, practice and practice until you are a certain “A” category crew.
!!! [Underlined] CREW CATEGORISATION [/underlined] !!!
A+ Crews – 60 yards or less
A Crews – 100 yards or less
B Crews – 100 yds. to 150 yds.
C Crews – 150 yds. to 200 yds.
D Crews – Over 200 yards.
[Underlined] RESULTS [/underlined]
[Table of Crew Categories by Base]
[Underlined] “GEN” FROM THE BOMBING RANGES [/underlined]
[Underlined] EPPERSTONE: [/underlined] Plotted 1597 bombs aimed by 309 aircraft.
[Underlined] OWTHORPE: [/underlined] Plotted 1510 bombs aimed by 319 aircraft.
[Underlined] WAINFLEET: [/underlined] Plotted 2056 bombs aimed by 440 aircraft.
HIGH LEVEL BOMBING TRAINING
[Table of High Level Bombing Training Statistics by Squadron and Conversion Unit]
THE BEST RESULTS FOR JUNE
In the April “News” it was threatened that owing to the improvement in Crew Errors, it may be necessary to lower the qualifying figure for the inclusion of errors in this column. June has produced the largest number of below 100 yards errors yet, and in consequence only those crews who have obtained crew errors of 80 yards or less, converted to 20,000 ft. can receive publicity.
Squadron or Con. Unit. Pilot Air Bomber Navigator Error at 20,000 feet.
9 F/O Blackham F/O Elphick F/O Wenger 72 yards
44 F/L White Sgt Jenkins F/S Jones 66 yards
P/O Baxter W/O Young W/O Rutherford 50 yards
P/O Stewart Sgt Stubbs Sgt Wright 65 yards
49 P/O Appleyard F/S Jameson F/S Blumfield 78 yards
P/O Arnold F/O Dewar W/O Fleming 72 yards
57 F/S Clark Sgt Johnson Sgt Lugg 65 yards
83 P/O Meggeson W/O Franklin F/O Wicker 65 yards
F/O Kelly F/O Irwin Sgt Burleigh 58 & 64 yards
97 F/L Van Raalte F/O Arnold F/S Williams 52, 69 & 78 yards
S/L Ingham F/O Perkins F/L Chatten 69 yards
467 P/O Waugh F/S Southgate F/O Semple 67 yards
F/L Brine F/S Luton F/S Sutton 80 yards
617 P/O Duffy F/O Woods F/O Bell 42 yards
F/O Knights P/O Bell F/O Rhude 48 yards
P/O Jingles F/S Hazell F/O Beal 63 yards
619 P/O Johnson Sgt Vaughton F/S Tranter 79 yards
F/L Howes F/O Baker F/L Harrison 74 yards
1654 C.U. F/S Beharrie Sgt Dean Sgt Brownhall 74 yards
F/S McKechnie F/S Wallace Sgt Little 53 yards
1660 C.U. P/O Dyer F/S Howard F/S Lemaire 74 yards
F/S Millar F/O Banks W/O Wilday 70 yards
1661 C.U. F/O Franks F/O Orry Sgt Roe 78 yards
F/O Furber Sgt Le Marquand F/O Hassel 78 yards
5 L.F.S. S/L Smith Sgt Wallis Sgt Page 49 yards
F/O Edwards F/S Wallace F/O Nunn 54 yards
Congratulations to F/L Van Raalte and crew, 97 Squadron for the outstanding 3 exercises!!!
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 3
[Page break]
AIR BOMBING (CONTD.)
[Underlined] “GEN” FROM THE SQUADRONS [/underlined]
[Underlined] 50 Squadron (F/Lt Hearn, D.F.C) [/underlined] report that to try and reduce bombing errors to a minimum a system of practice bomb plotting on small perspex covered boards is being inaugurated. The errors will be plotted on this board and the reason explained verbally to the Air Bomber, Captain and Navigator. In case of suspected instrument error the Bombing Section will examine the results plotted with the Instrument Section.
[Underlined] 57 Squadron (F/L Keats) [/underlined] report that a modification to permit the emergency jettisoning of smaller H.E. bombs only when a mixed load of 4,000 H.C. and other H.E. bombs is carried has been suggested by an Air Bomber and submitted for approval. An isolation switch would be incorporated in the circuit between the Connell Pre-Selector and No. 13 Station. This switch would be permanently wired down except when the special load of 4,000 H.C. and other H.E. bombs is carried, in which case it would be left up for take-off and put down by the crew when a height of 4,000 feet is reached. In the event of engine failure at take-off, the pilot could jettison the smaller H.E. bombs safe with the jettison toggle instead of the normal jettisoning of containers by Type H Jettison.
[Underlined] 52 Base [/underlined] report that [underlined] 12 [/underlined] aircraft took off between [underlined] 08.30 hours and 09.30 hours [/underlined] on 4th July to carry out High Level Practice Bombing. Early morning details can be sure of the best bombing weather!!
[Underlined] 106 Squadron (F/L Morgan) [/underlined] report the following outstanding exercise:-
Pilot:- F/O Meredith
Air Bomber:- F/O Mitchell.
As the port outer engine had to be feathered before completion of the cross country, bombing was carried out on only three engines. As Gee was thus u/s and as petrol was running short, no wind was found, but the wind velocity found on the last leg of the cross country was used for bombing. This wind velocity was found at 18,000 feet, whereas the bombing was carried out at 14,000 feet owing to having only three engines. Thus a fairly large vector error of 214 yards (Converted to 20,000 feet) resulted, but the bomb aimer’s error was only 16 yards at 14,000 feet, which is an error of 19 yards when converted to 20,000 feet.
[Underlined] BOMBING LEADERS’ CORNER [/underlined]
Bombing Leaders in 54 Base are:-
83 Squadron – F/L Bedell
97 Squadron – F/L Rogers, D.F.C.
627 Squadron – F/L Mitchell
[Underlined] F/L Harris, D.F.C. [/underlined] has arrived from H.Q. 6 Group to take over Bombing Leader duties at No. 5 L.F.S. Syerston.
[Underlined] F/L Honnibal [/underlined] (ex 92 Group) has succeeded F/L Keats as Bombing Leader to 57 Squadron.
[Underlined] F/L Keats [/underlined] (57 Squadron) has moved to H Q 92 Group.
[Underlined] BOMBING LEADERS’ COURSES [/underlined]
F/O Clegg (44 Squadron), F/S. Booth (619 Squadron) and F/O Linnett (207 Squadron) obtained “B” Categories on No. 84 Course and F/O Nugent (61 Squadron) obtained “B” Category on No. 85 Course.
[Underlined] SQUADRON BOMBING COMPETITION [/underlined]
The month of June was notorious for bad weather, numerous operations and stand-by’s. Hence the competition entries were fewer in number than of late. It has been decided to include the Conversion Units in the Competition under the same rules as for the Squadrons. It is realised, however, that they have an advantage over Squadrons in so far as they have considerably more qualifying entries from which to make selection. However it is hoped that squadrons will make determined efforts to beat the Conversion Units in July. Out [sic] congratulations are extended to 51 Base for their high standard, and their commanding positions in this, their first entry!!
PILOT AND AIR BOMBER’S ERROR AT 20,000 FEET
1st 1654 C.U. – 60 yards
2nd 619 Squadron – 62 yards
3rd 1660 C.U. – 68 yards
4th 1661 C.U. – 69 yards
5th 44 Squadron – 70 yards
6th 467 Squadron – 78 yards
7th 5 L.F.S. – 83 yards
8th 49 Squadron – 85 yards
9th 83 Squadron – 90 yards
10th 9 Squadron – 92 yards
11th (630 Squadron- 96 yards
(106 Squadron 96 yards
13th 463 Squadron- 107 yards
14th 97 Squadron – 109 yards
15th 207 Squadron – 116 yards
16th 57 Squadron – 124 yards
Non-qualifying Squadrons:-
17th 50 Squadron (6 exercises)- 106 yards
18th 61 Squadron (3 exercises)- 91 yards
[Underlined] BOMBING LEADER COMPETITION [/underlined]
F/Lt Walmsley, D.F.C. – 52 Base – 76 yards
[Underlined] BIGCHIEF COMPETITION [/underlined]
G/Capt Johnson, D.F.C., A.F.C. – 88 yards
(R.A.F. Station, Syerston)
[Underlined] ? ? AIR BOMBERS’ QUIZ ? ? [/underlined]
1. What can cause an apparent Vector error in practice bombing?
2. List the possible causes of Large Random Errors.
3. What errors in practice bombing will be caused by low suction?
4. If you set the wrong T. V. what kind of error will you get?
[Underlined] MARK XIV BOMBSIGHT – DO’S AND DON’T’S [/underlined]
DO:- (i) set Bomb T.V. (the TV’s of all bombs likely to be dropped should be recorded on the levelling card on the top right-hand corner of the computor).
(ii) Set Target height against Q.F.E. ([underlined] SEA LEVEL PRESSURE [/underlined]).
(iii) Set [underlined] INDICATED [/underlined] Wind Speed because Bombsight Computor works on Indicated Air Speed and indicated height (indicated wind can be found from true wind by SUBTRACTING 1.5% per 1000 ft of height).
(iv) Synchronise bombsight compass with Pilot’s D.R. repeater (by pressing in and turning the synchronising knob on the side of the Computor box.)
(v) Check that sufficient suction is reaching the bombsight gyros.
(vi) Remember to turn on air supply to the bombsight by means of the Bombsight Cock.
(vii) Be sure that the Pilot puts main control cock of “George” to OUT when Bombsight is to be used, or no compressed air will be available.
(viii) Keep the bombsight clean and check all the loads are correctly attached.
(ix) Liaise with the Instrument Section who maintenance [sic] your bombsight.
DON’T (i) Use the Emergency Computor until you have checked the bombsight and tried to correct the fault.
(ii)Touch the reflector glass of the Sighting Head when the gyro is running (the gyro is always running when the engines are running).
(iii) Forget to adjust the levelling scales for the all-up weight. (The Flight Engineer will know the A.U.W.).
(iv) Put any pressure on the reflector glass – even the edge of a map may lead to the toppling of the gyro when the engines are running.
(v) Let anything, not even your oxygen mask, press on the Sighting Head. (The upper part is supported on anti-vibration mountings which prevent the bearings of the gyro being damaged – the least pressure can make the alignment inaccurate).
(vi) Stow parachute, window, etc. near any of the leads to the Computor Box or Sighting Head.
(vii) Forget to liaise with the bombsight maintenance staff.
[Underlined] OPERATIONS (Continued from back page) [/underlined]
were daylight attacks) with varying degrees of success. Notable among these attacks were the operations in daylight against WATTEN and SIRACOURT on the 19th and 25th respectively. In both cases direct hits are claimed on the launching ramps involving damage which, it is hoped, will put them out of -commission at least temporarily.
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 4
[Page break]
NAVIGATION
No long range sorties have been carried out during the month; in fact almost all the targets have been in Gee range. No Navigational difficulties therefore have been experienced. Broadcast winds have not been attempted during the month because of shallow penetration.
One major navigational “boob” was, however made during the month by a Navigator of No. 106 Squadron. The aircraft was detailed to attack a Ruhr target, and reached the enemy coast on track and on time. The Navigator then gave the next course to the pilot who in error steered 100° different from that given him. The Navigator was at fault in not checking the course with the pilot. The aircraft continued on the wrong course for six minutes until a Gee fix was obtained. The sortie was eventually abandoned because of the time element. This is another example of what can happen if you do not carry out the correct drills. Immediately the pilot says “on course” make it your first duty to check the true course steered.
[Underlined] ANALYSIS OF WIND FINDING. [/underlined]
During the month an analysis of errors which may arise in windfinding has produced the following probable error:-
Probable Error
(i) Inability to read A.P.I. to nearest half minute of Lat. and Long. 1 mile
(ii) Inability to plot a position in Lat. and Long. accurately (e.g. Air Position and Gee fix) 1/2 mile (at least)
(iii) Inherent error in H2S fixes of at least half a mile. 1/2 mile
(iv) Inability to plot an H2S fix to within 1/2 mile because of mile scale limitations on chart 1/2 mile
(v) Probable error in synchronising of D.R. compass repeaters when airborne. 1 mile
(vi) Error in Compass swing of at least 1°. 1 mile
(vii) Probable error in measuring off length of wind vector, because of mile scale limitations, on chart. 1/2 mile
[Underlined] Total [/underlined] 5
Therefore if a wind was found over a period of 15 minutes it would be possible to obtain an error of 20 m.p.h!! Fortunately, of course, some of the errors will cancel out, but even then there will always be a residue which, multiplied by four, may still give a large error.
It will be noticed that careless errors in taking of Gee and H2S fixes, reading off A.P.I. co-ordinates, incorrect plotting etc. have not been mentioned.
The problem now is, how can we eliminate the above errors. Action has already been taken to eliminate points (iv) and (vii). Station and Squadron Navigation Officers are urged to discuss the above list with all Navigators on the Squadron, and submit any suggestions to Group Headquarters immediately.
Don’t be afraid to give us all your suggestions. Remember, the more accurate w/v’s we obtain, the more accurate the bombing, concentration and timing.
Referring back to careless errors, by far the largest of these are plotting and computing errors. A list of exercises to improve plotting and computation was forwarded to each S.N.O. some weeks ago. It is the responsibility of each S.N.O. to see that these exercises are completed at regular intervals. Short computation tests, lasting 15 – 20 minutes should be completed every morning if this is possible. There is always a spare half hour between assembly at the flights and commencing N.F.T’s. The plotting tests should be carried out at least once every fortnight, particular stress being laid on wind finding. Make it a point always that the tests are analysed immediately after completion, and the results made known as soon as possible.
Many Squadrons have adopted the above procedure, and are being well repaid. There are still one or two Squadron Navigation Officers, however, who say they are too busy to do such things. Don’t let this be your excuse – try it conscientiously and well for the next fortnight, and note the improvement in the work of your Navigator.
[Underlined] AIR POSITION INDICATOR [/underlined]
All Navigators will now be conversant with the resetting modification fitted during the past months. It is hoped that maximum use is being made of this device, which should considerably simplify resetting.
Yet another modification to simplify resetting has been suggested by the Navigation Staff at Syerston. It is the fitting of a “winder handle” to the resetting knob. Only one handle need be used when resetting and, much more important, the time taken to reset will be reduced by at least 2/3rds. The above modification has been submitted to Bomber Command for approval, and as soon as this is obtained, all aircraft will be modified.
Several Squadrons have been persevering with the graphical resetting procedure, but this has not proved very successful. When the modification suggested by Syerston has been fitted to all aircraft, all objections against resetting regularly will have been overcome, and it will be possible to adopt the standard procedure of resetting the A.P.I. regularly.
[Underlined] NAVIGATION TECHNIQUE [/underlined]
During the summer months it is hoped we may further the Navigation technique to such an extent that Navigation will be considerably simplified during the winter period. We must aim for simplification and standardisation in use of A.P.I., H2S and log and chart keeping. This will be of considerable benefit to the Conversion Units. At the present time a Navigator is taught one method at the Conversion Unit and another on the Squadron – consequently he is proficient at neither. Ideas are being collected from Squadrons and it is hoped to present to Squadrons and Conversion Units the ideal Navigation technique. Let us have your suggestions.
[Underlined] PRACTICE BOMBING WINDS [/underlined]
The results of the drive on practice bombing and wind finding have, on the whole, been satisfactory – but in certain cases they have been disappointing. The Conversion Unit Navigators have surpassed many operational Navigators. A vector error of less than 5 m.p.h. should be your aim.
Improvements have been made during the last 7 or 8 weeks, and the average vector error produced this month is 7 3/4 m.p.h. – a commendable effort on the whole but there is still room for improvement.
It was stated in last month’s News that a monthly Bombing Wind Finding Competition would be held. It was the intention to publish the best eight vector errors for the month, but so far there have been 14 instances where NIL vector error was obtained and a further 14 instances of vector errors of 2 m.p.h. and below! It has therefore been decided to issue the AVERAGE vector error obtained by each Squadron and Conversion Unit for the month. The order is as follows:-
[Table of Average Vector Error by Squadron]
[Underlined] Average Error: [/underlined] Squadrons – 7 m.p.h.
Con. Units – 8 m.p.h.
It will be noted that only one Squadron has achieved the ideal, i.e. a mean vector error of 5 m.p.h.
[Underlined] UNION NEWS [/underlined]
S/Ldr Day, D.F.C. Base Nav. Officer, Scampton to Ops.II H.Q. 5 Group.
S/Ldr Mould, D.F.C. S.N.O. Dunholme to Base Nav. Officer, Scampton.
F/Lt. Bray, D.F.C. 207 Sqdn. to S.N.O. Dunholme.
F/Lt. Woodhouse, D.F.M. 44 Squadron Nav. Officer reported missing.
F/Lt. Craven 50 Squadron Nav. Officer reported missing.
F/Lt. R. Adams, D.F.C. 630 Squadron Nav. Officer reported missing.
F/Lt. Lascelles, D.F.C. 1654 C.U. Navigation Leader to be Squadron Nav. Officer No. 50 Squadron.
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 5
[Page break]
ARMAMENT
[Underlined] A RECORD MONTH [/underlined]
The month of June produced two new records when a total of 3000 sorties was flown, resulting in 11,708 tons of bombs dropped on enemy territory, an increase of 3,000 tons over our previous record in May. All armament personnel can be justifiably proud of their contribution, particularly as this phenomenal tonnage represents only a fraction of the tonnage actually handled during the month.
[Underlined] ELECTRICAL BOMBING GEAR [/underlined]
One drop of water in the wrong place may result in several thousands of pounds of high explosive failing to reach the target – a startling yet true statement. Bad weather has necessitated leaving aircraft bombed up for several consecutive days, and as no aircraft can be guaranteed waterproof, it is quite possible that some of our recent “summer weather” has seeped into the bombing circuit.
All Armament Officers are reminded if the correct procedure to be carried out when aircraft are left bombed up after the cancellation of operations, and a quick reference to Air Staff Instructions would not be amiss at this stage. Are your electrical circuits tested each day, and do you always remove pyrotechnics from the aircraft immediately after the cancellation? Check up on these and all other relevant points, and ensure that the [underlined] full [/underlined] load reaches its destination, and not just a small fraction of it.
[Underlined] ARMAMENT BULLETIN [/underlined]
The Bomber Command Armament Bulletin for June has now arrived and contains some very interesting and useful information, particularly the suggestions made for improving the condition of bomb dumps in general. Page 9 of the Bulletin refers to the difficulties encountered in the storage of cluster projectiles and introduces a new type of tracking which is intended form a temporary hard standing in bomb dumps which have no suitable storage space for this particular weapon. Supplies of this Summerville tracking have already arrived at some stations in the Group and although it is, as yet, too early to express an opinion as to the efficiency of this equipment, it is considered that it will prove to be a very great asset.
FAILURES TABLE
[Table of Armament Failures by Types and Squadron]
A= MANIPULATION B = MAINTENANCE C = ICING
D = TECHNICAL E = ELECTRICAL F = OBSCURE
[Underlined] GUN FREEZING [/underlined]
Although the immediate danger of gun failures due to freezing has now passed, the problem of preventing such failures is still being very carefully investigated, and to assist in this investigation samples of hydraulic fluids have been taken from gun turret systems of operational aircraft for analysis by the Ministry of Aircraft Production.
A [indecipherable] of water in suspension in hydraulic fluid is sufficient to cause the oil to freeze at a considerably higher temperature, and consequently the importance of ensuring that oil containers used to fill gun turret systems are free from water, cannot be too strongly stressed. Results of this analysis will be forwarded to all Bases and Stations when received. We hope that they will be negative.
[Underlined] AMMUNITION [/underlined]
The repeated changing of ammunition from night to daylight sequence results in all ammunition bolts being handled several times a week. If ammunition is transported in suitable containers and handled carefully when being loaded into the aircraft, no misalignment should occur.
The necessity for ensuring that only correctly aligned ammunition is loaded into gun turrets should be brought to the attention of all armourers and air gunners.
NAVIGATION TRAINING
The emphasis during the past month has been on wind finding for practice bombing, and we are pleased to say that Navigators on the Training Base have risen to the occasion and produced excellent results. The most notable performances have come from Winthorpe, where seven Navigators obtained a Nil vector error. This drive on wind finding has created a desire to find equally correct winds during Navigational exercises. The result has been a big improvement in track keeping and timing.
From time to time improvements on the A.P.I. are suggested. The latest suggestion comes from F/O Richardson of No.5 L.F.S., who has suggested a modification to facilitate re-setting. This modification, if adopted, will reduce the time taken to reset the A.P.I. by at least 2/3rds. Good work Syerston!
H2S training is getting into its stride at Wigsley, and 1/3rd of each course is now being trained. Only one trainer is available at Wigsley at the moment, but as soon as the second trainer arrives it is the intention to train 50% of all crews. Winthorpe and Swinderby Conversion Units are already training half their inputs. Pupils are receiving approximately 14 hours air training, and at least 20 hours ground training. When more aircraft are available it will be the policy to train more crews rather than increase the number of flying hours per pupil.
Bullseye exercises have been seriously interrupted by bad weather, but 10 and 12 Groups have co-operated to the maximum extent on every possible occasion, and several good exercises have been completed.
[Underlined] THIS MONTH’S “OVER KEENNESS” [/underlined]
A Navigator on a cross country flight who was endeavouring to work the Swinderby system of obtaining six minute fixes and winds, experienced Gee failure. He immediately instructed his W/Operator to obtain a M/F fix every six minutes. The W/Op. found the ether rather congested, so he attempted priority fixes – much to the concern of the M/F Section, R.O.C, 5 Group and No. 51 Base!
Public Relations
Public Relations work during June has been rather confused owing to the altered nature of the Command’s operations, and the uncertainty of many circumstances. Only a few reports were issued to the press at any length by the Air Ministry News Service.
Three war correspondents have flown in Group aircraft on operations: Mr. Ronald Walker, of the “News Chronicle” who went over Caen with S/Ldr. Fairburn of 57 Squadron on June 12/13; Mr. R.J. Kiek, of the Netherlands Press Agency, who flew over a French target with his countryman, F/O Overgaadu of No. 207 Squadron, on June 16/17; and Mr. Kent Stephenson, B.B.C. War Reporter, who unfortunately failed to return with W/Cdr. Crocker of No. 49 Squadron on June 21/22.
(Continued in Column 2)
(Continued from Column 3)
Three parties came to our stations: June 1st, Dunholme, Mrs. Billingham (Reuters), Miss Tredgold (South African Argus) and Mr. Fletcher (Sport and General Press Agency Photographer) for the visit of the Prime Minister of Southern Rhodesia: June 17th, Waddington, Mr. W. Farmer, of the “Melbourne Herald”; and June 22nd, Waddington, Mr. Wilkins and Miss Elizabeth Riddell (journalists) and Mr. J. Warburton (Sport and General photographer), for the visit of the Duke of Gloucester.
A party of employees of the Firma Chrome Plating Co., of Sheffield, visited the Sheffield Squadron (No.49) on June 3rd.
5 GROUP NEWS. NO.23. JUNE, 1944.
[Page break]
SIGNALS
[Underlined] WIRELESS OPERATORS (AIR) [/underlined]
June was quite a fair month from the aircraft signals point of view, but improvement can and must be made. It is hoped every endeavour will be made by Signals Leaders to raise the standard of Aircrew Signals operating to a high state of efficiency.
Have all Signals Leaders read and digested 5 Group Signals Instruction No. 13, and acquainted all their operators with its contents?
This instruction lays down the requirements for W/T Control Operators. Endeavour should be made to bring every Operator up to the standard required. Two Squadrons have already carried out air tests with quite satisfactory results. One important point – once an operator reaches the standard required, he must, by constant practice maintain that standard, and to ensure that he does, he may be required to do an air test with Group at any time, without previous warning.
[Underlined] DAILY INSPECTIONS. [/underlined]
Signals Leaders, do you ever take a quick run out to your aircraft and check over the “Daily” done by your W/Ops?
An aircraft of this Group took off on Ops one night, was only airborne a short time when the intercom. failed. Cause – faulty 2v 20 Acc! The W/Op did not carry out the correct drill for the use of emergency intercom. as laid down in 5 Group Aircraft Drill No.11, Appendix “A”. Result – one early return and one load of bombs the Hun did not receive. Was this the only dud 2v 20 Acc. airborne that night? Or was he the unfortunate W/Op. who, through his lack of knowledge or carelessness in carrying out his emergency drill, was found out? We wonder!! It would be worthwhile checking up on these accs. in the aircraft. Yes, there was a lot of truth in the film “BOOMERANG” !
The new Wireless Operators (Air) log has now gone to the printing press and should be available for issue very soon. We hope to see some very neat and fully detailed logs returned, just to show your appreciation.
[Underlined] GOOD SHOWS [/underlined]
This month’s Good Show comes from 57 Squadron, by an operator who showed coolness and initiative in fixing up his broken dinghy aerial (fixed) and operating his dinghy radio, thus enabling the rescue aircraft to “home” on his signal.
The aerial mast was broken while erecting, and the operator fixed his aerial lead into the aerial part while other members of the crew took turns at holding the aerial aloft, by the insulated part which separates the aerial from mast.
This is an excellent example of cool and intelligent thinking under very difficult circumstances.
[Underlined] EARLY WARNING DEVICES [/underlined]
The co-operation of W/Op. and Gunner reporting on unserviceability of Early Warning Devices is improving, but there are still the few cases of discrepancy appearing in these E.W.D. reports and Combat reports. Just a little more drive in this direction will eradicate this, so Signals Leaders and Radar Interrogators, do your stuff.
Manipulation failures are still occurring, mostly due to lack of experience, and every effort must be made to eliminate them. Efforts are being made for every Squadron to have one Early Warning Device Instructor, and quite a few Squadrons have them already. Signals Leaders, get your W/Ops over to them for that little extra instruction which means all the difference between failure and serviceability of your E.W.D. and sends your Squadron percentage of serviceability soaring.
The cards, depicting combats on Monica, sent from this Group to Headquarters Bomber Command, are now in the process of being reproduced and will soon be available for issue to Squadrons and Conversion Units.
[Underlined] GROUP W/T EXERCISE [/underlined]
The alteration to the time of the Group W/T exercise has met with universal approval from all Squadrons, and there has been some good operating. The reallocation of Squadrons to Sections 1 and 2 should also help to make the exercise more interesting by eliminating the possibility of any two transmitters “blotting out” each other due to their close proximity.
[Underlined] VALETE ET SALVETE [/underlined]
Our heartiest congratulations to W/Cdr. Skinner on his promotion and his appointment as Officer Commanding No. 14 Radio School. We wish him every success in his new sphere.
Our congratulations also go to S/Ldr. Andrews on his appointment as Signals Leader, 92 Group.
Five Group are poorer by two very popular officers.
44 Squadron will welcome F/O Hughes (a former 44 Sqdn. W/Op) as Signals Leader.
[Underlined] W/T FAILURES [/underlined]
The W/T failures percentage against total operational sorties has shown a great decrease during the month. There were 27 failures reported out of 3,000 sorties – the percentage being 0.9, the lowest figure for many months. The maintenance personnel are to be commended for repeating last month’s record of zero maintenance failures. Out of this enormous number of sorties, only two aircraft returned early as a result of signals defects. The number of component failures (equipment) was 14. Surprisingly enough, not one condenser or resistor defect was reported; R. 1155 output valves again proved troublesome.
[Underlined] V.H.F. FITTING [/underlined]
At the time of going to press, 200 aircraft are fitted with V.H.F. equipment. The speed of fitting has placed us well ahead of schedule. Units are reporting that they are receiving a considerable number of crystals which on test have been found inactive. R.A.E., Farnborough, have evolved a modification (R.T.I.M. No.629) employing a choke unit type 45, which, in A. D. G. B. aircraft has proved quite successful. When the choke units become available, units will be notified.
[Underlined] MANDREL [/underlined]
There are two main reasons why the total number of Mandrel fitted aircraft in this Group has fallen. They are (a) supplies of Col.9 not forthcoming, and (b) large scale V.H.F. fitting drive, which has absorbed all available Signals manpower in the squadrons. It is emphasised, however, that squadrons must ensure that all their complete Mandrels are fitted as soon as possible. The Countermeasure Party is still available at Group Headquarters in readiness to offer assistance.
[Underlined] CARPET II [/underlined]
Contrary to many beliefs, Carpet II is in no way connected with Persian Markets. It is, however, a new radio countermeasure device fitted to the Illuminating Force aircraft of this Group. It is quite popular with the C.S.O!
[Underlined] RADAR [/underlined]
Base Signals and Radar Officers attended a conference at Group Headquarters on 16th June, to discuss the Bomber Command proposed establishment of Radar personnel. After considerable discussion and divergence of opinion the proposals were accepted. Some alterations were suggested in connection with accommodation and holdings of spare equipment, and these were forwarded to Bomber Command. It is understood that the proposals are now being considered by the Establishment Branch at Bomber Command.
[Underlined] BOOZER [/underlined]
Sufficient Boozer equipment became available during the month to enable fitting to proceed in our two Boozer squadrons. As this equipment is in very short supply, every effort must be made to make immediate use of all that is available. Test equipment is at the moment, difficult to obtain, but a proposed re-distribution of the total Command holdings should ease this situation.
[Underlined] REPEATER INDICATORS [/underlined]
It has become increasingly obvious from scrutiny of combat reports that Tail Warning Devices are not being watched continuously by the Wireless Operator. Originally it had been hoped that with training and experience a W/Op would be able to carry out his W/T work whilst, at the same time keeping one eye on the Tail Warning Device, but this has been found to be very difficult. The possibility of repositioning the Tail Warning Indicator so that two of the crew can watch it, has been thoroughly investigated, and found impracticable. Experiments have been made to ascertain the possibility of using a second indicator. This repeater indicator is located adjacent to the Gee indicator. An indicator standard for both Monica IIIA and V, has been designed and tested by the Group Trouble Shooting Party. It has proved quite satisfactory and Bomber Command have been asked to arrange for its early introduction. The design of a simple Fishpond repeater indicator proved too great a problem, and it is now expected that a second standard Fishpond indicator will be the only answer.
[Underlined] GEE [/underlined]
Gee was once again the leader in serviceability, showing a new high percentage of 97.77 out of 2,639 sorties. This was obtained in spite of the decrease in new equipment available, and a consequent reduction in the spare sets which squadrons were able to hold.
(Continued on Page 8 Column 1)
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 7
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SIGNALS (CONT.)
[Underlined] H 2 S [/underlined]
A total of 1249 sorties was completed by aircraft equipped with H 2 S Mark II, and of these 103 experienced difficulty; the remaining 91.76% were serviceable throughout the sorties. The fitting of this equipment to 619 Squadron has not yet been completed, but it is proceeding as fast as circumstances will allow. The movement of the Bomber Command Fitting Party to Dunholme will ease considerably the strain of fitting now being carried out by squadron personnel. The supply of fitted aircraft is keeping pace with the number of trained crews.
Mark III H 2 S has shown a decided improvement and the 76 sorties completed resulted in a serviceability of 92.11%. Supply of this equipment is still very grim, but does show signs of improving.
[Underlined] FISHPOND [/underlined]
As is to be expected, this equipment followed in step with H2 S, 92.72% of the 1236 sorties being free of difficulty. Training has shown very decided improvement and the operational reports indicate that W/Ops. are having increased success with this equipment.
[Underlined] MONICA [/underlined]
Monica IIIA remained at almost the same level as May. 830 sorties were completed, and there were 39 difficulties reported. The remaining 95.31% gave completely satisfactory results. Monica V came closer than ever to overtaking its predecessor with a percentage serviceability of 93.91. The more prevalent causes of unserviceability have been almost eliminated, and the lesser difficulties will no doubt diminish as further experience is gained by Radar personnel. The supply position of both types of Monica becomes increasingly difficult, so squadrons must do their utmost to conserve their existing equipment, and to keep all sets serviceable. The delivery of a Monica Trainer to the Aircrew School at Scampton should help squadrons considerably in their training programme.
The serviceability figures for the month are very gratifying. They indicate a decided increase in the standard of training and workmanship of Radar personnel. In these days of intensive operations, it requires hard work to keep all our equipment serviceable, but the bombing results are more than worth the effort. With the introduction of the proposed establishment, and an adequate number of Radar vans, we should be able to meet the rain and altitude trials of winter on better than equal terms.
[Underlined] TELEPHONE EXCHANGES [/underlined]
Last month’s issue of the News contained a cartoon for which we, in Signals, accept no responsibility. We are delighted, however, to be given the opportunity to refute the allegation of inefficiency which was inferred by publishing the following bouquet.
Skellingthorpe has produced some surprising figures showing the number of calls handled by the Admin PBK during a 24-hour non-operational period. A total of 3,725 calls was handled during this period, and of these 3,143 were extensions – to – extension calls. The Station Commander comments – “My opinion of our operators, always high, has gone up still further”, and – “at Skellingthorpe we have an exchange staff second to none”. We hope that this latter remark will be accepted as a challenge by other exchanges within the Group.
[Underlined] TELEPRINTER TRAFFIC [/underlined]
In April of this year, this Headquarters Signals Office was handling about 9,000 teleprinter messages per week. A drive was then inaugurated to divert traffic to less congested channels, such as D.R.L.S., and our weekly total fell in five weeks by 4,000 messages!
Now that “D” Day has passed, however, the total is commencing to rise. This must be checked, since as the Western Front develops, our commitments increase – It’s often quicker by postagram – at any rate for Admin messages.
EQUIPMENT
[Underlined] LANCASTER SPARES [/underlined]
This month sees a changeover in our method of demanding spares for Lancasters. Instead of demanding straight on to the M.P.O. demands are now placed on No.207 M.U. who are in a position to supply.
Equipment Officers will help No. 207 M.U. provisioning to a great extent by keeping a close watch upon demands for Lancaster spares, and ensuring that demands are going to No.207 M.U. and not to the M.F.O.
[Underlined] MECHANICAL SWEEPERS [/underlined]
A point to watch is the serviceability of mechanical sweepers. If these machines go u/s it means that runways cannot be kept clear of flints and stones, which means a rise in consumption of tyres. The aircraft tyre situation is still acute, and every care must be taken to get the maximum amount of life out of every tyre.
Equipment officers should therefore look into the holdings of spares for mechanical sweepers, and in conjunction with the M.T. Officers provision wisely on those parts which have a habit of going u/s. This will keep the sweepers serviceable and the consumption of tyres down.
[Underlined] WINTER CLOTHING [/underlined]
Now the English summer is upon us it would be wise to overhaul items of winter clothing such as overcoats, waterproof overalls, leather jerkins etc., and get them into good trim for the forthcoming winter.
It would be better to do it now instead of waiting for the winter when these items will be in great demand.
[Underlined] BLANKETS [/underlined]
Instances have occurred where it has been found that Stations have been holding blankets far in excess of their entitlement as laid down in A.M.O. A. 700/43. A quick check of stocks may mean the release of many blankets with a subsequent saving of man-hours at the factory which manufactures them.
[Underlined] EQUIPMENT (Continued from column 2) [/underlined]
[Underlined] OXYGEN TRANSPORT CYLINDERS [/underlined]
Attention is drawn to Headquarters Bomber Command letter BC/S.21459/E.6, dated 30th June, 1944.
The scale of issue of these items is 32 per squadron. Equipment Officers should make every effort to reduce any surplus holdings and return these cylinders to the M.U.
GARDENING
5 Group’s gardening this month amounted to two small but useful operations by No.44 Squadron against two of the Biscay U-Boat lairs, on the nights of 6/7th and 8/9th. Planting was done in H 2 S from high altitude and some excellent P. P. I. photographs were obtained. A total of 30 vegetables was planted.
Although the record breaking figures of April and May were not reached, the Command planted the considerable total of 1772 vegetables, in some 20 gardens. Over 1,000 were directed against the U-Boats – off their bases and in their approach routes to the Western end of the English Channel. This, combined with vigorous and successful action by air and surface striking forces has brought almost to nothing the threat to our Invasion supply lines, in spite of the massing of the U-Boats to the West of the Channel in the first few days. Nearly 600 vegetables were laid in the Channel itself, to impede enemy surface craft – principally E-Boats – in their anti-invasion operations. (Here, we gratefully admit, we were helped more than a little by the wholesale slaughter of these vermin in their harbours by the bombers). Certain North Sea gardens received some 150 vegetables, and Mosquitos of 8 Group planted a small number in the Kettegat.
During the three months preceding “D” Day well over 7,000 vegetables were planted by the Command, 5 Group being responsible for 908. These figures show that in actual quantity we distributed about one eighth of the Command total. What they do not show is that nearly all our operations were special ones, involving either exceptionally long distances (DANZIG); exceptional accuracy from very low level (KONIGSBURG CANAL); exceptional weight of attack in one night (KEIL BAY) or gardening in daylight (KATTEGAT). We do little routine gardening, and so do not get regular practice, but our recent successes show the value of keeping up to date in slack periods.
Results are beginning to come through, but details of casualties still refer to at latest three months ago; in fact, in the latest list we discover that 5 Group sank a U-Boat in April [underlined] 1943! [/underlined] Fortunately some reports get through more quickly than that, and news of the tremendous indirect effects of the pre-invasion gardening is plentiful. We hear of the route from TRELLEBORG to KIEL (150 miles) being marked with a [underlined] WRECK [/underlined] buoy every 1 – 2 miles; of Swedes and Finns laying up their ships rather than risk out mines, and the Ministry of Economic Warfare states that the mining of the Kiel Canal, backed up by the mining which preceded and followed it in the Baltic and North Sea approaches to the Canal, caused an [underlined] IRRECOVERABLE [/underlined] loss of 3 million tons of overall imports/exports to the German War Machine.
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 8
[Page break]
AIR SEA RESCUE
June brought a record number of operational sorties and, at the same time, an increase in the known number of incidents involving Safety Drills.
A squadron aircraft disappeared over the Irish Sea on a navigational exercise with the loss of the entire crew. Four crews had occasion to use the Parachute Drill, two were successful; in the third, four members who baled out were lost in the sea; in the fourth the rear gunner had a cannon shell through his parachute, and a gallant attempt by the Air Bomber to share his own parachute was un successful.
[Underlined] 9/10th June. [/underlined] S/44 Squadron returning from operations, got out of control in bad weather. Its position was uncertain, and the captain ordered the crew to abandon the aircraft. Four members had jumped when the pilot regained control. They fell into the Thames Estuary and were drowned. The aircraft landed at base. None of those lost attached their K-type dinghies before jumping. [Underlined] MORAL [/underlined] – If in doubt about your position always take your dinghy with you.
[Underlined] 21/22nd June. [/underlined] Z/44 Squadron was hit in the starboard elevator from extreme range by a night fighter over enemy territory. The aircraft dived sharply with the elevators jammed, and when over the vertical the pilot considered he had no hope of recovery and ordered the crew to abandon. The Air Bomber was jammed against the rear of his compartment. The Rear Gunner was caught in his turret and trapped by piles of ammunition on his lap, caused by a runaway servo feed. Four members baled out and their parachutes were seen to open. The captain eventually regained control and flew the aircraft back to base, navigated by the Air Bomber.
S/630 Squadron was badly shot up by a fighter. Wings and fuselage were riddled, and the rear turret so badly damaged it was a wonder the gunner escaped injury. The rear gunner had a cannon shell through his parachute.
With the assistance of two crew members, the pilot flew the aircraft back to this country where, due to damage, he found he could not turn and so was forced to bale out his crew.
At the risk of grave personal injury, the Air Bomber allowed the Rear Gunner to attach his parachute clips to the “K” Dinghy ”D” rings of his (the Air Bomber’s) harness, and the two went out together. Unfortunately, his “D” rings tore through the webbing when the parachute opened and the Gunner was lost.
[Underlined] SUCCESSFUL DITCHING [/underlined]
A/57 Squadron on the same night was returning across the North Sea at 7000 feet when all engines failed, apparently through shortage of fuel. The Captain immediately warned his crew, and ordered the Wireless Operator to transmit S.O.S. The Wireless Operator switched I.F.F. to “Distress” and transmitted “S.O.S.” and the aircraft callsign about ten times before being ordered to his ditching station.
The aircraft ditched ten minutes later. The pilot made use of his landing light which helped him to judge his height, but having no power the aircraft struck the water very severely breaking off the tail. The Captain’s harness had not been tightened sufficiently and he was flung upwards, making a large hole in the perspex and cutting his face deeply. The pilot left the aircraft by means of this self-made hole. The Flight Engineer was also flung upwards and cut his nose on the fuselage roof. The gunners were flung over the flapjack but were uninjured, falling on top of the Air Bomber who was also unhurt, and the Navigator cut the back of his head.
Exit was made from the aircraft “except-
(continued on page10, col.3)
[Underlined] SAFETY DRILL COMPETITION RESULTS [/underlined]
[Underlined] Place Dinghy Drill Parachute Drill [/underlined]
1 52 Base 52 Base
2 53 Base 55 Base
3 55 Base 53 Base
[Table of Drill Results by Squadron]
No crews in No. 54 Base were tested during the month.
[Underlined] Points arising from Safety Drill Tests. [/underlined]
(a) A number of crews have not thoroughly read “5 Group Aircraft Drills”.
(b) Insufficient use of made of the intercom in practicing “Safety Drills” – the more use that is made of the intercom the more informed and less worried the crew will be.
[Underlined] FOOTNOTE. [/underlined]
The monthly summary of Ditchings in Home Waters for May, 1944, shows that 508 airmen were concerned, of whom 242 (47.2%) were saved – a marked percentage increase in lives saved.
RECENT GOOD SHOWS
An aircraft of No. 207 Squadron, flown by F/O Smart, collided over the target with another Lancaster which broke cloud above on the port quarter. In spite of the fact that the entire port fin and rudder were torn away and the port tail plane, elevator and aileron badly damaged, F/O Smart completed the bombing run and showing great skill, flew the aircraft back to this country where he made a successful landing.
By his prompt action, F/O Sanders of No. 463 Squadron averted what could have been a serious accident. He was taking off with full bomb load when the starboard tyre burst at a speed of approximately 90 m.p.h. Displaying great skill, he controlled the swing and made a successful take off, and after completing the sortie landed his aircraft in such a way that only minor damage was sustained.
P/O. Meggeson of No. 83 Squadron showed a fine example of airmanship. The port inner of his aircraft caught fire. Though he was unable to operate the fire extinguisher or feather the propeller, by maintaining a very low airspeed, he succeeded in controlling the fire and few his aircraft back to base, where he made a successful landing.
As a result of combat with an enemy fighter, and aircraft of No. 61 Squadron, piloted by P/O Passant, was severely damaged. The starboard fin and rudder were shot away, the fuselage and starboard main plane badly damaged, and the starboard tyre burst. P/O Passant displayed great skill and determination in flying the aircraft back to this country where he made a successful landing.
- AND SHOWS NOT SO GOOD
Whilst making a night approach in 7 miles visibility, and aircraft struck a tree 1000 yards from the end of the runway. When the aircraft eventually landed the Pilot stated he had had a successful trip but that the aircraft felt very heavy to handle. This was not surprising as he was still carrying full bomb load when he landed.
Whilst flying at 8000 feet, all four engines of a Stirling cut. The aircraft lost height to 600 feet before the engines were re-started. The First Engineer was changing tanks when the engines cut. They started again when the Second Engineer turned the petrol on!
In broad daylight, after a clear straight run of 200 yards, a pilot taxied his aircraft into an M.T. vehicle standing on the perimeter track.
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 9
[Page break]
ENGINEERING
The number of sorties carried out totalled exactly 3,000; this constitutes an excellent effort when it is considered that this number of sorties affected serviceability very little and a much larger number could have been laid on had the weather permitted and circumstances required them.
A large number of acceptance checks had to be carried out during the month and some excellent work was carried out by the Group Servicing Section, and the very fine spirit which exists within the Group was made evident by bases which had few acceptance checks to carry out volunteering to accept aircraft for check from other bases. This greatly decreased the period which would normally have elapsed to bring this large number of Lancasters to operational standard.
1.003% of aircraft which either failed to take off or returned early were due to technical faults for which the Engineering Branch is responsible. This 1.003% includes defects beyond our immediate control and remedial modification action is being taken in respect of many of the defects. It is good to know that not one of these aircraft failed due to a maintenance defect, and squadrons are to be congratulated on this aspect. The following squadrons had no early returns or cancellations due to Engineering defects during June, and are awarded a “big hand”:-
44, 83, 97, 467 and 619 Squadrons.
Failures are still occurring of the now famous oil pipe from relief valve to dual drive, and it is hoped that all promises made during June will reach fruition during July.
[Underlined] GROUND EQUIPMENT [/underlined]
The effort which is put in by maintenance personnel to maintain this high standard of aircraft serviceability has been increased on many stations to maintain a similar high standard of serviceability of ground equipment. It is pleasing to see the drive which is progressing to maintain these essential aids to serviceability. When a “set-up” looks efficient, it invariably is efficient. Nothing looks so inefficient as a dirty hangar with trestles, wheels, cowlings and any odd items lying around the floor in pools of oil, whilst engine platforms are oil saturated and the equipment generally filthy. This state of affairs does not exist at any station in this Group, but there is considerable room for improvement on certain stations. Once a high standard of efficiency has been achieved it can easily be maintained, but don’t sit back and maintain your present standard unless it is highly efficient.
Many grand jobs have been carried out during June to keep the serviceability high and it is very difficult to pick out any single base in this News.
[Underlined] ELECTRICAL AND INSTRUMENTS [/underlined]
During the past month a drive was made to improve the maintenance of the Mark XIV Bombsight. Results have shown a marked improvement, but we will not be satisfied until every sight in the Group can be guaranteed accurate. Much more care must be taken in the levelling and lining up, as it is in these operations that most of the errors occur. The Mark XIV Bombsight is one of those instruments which requires plenty of liaison between Electrical officers and the Air Bombers’ Union, and it has been noted that this is now very effective.
Electrical sections deserve a pat on the back for the very intensive efforts they have put in during the latter half of the month. The list of modifications does not get any shorter, yet initial checks are still being completed in 24 hours.
[Underlined] TRAINING UNIT SERVICEABILITY [/underlined]
[Table of Aircraft Serviceability for Stirlings and Lancasters]
Flight Engineers
[Underlined] ADMINISTRATIVE ADJUTANTS [/underlined]
Many more administrative adjutants to the Chief Technical Officer are required; these adjutants will be volunteers from tour expired commissioned Flight Engineers. They will be responsible to the C.T.O. for the efficient administration of the Servicing Wing, and for the discipline and welfare of all the technical personnel on its strength.
Apart from this new post for Flight Engineers, there are also vacancies for administrative duties in the M.T. Section on Base Stations, and the duties will generally be the same as Adjutant to the C.T.O.
It will be seen that these posts have created quite a new avenue for Flight Engineers, but every facility will be given them to improve their engineering knowledge while undertaking administrative duties as their primary roles.
Flight Engineer Leaders must bring those vacancies to the notice of the commissioned Flight Engineers who are about to finish their tour of operations.
[Underlined] NON-COMMISSIONED FLIGHT ENGINEERS [/underlined]
A course of instruction for newly screened N. C. O. ‘s commenced at St. Athan on 7th June 1944. The object of this course is to train screened Flight Engineers to take up their new duties as Instructors in Heavy Conversion Units and Lancaster Finishing Schools.
Revision and technical subjects are included in the syllabus, but the course is designed mainly to teach the technique of lecturing.
As this course is most important to new instructors, it is hoped that all Flight Engineers will be enthusiastic, for much will depend on their results if the standard of lecturing is to improve in our Conversion Units and Schools.
TRAINING
Despite the bad weather towards the end of the month, 51 Base flew a total of over 8,000 hours and produced 130 crews for Squadrons.
Twice during the month, 1654 Conversion Unit, taking a leaf from the book of 1661 for May, laid on “operational” take offs for aircraft on night exercises. They got 17 and 22 off on these occasions in almost as many minutes.
Re-organisation of the Heavy Conversion Units commenced in the last week of the month to ensure that training of crews under the summer output can be increased to the highest level. Under this new system intakes of 11 every six days will go into the Heavy Conversion Units and the Group target figure for the month is 160 crews.
Each Conversion Unit now consists of 3 large flights, each of which is sub-divided into two. The Stirling Academy has also been split up into three parts, each one becoming the nucleus of a small flight at each Conversion Unit.
The Base had a very much better month from the accident point of view, and tyre bursts are now the only chronic complaint left. Undercarriage pylon failures have been reduced and coring has slipped rapidly out of the Base vocabulary.
New appointments within Base include Wing Commander Derbyshire, D.F.C., as Chief Instructor, 1660 Conversion Unit, and Wing Commander Kingsford Smith as Chief Instructor 1654 Conversion Unit.
[Underlined] AIR SEA RESCUE (Continued from page 9) [/underlined]
ionally quickly” and all the crew members were in the dinghy almost before they knew it. The kite container was lost in transit, but all other equipment was transferred to the dinghy – a parachute found its way in, but was afterwards lost in the excitement of getting clear of the aircraft which was keeling over and threatening to come down on top of the dinghy.
This crew merely got their feet wet in boarding the dinghy but later got the seats of their pants wet because of a small hole in the dinghy which was subsequently plugged.
The pilot was weak from loss of blood, and shock, so the Air Bomber took charge and bullied the rest of the crew into activity. They say this did the world of good. The aircraft floated for about 10 minutes.
The dinghy mast was broken when being stepped, but the Wireless Operator managed to connect the aerial to the dinghy radio and almost continuous transmissions were made with other crew members holding the mast erect. Some hours later they were spotted by 91 Group Wellingtons which brought in an A.S.R. Hudson. A Lindholme dinghy was dropped, but failed to inflate though the crew managed to collect three of the ration containers. About 14 1/2 hours later a Naval Launch picked up the crew and took them into Yarmouth.
This crew had done a practice dinghy drill on the day before the incident, and attribute much of the success of this ditching to that fact.
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 10
[Page break]
ENEMY AGENTS – CARELESS TALKERS
On the 30th January, 1942, there was published a document of some importance – to wit A.M.C.O. A.9 of that year.
It was important because it cleared the air of a good deal of confusion on the subject of security, and it achieved this by defining the functions of Security Organisation – thereby defining what is meant by the term ‘Security’ – and it laid down the organisation by which these functions were to be performed.
Security was by no means a new subject. Prior to the appearance of A.M.C.O. A.9/42, a vast number of thoughts on the subject had already made themselves felt, chiefly in the form of posters. They bore a slogan – “CARELESS TALK COSTS LIVES” – they sought to impress the truth of this slogan by representing pictorially such distressing events as ships being blown up, aircraft being shot down, and so on, all, by implication, the result of the wrong word being spoken at the wrong time in the wrong place. These were reinforced, in lighter vein, by coloured drawings, more or less amusing, of Hitler listening beneath a table at which, presumably, two people were discussing the future plans of the Allies; of Hitler repeated ad infinitum in the pattern of the wall paper; of Hitler looking out of the frames of otherwise harmless pictures: all of them indicative of the ubiquity of Hitler, and of the truth of that apalling [sic] statement “Walls have ears”.
And since the appearance of A.M.C.O. A.9/42, these pictorial exhortations to verbal discretion have been emphasised to us, in the R.A.F., by a quantity of printed matter in the form of lectures, bulletins, reports, instructions which, if expressed in terms of tonnage of paper they consumed, or if placed end to end, or on top of each other in one column, would, one feels sure, provide much indigestible food for thought in the shape of one of those totals which impress more by number of their digits than by any meaning they are able to convey to the ordinary mind. Add to this the number of words which must have been spoken in lectures on this subject since the 30th January, 1942, the countless man-hours devoted to the study and promulgation of this gospel of silence, and our total will become more astronomical and, therefore, more meaningless than ever.
Staggering as this total would be, however, it would never reach the dimensions of those our enemies could provide in the same field of endeavour, for the very good reason that they had been at it long before we commenced piling ours up. Japan, for instance, had been preaching the gospel of silence to her people for something like twenty years before Pearl Harbour. She taught it not only to her soldiers, sailors and airmen, but to the man in the factory, the woman in her home, the pedestrian on the street; with the result, as the writings of any of the foreign newspaper correspondents, some of whom had been in the country for years, will tell you, it was next to impossible to find out anything worth knowing about the country’s strength, or her intentions.
And what of Germany? Those Germans who were not born silent, or had not achieved silence by the time Hitler took them over, had silence so thoroughly thrust upon them that they really came to understand how and to know that even the walls of their own homes could grow ears. They were left in no doubt whatever upon the value of silence when it came to discussing either the affairs of the Party or of the Fatherland.
All of which surely points to the conclusion that silence in war-time, or, in other words, Security of Information, must be a matter of very great importance. Of course it is. You know that already. The meanest intelligence, you will point out, can grasp quite easily the simple truth that, if you prevent the enemy from knowing what you are up to, you place him at a serious disadvantage; you render him, so to speak, both deaf and blind, and, therefore, easier to deal with. Any fool knows that.
They [sic] why do people talk? Why do they write home letters full of chatty information about their stations? Why does one feel so certain that, were it possible to tap, at once all the telephone lines in the vicinity of our stations all over the country, one would become possessed of a mass of service information about all sorts of things and people – whither, why and when such a squadron is moving, who have finished their tours, where people are posted to, who didn’t come back last night, who the new C.O. is, and where he comes from, what the weather is like, what are the chances of a scrub tonight, how the R.A.F. is fed, clothed, housed, organised – and so on and so on? Not to be too depressing about it, let it be stated at once that one would probably, even certainly, gain much less information than would have been the case say two years ago; but who would like to bet that there still wouldn’t be plenty to be picked up?
So, why, after all the effort that has been made, all the money that has been spent, the paper that has been used, the words that have been spoken, should this be so? Now here, it is suggested, lies the root of the matter, and if this root can be dug up and examined, the apparently indestructible weed of Service Gossip, a weed which, while harmless, perhaps, nine times out of ten, can, on that tenth time, produce enough poison to be fatal to precious lives and expensive material, can be understood, and to understand any problem is the first step towards solving it.
Let us examine it then. People talk because that is the easiest and most natural way for them to express their thoughts. They talk their thoughts, they think about their daily lives; therefore, they talk about their daily lives. Now apply that formula to the R.A.F. and what do you find? You discover a service filled, for the most part, with very young people, a number of them still in their formative years. They talk their thoughts, they think their lives, their lives are, at the moment, the R.A.F; therefore they talk about the R.A.F. To go on from here; they are young people who have been brought up in countries in which free speech, outside the debateable limits of the law of scandal, is as instinctive as breathing. They have never had occasion to practice this habit of silence - a most difficult habit to acquire – and finally, they serve in a force which has been publicised, photographed and if one may use such a word, glamourised, more than any other organisation ever has before. Flying, as the R.A.F. flies, is a continual source of wonder to the lay mind. This business of lifting tons of explosive material off the earth at one spot, transporting it at phenomenal heights to another spot hundreds of miles away, and there dropping it in spite of such discouragements as flak, fighters, the weather, and so on, is something of a miracle to the civilian, and, naturally enough, he wants to know about it. The youngsters of the R.A.F. are, of course, the horse’s mouth, which is given every encouragement to open itself, and to remain open. And when a W.A.A.F. goes home on leave Mother wants to know what it’s all like – the food, the quarters, the station, what they do there and that gives her mother something to talk about to somebody who will pass it on to somebody else who will…..why go on?
It is, you see, a personal problem. There is no mass-produced solution to it. It is every man and woman for himself, and only he and she can deal with it. How? Well, try this recipe. Try writing home letters in which you never even refer to the Station upon which you work, beyond, of course, the address in the top left hand corner. Apply the same rule when you leave your Station, even when you meet another R.A.F. type. Regard every telephone you use as a menace because it is you who are using it, and finally, when you have finished your work for the day, don’t make conversation out of it in the mess or the canteen. Try these four riles as an act of self-discipline, and never relax, and you will solve all your problem and, what is far more important, you will solve one of the great problems which confront your country. Difficult? Yes, very. Impossible? No. It has been done. There is a station which once had the privilege of guarding part of a great and important secret. It wrote its letters by the thousand, it went to the nearest town, it went on leave. But never a word got out. No less than 12,500 letters from that Station were opened over a period of three weeks, and only two minor indiscretions were discovered in them, both after the great event. If you were a stranger, you couldn’t get very far on that station without being questioned; every rumour heard on or off it was faithfully reported – just in case. The result is history, not only because the event referred to was one of the best kept secrets and, therefore, one of the most successful undertakings of the war, but because it provided proof that, with the problem fully explained to them, the A.C.2. and A.C.W.2. can keep a secret, can keep their mouths shut and their pens discreet, and can do so as a matter of conscience, and as an act of self discipline.
Now if only the civilian could be persuaded not to make the R.A.F. talk……
(Continued from Col. 3 page 12)
(c) I.A.S. within 2 m.p.h. and height within 50 feet.
It’s practice which, makes perfect.
Gunnery is the order of the day for you and your crew again. Keep a banking search going. See that your guns and gunners are in first class condition. Check up on your corkscrew and patter.
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 11
[Page break]
[Cartoon] SPORTS [Cartoon
[Underlined] CRICKET [/underlined]
June was not a cricketers’ month; the weather was “flaming [sic] but not in the sense of the old adage. Fielders and batsmen alike quailed before wind and rain. As a cricketers’ month it was grand for Rugger. In spite of the weather, however, several stations got in a full programme.
[Underlined] SCAMPTON [/underlined] – This station managed to complete the amazing total of 25 games. In addition, W.A.A.F. personnel played four games. Any challengers for an inter-station W.A.A.F. game? The Aircrew School represented the Station in five of the games, and themselves played 10 inter-course matches.
[Underlined] FISKERTON [/underlined] – had five station matches, one of which, with Woodhall, was abandoned after Fiskerton had knocked up 87 for 8. Their other games were as follows:-
V Dunholme at Dunholme – Fiskerton 72 for 7 Dunholme 68 all out
V Fiskerton Village at the Camp – Fiskerton 108 for 6 Village 29 all out
V Bardney at Fiskerton – Fiskerton 62 all out Bardney 22 all out
V Scampton at Scampton – Scampton 120 for 9 Fiskerton 71 all out
In addition to this successful record several inter-section games were played.
[Underlined] BARDNEY [/underlined] managed five station games, and are now getting into their stride under the captaincy of F/Lt Wardle.
[Underlined] DUNHOLME LODGE [/underlined] had three wins, one draw, and one loss from five games. They beat 5 Group H.Q., Welton Home Guard and Scampton, drew away with 5 Group H.Q. and suffered their only defeat at home with Fiskerton. An inter-section knock out is in full swing, with 12 teams competing.
[Underlined] METHERINGHAM [/underlined] had an unlucky month, with four postponed matches out of the six arranged. Against Coningsby, Metheringham scored 37 for 1 (Coningsby 179 for 7) before rain stopped play. The only completed game was with R.C.A.F. Digby, who hit 60 for 6 against Metheringham 56 all out.
Inter-section games produced some close results, viz:
Flying Control 55 for 7 V R.A.F.Regt. 50 all out
“B” Flight 60 all out V “A” Flight 36 all out
Servicing Wing Fitters 60 all out V Servicing Wing Riggers 65 all out
“B” Flight 43 for 5 V “A” Flight 39 for 9
In the Base Commander’s Trophy, 106 Sqdn dismissed 617 for 70 runs, but they could not bat and the game was abandoned.
[Underlined] 5 Group H.Q. [/underlined] played five games, four of them being away, since the 5 Group pitch has not yet “settled down”. They produced the following results:
V Dunholme, at Morton. 5 Group 148 for 8 Dunholme 89 for 8 (Draw)
V Dunholme at Dunholme. Dunholme 129 for 6 5 Group 64 all out (Lost)
V Swinderby at Swinderby. Swinderby 88 for 7 5 Group 83 all out (Lost)
V 93 M.U. at Collingham M.U. 77 all out 5 Group 84 for 6 (Won)
V Newark Town at Newark Newark 77 for 8 5 Group 72 for 5 (Lost)
There were two intersection games, in one of which the “Hall” beat the rest by 136 for 8 against 99 for 8.
[Underlined] GROUP CRICKET COMPETITION [/underlined]
Woodhall beat Coningsby in the final of “A” Section, so now Syerston (winners of “B” Section) meet Woodhall in the deciding game for the Trophy. The game will probably be decided on Saturday or Sunday (July 15th or 16th) at Woodhall Spa. Woodhall have taken over the town’s local ground, and with the addition of a score board and sight screens now have one of the finest grounds in the Group. The game will be one of the features of Woodhall’s “Wings for Victory” Week, and given good weather will be a highly successful event between two of the strongest Group teams. It is hoped that the A.O.C. will be able to present the handsome silver bowl to the winning side.
[Underlined] ATHLETIC MEETINGS [/underlined]
[Underlined] METHERINGHAM [/underlined] ran a highly successful Athletic Meeting on Saturday, 3rd June, when favourable weather for once coincided with a stand-down. Fourteen events were contested on an inter-section basis, the trophy being a shield presented by Corporal Ward, Instrument Section. The final placings of the teams were as follows:-
Winners: Navigators – 137 points
Second Pilots – 93 points
Third W/Ops. – 83 points
Fourth Rear Gnrs. – 82 points
Fifth Air Bombers – 78 points
Sixth Engineers – 63 points
Seventh M.U.Gunners – 43 points
Mrs. McKechnie presented the shield to F/Sgt. Croft, who assisted the Navigators by winning the 440, 880 and mile. Another outstanding performance was by F/O Gantschi (Air Bomber) who won the 100, 200, 220 and Long Jump.
[Underlined] 54 BASE INTER-SQUADRON SPORTS MEETING [/underlined] was on Saturday 17th June. 83 Squadron won the Base Commander’s Trophy, scoring 35 points, but 106 Squadron, with 33 points and 617 with 32 points, were good losers. 106 Squadron, feeling fit, provided winners for the 440, 880, mile, 3 miles and Long Jump. F/Sgt. Croft again had a field day, winning the 440, mile, 3 miles, and running second in the 880 yards. There was a big crowd at the games, and enthusiasm ran high. Lord Brownlow, Lord Lieutenant of the County, presented the prizes.
[Underlined] 93 M.U. SPORTS [/underlined] 93 M.U., whose work is so completely bound up with 5 Group, ran a highly successful Field Day on June 24th. Besides the usual athletic events, side shows, boxing and dancing made up an excellent programme. They plan another Gala Day, in aid of the P.O.W. Fund on August Bank Holiday Monday, and any personnel who can reach Swinderby will be sure of an enjoyable day.
SECOND THOUGHTS FOR PILOTS
[Underlined] FRESHMEN [/underlined]
Get down to crew Gunnery problems in July. Check your knowledge of the corkscrew, polish up your patter and do all the fighter affiliation you can.
Careful trimming of your aircraft ensures accurate flying. The correct sequence of action is:-
Fly the aircraft straight and level, trim the elevators, trim all load off the rudder and finally trim out any aileron load.
2.5° of skid at 10,000 ft. means an error of 250 yards on the ground. This common bombing error is often unconsciously caused by pilots sitting tense and rigid on the bombing run. Ensure the aircraft is properly trimmed and the [underlined] relax [/underlined] and fly the aircraft naturally and carefully.
If you find it difficult to read the instruments when coned by searchlights, get your navigator to call the airspeed. Make it a standing arrangement with him.
Here are the common faults in night circuits, don’t allow these errors to “creep” in.
(i) Edging in towards the flare path on the down wind leg.
(ii) Not allowing for drift on approach.
(iii) Failing to close the throttles when touching down.
(iv) Going too far across wind before the final turn in.
Should you have to land without flaps, remember to lengthen your downwind leg as the approach will be flatter and therefore longer. Start the final turn in earlier since the turn without flap will be wider, and approach at 125 m.p.h. Touch down as soon as possible and expect a longer landing run, and be prepared to use brake progressively.
[Underlined] VETERANS [/underlined]
Are you brake conscious? Brake efficiency falls off with rise in temperature of – brake shoes and drums. Avoid continual use of brakes, control direction by engine and release brakes as soon as possible to allow heat to go into the air and not up into the tyres. Never apply full brake at once. This induces tyre creep.
If you have to land in a very strong, gusty wind, use only 40° of flap and aim to do a wheel landing. Make a normal approach and when the wheels touch, ease the stick [underlined] slightly [/underlined] forward and keep it steady till the tail sinks on to the ground.
A word on Met; remember that forecast height of cloud base id always height above sea level. Bear this in mind if you are forced to break cloud at a diversion aerodrome, and allow for height of ground.
Have you and your crew an “A” category for bombing? You can have if you accept nothing less than these limitations;
(a) Course within 1° (b) Bank within 2°
(Continued on page 11 Col.3)
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 12
[Page break]
ACCIDENTS
The award of the Silver Model Lancaster to the Unit having the best accident rate for the six months ended June goes to No. 106 Squadron. This squadron had one accident for a total of 6,848 flying hours. Nos. 49 and 57 Squadrons also had one avoidable accident, for a total of 6,743 and 6,294 hours respectively. These squadrons are to be congratulated on a splendid achievement, It’s up to the other Squadrons to dethrone the champions during the next three months. GO TO IT!!
Altogether there was a decided improvement in the number of avoidable accidents during June.
36 aircraft were damaged in the Group by causes other than enemy action. This is a reduction of 15 compared with May, and the improvement is also reflected in the avoidable accident total which stands at 16 for June as opposed to 20 in May.
Of the aircraft damaged, 12 were CAT A, 5 CAT AC, 5 CAT B, and 14 CAT E.
[Underlined] AVOIDABLE ACCIDENTS – 51 BASE RECORD [/underlined]
51 Base are to be congratulated for the lowest number of avoidable accidents for a long time; 4 aircraft were damaged under this category. The squadron total of 12 for the month was an increase of 2 over May’s total. Details are as follows:-
Squadron – Ground collisions (taxying) 3; overshoots landing 2; undershooting 1; Swings landing 1; Flying into high ground 1; Collision in air 1; errors of judgement 3; TOTAL 12.
51 Base – Swings taking off 1; Swings landing 2; Taxying 1; TOTAL 4
[Underlined] ACCIDENT CAUSES [/underlined]
[Underlined] Taxying. [/underlined] 3 of the 4 taxying accidents in the Group follow the usual pattern. One struck a trestle outside dispersal at night, and no taxying light was being used. Another hit an M/T van left unattended just off the perimeter track, while a third (a Stirling) broke its tail wheel when it ran off the perimeter track. The 4th taxying accident was caused by a Flight Engineer starting up the engines of a Lancaster without permission. Brake pressure was low and the aircraft moved forward and struck another parked alongside.
[Underlined] Swings [/underlined] Three of these occurred on landing. One was a Mosquito in which the pilot, flying a Mosquito for the first time, was not quick enough in correcting. The other two landing swings were by pupil pilots on Stirlings, and were due to inexperience more than anything else. They both knew the correct drill, however, but were slow to react. The swing on take off occurred in a Stirling, when a pupil pilot opened the throttles too quickly and failed to control the violent starboard swing which followed. The undercarriage collapsed.
[Underlined] Other Accidents. [/underlined] A Lancaster returning in poor weather descended through cloud and hit a hill 500 feet above sea level. This accident has not yet been fully investigated, but preliminary evidence indicates that the pilot lost height contrary to orders at briefing.
Another Lancaster on return from Ops. in good weather hit a tree 1000 yards from the runway on his approach. The wing tip was torn off but the pilot went round again and made a good landing on his second attempt. In this instance the bombs were still on board unknown to the pilot. His Air Bomber had told him that all bombs had gone. Air Bombers please note!!
Two Lancasters overshot on landing at strange airfields on return from operations. The bomb load exploded after one of them crashed.
A formation flying collision resulted in the destruction of two aircraft this month. Number 3 of a “Vic” formation knocked the tail off the Leader.
The two remaining avoidable accidents cocurred [sic] on operational flights. One pilot lost control in cloud on return and ordered his crew to bale out. Four of them left before control was regained. They had not been told to take their ‘K’ type dinghy packs with them and landed in the sea. The aircraft made a safe landing at base.
A Mid-Upper Gunner firing at searchlights on the ground damaged the port fin of his aircraft with a burst. The solenoid had jumped from its bracket. The gunner was at fault.
RADAR/NAV
[Underlined] GEE [/underlined]
Most operations were within normal Gee range and no exceptional results have been recorded. There has, however, been a substantial decrease in jamming which may be due to the increase in the number of frequencies now in use.
Non-H 2 S squadrons are now equipped with the new R.F. Unit 27 and have had several chances of using it during the month. As yet there has been no opportunity to test its efficiency at long range, but reports indicate the signal strength to be good with little or no interference. It is hoped that the supply position in regard to these new units will improve shortly and H 2 S Squadrons can then be equipped.
Several changes in Gee transmissions have taken place recently, and it would be advisable for all navigators and wireless operators to check upon these and make sure they are using the right frequencies and aerial loading stud at the right time.
One word regarding Gee homing. It is apparent from recent operations that navigators are not checking up with Gee on the position of the markers. There is little excuse for this, as most operations at the present time are within normal Gee range and subject to little or no interference. Navigators would be well advised to check up on their homing procedure now – because sooner or later the time will come when owing to weather conditions bombs may have to be released on Gee.
With regard to Gee training, a modification is being issued shortly which will enable navigators to carry out dry swims and Gee homing procedure with the trainer. The first will be issued to Scampton Aircrew School and should prove an interesting and invaluable “toy”.
[Underlined] H 2 S [/underlined]
The targets this month have been rather disappointing for the H 2 S operator, and H 2 S has been little used. Whilst Gee may seem much simpler to use it is essential for all operators to use H 2 S as much as possible on these short range operations to augment training. We may switch to the longer range targets with little or no notice, and if operators have been relying to a very great extent on Gee, some difficulty with H 2 S may be experienced.
Just a word to Captains; your navigator depends to a very great extent upon the bomb aimer and his efficient manipulation of the equipment. If you are keeping him in the nose the whole of the time on these short operations he is getting little or no H 2 S training. A.S.I. BL/17 dated 26th April, 1944, details the duties of Air Bombers in H 2 S aircraft and however short the operation, Captains must see that this instruction is complied with.
One word with regard to H 2 S training on operational squadrons. With the present commitments there is very little opportunity for air training, but this does not prevent operators from obtaining as much ground training as possible. Ground trainers are available at all Units and they are yours to use at will. Squadron Navigation Officers and H 2 S Instructors should ensure that all operators get at
(Continued in Col. 2)
[Underlined] RADAR/NAV (Continued from col.3) [/underlined]
least 30 minutes practice every day and should make periodic tests to see that operators are remaining efficient.
H 2 S operators will be interested to hear that 54 Base have been carrying out some experiments in the assessment of a Paramatta attack, and conclusions reached show that assessments can be made to within approximately 1/2 mile of the correct position. If this assessing can be carried out on operations it may prevent many attacks from developing around T.I’s a considerable distance from the aiming point. Preliminary trials are now being attempted with regard to Wanganui attacks and it is hoped that something useful may be produced for next winter’s operations.
Training at Conversion Units is progressing satisfactorily and Wigsley is now producing H 2 S trained crews.
There are still a few people in the Group who are sceptical about the amount of H 2 S. training carried out at No. 51 Base and in fairness to the effort being made by the Conversion Units, it would be advisable to outline the training being carried out by them.
Up to June 1st this year, 111 H 2 S trained crews have been produced by the Conversion Units, of which only 6 were sent to non-H 2 S squadrons (of these crews, 3 were Flight Commanders and 3 Australians).
With the increase in the number of H 2 S squadrons it became increasingly apparent that more crews would have to be trained by the Conversion Units and instructions were issued to that effect.
Despite the fact that [underlined] extra time or aircraft [/underlined] are allowed for this training, the Conversion Units are now taking 50% of the
(Continued on page 14 col.1)
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 13
[Page break]
HONOURS & AWARDS [Cartoon]
The following IMMEDIATE awards have been approved during the month:-
[Underlined] 44 SQUADRON [/underlined]
F/L P.A. DOREHILL, D.F.C. D.S.O.
F/O McKENZIE D.F.C.
[Underlined] 50 SQUADRON [/underlined]
F/O B.H. BOTHA D.F.C.
[Underlined] 57 SQUADRON [/underlined]
P/O R.E. WALKER D.F.C.
[Underlined] 106 SQUADRON [/underlined]
W/O J.A. CUNNINGHAM D.F.C.
[Underlined] 207 SQUADRON [/underlined]
F/O T.T. SMART D.F.C.
F/O W. McINTOSH, D.F.M. D.F.C.
P/O C.B. SUTHERLAND D.F.C.
[Underlined] 617 SQUADRON [/underlined]
F/O G.S. STOUT D.F.C.
[Underlined] 627 SQUADRON [/underlined]
F/L H. STEERE, D.F.M. D.F.C.
F/L R.F. DAVIES, D.F.C. Bar to D.F.C.
[Underlined] 630 SQUADRON [/underlined]
A/F/L/ G.H. PROBERT D.F.C.
The following NON-IMMEDIATE awards were approved during the month:-
[Underlined] 9 SQUADRON [/underlined]
F/L L.C.A. HADLAND D.F.C.
F/O W.W.W. TURNBULL D.F.C.
A/F/L E.M. ARMSTRON D.F.C.
F/O M.J. MAY D.F.C.
F/O F.B. HALL D.F.C.
F/SGT J.W. GREENWOOD D.F.M.
SGT J. WATERHOUSE D.F.M.
P/O A.E. GILES D.F.C.
P/O B.G.L. ROGERS D.F.C.
[Underlined] 9 SQUADRON (Contd.) [/underlined]
P/O W.A. GALL D.F.C.
F/O J.A. PRIOR D.F.C.
P/O W.F. POSSEE D.F.C.
P/O F.G. HAYLER D.F.C.
F/SGT J. LEVER D.F.M.
F/SGT W.I. WILKINSON D.F.M.
F/SGT J.C. DICKINSON D.F.M.
SGT D.E. LAYSHON D.F.M.
F/SGT R.H. McFERRAN D.F.M.
F/SGT F. LOMAX D.F.M.
F/SGT J. RYAN D.F.M.
SGT J.H. TURNER D.F.M.
F/SGT LOMAS D.F.M.
F/O D.H. PEARCE D.F.C.
F/O McMASTER D.F.C.
P/O J.D. DUNCAN D.F.C.
P/O S.W.A. HURRELL D.F.C.
P/O H. BLOW D.F.C.
F/SGT H.F. SMITH D.F.M.
[Underlined] 44 SQUADRON [/underlined]
SGT L.J. HUMMELL D.F.M.
SGT F. GARRETT D.F.M.
P/O F.B. SOAPER D.F.M.
F/SGT K.R. BLUNDELL D.F.M.
SGT R.H. BATEMAN D.F.M.
A/F/L R. McCURDY, D.F.C. Bar to D.F.C.
P/O T.W. BLACK D.F.C.
F/SGT E. BARTON D.F.M.
F/SGT P.A. DEACON D.F.M.
F/SGT M.C. WRIGHT D.F.M.
F/SGT E.D. PRATT D.F.M.
P/O A.C. BAKER D.F.C.
F/O R.H. MAURY D.F.C.
F/O A. RIMMER D.F.C.
SGT D. CHARLES D.F.M.
F/SGT A.J. GURR D.F.M.
F/SGT W.H. BARKER D.F.M.
SGT WILLETT D.F.M.
SGT R.H. TURRELL D.F.M.
P/O J.A.W. McCALLUM D.F.C.
SGT H.G. CAPPS D.F.M.
F/SGT H.S. TILLER D.F.M.
SGT J.C. THOMPSON D.F.M.
F/SGT F.H. BARNES D.F.M.
SGT E. HEDLEY D.F.M.
F/SGT M.M. SCOTT D.F.M.
[Underlined] 49 SQUADRON [/underlined]
F/SGT J.H. PRYOR D.F.M.
[Underlined] 49 SQUADRON (Contd.) [/underlined]
P/O J.V. REDDISH D.F.C.
F/SGT S.E. STEVENSON D.F.M.
P/O C.R. ROANTREE D.F.C.
F/SGT D. ANDREW D.F.M.
P/O BLACKHAM D.F.C.
F/SGT M.R. PRICE D.F.M.
F/SGT V.F. PITCHER D.F.M.
P/O D. JONES D.F.C.
F/O W.J.V. HAMILTON D.F.C.
F/SGT J.J. PAGE D.F.M.
P/O G.M.E. WELLER D.F.C.
SGT J.A. KIRWAN D.F.M.
W/CDR A.A. ADAMS D.F.C.
[Underlined] 50 SQUADRON [/underlined]
P/O D.J. LUNDY D.F.C.
P/O L. DURHAM D.F.C.
F/O M.J. BEETHAM D.F.C.
P/O P.E. THOMPSON D.F.C.
F/O H.R. MOSSOP D.F.C.
F/O K.W. ODGERS D.F.C.
F/O P.A. CUNNINGHAM D.F.C.
F/O A.H. BIGNELL D.F.C.
F/SGT J.C.A. RODGERS D.F.M.
F/SGT N. HORSLEY D.F.M.
F/SGT A.D.F. SPRUCE D.F.M.
F/O L. HORNER D.F.C.
F/O H.S. SHORTT D.F.C.
F/O R.G.G. PAGETT D.F.C.
F/SGT D.E. WESTERMAN D.F.M.
F/SGT R.A. COLLINGWOOD D.F.M.
F/SGT C. TURNER D.F.M.
F/SGT R. STANWIX D.F.M.
F/SGT A.L. BARTLETT D.F.M.
F/O A.S. KEITH D.F.C.
P/O A. MORRISON D.F.C.
W/O J.A. WILDING D.F.C.
SGT W.M. RUNDLE D.F.M.
[Underlined] 57 SQUADRON [/underlined]
F/L D.H. REID D.F.C.
SGT J.C. EVANS D.F.M.
P/O E.A. DOWLAND D.F.C.
P/O C.J.M. MARTIN D.F.C.
SGT T. DAVIES D.F.M.
F/O J. SIMMS D.F.C.
P/O J.H. COLLINS D.F.C.
(Continued on page 15, Column 1)
[Underlined] RADAR/NAV (Contd. From page 13 Col.2) [/underlined]
crews passing through and giving them full H 2 S ground training with 10 – 15 hours air training. This output will be sufficient to satisfy the requirements of all H 2 S squadrons. These crews should reach the squadrons by the middle of August.
In the meantime H 2 S squadrons will have to put up with a quota of non H 2 S crews and continue to train them.
To further ease the training commitments of both the Conversion Units and squadrons, it is hoped that H2S training will be introduced into the Scampton Aircrew School by the middle of August. This training will consist of approximately 5 hours lectures with further time in manipulation of the H 2 S synthetic trainer. It is to be appreciated that this training will have to be in addition to the present essential navigational training carried out at the School, and navigators and air bombers must be prepared to undertake some of it in their spare time.
PHOTOGRAPHY
[Underlined] SUMMARY OF PHOTOGRAPHIC RESULTS [/underlined]
[Table of Photographic Results by Squadron]
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 14
[Page break]
Aircrew Volunteers
(a) New Volunteers
(b) Accepted by A.C.S.B.
(c) Posted for training
(d) Awaiting interview by A.C.S.B.
[Table of Aircrew Volunteers by Base and Station]
WAR SAVINGS
(a) Pence saved per head of strength
(b) %age of personnel contributing
(c) Total amount saved
[Table of War Savings by Station]
TOTAL £15,498 13 9
LINK TRAINER
The number of hours link practice carried out by pilots during the month shows an increase over last month’s total. There is, however, still room for improvement in the standard of instrument flying. This can only be achieved by close co-operation between Link Instructors and Pilots.
The new Link Syllabus was distributed to Stations in the middle of the month and should now be in use at all Units. It is again emphasised that this Syllabus is progressive and if full value is to be obtained from it, Pilots and Flight Engineers must ensure that they complete all exercises, and keep an accurate record of the exercises carried out.
[Table of Link Trainer by Squadron]
[Page break]
[Blank page]
[Page break]
HONOURS & AWARDS
(CONTINUED)
[Underlined] 57 SQUADRON (Contd.) [/underlined]
SGT J.T.WATTS D.F.M.
SGT F.A. SIMMONDS D.F.M.
F/O G.S. JOHNSON D.F.C.
SGT F. ROBERTS D.F.M.
F/O R. DAVIS D.F.C.
F/SGT R.W. CLEARY D.F.M.
F/O K.D. SMITH D.F.C.
[Underlined] 61 SQUADRON [/underlined]
P/O E.A. WILLIAMS D.F.C.
P/O J.E.R. WILLIAMS D.F.C.
SGT L.G. BOLTON D.F.M.
F/SGT C. BALDWIN D.F.M.
P/O E.H. WALKER D.F.C.
F/SGT L.W. CROMARTY D.F.M.
F/SGT R.A. BUNYAN D.F.M.
P/O W.C. MacDONALD D.F.C.
F/O N.F. TURNER D.F.C.
P/O D.E. TREVETHICK D.F.C.
P/O G.A. TURNBULL D.F.C.
SGT. W.A. LEE D.F.M.
P/O J. BARR D.F.C.
P/O C.A. HAIGH D.F.C.
F/SGT LYNCH D.F.M.
F/O S.J. BEARD, D.F.C. Bar to D.F.C.
F/SGT C.P. STEEDSMAN D.F.M.
SGT G.M. WARD D.F.M.
SGT McQUILLAN D.F.M.
F/SGT C. WILCE D.F.M.
[Underlined] 106 SQUADRON [/underlined]
P/O J.C. BELL D.F.C.
F/O A.F. POORE D.F.C.
F/O G.E.D. TOOGOOD D.F.C.
P/O A.E. BRISTOW D.F.C.
F/SGT J. GRAVES D.F.M.
F/O R.J. ELSEY D.F.C.
F/O R.A. ROBERTS D.F.C.
F/SGT V. LYNCH D.F.M.
P/O P.J. RICHARDS D.F.C.
F/O W.R. LEE D.F.C.
F/O J.H.S. LEE D.F.C.
SGT T.C. WALLER D.F.M.
F/SGT G.R. CARLILE D.F.M.
F/O F.M. MIFFLIN D.F.C.
F/SGT A.D.J. GROOMBRIDGE D.F.M.
F/O C.J. DUNN D.F.C.
P/O R.A. HINCKLEY D.F.C.
F/O D.L. CRAMP D.F.C.
F/O D.V. GIBBS D.F.C.
F/L C.J. GINDER D.F.C.
F/SGT D. PINCKARD D.F.M.
F/SGT F. MYCOE D.F.M.
F/LT W.A. WILLIAMSON D.F.C.
F/SGT F.L. HIGGINS D.F.M.
F/O D.A. PAGLIERO D.F.C.
F/O R.L. WAKE, D.F.C. Bar to D.F.C.
F/SGT R. APPLEYARD D.F.M.
SGT V.H. BLACKWELL D.F.M.
P/O J. O’LEARY D.F.C.
F/O A.V. WITHERS D.F.C.
F/O R.P. RAMSAY D.F.C.
F/SGT S.J. HALVORSEN D.F.M.
SGT J.G. LANCASTER D.F.M.
F/SGT E. CLODE D.F.M.
SGT R.F. LAWRENSON D.F.M.
[Underlined] 207 SQUADRON [/underlined]
F/SGT J.G. MYERSCOUGH D.F.M.
SGT D. FRISKEY D.F.M.
F/SGT E.C. THOMPSON D.F.M.
P/O C.W. BARNETT D.F.C.
SGT W.G. LAMONT D.F.M.
F/SGT J. SKELTON D.F.M.
P/O R.G. CAMPBELL D.F.C.
P/O D.R. DEARMAN D.F.C.
P/O K.L. WRIGHT D.F.C.
F/SGT E.H. BUNN D.F.M.
SGT D.C. MARK D.F.M.
SGT F.H. HAZEL D.F.M.
SGT F.C. DOWLING D.F.M.
SGT R.M. GALLOWAY D.F.M.
[Underlined] 207 SQUADRON (Contd.) [/underlined]
F/LT H.L. McCARTHY D.F.C.
F/O D.S.P. SMITH D.F.C.
F/O C.T. HARPER D.F.C.
F/O A. HOLLINGS D.F.C.
[Underlined] 463 SQUADRON [/underlined]
F/O R.A. CURTIS D.F.C.
F/O E.R. FREEMAN D.F.C.
F/O A.E. VOWELS D.F.C.
F/O W.H. BROOKER D.F.C.
P/O H.R. MAHON D.F.C.
F/O F.B.M. WILSON D.F.C.
F/O J.E.R. REES D.F.C.
F/SGT J.B. CHILDS D.F.M.
[Underlined] 467 SQUADRON [/underlined]
F/LT D.F.S. SMITH D.F.C.
F/O F. MORRIS D.F.C.
P/O A.R.T. BOYS D.F.C.
F/O W.H. GOLDSTRAW, D.F.C. Bar to D.F.C.
W/O H.C. CHANDLER D.F.C.
F/O D.T. CONWAY D.F.C.
F/O J.A. COLPUS D.F.C.
P/O M.F. SMITH D.F.C.
P/O N.D. MARSHALL D.F.C.
F/O F.J. NUGENT D.F.C.
F/O H.S.L. CROUCH D.F.C.
F/O G.G. ABBOTT D.F.C.
P/O A.A. TAYLOR D.F.C.
P/O A.P. SPERLING D.F.C.
F/SGT G. NOBLE D.F.M.
[Underlined] 617 SQUADRON [/underlined]
F/O P.N. BUTTLE D.F.C.
P/O P.E. PIGEON D.F.C.
P/O H.A. WEEKS D.F.C.
P/O J.H. CLAY D.F.C.
F/O E. WILLSHER D.F.C.
W/O J. DACEY D.F.C.
F/O J.S. WATSON D.F.C.
F/SGT McCLELLAN D.F.M.
F/SGT L. EATON D.F.M.
F/SGT R.J. HENDERSON D.F.M.
F/SGT APPLEBY D.F.M.
F/SGT W. HOWARTH D.F.M.
F/O R. ADAMS D.F.M.
F/O A. HILL D.F.C.
F/LT WILSON, D.F.C. Bar to D.F.C.
[Underlined] 619 SQUADRON [/underlined]
F/O J.G. THOMPSON D.F.C.
F/O H.L. VICKERSTAFFE D.F.C.
F/O W.E.D. BELL D.F.C.
P/O G.G. TAYLOR D.F.C.
F/SGT J.A. FEATHERSTONE D.F.M.
F/O N.B. MORRISON D.F.C.
W/O B.T.J. HUCKS D.F.C.
W/O C.G. TURNBULL D.F.C.
SGT M.H.G. KING D.F.M.
P/O J.P. HIND D.F.C.
P/O J.I. JOHNSON D.F.C.
P/O E.K. ALLEY D.F.C.
P/O R.T. BOULTBEE D.F.C.
F/O P.H. TAYLOR D.F.C.
W/O R.A. WESTAD D.F.C.
F/O T. WILKIE D.F.C.
F/O JOHNSON-BIGGS D.F.C.
F/LT R. AYTOUN, D.F.C. Bar to D.F.C.
F/SGT J.H. BRYANT D.F.M.
[Underlined] 630 SQUADRON [/underlined]
P/O A.C. BLOIS D.F.C.
P/O T. SMART D.F.C.
W/O L.H. TODD D.F.C.
P/O R.T. HUGHES D.F.C.
F/O G.W. BRAKE D.F.C.
W/O D. ROBERTS D.F.C.
F/O A.J. WRIGHT D.F.C.
F/O K.R. AMES, D.F.C. Bar to D.F.C.
P/O F.R.G.A. HIGGINS D.F.C.
W/O H. GLASBY D.F.C.
F/SGT T.H. SAVAGE D.F.M.
FLYING CONTROL
All stations are to be congratulated on the excellent landing times produced this month, in which the average for the Group is below the 2 minutes per aircraft mark. In particular, Waddington recorded consistently good times for each operation. One [sic] the night of the 24/25th June this Station landed 32 AIRCRAFT IN 31 MINUTES, the average being less than 1 minute per aircraft. This is a record for the Group, and probably for the Command.
One word of warning, however; recently aircraft from another Group were diverted and on arrival at the diversion airfield proceeded to use their own Group landing scheme, with which the diversion control staff were not familiar. It is sufficient to say that confusion followed, with extreme danger to the aircraft and crews concerned. A.S.I. FC/11 contains the standard diversionary control procedure and must be adhered to.
[Underlined] STONES, CONCRETE AND METAL [/underlined]
Every stone, every sharp edge of concrete, every spent cartridge or piece of metal, constitutes a menace to tyres.
During the last 3 month there has been a very high average of tyres changed on accounts of cuts – (25 per station per month). Recently, endeavours have been made on stations to overcome this menace, but the intensified clean-up of perimeters, runways and dispersals must be maintained.
FLYING CONTROL must ensure that not the smallest break in the perimeter track or runway is overlooked, that grading does level up with the perimeter track and runways, and that any looseness in the surface of the French drains is attended to at once. Station Admin and Clerks of Works must help to the utmost.
GROUND CREWS must assist by seeing that their dispersals are thoroughly clean, and AIRCREWS watch carefully that cartridges cease to be a menace to tyres.
TRANSPORT – keep the sweepers fully serviced and see that nothing is loose on vehicles employed on the airfield.
ARMAMENT, too, can assist by ensuring that the access roads to the bomb dump are clear of stones and that wooden chocks from bomb trolleys are recovered before aircraft move. A 4” x 3” block with nails in it is not healthy treatment for a tyre!
ONLY BY FULL CO-OPERATION CAN THE ULTIMATE AIM BE ACHIEVED-AN AIRFIELD 100% SERVICEABLE.
JUNE LANDING TIMES
[Table of Landing Times by Station]
5 GROUP NEWS. NO.23. JUNE, 1944 PAGE 15
[Page break]
OPERATIONS
At dawn on the 6th of this month, the first Allied troops landed on the Normandy coast. A contribution towards the success of this amphibious operation was no doubt made in the effective silencing of most of the shore batteries. During the last month and again on three nights prior to D – Day this was one of the Group’s tasks. The heavy railway gun battery at WIMERAUX was attacked on the 2/3rd and although the interpretation report embraces previous attacks, there is no doubt that severe damage was inflicted; a large number of new craters being seen around the target. Both the western turntables have received direct hits.
The coastal defence batteries at MAISY (4/5th), ST PIERRE DU MONT (5/6 th) and LA PERNELLE (5/6th) next received our attention. Little could be gleaned from photographic cover as to the precise damage to the targets, but their apparent failure to contest our landing bears testimony to the success of the raids.
Another pre-invasion target was the Radar Jamming Station at FERME D’URVILLE. This target was attacked on 3/4th and, to quote A.I.C.U. “The station is completely useless”.
Our beachhead having been secured, our bombing role turned to close support of the land forces. The 21st Panzer Division was moving into CAEN to threaten the British Beaches. Two road bridges in this town were accordingly scheduled for attack on the 6/7th; both bridges were hit, and the road approaches heavily cratered, presenting an embarrassing obstacle to the Hun. On the same night an attack was directed against the ARGENTAN Railway centre. This raid also was calculated to hamper the arrival of reinforcements, which object was achieved by the severing of almost all the tracks and the destruction of many essential buildings.
During the day of the 7th, elements of the 17th Panzer Division were concentration [sic] in the FORET DE CERISY, a number of ammunition dumps, fuelling points and tank harbours having been located in this area. This was our assignment for the night 7/8th, and although results were not spectacular, many bombs fell on the aiming point.
The battle of communications continued on 8/9th against targets south of the battle area, when the marshalling yard at RENNES and rail junction at PONTAUBAULT were attacked. Severe damage was sustained at the former target while at the latter, the tracks were cut at several points.
One of the outstanding operations of the month was against the SAUMUR tunnel on the 8/9th. Already the railway junction had been attacked on 1/2nd with excellent effect, but the later attack on the tunnel left no doubt that the line would be denied the enemy for some time to come. A direct hit on the roof of the tunnel at its southern entrance has probably caused a major collapse while the tracks and embankments are severely damaged.
Our attack on the railway junction at ETAMPES on 9/10th was rendered extremely difficult owing largely to adverse weather, although hits were scored on the electrified railway north east of the junction.
The possibility of the enemy using the PARIS/ORLEANS route to effect troop movements led to a request for the destruction of the marshalling yard at ORLEANS on 10/11th. The mission was successfully undertaken, all through lines being severed and further damage sustained to rolling stock railway depots etc.
The attack on POITERS on 12/13th in which very severe damage was inflicted on the railway facilities was designed to delay the 2nd S.S. Division, believed to be moving up from South France.
On the same night support was given to our troops advancing East and West of CAEN, by the further bombing of the town’s road bridges.
The Lehr Panzer Division is reported to have visited AUNAY SUR ODON on the same night as aircraft from this Group, namely, 14/15th. AUNAY is completely obliterated – speculation is rife as to the fate of the Panzers.
Photos taken the day following the attack on the LIMOGES marshalling yard (23/24th) indicate that fires were still burning in the area, and that all tracks in the sorting sidings have been blocked.
AT VITRY LE FRANCOIS on 27/28th damage was almost entirely confined to the west end of the marshalling yard where all the tracks have been cut. Other damage throughout the yard is apparent.
For 48 hours the spotlight of war turned from the battlefield to the sea, to the harbours of LE HAVRE and BOULOGNE where a powerful force of small craft had been assembled by the enemy with a view to menacing our supply lanes. It is now reported that as a direct result of the two raids on 14/15th and 15/16th no fewer than 80 vessels have been sunk or seriously damaged. Damage to port installations is also severe.
Oil targets have been attacked sporadically since the war began, but in the knowledge that the enemy is suffering from fuel shortage we returned on three occasions to attack his resources.
At CHATELLERAULT on 15/16th a fuel dump was raided, considerable damage resulting to storage units.
The attacks on WESSELING and SCHOLVEN Synthetic Oil Plants on 21/22nd were not, however, satisfactory and, influenced by bad weather conditions, were off the mark.
During the month two gardening operations were undertaken, on 6/7th and 8/9th.
In the concluding phases of June our attention was diverted from Normandy to the rather more immediate problem of combating the flying bombs which had commenced to operate over this country on 12/13th. On the whole, weather was exceedingly unco-operative, but, despite this, 10 missions were launched (three of which,
(Continued on page 4 Col. 2)
WAR EFFORT
[Table of Operations with Sorties, Accidents and Stars Awards, by Squadron]
Squadrons are placed in the above table in order of “successful sorties per average aircraft on charge”. In view of their special duties, Nos. 83, 97, 617 and 627 Squadrons are shown separately. In cases where a crew has flown aircraft of another squadron, the sortie is divided between the two squadrons.
5 GROUP NEWS. NO.23. JUNE, 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
V Group News, June 1944
5 Group News, June 1944
Description
An account of the resource
Five Group Newsletter, number 23, June 1944. Includes a foreword by the Air Officer Commanding, and features about gunnery, air bombing, navigation, armament, navigation training, public relations, signals, gardening, equipment, air sea rescue, recent good shows, and shows not so good, engineering, training, flight engineers, enemy agents - careless talkers, signals, second thoughts for pilots, accidents, radar / nav, honours & awards, photography, aircrew volunteers, war savings, link trainer, flying control, operations, and war effort.
In accordance with the conditions stipulated by the donor, this item is available only at the University of Lincoln.
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
1944-06
Contributor
An entity responsible for making contributions to the resource
Anne-Marie Watson
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
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18 printed sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
MStephensonS1833673-160205-27
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Temporal Coverage
Temporal characteristics of the resource.
1944-06
1944-06-05
1944-06-06
1944-06-08
1944-06-09
1944-06-14
1944-06-15
1944-06-16
1944-06-19
1944-06-20
1944-06-22
1944-06-24
1944-06-25
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
Atlantic Ocean--English Channel
England--Lincolnshire
England--Nottinghamshire
France--Boulogne-sur-Mer
France--Caen
France--Étampes (Essonne)
France--La Pernelle
France--Le Havre
France--Limoges
France--Paris
France--Rennes
France--Saint-Pierre-du-Mont (Landes)
France--Saumur
France--Vitry-le-François
Germany--Wesseling
France--Villers-Bocage (Calvados)
Germany--Ruhr (Region)
5 Group
617 Squadron
627 Squadron
83 Squadron
97 Squadron
air gunner
air sea rescue
aircrew
bomb aimer
bomb dump
bombing
bombing of the Boulogne E-boats (15/16 June 1944)
bombing of the Le Havre E-boat pens (14/15 June 1944)
bombing of the Normandy coastal batteries (5/6 June 1944)
Bombing of the Saumur tunnel (8/9 June 1944)
bombing of the Siracourt V-weapon site (25 June 1944)
bombing of the Watten V-2 site (19 June 1944)
bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Distinguished Flying Cross
Distinguished Flying Medal
ditching
flight engineer
Gee
H2S
Heavy Conversion Unit
Lancaster
mine laying
navigator
Normandy campaign (6 June – 21 August 1944)
pilot
radar
RAF Dunholme Lodge
RAF Scampton
RAF Swinderby
RAF Syerston
rivalry
service vehicle
tactical support for Normandy troops
tractor
training
wireless operator