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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/900/24850/LJarmyJFD134695v1.1.pdf
f8359d06e1c1f6ebf8e121a357d933ef
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Jarmy, Jack
Jack Francis David Jarmy
J F D Jarmy
Description
An account of the resource
23 items. And oral history interview with Jack Francis David Jarmy DFC (b. 1922, 134695 Royal Air Force) his log books and photographs. He flew operations as a navigator with 75 and 218 Squadrons.
The collection has been loaned to the IBCC Digital Archive for digitisation by Jack Jarmy and catalogued by Barry Hunter.
Publisher
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IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-09-21
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Jarmy, JFD
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
Jack Jarmy’s Royal Canadian Air Force observer’s and air gunner’s flying log book. One
Description
An account of the resource
Navigators log book for J Jarmy covering the period from 7th August 1942 to 12th November 1957. Detailing his flying training in Canada and England and operations flown, including various certificates and a list of his operational crew. He was stationed at RCAF Portage La Prairie (7 AOS), RAF Carlisle (15 EFTS), RAF Westcott (11 OTU), RAF Waterbeach (1651 HCU), RAF Mepal (75 Squadron), RAF Feltwell (3 LFS) and RAF Chedburgh (218 Squadron). Aircraft flown in were Anson, DH82 Tiger Moth, Wellington, Stirling, Lancaster, Oxford, Meteor, Harvard, Hastings, Beaufighter, Pembroke, Valetta, Dakota, Shackleton. He did two tours of operations, flew 21 night operations with 75 Squadron and a further 20 operations (7 night and 13 daylight) with 218 Squadron. His pilots on operations were Flight Sergeant Mayfield and Flight Lieutenant Guinane. Targets were the Freisians, Hamburg, Bordeaux, Nuremburg, Turin, Peenemunde, Gladbach, Berlin, Mannheim, Boulogne, Montlucon, Modane, Hanover, Kassel, Frankfurt, Bremen, Warne-Eikel, Hohenbudburg, Dresden, Chemnitz, Wesel, Dortmund, Kamen, Cologne, Gelsenkirchen, Dessau, Datteln, Hattingen, Bocholt, Hallendorf, Kiel, Heligoland and Bad Oldesloe. The log book also lists his post war RAF Flights.
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 French
Cara Walmsley
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LJarmyJFD134695
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal New Zealand Air Force
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1944
1945
1946
1947
1948
1949
1950
1951
1952
1953
1954
1955
1956
1957
1943-07-30
1943-07-31
1943-08-03
1943-08-04
1943-08-06
1943-08-07
1943-08-10
1943-08-11
1943-08-12
1943-08-13
1943-08-16
1943-08-17
1943-08-18
1943-08-27
1943-08-28
1943-08-30
1943-08-31
1943-09-01
1943-09-05
1943-09-06
1943-09-08
1943-09-09
1943-09-15
1943-09-16
1943-09-17
1943-09-22
1943-09-23
1943-09-24
1943-10-03
1943-10-04
1943-10-05
1943-10-08
1943-10-09
1943-10-10
1943-11-18
1943-11-19
1943-11-20
1945-02-07
1945-02-08
1945-02-09
1945-02-13
1945-02-14
1945-02-15
1945-02-18
1945-02-20
1945-02-21
1945-03-01
1945-03-02
1945-03-04
1945-03-05
1945-03-07
1945-03-08
1945-03-09
1945-03-14
1945-03-18
1945-03-22
1945-03-29
1945-04-13
1945-04-14
1945-04-15
1945-04-18
1945-04-24
Spatial Coverage
Spatial characteristics of the resource.
Canada
France
Germany
Great Britain
Italy
Manitoba--Portage la Prairie
England--Buckinghamshire
England--Cambridgeshire
England--Cumbria
England--Norfolk
England--Suffolk
France--Modane
Germany--Bad Oldesloe
Germany--Berlin
Germany--Bocholt
Germany--Bremen
Germany--Chemnitz
Germany--Cologne
Germany--Dortmund-Ems Canal
Germany--Dortmund
Germany--Dresden
Germany--East Frisian Islands
Germany--Frankfurt am Main
Germany--Gelsenkirchen
Germany--Mönchengladbach
Germany--Hamburg
Germany--Hattingen
Germany--Helgoland
Germany--Kamen
Germany--Kassel
Germany--Kiel
Germany--Mannheim
Germany--Wesel (North Rhine-Westphalia)
Italy--Turin
Atlantic Ocean--Baltic Sea
France--Boulogne-sur-Mer
France--Montluçon
Germany--Mönchengladbach
Germany--Nuremberg
Germany--Peenemünde
Germany--Hannover
Manitoba
Germany--Dessau (Dessau)
France--Bordeaux (Nouvelle-Aquitaine)
Germany--Ruhr (Region)
11 OTU
1651 HCU
218 Squadron
75 Squadron
Air Observers School
aircrew
Anson
Beaufighter
bombing
bombing of Dresden (13 - 15 February 1945)
bombing of Hamburg (24-31 July 1943)
bombing of Helgoland (18 April 1945)
Bombing of Peenemünde (17/18 August 1943)
C-47
Flying Training School
Harvard
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
Meteor
mine laying
navigator
Operational Training Unit
Oxford
RAF Abingdon
RAF Carlisle
RAF Chedburgh
RAF Chivenor
RAF Dishforth
RAF Feltwell
RAF Kinloss
RAF Mepal
RAF Middleton St George
RAF North Luffenham
RAF Shallufa
RAF Swinderby
RAF Topcliffe
RAF Waterbeach
RAF Westcott
Shackleton
Stirling
Tiger Moth
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/501/22593/MCurnockRM1815605-171114-022.2.pdf
7926a26f45c20e495523731963048cc3
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
Curnock, Richard
Richard Murdock Curnock
R M Curnock
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Curnock, RM
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-04-18
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Description
An account of the resource
92 items. An oral history interview with Warrant Officer Richard Curnock (1924, 1915605 Royal Air Force), his log book, letters, photographs and prisoner of war magazines. He flew operations with 425 Squadron before being shot down and becoming a prisoner of war.
The collection has been licenced to the IBCC Digital Archive by Richard Curnock and catalogued by Barry Hunter.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
THE
Prisoner of War
[Symbol] THE OFFICIAL JOURNAL OF THE PRISONERS OF WAR DEPARTMENT OF THE RED CROSS AND ST. JOHN WAR ORGANISATION, ST. JAMES’S PALACE, LONDON S.W.1.
VOL. 3 No. 35. Free to Next of Kin MARCH, 1945
The Editor Writes –
MANY inquiries are, naturally, reaching the Prisoners of War Department from anxious relatives for news of the camps in Poland and Western and Eastern Germany, which have either been overrun by the victorious advances of the Russian Army or else lie in the direct path of the Allied Armies both in the east and west. The progress of the Allied attacks, accompanied as they have been by terrific air bombardment, have necessarily resulted in the mass movement by the Germans of camps and prisoners towards the centre of Germany under difficult conditions, and in almost complete disorganisation of the German transport system. The resulting effects on the condition of our prisoners is discussed in the statement made by Sir James Grigg, the Secretary of State for War, on February 28th, which is printed in full on page 3, and the Chairman of Red Cross and St. John Prisoners of War Department on p. 2.
Liberated Prisoners
It is now possible from the various official statements that have been made to gain a fairly clear picture of what is happening as regards prisoners of war who have been overtaken and liberated by the Russian advance. Information has been received from the Soviet authorities that 2,661 British Commonwealth prisoners of war (of whom 70 are officers) recovered from German camps were on their way by rail to Odessa and that they were to be assembled in a transit camp which was under construction. Since that news arrived, Sir James Grigg has stated in the House of Commons that the Soviet authorities are giving facilities for officers in our military mission to visit the camp in Lublin where prisoners are awaiting transfer to Odessa. Officers from the mission are also on their way to Odessa and their first task on arrival will be to collect and make lists of names and then telegraph them home at the earliest possible moment. The Service Departments will inform next of kin of any news of individual prisoners immediately it is received. A list of the camps involved and information of German plans for their transfer will be found on page 16.
[Photograph of five men in uniform] A group of prisoners at Stalag IIID which was situated at Berlin-Steglitz and to which the Postmaster-General advises that no more parcels should now be sent.
I must call readers’ attention to the important announcement on page 16 concerning parcels and letters to these camps and emphasising that no new parcels should be sent.
Red Cross Depot at Odessa
In accordance with the agreement recently concluded in the Crimea, the Soviet authorities are providing food, clothes and any necessary medical attention for our men. These basic supplies which the Russians are providing will be supplemented by the food, medical parcels, cigarettes, tobacco, chocolate and soap to the value of £77,000, which was sent to Russia last year by Red Cross and St. John. Red Cross and St. John are preparing to co-operate wholeheartedly with the Soviet Government in caring for our ex-prisoners of war until they can be repatriated. They are desirous of setting up a depot at Odessa, with stocks of Red Cross comforts and a team of women Welfare Officers. Already over 400 cases of Red Cross comforts have been shipped to Odessa and further shipments will take place in the future.
A Word of Warning
I would advise nest of kin to watch the papers for statements made in the House of Commons or issued as official announcements, but to be sceptical of any unofficial reports about prison camps or prisoners of war until they have been officially confirmed. The newspapers indicate the sources of reports which reach them from time to time through neutral countries, and it is easy to distinguish these reports from the official statements.
[Page break]
2 The Prisoner of War MARCH, 1945
Prisoners Exchange
Mr. Eden has announced in the House of Commons that a fresh proposal regarding the exchange of able-bodied long-term prisoners of war has been handed to the Swiss Government for communication to the German Government providing for the direct repatriation through Switzerland of a number of British prisoners of war from the Navy, Army, Air Force and Merchant Service captured before July 1st, 1940, in exchange for an equal number of German prisoners.
Priority for Discharge
In answer to a question in the House of Commons of February 6th as to whether prisoners of war repatriated to this country are required to undergo training, with a view to their services being used again in other theatres of war, and whether any long period of imprisonment by the enemy will entitle released prisoners to immediate or early discharge from the Army either now or at the conclusion of hostilities in Europe, Sir James Grigg said: “Returned prisoners will be given no formal priority for release, but as a large number of them joined the services in the early years of the war their priority will be high.”
Medical Attention
Those people who have any fears that the medical attention supplies to prisoners of war upon their return to this country is not fully adequate may be reassured by the recent statement of the Minister of Health, Mr, Henry Willink. “Returning prisoners of war,“ he said, “have the benefit of all the resources of the Emergency Hospital Scheme, when the Service Department concerned requests that they be treated under that scheme.” As for those suffering from tuberculosis whose condition calls for sanatorium treatment, special measures are taken to secure their admission to a sanatorium and they need treatment, but it is not always possible to avoid a short waiting period at home, during which the patient is under the expert care of the tuberculosis officer.
The Best Yet
“The best since I have been a prisoner of war” was the verdict on Christmas pronounced in a letter from Stalag IVG. “We had from Saturday mid-day to Tuesday night holiday. We spent the time with concerts, dancing and singing. We cleared one of the barrack rooms out which we used for the shows and dancing. The sixteen lads in our room clubbed together and had a high tea on Christmas Day.” The Entertainment Committee in Stalag XIA have kindly sent a special report of their Christmas festivities. I am sorry that it arrived too late for it to be printed in full. They say: “To all our loved ones at home it will be very pleasant to know that this Christmas and New Year was certainly the best we have ever had during our captivity.”
Studied by Margarine Light
A vivid impression of the difficulties under which students in camps have to work is given in a letter received from a warrant officer in Stalag 357. He writes: “Those students who can afford sufficient margarine from their ration or who have enough cigarettes to purchase one of these lamps work in the dim, uncertain light of a ‘Fat Lamp’ for periods of four to five hours.” In spite of the handicaps (which include overcrowding and “paralysing cold”), all the students “display a keenness that is surprisingly alive.” Another typical instance of difficulties conquered comes from Stalag IVB, where the lack of chalk precipitated a minor crisis until one prisoner, after experimenting privately with plaster of paris and tooth powder baked in the oven, produced a successful substitute.
Spectacles from England
In 1942 the Joint War Emergency Committee of the Optical Profession offered to provide spectacles with Army standard-type frames, free of charge, for prisoners of war. Up to the end of December the Invalid Comforts Section of the Red Cross Prisoners of War Department received no fewer than 3,340 pairs of spectacles from the committee. These represent an extremely valuable gift to our prisoners of war, and a deep debt of gratitude is owed to all members of the committee for their kindness. When spectacles cannot be obtained at the camps the senior medical officers send lists of optical prescriptions to the Invalid Comforts Section. These are then sent to the committee and distributed amongst its members for dispensing.
Reception in Cyprus
On November 16th last 300 repatriated prisoners of war arrived in Famagusta, Cyprus. These men were escapees to Switzerland, where they had been for a year, and they were full of praise for the kindness shown them. All the workers of the Prisoners of War Bureau in Cyprus assisted in the reception that was given to them by the Red Cross and at which the Governor, the Officer Commanding the Area, and the Deputy Commissioner, British Red Cross, were present. From all accounts the ex-prisoners of war were in very good heart and health and much appreciated the special Cyprus food and drink given to them. The men, I am told, have since been to the Prisoners of War Bureau, and were most grateful to the Red Cross for the parcel which kept them alive in Italy. There are still 1,500 Cypriot prisoners of war in Germany.
TRANSPORT OF FOOD PARCELS By Sir Richard Howard-Vyse, K.C.M.G. D.S.O.
IN the February number of this journal I told our readers that the flow of parcels via the Mediterranean and the Baltic had improved sufficiently to allow the resumption of the full issue of a parcel a week as soon as sufficient stocks were available in camps. I said that it was entirely a question of rail transport through Germany, as to which we had reason at the moment to feel hopeful, but I added that in view of the Russian advance it was dangerous to prophesy.
These words were written in the first half of January, since when it has become clear that the successes of the Russians, coupled with bombing attacks from this side have thoroughly disorganised the German railway system. Matters have been complicated, of course, by the fact that the men from many of the camps overrun by the Russians were moved away beforehand by the Germans. Details of these moves, so far as they are known, have been published in the Press, and I understand that supplementary information will be issued from time to time; reports of statements by the Secretary of State for war appear elsewhere in this journal.
We now know that in December and early in January supplies arrived at some camps, for instance, Oflag VA, Oflag VIIIB, and Stalags IVD, XIA, XXB and Stalagluft III (since moved) and 357; they may have reached others, and geographically it seems likely that they may have done so; but we have no information one way or another.
The position to-day – and I am writing on February 28th – is that hardly any despatches are being made from Switzerland, but that, after a total cessation of several days, there is, for the moment at any rate, a flow through the Baltic port of Lubeck, though nothing like sufficient.
The supplies, as all know, are there. As regards food parcels the steps which are being taken to produce the transport so vitally necessary, I have little to add to the statement made by Sir James Grigg to-day. It will be seen from that statement that all available resources have been enlisted, including the active co-operation of S.H.A.E.F., and, of course, the good offices of the International Red Cross Committee. The War Organisation has authorised that Committee to incur, on our behalf, any expenditure which may be necessary to procure and operate additional transport and we are in the closest possible contact with all concerned.
One thought I would offer which may be comforting. The prisoners know, as well as we do, that this is the dawn of victory and of release.
[Page break]
MARCH, 1945 The Prisoner of War 3
EMERGENCY SUPPLIES
For the Camps
Statement by Sir James Grigg, Secretary of State for War, in the House of Commons on February 28th
THE House is already aware that the progress of the Allied attacks on Germany by land and from the air has resulted in mass movements of prisoners and civilians from the perimeter toward the central districts, particularly from the eastern side of Germany. The conditions under which such movements must take place have largely been created by the military success of the Allies. But inevitably these conditions involve for large numbers of our prisoners in Germany movement on foot, under difficult conditions, with inadequate provision on the road for accommodation at night and for food, and eventually overcrowding in the camps to which they are moved back.
The representatives of the Protecting Power in Germany are doing all they can to secure improvements from the Germans; and their efforts have not been without some results. For example, they have been assured that in future sick or weak prisoners will be moved by train or lorry, and we know for certain that this has been done in some recent cases. Between February 19 and 24 their inspectors were due to pay special visits to certain camps to which British prisoners of war have been transferred, and I will give the substance of their reports to the House as soon as they arrive.
FOOD RESERVES.
The Government and the British Red Cross War Organisation had foreseen that as the weight of attack on Germany was pressed home this situation might arise. Efforts had therefore been made to establish substantial reserves in the camps of Red Cross food parcels, medical supplies and comforts, clothing and boots; and we hope that in spite of the interruptions in supplies to Geneva consequent on operations in the south of France last summer, the position in the matter of clothing will not become serious.
In the case of food parcels, however, the Germans last autumn insisted on those reserve stocks being reduced to a weekly basis. To the best of our knowledge this order was enforced in most of the camps, and the excess stocks were consumed accordingly. Recently the International Red Cross Committee, as a result of long negotiations, had secured agreement from the German authorities to the establishment of limited reserve supplies of food parcels outside the camps, but this agreement came too late for it to become effective before the dis-organisation in Germany had reached a point where transport facilities for Red Cross supplies from Switzerland had been seriously reduced. Not only are few railway wagons reaching Switzerland from Germany, but such trains as are dispatched from Geneva cannot, we understand, get very far into Germany. While everyone will welcome the results of this disorganisation so far as the war effort is concerned, it has created increasing anxiety for the welfare of the British Commonwealth prisoners.
Naturally this situation has for a long time been present in the minds of His Majesty’s Government and of the British Red Cross Society, and various possibilities have been examined in order to meet it. The supply of food to prisoners from the air is one of those possibilities. The Government have satisfied themselves that this is not at present practicable, but if circumstances change and it becomes feasible use will certainly be made of this means of supply.
LORRY CONVOYS
Negotiations are in train for the purchase of lorries in Sweden which could enter Germany and be used to transport supplies for Lübeck to prisoner-of-war camps in northern Germany. These lorries burn wood. As Sweden is so abundantly supplied this is a great advantage, but we have undertaken to replace any tyres or oil which are used for this project, and also any petrol in the event of ordinary lorries being used as well as the wood-burning ones.
Similar projects have been examined for introducing supplies from Switzerland. The railways in south Germany are apparently so disorganised and clogged with traffic that the supply of wagons in Switzerland in not likely to help. It has been possible to proceed further with the supply of lorries. The Supreme Allied Command, who are, as it were, on the spot, are obviously in the best position to do whatever is possible. The British Government in the United Kingdom, as well as the Commonwealth and the United States Governments, in agreement with the respective national Red Cross organisation, have asked the Supreme Allied Command in France to carry on on their behalf all negotiations with the International Red Cross in these matters. Members will realise that nothing is likely to be achieved except through the good offices of the International Red Cross Committee.
One hundred lorries which were being used in France by the International Red Cross have been assembled in Switzerland, and they are now ready to enter Germany with food parcels. It is, however, impossible to proceed further without the agreement of the German authorities, and I do not yet know to what extent the steps which the International Red Cross are endeavouring to take will be in fact be acceptable to the Germans. I understand that a representative of their left Switzerland yesterday for Berlin in order to obtain the agreement which is necessary.
UNSPARING EFFORT
But I would like to assure the House that there will be no difficulty on the score of provision of lorries by the Supreme Allied Command. Indeed, 100 more lorries are ready to go into Switzerland at once if those which are there now are allowed into Germany, and arrangements have been made to supply petrol, oil, tyres and spare parts to Switzerland when they are needed. I should add that the British Red Cross War Organisation have authorised the International Red Cross Committee to incur on their behalf any expenditure which they consider necessary in connection with the care of our prisoners now in German hands.
I hope I have shown that the Government in this country, the Supreme Allied Command, and the British Red Cross are doing all in their power to see that any request from the International Red Cross for vehicles, fuel, or maintenance stores which can be effectively used to supply our prisoners is met, subject only to the condition that such assistance will not weaken the attack on Germany and so delay the conclusion of hostilities. I will give the House any further information I can at the earliest possible opportunity.
[Boxed] HAVE YOU MOVED?
If so, do not forget to notify the Army, Navy or R.A.F. authorities as well as the Red Cross of your change of address. [/boxed]
[Page break]
4 The Prisoner of War MARCH, 1945
[Drawing] “We know how to cook”
BY NORMAN W. GOULD
ILLUSTRATIONS BY FLETCHER
YOU may not know it, but we prisoners of war are pretty good cooks. So would you be if you had been without the Gentle Ministering Hand for four years. Of course we are not the only ones. There are our traditional comrades on the home front – husbands of Service wives and other hairy citizens, who make aeroplanes by day and cook their own supper at night. Men who couldn’t be trusted to boil an egg, men who didn’t know a saucepan from a frying pan now boil the egg in the saucepan with perfect confidence. (When they can get the egg.)
We prisoners are proud to be in the vanguard of this movement. We have learned to keep our chins up in our prison kitchens; we shall be able to carry our heads no less high in our own homes. We have broken the tyranny of the Women’s Kitchen Front: WE KNOW HOW TO COOK!! For us it has been a bloodless victory; no woman has yet dared to invade our kitchens. (We have even jettisoned this effeminate word, the scenes of our culinary triumphs are known as cook-houses.) For the hairy aeroplane merchants we have great respect. Time after time they have successfully repelled the invasions of wives on leave. But what of the enemy within our ranks? The man who still has a woman in his kitchen. To those soft, overfed creatures – martyrs to the feminine Fresh Wholesome Food cult, we address this message: “Be a master in your own kitchen, free yourself from woman’s age-old tyranny: cook your own food!”
Take the Gestapo, the Ku Klux Klan, and a pinch of the British Secret Service. Roll them into one – a deep, dark and sinister combination, yet a mere crew of amateurs compared with the secret Sisterhood of British Housewives. For centuries we British males have been in the stranglehold of this organisation, weak tools in the hands of our unscrupulous women.
Napoleon knew all about it. He taught his soldiers to march on their stomachs. They got so stomach conscious that they took to cooking their own food when they got home again. To-day the finest cooks in the world are Frenchmen. No Frenchman cares two hoots if his wife does walk out of the house and kitchen, he can cook his own food. The poor, envious Englishman can’t even light the gas. Or rather, couldn’t.
Any foreigner who has been around will tell you that English cooking is the worst in the world. Plain and stodgy. But we liked it, because from birth we were stuffed with the S.B.H. propaganda about Fresh Wholesome Food. We were taught that tinned food is slow poison, we were lulled to sleep as children with tales of bachelors who lived on tinned salmon. Day after day it was dinned into us that no man was to be trusted with the preparation of food. In the end we believed it.
In four short years, we prisoners (together with our traditional comrades, the hairy aeroplane supper cookers) have achieved complete liberation. We started under a tremendous handi-
[Drawing of three men cooking]
[Page break]
MARCH, 1945 The Prisoner of War 5
[Drawing of a man cooking on a stove, throwing a tin into a bin]
cap and we have had to overcome great obstacles.
Some idea of the magnitude of our task can be gained when we reveal that of the hundreds of thousands of letters that have poured into our camps, not one instance is recorded of a recipe being given. *
*This article was written before the issue of the Red Cross recipe book.
In the first dark year (1940) when we were groping for knowledge, a hardy pioneer made a cake from a packet of old pancake mixture (and not much else) and put it on display. In one day, in a spirit of true brotherhood, he answered 249 questions about cake-making and cooking generally. To-day any prisoner will don his boiler suit and mix a cake without thinking twice about it.
Symbolic of the revolution are the communal prison cook-houses. Eight, ten or even twelve men stand shoulder to shoulder stirring their porridge or stewing their prunes. Friendly advice is passed from one to the other; a haze of tobacco smoke hangs in the air. From time to time an empty tin is aimed with deadly accuracy at the bin. These are the men who are furthering the cause of culinary science. Already before the end of 1941 they had discovered six new ways of cooking potatoes: they are responsible for the introduction of crushed biscuits as a substitute for flour; by untiring research they have overcome the pink salmon problem, with no less than 22 different methods of disposing of this pest. Camp medical officers have been furnished with invaluable data on the treatment of boils.
No less successful have been our comrades on the home front. Business men have applied business efficiency methods to the kitchen. It has been found that by using the whole range of crockery, including the Sunday tea service, washing-up need only be done once every ten days, in place of the old method of washing up small units three or four times a day. The total saving of time and energy is of undoubted significance.
We prisoners are busy planning for the future. A committee of camp leaders has already adopted the Master Plan. Post-war reconstruction will leave us no time for the trivialities of the kitchen. Our Plan, the New London and the “Homes Fit for Farmworkers To Live In” schemes will engage our full attention. Our women will return to the kitchen.
Complacently we shall sit in the back seat – and tell them how to drive.
[Cartoon]
[Page break]
6 The Prisoner of War MARCH, 1945
The Brighter Side
So many letters have been received in which the chief topic was Christmas Festivities that this month’s “Brighter Side” is devoted to their cheerful accounts of how Christmas was spent in the camps.
[Two photographs of people in a play] Two scenes from the lavish production of Shakespeare’s A Midsummer Night’s Dream. Which was produced at Stalag IXC.
A TYPICAL account of the way in which prisoners spent Christmas Day is given by a flight lieutenant in Stalag Luft 3, who writes: “I started the day by taking Holy Communion, and the rest of the day was spent eating excellent food and plenty of it supplied by the good old Red Cross.” The menu was:
Turkey
Roast and Mashed Potatoes
Peas Carrots
Christmas Pudding and Cream
Chocolate Tarts
Apple Tart
Christmas Cake
Dates, Sweets and Nuts
Coffee
“We had a film called ‘Male Animal’ featuring Henry Fonda and Olivia de Havilland, and the Christmas show put on by the boys was excellent.”
True to Army Tradition
In Oflag VA the “other ranks” had their Christmas on Boxing Day, and, as one prisoner puts it, “true to the British Army tradition, we were waited on completely – tea brought to our barracks I the morning and all carry fatigues done by officers.” The officers cleaned out the barracks, waited at table, and provided a full day’s entertainment. The weather was ideal: “10 degrees below in the morning and arm enough to sunbathe at midday.”
Padre Kept Busy
A padre in Stalag Luft 3 states that he has beaten all his previous records for services – and for parties. He took eight services in two days and attended nine parties. ”The carol services were very good. The midnight service was crowded to the doors of the theatre. I had a large Communion service in the theatre at 8 a.m. Christmas Day. I was so pleased all were well attended and appreciated.” There follows a staggering list of the food that was consumed at all the parties, and the padre did justice with a bumper feast on Boxing Day, “the most delightful meal for 4 1/2 years.”
Christmas Fare
Writing on Christmas Eve from Stalag 357, where food parcels had been arriving infrequently and were shared one between four men during the festive season, a prisoner says: “I am afraid the stocking is nearly empty this year, but we are going to make the best of things.” That they did is borne out by another prisoner’s letter, which insists: “All our saving was definitely worth it, although I am afraid we rather over-did things. Our stomachs could not quite cope with the Christmas pudding, but after a rather bilious afternoon I was tucking away merrily at tea-time and right through the evening.” Eight waggons of Canadian parcels arrived from Sweden just before Christmas, and the special British Christmas parcels arrived soon afterwards.
Our Wonderful Duff!
In Stalag 383 food was not so plentiful either, and their Christmas menu was, according to one letter, “Breakfast: two slices of bread and perhaps fried egg flakes and tea. Dinner: stew and our wonderful duff. Tea: two slices of bread and jam and our cake. Supper: the issue soup.” The decorations in one room at this camp were carried out with holly, evergreen and coloured paper.
Stalag IVB decorated their menu with greetings in all languages a week before Christmas, and IVG’s huts were decorated with streamers, lanterns and fans. IVF received decorations from Geneva, and IVB made hangings from tins and labels.
“A Christmas tree as high as the roof, helped to give a traditional touch to Christmas at Stalag 398; while Oflag 79 produced a tree from pine sprays and rowan berries, trimmed with coloured shavings.
Better Than Expected
Christmas in Oflag VIIB turned out even better than expected, because they were ordered by the German War Office to eat all the Red Cross food stocks by the middle of January. The entertainments are reported to have been good and very crowded. They included a “Fun Fair” and a “Toy Fair,” from which most of the actual toys went to civilian internee camps, musical evenings and carol singing.
At Oflag IVC they also had a carol service. In a panto., “Hey Diddle Snow White,” was written for the occasion. Snow-White was a blasé young lady, and the Fairy Queen arrived on the stage once by parachute and once by tank.
Cakes – a Speciality
In nearly every camp over Christmas they made cakes and the account of the one made in Stalag XIA is pretty typical: “The little combine of three with whom I share grub decided I must make a cake! I did! – ground-up biscuits, currants, jam, egg powder, prunes, powdered milk, marmalade and salt all went into it – a solid lump, believe me! We then decorated it, and although it was slightly heavy it went
(Continued on page 12)
[Boxed] Most of the paragraphs on this page refer to activities in the big base camps and it should not be assumed that they are typical of conditions in all camps or in outlying working detachments where facilities for sport and amusement are much fewer. [/boxed]
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MARCH, 1945 The Prisoner of War 7
Letters They Write Home
[Photograph of a group of men playing musical instruments] The dance band plays in the courtyard at Oflag IXA/H.
P.o.W. Craftsmen
Oflag VIIB. 30.11.44.
I DO wish you could see some of the absolutely staggering things which are being made in the camp. Some of the work is as fine as I shall ever see in my life. It is fantastic what is being done with the material available. For instance, in our mess we have a complete little kitchen range, made out of cocoa tins, and lovely brogue shoes are being made out of army boots. The wood-workers have got busy making looms which turn out scarves, ties, etc., in all kinds of patterns. The knitting too. I have never seen anything like it – sweaters, hats, rugs. Then there is the embroidery work which I would not have believed possible.
The theatrical world is doing great stuff. French Without Tears was excellent. But I do not know what we should do without our 50-piece orchestra who are responsible for prom. concerts. A change of programme every week – Saturday and Sunday. Just as well, for months now we have not been allowed out for an airing. I badly want a holiday.
Protection from Mud
Stalag 383. 12.11.44.
We have at last conquered that arch-fiend, mud! The place was inches deep in it after all the snow we had. It’s about an inch deep now.
Home-made mud-pattens laboriously carved out of wood raised about 2in. from the ground with 4in. shields of tin fore and aft have done the trick. You just buckle them on when you go out and your boots remain clean, polished, and above all dry. These things are a real craze here: you can hear them being made all over the place at all times of the day.
I’ve been feeling rather a fraud at meal times lately whenever I butter the bread for the five of us, as I dip into a whacking great 5lb. tin of the stuff, part of the fortnightly issue from the Argentine. Poor starving gefangeners! We are having a loaf baked up at the cook-house to-day, 2-3lb., and did it have a hammering! Should be good and certainly will be a nice change.
After Arnhem
Stalag IXC. 5.11.44.
I HAVE now got settled into work after our adventures in Holland. We were captured after a stiff battle at Arnhem. From there we went to another town in Holland and looked after our patients for about three weeks before being moved to Germany. We arrived after a long journey and had a wonderful reception, being met with cigarettes and a good meal. We rested for a day, and then I was sent with another M.O. to another hospital, where I was pleasantly surprised to find two friends.
I am in the best of health and am kept busy looking after quite a number of patients. We have a comfortable mess (there are nine of us) and good food from Red Cross parcels. I share a room with three other M.O.s, and we get along very happily together.
Putting on Weight
Stalag XVIIIA. Undated.
THINGS are about the same here – plenty of work in the woods, but still find time for our bit of sport. There was a grand game of football last Sunday-England v. Scotland-and, lo and behold, Scotland won 6-2.
Do you know when I joined the army my weight was 142lb? I’ve never gone below that, and now I’m 178lb. Yes, God bless the Red Cross.
A Poster Artist
Oflag 79. 29.9.44.
I AM busily engaged on internal publicity – mainly concerned with entertainments. I have also just finished eleven small and three large posters for a Red Cross Appeal Week scheme. I have also started a series of “interest” wall sheets – “Stop, Look, Listen” topic, and others, each dealing with one current and one post-war subject. I am so busy that the time is zipping by.
Keeping Shop
Stalag IVB. 25.11.44.
THINGS here are not too bad except that we are short of cigarettes and parcels. However, there are six of us in the office and four have received parcels, so we share cigarettes. Had a bulk issue this week, and I feel just like a shop-keeper behind the counter of a well-filled store dishing out groceries and cutting up cheese. I cut the cheese so well there are no makeweights!
Varied Activity
Oflag VIIB. 10.11.44.
WE have had snow for the past two days and are all preparing to hibernate for the winter! Coal is very short – much less than last year, which was less than the previous year.
We are still on half rations of Red Cross parcels, but a number of private parcels have come in recently.
The new conductor of the orchestra now holds weekly promenade concerts, and I very much enjoyed the first one last week-end, as I also did a show given by our orderlies and a choral and orchestral concert.
We have just had another number of our camp magazine Touchstone, in which there is an able article on land nationalisation.
No, I have not had any more parole walks or cinema visits. These were stopped by a higher authority in the autumn and for the main body of the camp have not been restarted.
The Feminine Touch
Stalag VIIIB. 17.12.44.
I THINK I will dare the Censor and give you an interesting letter. The subject – the village and the people in it amongst whom I have now lived for three and a half years. Commencing with the women … they age early; those engaged on the land begin to age at thirty! Whilst working they dress in old clothes no English Miss would be seen dead in; but on Sundays they are very neatly dressed and, indeed, do really know how to wear clothes. The older women wear rather long skirts, a cute little silk coatee that hangs loose behind, but is tucked into the skirt in front, and a shawl over head and shoulders.
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8 The Prisoner of War MARCH, 1945
[Photograph of a lovely garden with a wooden arch] A view of the garden in the Merchant Navy Section at Marlag und Milag Nord. The seeds were sent out through the Red Cross by the Royal Horticultural Society.
Thawing of an Icicle
Oflag 79. 20.11.44.
LAST week, but for the central heating, I would have surely become an icicle. The weather was very cold, with quite a bit of snow, and everyone went about wrapped up in overcoats and blankets.
One or two officers managed to produce furs, and adorned themselves with foxes and minks draped around their necks. I borrowed a beautiful-looking skunk, which I wrapped round my face. Very fetching. I also wore a muff – an old sock with no foot to it.
Then in the midst of our shiverings came the news that the central heating was coming on, and I flew to the nearest radiator. Sure enough it was warm, and as it became hotter so I discarded my apparel. Off came my skunk, my overcoat, my leather jacket, my battle-dress jacket, and my cardigan, and I was left with my woollen vest and two shirts.
It was a pleasure to thaw, and now I never wander very far from the radiator, which has also become my kitchen, heating up meats and puddings nicely and warming me inwardly.
Keeping Warm
Oflag IVC. 17.11.44.
I AM now an “usherette” for our theatre as well as being “second in command” for cinema, a very humble job, but something to keep one out of mischief.
They seem to be bringing quite a lot of fresh prisoners here, and you would laugh if you could see us all on parade. We wear anything to keep warm, and look like ladies from Lapland.
Tough Guy
Stalag IVB. 16.9.44.
THREE of us attend the weight-lifting class. We were all measured this morning; I have put on 1 1/4in. on my chest and 1in. on both biceps, also there has been a vast improvement in my wrists, forearms and legs. The heaviest weight I can lift above my head is 155 lb., which is good going, considering we have only been training for one month.
The instructor here has written to the Health and Strength Club and we have all been made members, so that we can continue physical training when we reach Blighty. Am told this is the only weight-lifting class in the P.o.W. camps in Germany.
Shifting Dirt
Stalag XIIIB. 19.11.44.
I MOVED here with about 150 others three weeks ago to-day on the first British working Commandos in this area. Apparently it is a fairly safe area from the point of view of the R.A.F. The nearest bomb was reported as five kilometres away. I can hardly believe it was as close as that, or the building where we live would have fallen down! I understand now there the term “Jerry-built” comes from, although this place was Russian P.o.W. built.
The job we are on is general labour on the construction of what appears to be a canal running parallel with a river; but I cannot imagine what the canal is for, and I hope I am not here long enough to find out. Shifting dirt from one place to another does not appeal to me as a pastime.
I had hoped at one time to be there in person to wish you a “Merry Christmas,” but I’m afraid that this will have to do. Save me a pudding, though, and a jar of mincemeat – it won’t have time to go bad.
Keeping Fit
Stalag IVF. 29.10.44.
ALL in all, things are pretty good everywhere – even here on our half parcels. We had some parcels from Stalag yesterday, enough until the middle of December. We notice the difference, of course, but we are still doing pretty well.
Football every week-end keeps us pretty fit, and the news keeps us cheerful. The German civilians here can’t make out why prisoners of war are always laughing and singing. They think the English are mad. So they are, I think!
From a Man of Confidence
Stalag 383. 12.12.44.
… HERE we are settling down once more for the winter. Things are not so good as they were with us, but nevertheless we have small reason to complain. We are still on half rations of Red Cross food, but that amount is a godsend to us and very precious.
Enthusiasm for educational work and theatrical entertainment keeps as high as ever. A record number of exams are being taken by our men here, and we are in the midst of them at present. Many of the chaps have done extremely well, and in two years our honours list is very gratifying. It is strange to raise pride in an Alma Mater in a P.o.W. camp, but nevertheless we do get the “old school tie” feeling, even for our Stalag school.
[Photograph of four men playing cards] A cosy game of cards at Stalag XVIIIA.
A Lengthy Move
Stalag VIIA. 10.9.44.
THE reason why I have been so long in writing is that we took three and a half weeks to go to our camp and correspondence was impossible. On our way we passed Munich and saw some nice towns and surroundings. Finally, we arrived at Augsburg, where our camp is situated.
I have plenty of mates as our whole company was captured in Italy. We are in a working camp (treatment so far in good) and we go out every day to different jobs and we are not too hard worked.
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MARCH, 1945 The Prisoner of War 9
In Full Dress
Oflag 79. 17.10.44.
WHAT a day! Have received my first parcel, dated June. Am now sitting in my new slippers, socks, shirt and a tie given me by a room friend who also got a parcel. It is the first time I have had a tie on for just over a year, and it feels wonderful! To-night I shall sleep in pyjamas instead of a vest and pants.
The parcel was absolutely marvellous, and could not have been packed better. I shared the chocolate with twenty of my friends who have given me some in the past. They all said how good it was.
All That Glitters …
Stalag IVB. 16.9.44.
I HAVE been reading quite a lot since I got here, having access to plenty of books.
This camp is situated well into the country so do not worry – I’m not getting into the R.A.F.’s way at all. We are able to follow the progress of the war although a little behind with the news.
The scene here resembles a tinsmith’s shop. The improvised tables are glittering with plates and mugs – you would be astounded at the extent of our improvisation. Anything and everything is made from tin – even clocks.
From a Theatre Enthusiast
Stalag 344. 12.11.44.
IT is a glorious mushroom season here in the forests, although the lovely red ones with white spots on that one imagines the pixies and gnomes to use at night are very poisonous.
We are going to have a very quiet Christmas here this time. Our loved ones at home will figure very largely in our thoughts and songs. We hope sincerely the doodles will not interfere with your own Christmas and that the New Year will bring the continued success of the companies, theatre and otherwise. (Referring to the Old Vic, and Sadler’s Wells.)
[Photograph of four men, one with boxing gloves] In a fighting mood at Stalag XXB.
[Two photographs of groups of men in uniform] Cheerful groups of men pose for a picture at Stalag XVIIA (right) and Stalag IVD (below).
All Kinds of Work
Stalag IVF. 24.12.44.
I AM miles away from any town of importance. There is only a small village three miles from us, and that is miles from any town. We never see any air raids, so never worry in that respect.
I am doing all kinds of work – roof repairing, joiner, blacksmith and painting on all quarry property at camp.
Music in Camp
Stalag XVIIA. 13.11.44.
We held a short Remembrance Service on Saturday, and at Sunday morning service the choir sang “Oh Valiant Hearts.”
We formerly had two C. of E. padres, viz., Rev. Price-Rees and Rev. J. Collins. The latter, a former Cambridge Blue, left about five days ago. He must have been well over six and a half feet tall, and he was very well liked here.
I received another of your most welcome letters. I think home letters are the “Bovril” in our camp life, which prevents “that sinking feeling.” Parcels have run out, so things are more or less unexciting at the moment.
Our last concert went well but I still have lots of ground to cover before I regain my former confidence in playing the piano before public gatherings. Still, after four years’ stagnation, I suppose this is not surprising. I have arranged the finale chorus of The Mikado for the next show, as the boys here seem to enjoy this opera most of all.
Food Production
Stalag 357. 20.11.44.
Sport is defunct at present. Reading and cards are the main items over and above the varied interests we all take up to try and keep the rust from the grooves. I have taken up maths., insurance and German grammar. Nothing much stays put though.
“Concoctions” is the over-powering topic now to spin out half-rations of food and tobacco. We are all fit and cheery.
[Boxed] SEND US YOUR PICTURES AND LETTERS
TEN SHILLINGS will be awarded each month to the senders of the first three letters from prisoners of war to be printed. Copies instead of the originals are requested, and whenever possible these should be set out on a separate sheet of paper, showing the DATES on which they were written. The Editor welcomes for other pages of the journal any recent NEWS relating to prisoners of war.
Ten shillings will also be awarded for photographs reproduced across two columns, and five shillings for those under two. Photographs should be distinct, and any information as to when they were taken is helpful.
Address: Editor, “The Prisoner of War,” St. James’s Palace, London, S.W.1. The cost of these prizes and fees is defrayed by a generous friend of the Red Cross and St. John War Organisation. [/boxed]
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10 The Prisoner of War MARCH, 1945
Official Reports from
[Photograph of the archway over an entrance to a courtyard] The courtyard at Oflag IVC where there have been no changes in the general layout of the camp since it was last visited in July, 1944.
OFLAG IVC, COLDITZ
Total strength of camp at time of visit was 239 officers and 51 other ranks, the total number of British prisoners of war being 200. There were no changes with regard to the general layout and interior arrangements of the camp since the last visit in July, 1944. The privileges promised by the camp commandant for further recreational facilities had not materialised. It has now been said that the chapel may be reopened.
There is a decided increase in the number of sick personnel, the most common symptoms being nervousness, insomnia and dyspepsia. There is a lack of medical and surgical equipment. British stocks are almost exhausted and the German supplies are inadequate.
(Visited October, 1944.)
STALAG IIA, NEUBRANDENBURG
This is a new camp and was visited for the first time. There are 253 American prisoners who were recently captured on the Western Front and 200 British N.C.O.s captured at Arnhem. It is situated in the vicinity of Neubrandenburg, about 70 miles north of Berlin. There are three barracks, of which two are at present partially occupied, and one serves as a reserve for expected new arrivals. There are slit trenches for protection from air raids.
Each barrack contains two sections. The sections are divided into 10 partitions, each partition holding 24 to 30 double-tier bunks, with hessian mattresses filled with wood shavings and two blankets for each man. There are tables and benches, and in each section one oven and one stove; between the sections there is a wash-room and a boiler for heating purposes. Hot showers are available once a week. Electric lighting is inadequate.
The cooking is done by French cooks in the camp’s central kitchen. The German rations are considered inadequate both in quantity and quality. The commandant agreed to detail American cooks to the kitchen. Red Cross supplies were exhausted at the time of visit.
The camp hospital was excellently equipped; the surgical section is under the care of a Polish doctor.
No Red Cross clothing supplies have arrived so far and many prisoners are badly in need of articles such as socks, shoes, underwear and greatcoats, Prisoners do their own laundry, but it will later be done by the camp laundry when that has been repaired.
There is no American or British chaplain. Prisoners of the Roman Catholic faith may attend Mass in the camp chapel, where a French priest officiates.
Although there is adequate recreational space there is a complete lack of sports equipment and so far the only physical exercise available has been walks. No incoming mail had been received at the time of visit. The visiting delegate was satisfactorily impressed with this camp; the German authorities appeared reasonable.
(Visited November, 1944.)
STALAG VIIA, MOOSBURG
The total strength of the camp at the time of visit was 11,688 prisoners of war, of whom 91 were British officers, 908 British N.C.O.s and 5,720 British other ranks.
Officers’ Section. – Two new barracks have been opened since the last visit and constitute a substantial improvement in the living arrangements. Officer are not allowed to meet other ranks in sport or entertainment activities. The prisoners have double-tier wooden bunks with straw mattresses. There is one recreation room with tables and benches. Heating arrangements are inadequate, and although there are stoves for the cooking of Red Cross food, the fuel supply is not sufficient. Each officer has one hot shower a week.
General state of health is good. Medical attention is given by a British medical officer when necessary.
There is a general shortage of clothing such as greatcoats, battledress and underwear. Officers have to wash their own socks and handkerchiefs as these articles are not accepted by the laundry.
Mail is still erratic. Complaint was made of a shortage of messing equipment. Only one bowl and one spoon has been issued to each officer.
This camp, it must be realised, is merely a transit camp for officers, and the inhabitants are all recent captures who are awaiting admission to a permanent oflag.
Other Ranks. – There have been no material changes in this section of the camp since the last visit in April. 1944. More wells have been dug, thus improving the water supply. There were no complaints regarding shortage of water during the summer. British cooks are now employed in part of the cookhouse. There were no complaints about the food.
The new arrivals are all recent captures from the Italian and Western Fronts and are without winter clothing.
Religious and recreational facilities are well organised and there were no complaints. There is good liaison with the German welfare officers. Concerts and shows are frequent.
The general state of health in the camp is satisfactory.
(Visited October, 1944.)
LABOUR DETACHMENTS
Dependent on Stalag VIIA
After the heavy bombardment of Munich a work detachment of about 1,400 men was formed for demolition work. The men have to travel for about three or four hours each day. They receive two meals in Munich and their full regular ration at Stalag. In the event of air attacks shelters are provided.
The Delegate held a meeting with the Men of Confidence from the following detachments:-
3911 Ludwig Ferdinandstr. Strength 571 prisoners of war.
3732 Hindenburgstr. 264.
3785 Pasing. 604.
3881 Laim. 101
3841 Schleissheimstr. 85.
3657 Res Lazaret Bad Tolz. 46.
3712 Schleirsee. 20.
3914 Wolfratschausen. 16.
also Nos. 1, 2 and 4 and 6 Railway Companies.
Since the last visit, the city of Munich has suffered several air raids. Up to the time of the visit there had been no British casualties. There are adequate air-raid shelters. The general conditions in all these detachments was reported to be satisfactory though here and there overcrowding occurs owing to destruction of barracks by fire bombs. The chief complaint by the medical officers was that several barracks were infested with vermin, chiefly fleas, but no lice.
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MARCH, 1945 The Prisoner of War 11
the Camps
[Photograph of a group of man in costume putting on a play] A play in progress at Oflag IVC, and (below) a corner of the gymnasium at Stalag VIIA, Moosburg.
[Photograph of men boxing training]
[Boxed] IN every case where the conditions call for remedy, the Protecting Power makes representations to the German authorities. Where there is any reason to doubt whether the Protecting Power has acted, it is at once requested to do so. When it is reported that food or clothing is required, the necessary action is taken through the International Red Cross Committee. [/boxed]
The state of health in all the detachments is reported as good. Further supplies of Red Cross clothing and shoes are badly needed. Draught beer is available in all detachments. The chaplain from the main stalag pays regular visits. Welfare work is well organised.
(Visited October, 1944.)
STALAG VIIA, GORLITZ
Strength of camp at date of visit was 1,225 British prisoners of war. 1,960 prisoners of war are scattered in 47 working detachments. There have been no changes in the material layout of the camp since the last visit in July and the interior arrangements are still satisfactory. There were no complaints about washing and bathing facilities.
This camp is now entirely out of stock of Red Cross parcels, but the men realise the difficulties of transport in the despatching of supplies and it was hoped that a new supply would arrive in the near future.
The Red Cross clothing position is reported to be good, the only shortage being small-size boots and jackets. There were 184 prisoners sick at the time of visit, but none of them seriously. The camp hospital is still run very satisfactorily by British medical officers and there was an adequate drug supply.
Recreational facilities are still very satisfactory. Rugby and football are played daily and there is physical training every morning and evening. The camp band was on tour to work detachments. English and American films are shown.
The discipline barrack mentioned in the last report was said to be more or less over-crowded and only a very few British prisoners of war awaiting court martial are being kept there.
Conditions at this camp remained very good and all possible support is received from the German authorities.
(Visited November, 1944.)
LABOUR DETACHMENTS
Dependent on STALAG VIIIA
No. 12403, Fellhammer. – 152 British prisoners of war work in a coal mine, of whom 102 work below ground. Accommodation has improved, in so far as a new recreation barrack has been built. The Man of Confidence complained that not enough disinfectant was being used and there are far too many fleas and lice. Clothing is short, especially trousers. Heating is inadequate, but the German authorities promised to issue a third blanket for each prisoner. Medical attention is given by a German civilian doctor, medical supplies were short.
No. 10003, Siegersdorf. – 34 British prisoners of war work in a tile factory for nine hours a day. every second Sunday is free. The only complaint was that the margarine ration had been cut. The German authorities promised to look into this matter, but it was feared that this cut is current all over Germany.
[Photograph of a group of four men] A group of prisoners of war at Stalag VIIIA Gorlitz, where conditions were reported good and recreational facilities satisfactory.
26 British prisoners of war at No. 11101, Weise, are employed in a stone quarry for nine hours daily, no work on Sundays. There were no complaints. At detachment No. 1102, Kerzdorf, 57 prisoners of war are employed in a cement works making blocks for houses. Saturday afternoons and Sundays are free. The prisoners had no complaints.
No. 14804, Konigshan.- 50 British prisoners of war are accommodated in a stone house in the small village of Konigshan. They are engaged in the repair and maintenance of railway lines. Working hours are 9 1/2 hours daily, with Saturday afternoons and Sundays free. Work is said to be hard, but can be managed by the prisoners.
There are double-tier beds and each prisoner of war has three German blankets. There is plenty of space in the house. Good light and air, the electric lighting is sufficient. The prisoners are
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12 The Prisoner of War MARCH, 1945
able to have a hot bath daily. Food is adequate and is cooked by the prisoners themselves. The only complaint was that they have had only horse meat issued to them, but it appears that the whole population of this area is having no other kind of meat.
There is one recognised medical orderly at this detachment. He is able to treat all minor ailments. Seriously ill prisoners are taken to hospital at Trautenau, where they are very well looked after. There is an urgent need of boots and greatcoats. Laundry is done by two prisoners who have every Saturday and Monday free to do the washing for the whole camp. In winter difficulty is experienced in the drying of the washing. The Germans have promised to issue more coal for this purpose.
Football is played regularly in a nearby field. There are plenty of indoor games and musical equipment. The general impression given to the delegate was that this is an excellent detachment.
No. 14808, Ober-Altstadt. – Strength of this detachment is 85 prisoners of war. They are accommodated in a large wooden barrack situated near a small village in the valley of the Riesengebirge. The men work in three different flax factories for 9 1/2 hours daily. Saturday afternoons and Sundays are free with the exception of some men who have to work every third Sunday. Full compensation is given in the week.
Twelve men sleep in each room. Each man has a cupboard to himself and has been issued with two German blankets. There is a very good washroom in the barrack with running water. Each man has a hot shower each week and if desired one can be had almost daily.
There is a large well-equipped kitchen with two large boilers and a good-size stove. The cooking is done by two British prisoners. The only complaint about the German rations was the quality of the meat. There had been no issue of Red Cross parcels for two weeks.
Medical treatment is not satisfactory as the German doctor is always too busy to examine the prisoners properly and the men have to rely on the medical orderly. The clothing situation is quite satisfactory except for boots and greatcoats. There is plenty of opportunity for football and indoor sports. The large messroom has been transferred into a theatre, which is much in use and very satisfactory. Mail is slack at present.
This working detachment which used to be so good has deteriorated since the appointment of a new commandant. A further commandant is to be appointed and it is hoped that the detachment will again flourish.
(Visited November, 1944.)
[Photograph of six men in uniform] Some prisoners at Stalag 317 (XVIIIC) where the total number of our men is 982. The interior arrangements here have not improved since the last visit in March, 1944.
STALAG 317 XVIIIC, MARKT PONGAU
The total number of prisoners in the stalag area is 982, of whom 713 are in the base camp and 269 in six labour detachments. The interior arrangements have not improved since the last visit in March, 1944. Many of the newcomers to the camp are without palliasses and have to sleep on the bare planks of wooden double-tier bunks. Working men are now able to get a hot bath on two extra evenings.
At the time of the visit the stock of Red Cross parcels was expected to last about two months. Stocks of Red Cross clothing are now practically nil owing to the outfitting of new arrivals.
The hospital is satisfactory and the three British medical officers work amicably with the German doctor. Laundry is done by the men themselves. There is a regular issue of soap.
Prisoners in the work detachments are engaged on surface work, building, demolition, road mending, etc. Men in the Stalag who work on Sunday mornings have Saturday afternoons free. There is a fair-size recreation field for sports and exercises. Four American films have recently arrived. Three have been shown and the fourth will be shown in the near future.
Mail is again coming in quite regularly.
The camp did not give a good impression to the visiting delegate. The former fair-minded commandant had been replaced by an East Prussian, who fails to exact the necessary authority from his subordinated. The visiting delegate met the British Men of Confidence from the six detachments. There were no serious complaints from any of them.
(Visited October, 1944.)
HOSPITAL, MEININGEN
The total number of patients in the hospital at the time of visit was 252 American and 160 British. The hospital staff numbered 60, making a grand total of 472 British and American prisoners of war. Since the last visit the hospital is now slightly overcrowded owing to an influx of new patients from Arnhem. The increased number of patients has resulted in more beds having to be put up in the various wards, but two new barracks are to be erected, replacing two smaller ones, which should improve conditions in all wards and rectify the overcrowding. A weekly hot shower is still available, but the existing number of washrooms is insufficient. A new barrack with washrooms and toilet facilities is also to be built.
The supply of fresh vegetables had increased greatly during the last few weeks and there were no complaints regarding food. There was six to seven weeks’ supply of Red Cross parcels, including invalid diet parcels.
As pointed out in the last report on this hospital, all the patients have been transferred from Obermassfeld for orthopaedic exercises. Experienced sports officers are daily directing courses of physical training, and artificial limbs are being made in the special well-equipped workshop. There is an adequate supply of drugs and medicines.
There is still no stock of upper clothing. Greatcoats and blankets are greatly in demand.
1,000 razor blades were recently received from the Germans, but otherwise there was nothing on sale in the canteen. The cigarette position is now bad for all prisoners of war, the German monthly issue having been stopped. Mail, which was bad at the time of the invasion, is now coming in again for long term prisoners of war.
The general impression of this hospital is till good. When the new barracks have been completed the overcrowding should be considerably decreased and conditions will be very satisfactory.
(Visited November, 1944.)
BRIGHTER SIDE (contd. from page 8).
down O.K.” One pudding at this camp weighed 22 lb.
Story with a Moral
“Here we are again with good news and a story with a moral.” Thus begins a letter from Stalag 344, which continues: “For the last two or three weeks our faces were growing longer and longer as Christmas approached and Red Cross receded. As we did not expect - or get – anything, it was a blue outlook.” Then the parcels began at last to arrive – a small issue on the Saturday morning, and a larger one in the afternoon. So the writer was able to report: “Everyone has that cheerful feeling only to be succeeded by that day to come.”
[Page break]
MARCH, 1945 The Prisoner of War 13
More Come Home
[Photograph of a group of men in uniform] Some of the first repatriates to step ashore from the Arundel Castle which brought 764 of them home early in February.
WHEN the ship loomed slowly into sight out of the Merseyside mists her whiteness made the scene almost unreal. Gradually the large red cross and the lettering on her side became discernible. Then as the tugs brought her with painful slowness to the quayside, the rows of men on every vantage point aboard could be seen. When the silence had become almost unbearable, they broke suddenly into a full-throated cheer, the echo of which was taken up by the famous warbling call from the Australians. The military band played familiar tunes and the singing of those on the landing stage mingled with the voices from the ship.
Greetings from the shore were short and to the point. We were delighted to have the men back again. They would be conveyed to their destinations as speedily as possible. That was all they were really anxious to know. Every sentence of welcome spoke into the microphone was echoed back with an answering cheer from the ship – particularly loud when the magic word “home” was voiced.
Later, on board, the 764 repatriates ceased to be a cheering, excited mass and separated into their varying personalities, each with his own personal hopes and fears. These were the men lost to England on the fighting retreat to Dunkirk, at the Salerno landings, in the air over Germany and at Arnhem. Now they had returned, some after a captivity lasting five years.
They were eager for news, eager to tell of their experiences. Smiles were the order of the day. When you saw the expression on a man’s face, his injuries mattered no longer. Often the greater his incapacity, the broader seemed his grin. This was the moment for which they had been waiting for so long. Their patience while they waited their turn to go ashore was remarkable, as they listened for the cheerful and efficient announcements over the ship’s radio for “Such and Such” to report on “C” deck ready to disembark.
An R.A.F. Warrant Officer, who recounted proudly that he had been taking part in the famous raid on the Dortmund-Ems Canal when his aircraft was shot down, said that he had been an expert in feminine make-up for shows in Stalag Luft I, III, VI, VII. He expected people in Oldham would find him “different” after five years away, but was reassured to the contrary.
A young Pole with a particularly beaming smile who was bound for a hospital in Scotland to have an artificial limb fitted, said that the loss of a leg would in no way hamper him in his profession, which was law.
A lieutenant from Oflag 79 spoke enthusiastically of the small daughter who had been described to him in letters, but whom he had not yet seen. His home was in Surrey, and he asked keen questions about flying bomb damage.
Many repatriated naturally wanted news of flying bombs and rockets from the “receiving” end. These weapons had been so highly propagandised by the Germans that our humorous term “doodles” and buzz bombs, which were new to many, seemed almost flippant.
There was one big fact, however, which the Germans could not hide from our men, and that was the work of the R.A.F. Quite apart from any experience they may have had in camp of the raids, they were able to see for themselves through the carriage windows as they journeyed across Germany the mile upon mile of devastation.
Many had brought themselves up to date with news of this country in their chats with the six British Red Cross and St. John – and one Australian Red Cross – welfare officers, and the eight nurses of Queen Alexandra’s Imperial Military Nursing Service, who cared for those too ill to be up and about. These women with their Red Cross comforts and the canteen which had supplied 200,500 cups of tea during the voyage had been the first link with home, and this had obviously meant a very great deal. Enthusiastic signed tributes were received on behalf of the repatriates by these welfare officers and more than £100 was given in donations as expressions of gratitude. B.C.S.
[Boxed] How They Help
In addition to those mentioned below, we wish to thank the many kind readers whose help to the funds this month we cannot find room to record here individually. [/boxed]
THE annual dance and whist drive held by the wardens of “A” district, Northwood, was well supported, and a lively account of the proceedings related that “during a break from dancing the guests allowed a mysterious ‘Mr. S.’ to hold one of his unique ‘sales of work,’ when he disposed of an assortment of goods at amazing prices. This gentleman seems to work on a system that extracts money from willing bidders at £2 per minute, as in half an hour he ‘took’ £52 from a very generous audience, so bringing the total for the evening to £143.”
Wardens at Post 22, Turpens Lane, Chigwell, have helped, too, with another donation, and the Rattery Platoon (Devon) of the Home Guard arranged whist drives and a dance from which they made £55 11s., thereby achieving £112 in all to help our prisoners of war. Whist drives for which Mr. J.C. Gendenning, of Brampton, Cumberland, was responsible, have brought in the handsome amount of £219 14s., while the Swinton branch of the British Legion send £12 3s. 6d., a further gift.
£2 7s. 6d. has come from Mrs. Peck, of Sheffield, who sold a glass bowl and stand, and £3 as a Christmas present for her son who has been a prisoner for three years from Mrs. Bromham, of Addiscombe. Miss Davies, of Leeds, who has two nephews who are prisoners of war, has realised an average of £1 5s. each month for the last twelve months by means of eggs!
A cheque forwarded from some thirty members of the Rowley Regis Areas of the British Prisoners of War Relatives Association, with the amount previously subscribed since March, 1943, adds up to £700, and money to cover the cost of 418 food parcels was raised from a New Year’s concert arranged by Mr. A.G. Baxter at the Odeon Theatre, Llandudno, among the artists being Clive Richardson and Tony Lowry of the B.B.C.
[Page break]
14 The Prisoner of War MARCH, 1945
Football in the Camps
[Photographs of football teams from STALAG 344, STALAG XXB, STALAG 383, STALAG XVIIA, STALAG IXC, B.B.AB. 21 and OFLAG VIIB.]
[Page break]
MARCH, 1945 The Prisoner of War 15
Personal Parcels Man
A P.o.W. at Stalag 357 Describes his Work
[Photograph of five men in greatcoats] These five prisoners of war at Stalag IVA act as postmen.
I BUSY myself with the affairs of the R.A.F. here, who number some 3,200 men. This means that their interests at all times must be cared for, whether it be a question of food parcels or private parcels. It signifies little on paper, but I can assure you that many problems rendered here would tax the tactfulness of Solomon himself.
We manage to get to work before the others go on roll-call as our parcel office is situated outside the compound, in what is called the Vorlager, which adjoins, but is separated from the compound. Here our office deals with all the personal parcels which arrive at the camp. The parcels are coming in very well, but we expect a hold-up shortly due to the parcel route closing in July and August. They are sorted into the various sections, listed, and the lists sent round the camp informing the lucky individuals when to collect them. The parcels are then pushed on a two-wheeled cart into he compound and opened and searched by the Germans in a central room.
When They Move
Our other department deals with parcels which belong to individuals who, for some reason or other, are no longer with us. As previously reported, the whole of Stalag Luft 6 did not come here with us, and, as most of the parcels addressed to Luft 6 arrive at this camp first, this department is kept very busy.
It is also our duty to report any parcels which have been damaged en route, and, believe me, there are quite a number. Sacks of parcels sent on by other Stalags have lists inside them telling us the number of parcels contained therein and it is our duty to ensure that everything is all right, sign the receipt and return to the Stalag concerned. If anything untoward has happened to the sack a report must be made to the P.O.
Book Censorship
Book parcels are dealt with in a different way. These are not allowed in the compound until such time as they have been censored. We therefore open the parcel, and prepare the book for censoring, and take them to the censor. This officer controls all matter (printed) which is destined for the compound. He is assisted in his work by three ladies and a few men, and everything that concerns parcels or books is reported to this office either by the German in charge of our department or by myself. My face is becoming known here as it was previously at the Luft camps.
How Parcels Arrive
The sacks of personal parcels arrive by two distinct means. Some come by rail to the station, and we collect them by motor. Recently, however, it has been very hard to obtain a motor so we have had to perform this task by hand-cart. The others come by post and we collect them from the local post-office on the hand-cart.
The personnel at both of these4 sources are beginning to know me now, and the job of collecting parcels, although quite hard, is most enjoyable. A better knowledge of customs and language is obtained, and the chance of my becoming a victim of barbed-wire fever is very remote. One of the fair sex even went to the extent of calling me a funny man, but it might even mean that I have developed a “Stalag-happy” complex. This is a current expression now in use.
December 3rd, 1944.
[Photograph of a knitted scarf]
Knit This Practical Scarf
IN MOSS STITCH
[Instructions for knitting a scarf]
[Page break]
16 The Prisoner of War MARCH, 1945
Camp Transfers
Statement on February 13th
TWELVE camps, whose numbers are given below, have either been over-run by the Soviet Forces or are in their direct path. There were about 60,000 prisoners from the British Commonwealth in these camps.
Following are the camps:-
Stalag IIB, Stalag IID, Stalag IIIB, Stalag IIIC, Stalag 344, Stalag VIIIB, Stalag VIIIC, Stalag XXA, Stalag XXB, Stalag Luft III, Stalag IV, Stalag Luft VII.
Information given in the House of Commons on February 22nd
AS regards the movements of camps in Eastern Germany, the present position, according to the latest information available, is as follows:
Stalags XXA, XXB and IIB are moving through the Province of Mecklenburg. Some are being moved by rail.
From Stalag Luft III 2,000 British and American prisoners of war have been transferred to Stalag IIIA, at Luckenwalde; 2,000 to Marlag und Milag Nord (near Hamburg); 2,000 to Stalag XIIIC, east of Frankfurt-on-Main, and 4,000 to Stalag VIIIA in Bavaria.
Prisoners of war from Stalags VIIIA and VIIIC are moving through Saxony. A number of prisoners unfit to travel are being moved from Stalag VIIIA by rail.
Some prisoners from Stalag Luft IV are reported to be at Usedom, near Swinemunde on the Baltic.
Stalag Luft VII was reported to be near Spremburg, from where the prisoners are to be transferred to the neighbourhood of Nuremburg and Moosburg in Bavaria.
Stalag VIIIB is reported to be moving towards Aussig, south of Dresden.
The final destination of the prisoners transferred from the above camps is not yet known.
War Office Statement, February 26th
Four thousand British and American sick have left Lamsdorf (Stalag 344) for a destination in Germany as yet unknown. Fit prisoners from Stalag 344 are on the march between Boemisch Lippa and Carlsbad.
Prisoners from Stalag VIIIA are dividing: part are proceeding towards Cassel, part to Nuremburg, while prisoners from Stalag VIIIC are moving – some towards Hanover, others towards Cassel. Advance parties are already nearing their destination.
PARCELS
For P.o.W.s Formerly in Camps in Easter Germany and Poland
THE Postmaster-General announces that PARCELS should not now be sent to British prisoners of war formerly in the camps (including associated labour detachments and hospitals) in Poland and Eastern Germany mentioned below until new addresses are received either through official notification to the next of kin from letters from the men themselves.
LETTERS for these prisoners can continue to be posted addressed to the last-known camp address.
The camps in question are:-
Stalag IIB
Stalag IID
Stalag IIIA
Stalag IIIB
Stalag IIIC
Stalag IIID
Stalag VIIIA
Stalag VIIIB
Stalag VIIIC
Stalag XXA
Stalag XXB
Stalag XXID
Stalag 344
Stalag Luft III, Luft IV, Luft VIII
B.A.B. 20 B.A.B. 21
Oflag 64
The Post Office will despatch, as the opportunity offers, next of kin parcels for those camps which have already been repacked and reposted by the British Red Cross, and also parcels of cigarettes, tobacco, etc., posted by holders of censorship permits in expectation that they will be redirected by the German authorities.
In order, however, not to add to the difficulties of redirection, the British Red Cross will return to the senders any next of kin parcels for these camps which have not been reposted, and the public should not place further orders with holders of censorship permits as parcels sent by this means cannot be returned.
In the case of other camps, next of kin and “permit” parcels as well as letters can continue to be sent for the time being. Readers are advised to look out for further official announcements.
Labels and Coupons
In view of the G.P.O. announcement, no more labels and coupons will be issued for the time being to the next of kin of prisoners whose last address was that of one of the camps mentioned. This applies to first and later issues.
A postcard will be sent to the next of kin of men in these camps whose parcels were despatched shortly before February 16th, giving the date of despatch and explaining the position.
Next of kin already holding labels and coupons for men in these camps should keep them until a new address is known. They are advised to consult the P.o.W. Department before despatching any further parcels and to look out for further official announcements by the General Post Office.
[Boxed] NUMBER PLEASE.
Please be sure to mention your Red Cross reference number whenever you write to us. Otherwise delay and trouble are caused in finding previous correspondence. [/boxed]
Y.M.C.A. SPORTS MEDALS
The British Man of Confidence at Stalag IVA has written to inform the mother of a lance-corporal there that the Y.M.C.A. Sports Medal has been awarded to her son “who has organised football under difficult conditions and has striven week after week to keep the ‘lads’ at the game. He demonstrated his sportsmanship and love of the game in a recent ‘England v. Scotland’ match. He captained the losing team (England) and, as a token of goodwill, presented his Regimental Cap Badge to the captain of the winning side. A cap badge to a soldier in captivity is his most treasure possession. Such spirit as his puts Britain where she is in the world of sport…”
P.o.W. Exhibition Catalogues
Those who may still wish to obtain a copy of the catalogue as a souvenir of the Prisoners of War Exhibition which was held in London last year should send 7d. to cover cost and postage as soon as possible to-
Mr. Tomlins, Red Cross and St. John War Organisation, Publicity Department, 24, Carlton House Terrace, London, S.W.1.
Gift from Woolwich
The British Armaments Inspection Department at Woolwich is helping to provide weekly food parcels for prisoners of war. They have already sent Red Cross a cheque for £100, with their good wishes and their target is £500.
County Representatives
Please note the following change:-
DEVONSHIRE.- Mrs. Geoffrey Tomes, B.R.C.S. Office, Prudential Chambers, Exeter.
[Boxed] FREE TO NEXT OF KIN
This journal is sent free of charge to those registered with the Prisoners of War Dept. as next of kin. In view of the paper shortage no copies are for sale, and it is hoped that next of kin will share their copy with relatives and others interested. [/boxed]
PRINTED IN GREAT BRITAIN for the publishers, THE RED CROSS AND ST. JOHN WAR ORGANISATION, 14, Grosvenor Crescent, London, S.W.. by THE CORNWALL PRESS LTD., Paris Garden, Stamford Street, London S.E.1.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
The Prisoner of War March 1945
Description
An account of the resource
The official journal of the Prisoners of War Department of the Red Cross and St John War Organisation. This edition covers the Editors comments, the transport of food parcels, Emergency supplies for the camp, POW cooking, articles about Christmas in the camps, letter written by POWs for home, Official reports from the camps, More Come Home -repatriates returning, charitable donations, photographs of camp football teams, a POW postman who deals with parcels and a knitting pattern for a scarf.
Date
A point or period of time associated with an event in the lifecycle of the resource
1945-04
Format
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16 printed sheets
Language
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eng
Type
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Text
Identifier
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MCurnockRM1815605-171114-022
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.
Cyprus--Famagusta
Switzerland--Geneva
Germany--Berlin
Netherlands--Arnhem
Germany--Colditz
Germany--Neubrandenburg
Germany--Munich
Germany--Görlitz (Görlitz)
Germany--Meiningen
Germany--Obermassfeld-Grimmenthal
Great Britain
England--Merseyside
England--Oldham
England--Surrey
Germany--Lübeck
Germany--Barth
Poland
Poland--Łambinowice
Poland--Tychowo
Poland--Żagań
Germany--Moosburg an der Isar
Ukraine--Odesa
Germany
Cyprus
Netherlands
Switzerland
Ukraine
England--Lancashire
Creator
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Great Britain. Red Cross and St John war organisation. Prisoners of war department
Publisher
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IBCC Digital Archive
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
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Anne-Marie Watson
Temporal Coverage
Temporal characteristics of the resource.
1945-04
aircrew
arts and crafts
entertainment
faith
forced labour
prisoner of war
Red Cross
sanitation
sport
Stalag 3A
Stalag 8B
Stalag Luft 1
Stalag Luft 3
Stalag Luft 4
Stalag Luft 6
Stalag Luft 7
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1254/36095/PBakerWB1609.2.jpg
2016d51a99255ab5f664fdebbeae6c08
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
Baker, William Benjamin
Biff Baker
W B Baker
Description
An account of the resource
45 items. The collection concerns William Benjamin "Biff" Baker DFC (Royal Air Force) and contains his log book, documents art work and and photographs. He flew operations as an air gunner with 115 and 626 Squadrons.
The collection has been donated to the IBCC Digital Archive by Pamela Baker and catalogued by Nigel Huckins and Peter Adams.
Publisher
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IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-11-28
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Baker, WB
Transcribed document
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Transcription
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[Photograph]
"J" Johnnie. Lancaster.
Berlin
La Rochelle.
Essen.
Keil. [sic]
Duiesberg. [sic]
Frankfurt.
(Pilson
(Skoda Arms Works.
(Czechoslovakia.
Duiesberg [sic]
Bochum
Dortmund.
Dusseldorfe. [sic]
Essen.
Elberfeld-Wuppertal-
Barmen.
Essen.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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"J" Johnnie Lancaster
Description
An account of the resource
Top - Front quarter view of the front of a Lancaster with gremlin nose art and airman leaning out of cockpit.
Bottom - Notes with list of operations.
Spatial Coverage
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Germany
Germany--Berlin
Germany--Kiel
Germany--Essen
Germany--Duisburg
Germany--Frankfurt am Main
Germany--Bochum
Germany--Dortmund
Germany--Düsseldorf
Germany--Wuppertal
France
France--La Rochelle
Atlantic Ocean--Baltic Sea
Czech Republic
Czech Republic--Plzeň
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
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eng
Type
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Photograph
Text
Format
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One b/w photograph and two handwritten notes mounted on an album page
Identifier
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PBakerWB1609
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
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IBCC Digital Archive
Contributor
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Babs Nichols
bombing
gremlin
Lancaster
Lancaster Mk 2
nose art
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1560/35606/MWestonF126909-161113-17.1.jpg
3bc8879209f8eb0a96205682bb58a283
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
Weston, Fred
F Weston
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
2016-11-13
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Weston, F
Description
An account of the resource
20 items. The collection concerns Fred Weston DFC (1916 - 2012, 126909 Royal Air Force) and contains documents and photographs. He flew operations as an air gunner with 101 and 620 Squadrons.
The collection has been donated to the IBCC Digital Archive by Catherine Millington and catalogued by Barry Hunter.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Untitled
[inserted] Ops - Berlin [/inserted]
No. 101 Squadron. SECRET. BATTLE ORDER. Serial No. E2 7th September 1941
(a) Flight. (b) Aircraft. (c) Letter. (d) Captain of A/C. (e) 2nd Pilot. (f) Crew.
(a) B. (b) Z.8842 (c) T. (d) F/O. Robertson. (e) Sgt. Dil. (f) Sgts. Mason, Treece, Dennis, Little
(a) B. (b) T.2846 (c) S. (d) P/O. Pelmore. (e) Sgt. [indecipherable] (f) Sgts. Pearson, Johnson, [indecipherable], [indecipherable]
(a) B. (b) R.1219 [symbol] (c) R. (d) P/O. Imeson. (e) Sgt. Denning (f) Sgts. Fowler, Parkington, Louden, Highfield.
(a) A. (b) R.1781 [underlined] (c) C. (d) F/L Todd. (e) Sgt. MacKenzie. (f) P/O. Carroll, Sgts. [three names indecipherable][symbol][/underlined]
(a) A. (b) R.1699 (c) *D. (d) P/O. Allen. (e) Sgt. Christenson. (f) Sgts. Saxton, Campbell, Spooner, Hickton.
(a) A. (b) R.1780 (c) *B (d) P/O. Millson (e) Sgt. Page. (f) Sgts. Morrison, Redford, Appleby, Munday.
(a) A. (b) R.1778 (c) *G. (d) Sgt. Fooks. (e) Sgt. Dowling. (f) Sgts. Ryan, Davies, Pollard[?], [indecipherable name].
(a) A. (b) X.9828 (c) *K. (d) P/O. Hardie. (e) Sgt. Moran (f) P/O. Miller, Sgts. [two indecipherable names].
(a) A. (b) X.9920 [symbol] (c) F. (d) Sgt. Luin. (e) Sgt. Wilson. (f) Sgts. Fenwick, Brown, [indecipherable name], Parry[?].
* FITTED WITH CAMERAS.
[underlined] BOMB LOAD. [/underlined] Aircraft B.D.C. 1 x 1000 lbs, 2 x [indecipherable] lbs, 1 x 250 lbs. G.P. Fused [indecipherable word]
Aircraft K.G.T.S. 6 S.L.C. of 50 lbs. Incendiaries, 2 x 500 lbs, 1 x [indecipherable words]
Aircraft R. 1 x 1000 lbs, 4 x 500 lbs G.P. Fused .025.
Aircraft F. 6 S.D.[?]C of 50 lb Incendiaries, 3 x 500 lbs, 1 x [indecipherable number] lbs G.P. Fused [indecipherable letters].
All aircraft Fitted with 1.ex[?] Flares.
BRIEFING 1820 BRIEFING FOR CREWS [indecipherable word] [symbol] 1800 HOURS.
[underlined] TRAINING. [/underlined]
(a) B. (b) L.7889 (c) P. (d) Sgt. Howe (e) Sgt. Newton. [f] P/O. Pilkington, Sgt. Sullivan, [indecipherable words].
(a) [indecipherable] (b) X.9819 [symbol] (c) V. (d) Sgt. Raybould. (e) Sgt. Watts. [f] Sgts Spencer, Bott, F/S. [indecipherable names]
(a) A. (b) X.980[missing number] [symbol] (c) A. (d) Sgt. Williams. (e) Sgt. Diemer. (f) Sgts. Kennea, Hooper, [two indecipherable names] [symbol]
TAKE OFF. 1955
APPROX TIME OF RETURN. 2030 BRIEFING 1830 HOURS.
Officer i/c Night Flying W/C. D. S.[?] BIGGS[?] (Signed) [indecipherable name]
[missing words]
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
101 Squadron Battle Order 7 September 1941
Description
An account of the resource
A battle order for 101 Squadron listing aircraft and crew. Handwritten at the top is 'Ops -Berlin'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1941-09-07
Spatial Coverage
Spatial characteristics of the resource.
Germany
Great Britain
Germany--Berlin
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. Service material
Format
The file format, physical medium, or dimensions of the resource
One typewritten sheet
Identifier
An unambiguous reference to the resource within a given context
MWestonF126909-161113-17
Temporal Coverage
Temporal characteristics of the resource.
1941-09-07
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Sue Smith
101 Squadron
aircrew
bombing
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1908/36272/MPerryWRP1317696-170719-02.2.pdf
806863a334fab1ae33212066c519e900
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Perry, Pete
W R P Perry
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-07-19
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Perry, WRP
Description
An account of the resource
Sixty-nine items and an album sub collection with twenty-four pages of photographs.
The collection concerns Flight Lieutenant WR Pete Perry DFC (1923 - 2006, 1317696, 146323 Royal Air Force) and contains his log books, photographs, correspondence, memoirs and documents. He flew operations as a pilot with 106 Squadron.
The collection has been donated to the IBCC Digital Archive by Helen Verity and catalogued by Nigel Huckins.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[post mark]
[inserted] The saga of “106 Sqdn – Happy days - & others.”
[obscured words]
move tomorrow to RAF Metheringham ( [missing words]
of Lincolnshire.
We had joined the Squadro[missing letter]
[inserted][circled] 22 [/circled][/inserted]
[inserted] 11th 2005 [/inserted]
[inserted][underlined] 106 METHERINGHAM [/underlined][/inserted]
[inserted] 3A. [/inserted]
[page break]
[inserted] Mar 11th 2005 [inserted]
[crest]
MINISTRY OF DEFENCE
With the Compliments of the Under Secretary of State for Defence and Minister for Veterans
This Veteran’s Badge is presented to you in recognition of your service during the Second World War.
You may wish to wear it on suitable occasions when dressed in civilian attire.
MINISTRY OF DEFENCE, WHITEHALL SW1A 2HB
[page break]
[inserted][underlined] Written Year 2000 [/underlined] By Pete Perry DFC [/inserted]
[underlined] 106 Squadron -- Happy days - & others! [/underlined]
[underlined] Dateline – 9th November 1943, RAF Syerston, Notts [/underlined].
Stand down today so final preparations are made for our move tomorrow to RAF Metheringham (RAF where?) in the wilds of Lincolnshire.
We had joined the Squadron in June. My crew Les Blood, F/E, John Boaden, Nav, Dick Toogood, B/A, Doug Cunnison, Wop/AG, Eddie ‘Taff’ Davies, Mid Upper Gunner & Dennis ‘Shorty’ Groombridge, R/G.
‘Twas not long before we had our ‘own’ aircraft. Firstly ZN-T ‘Admiral’ Dumbo (the flying elephant & it was!) then a brand new ZN-Z ‘Admiral Shyte-Awk’. Why the ‘Admiral’ prefix? At that time 106 was still the 5 Group designated ship attack Squadron & we had two Fleet Air Arm Observer Lieutenants attached to us. Every time we bombed a Port they came along to identify what German Naval ships were there. (Bloody RAF don’t know their bows from their sterns.)
By now (November) we were two-thirds through our first tour. We’d visited a variety of targets – the Ruhr (hotly defended); three trips to Italy (where the weather en route was more hazardous than the defences!) & a variety of selected targets throughout Germany.
We were attacked by a Ju 88 over Nuremburg which ‘Shorty’ shot down & by a Me210 over Kassel which was damaged by ‘Shorty’ & ‘Taff’.
We’d had our moments, of course, but our Lancaster flew as well on three as on four engines (bit slower though) & on one occasion coped well on two (bit lower as well as slower still!).
But now it was “so long” peace-time Station Syerston. Adieu Nottingham – ‘Airborne Nag’, ‘Barley Mow’ & all. No more the enterprising restaurant where first class steak or enormous Dover Sole was regularly available – when the authorities weren’t closing it down which was quite often!
Leaving there one night with Les Blood & heading for the bus station I realised that he was no longer beside me. (Full
[page break]
(2)
black-out still in force & his night vision not of the best). I said “Bloody where are you?” Whereupon a No. 8 torch shone on me & an old ladies voice said “Young man, I can see by your uniform that you are doing a good job but do you have to use such language?” I tried to explain but we had a bus to catch!
Farewell escarpment to the River Trent that saved ‘Ginger’ Crowe’s life when he lost his port outer engine on take-off. He disappeared over the edge, gathered speed & by first class flying & airmanship he brought his fully laden Lancaster around to make a perfect three engined landing.
Said escarpment did its life saving act for a F/O Scott, 61 Sqdn who, returning from ops, stalled on the approach, slid down the slope & finished up on the Trent, nose gently embedded in the far bank! The crew climbed out, barely got their feet wet & were entertained by the farmer & his wife whilst waiting for the ‘gharry’ from Syerston to collect them!
But enough memories. It’s party time tonight in the Mess ‘cos we’re only flying to Metheringham tomorrow afternoon.
[underlined] Dateline November 10th, RAF Syerston. 1030hrs. [/underlined]
My slumber is disturbed by my batman who insists on telling me that I’m required in the briefing room as I’m on ops. I invite him to go away as there aren’t any ops today – we’re going to Metheringham. He is very persistant [sic] & finally convinces me that there may be some truth in his message.
He was right. Higher authority required us to attack the Mont Cenis tunnel at Modane & render it useless for supplies to the German troops in N Italy.
Sooooo – instead of a gentle hop to our new home it’s a full load, full moon, gin clear. We cross France at 7000ft, find the valley, ignore the puny flak (which rapidly ceased under the weight of bombs) & make our way home. Piece of cake.
[page break]
(3)
[underlined] Dateline November 11th RAF Syerston. Early pm. [/underlined]
We really [underlined] are [/underlined] moving. My faithful ZN-Z fully laden – this time with bodies (air & ground crew plus a couple of hitch-hikers), suitcases, kitbags, bicycles & various impedimentia stashed in the fuselage. Chocks away - & so are we.
Two friends of mine, Johnny Forsyth & Colin Storer were to formate on me & we proposed to announce our arrival with a gentle ‘beat-up’. Metheringham R/T callsign was ‘Coffee-stall’ so we intended also to broadcast a rendering (literally!) of the ‘Java Jive’. The new Station Commander was not amused - & said so!
Directions were given by Flying Control to reach our dispersal & we warily made our way around the perimiter [sic] track taking great care not to go off the edge. Liquid mud awaited anyone who put a wheel off the tarmac!
Then to our billets – Nissen huts, coke stoves, no hot water – but plenty of mud.
Unpack, clean up then to the Mess for dinner – a quarter of a mile away. It was raining when we walked up & still raining when we returned. [underlined] And [/underlined] the coke stove had gone out!
Ce la guerre.
Next day the Squadron & Station started ‘working up’. We did an hours local flying, checking new landmarks, noting our proximity to Coningsby, Woodhall Spa, Bardney & Waddington.
Whilst 106 Sqdn had moved as a whole the Administrative Staff were from other Stations & it would take a little while for the varying disciplines to ‘gel’ & become a cohesive unit.
Our new Station Commander decided to inspect the airfield, the ground crew Flight Offices & the aircraft. Remember that the aircraft ‘names’ were prefixed “Admiral” & all Senior Officers had
[page break]
(4)
‘scrambled egg’ on the peaks of their caps. My ‘Admiral Shyte-Awk’ was no exception. The ‘Groupie’ as a Senior Officer took umbrage at the crest & ordered my ground to remove it. As soon as he had moved on my Sgt i/c rang me for help. I reminded him that he should obey his last order - & then ordered him to leave it on. (A P/O countermanded a GC!!). I hastened to my Squadron CO & what he later said to the Station Commander I don’t know – but my crest stayed intact.
Flying continued: ammunition, bombs & fuel stocked up & then we were ready to go on November 18th. I was told that I was not flying that night but a brand new Lancaster was at Waddington awaiting collection. I could ‘take a day off’ & collect same. Taking Les & Doug we duly arrived at ‘Waddo’ & it then being lunchtime arranged to pick the aircraft up in the afternoon.
I had barely started my meal when I was called to the phone & my Flight Commander informed me that the aircraft was now required for ops that night & that I was to fly it. I protested that if I was on ops I wanted my own ‘Z’. To no avail. I could do the NFT (night flying test) on the way back & be quick about it!
The new aircraft proved a success – we bombed Berlin from 25000ft (the higher the fewer) & came back at 27500ft.
‘Miff’ (P/O Mifflin – his F/E Norman Jackson later won the VC) who had taken ‘Z’ that night had the pilot’s side window blown out. He said that it was a bit chilly!
A ‘flu epidemic hit the Station & the Squadron was forced to operate with ‘scratch’ crews. Whenever possible crew replacements were made with members of comparable experience. Whilst I was laid low, F/O Jack Hoboken, a Dutch pilot, needed two gunners so in his rear turret was the Squadron Gunnery Leader & ‘Taff’ Davies in the mid-upper. Unfortunately they were shot down near Munich & all killed. In view of the experience of the two gunners I am
[page break]
(5)
convinced that it was flak that got them & not fighters.
Squadron efficiency quickly returned to normal – first class. The weather didn’t! The airfield was still being completed. Going in to the briefing room one rare sunny afternoon the window was open. We were amazes (& shaken) when three Irish workmen looked through the window & commented on “them pretty red ribbons on that map”.!! They led straight to Berlin! We were not sorry when Command ‘scrubbed’ the op later in the day.
Conditions improved. We got hot water so could shave & shower in comfort. We learned how to manage the coke stove.
Forays were made to Martin & Metheringham where the good folk were coming to terms with the influx of bodies & the ‘roar of mighty Merlins’.
The next two months passed quickly & we finished our tour.
Next item on the agenda – a tour as an instructor. Where?
Some of my crew went to OTU’s (Operational Training Units) at Bruntingthorpe & Silverstone. Les & I were posted to – Syerston, by now the home of 5LFS (5 Group Lancaster Finishing School). Needless to say we were delighted to continue to fly Lancasters & to return to Syerston & ‘ops on Notts’!
We weren’t finished with 106 & Metheringham though. A year later I put together my second tour crew. Les Blood, Doug Cunnison & ‘Shorty’ Groombridge said that they’d come back along with ‘Dixie’ Dean (Nav), Pete Lynch (B/A) & ‘Sandy’ Sanford (MU). All second tour & all commissioned. What a team!
We returned to Metheringham at the end of March ’45 & what a transformation. No mud, a lot of activities & we would not be needing the coke stove much longer!
We only managed three ops on our second tour (including our one & only daylight) when VE was upon us.
[page break]
([underlined] 6 [/underlined])
I applied for a posting to Transport Command to fly Avro Yorks – to be refused on the grounds that my crew were earmarked for ‘Tiger Force’ the code name for the twelve Squadrons who would go to the Far East & bomb Japan!
Training started for the new venture – formation flying, new navigation aids, Radio Range flying, fighter affiliation exercises. Then on leave in early August when the news of the ‘A’ bomb came through & by the time we got back to base ‘Tiger Force’ had been cancelled – to everyones relief.
My CO said that he had resubmitted my application for Transport Command & in early October it came through.
Meantime we did some trips to Italy bringing troops home on the ‘Python’ scheme. ‘Cooks Tours’ were arranged in order to let all personnel see the damage caused by the bombing. We flew at 3000ft around the Ruhr – Cologne, Essen, Bochum, Wuppertal, Gelsenkirchen, Dusseldorf etc & the devastation was appalling.
Time then to say “Farewell” to 106, RAF Metheringham & Martin, this time tinged with sadness & a host of memories of which, as time goes by, the good & happy ones push the less pleasant to the dim confines at the back of the mind.
Thank you 106, it’s been a pleasure to serve with you.
And so to Yorks. But that’s another story.
W R P Perry, DFC.
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
106 Squadron - happy days and others
Pete Perry's memoir
Description
An account of the resource
Writes of his time on 106 Squadron at RAF Syerston. Mentions operation to the Ruhr and Italy and that they were two thirds of their way through tour. Writes of his last operation at Syerston and squadron's move to RAF Metheringham. Describes his new station and activities. Mentions finishing first tour and after tour as instructor going back to 106 for a final three operations before training for Tiger Force and then transferring to transport command.
Creator
An entity primarily responsible for making the resource
W R P Perry
Temporal Coverage
Temporal characteristics of the resource.
1943-11-09
1943-11-10
1943-11-11
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Nottinghamshire
England--Lincolnshire
France
France--Modane
Germany
Italy
Germany--Nuremberg
Germany--Berlin
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
Royal Air Force. Transport Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Format
The file format, physical medium, or dimensions of the resource
Eight page printed document
Identifier
An unambiguous reference to the resource within a given context
MPerryWRP1317696-170719-02
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
Contributor
An entity responsible for making contributions to the resource
Steve Baldwin
106 Squadron
5 Group
aircrew
Cook’s tour
Lancaster
Lancaster Finishing School
pilot
RAF Metheringham
RAF Syerston
RAF Waddington
Tiger force
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1977/38292/SPalmerRAM115772v10035.1.jpg
0f1701e4cae9762208c676144d5170c9
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
Palmer, Robert Anthony Maurice
R A M Palmer
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
2017-10-30
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
Palmer, RAM
Description
An account of the resource
38 items. The collection concerns Squadron Leader Robert AM Palmer VC, DFC and Bar (115772, Royal Air Force) and contains his log books, photographs, fact sheets, newspaper cuttings, documents, correspondence and a substancial history of his last operation. <br /><br />He flew one hundred and eleven operations as a pilot with 75, 149 and 109 Squadrons and was killed 23 December 1944 when leading a daylight operation as an Oboe marker.<br /><br />The collection also contains 51 items in a <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2178">Photograph album</a>.<br /><br />The collection has been donated to the IBCC Digital Archive by Penny Palmer and catalogued by Nigel Huckins. <br /><br />Additional information on Robert AM Palmer is available via the <a href="https://losses.internationalbcc.co.uk/loss/221528/">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
109 Squadron Pathfinders fact sheet
Description
An account of the resource
Gives history of 109 Squadron from reformation on 10 December 1940 until last bombs dropped on 2/3 May 1945. Covers development of blind bombing and Oboe. Moved to RAF Wyton as independent unit of newly formed Pathfinder force. Mentions first Oboe operation 20/21 December 1942. Account of Robert Palmer's operation which resulted in award of Victoria Cross. Includes drawings of squadron badge, Victoria Cross, Mosquito, Robert Palmer, seven squadron commanders, 8 Group and Bomber Command badges. List decorations, total number of operations and casualties.
Temporal Coverage
Temporal characteristics of the resource.
1940-12-10
1942-01
1944-12-23
1942-12-20
1942-12-21
1944-04-01
1945-04-21
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Wiltshire
England--Suffolk
England--Norfolk
England--Cambridgeshire
Germany
Germany--Cologne
Netherlands
Netherlands--Geleen
Germany--Berlin
Germany--Kiel
Atlantic Ocean--Baltic Sea
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
Format
The file format, physical medium, or dimensions of the resource
One page printed document
Identifier
An unambiguous reference to the resource within a given context
SPalmerRAM115772v10035
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
109 Squadron
582 Squadron
8 Group
air gunner
aircrew
Anson
bombing of the Normandy coastal batteries (5/6 June 1944)
Distinguished Flying Cross
Distinguished Flying Medal
Gneisenau
killed in action
Lancaster
Mosquito
Normandy campaign (6 June – 21 August 1944)
Oboe
Operation Manna (29 Apr – 8 May 1945)
Pathfinders
pilot
RAF Boscombe Down
RAF Little Staughton
RAF Marham
RAF Stradishall
RAF Tempsford
RAF Upper Heyford
RAF Wyton
Scharnhorst
shot down
Victoria Cross
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2563/44383/PParryWE2206.2.jpg
6e14252b43e345c5eeb465bc9ced0e38
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2563/44383/PParryWE2207.2.jpg
a5948ec032ec30d652af9cda031d52f9
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
Parry, William Edward
Parry, W E
Description
An account of the resource
34 items. The collection concerns Pilot Officer William Edward Parry DFC (1912 - 1996, 1177401 Royal Air Force) and contains his decorations, documents and photographs. He flew operations as a pilot with 9 Squadron.
The collection was loaned to the IBCC Digital Archive for digitisation by Frances Lee and catalogued by Barry Hunter.
Date
A point or period of time associated with an event in the lifecycle of the resource
2022-05-31
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
Parry, WE
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
On the reverse 'Barbara Mary, 9 Squadron Lancaster W4157 WS-V Lost on raid to Berlin 17/18 January 1943. Flown by F/S Gibson RCAF and crew., all were lost. It was named after the two nieces of the pilot of a previous crew, F/L James Cowen RNZAF'.
[undecipherable]
Barnacle
Smith
Wellgress
[undecipherable]
The Boss
Whitehouse
Franklin
Williams
Wilkins
[undecipherable]
[undecipherable]
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
12 Airman and a Lancaster
12 airmen and Lancaster 'Barbara Mary'
Description
An account of the resource
A mix of air and ground crew standing in front of a Lancaster. Additionally each man is named.
Spatial Coverage
Spatial characteristics of the resource.
Germany
Germany--Berlin
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 Canadian Air Force
Royal New Zealand Air Force
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Identifier
An unambiguous reference to the resource within a given context
PParryWE2206, PParryWE2207
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1943-01-17
1943-01-18
9 Squadron
aircrew
ground crew
killed in action
Lancaster
nose art
pilot
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2175/38167/SWilliamsonF1311249v10002.2.pdf
75962071818f2d492dc16d4b43cffdb5
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
Williamson, Frank-249
Description
An account of the resource
24 items. The collection concerns Frank Williamson (b. 1912, 1311249 Royal Air Force) and contains his log book, documents and newspaper clippings. He flew operations as an air gunner with 106 Squadron.
The collection has been donated to the IBCC Digital Archive by Lyn Williamson and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. 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
Williamson, F
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-01-30
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
1311249 Flt Sgt Williamson, Air Gunner Lancaster
Description
An account of the resource
A biography written by his son.
Creator
An entity primarily responsible for making the resource
J Williamson
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Manchester
Germany--Ruhr (Region)
England--Southwold
England--Frome
England--Northampton
England--Goole
England--Newark (Nottinghamshire)
Germany--Bochum
Germany--Cologne
Germany--Hamburg
Germany--Essen
Germany--Remscheid
Germany--Peenemünde
Germany--Leverkusen
Germany--Nuremberg
England--Bridlington
Germany--Hannover
Germany--Mannheim
Poland--Gdańsk
Germany--Munich
Germany--Kassel
Wales--Cardiff
England--Warwickshire
England--Southam (Warwickshire)
Germany--Berlin
England--Skegness
England--Lincolnshire
England--Northamptonshire
England--Suffolk
England--Yorkshire
England--Lancashire
England--Nottinghamshire
Germany--Oberhausen (Düsseldorf)
Germany
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Personal research
Format
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11 printed sheets
Identifier
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SWilliamsonF1311249v10002
Publisher
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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.
106 Squadron
5 Group
aerial photograph
air gunner
aircrew
B-17
bombing
bombing of Hamburg (24-31 July 1943)
bombing of Kassel (22/23 October 1943)
Bombing of Peenemünde (17/18 August 1943)
Distinguished Flying Cross
Distinguished Flying Medal
Gee
H2S
Halifax
Ju 88
Lancaster
Lancaster Mk 3
Master Bomber
Me 110
mine laying
Mosquito
Oboe
Operational Training Unit
Pathfinders
pilot
RAF Cottesmore
RAF Croft
RAF Fulbeck
RAF Kirkham
RAF Metheringham
RAF Morpeth
RAF Saltby
RAF Swinderby
RAF Syerston
RAF Wigsley
Stirling
target indicator
target photograph
training
V-1
V-2
V-weapon
Wellington
Window
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/939/31097/MMackieGA855966-180130-02.2.jpg
c0681f83298d58ed5e7fbe4d7bd9df61
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
Mackie, George
George Alexander Mackie
G A Mackie
Description
An account of the resource
Nine items. An oral history interview with George Mackie (1920 - 2020, 855966 Royal Air Force) with his log books, diary extract, list of operations, battle order and photographs. He flew operations as a pilot with 15 and 214 Squadrons.
The collection was catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-12-22
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Mackie, GA
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
15 SQUADRON WYTON
July 1941
6th N. France daylight
7th Frankfurt
12th N. France daylight
23rd La Rochelle daylight
25th Berlin abort
August 1941
25th Manheim
September 1941
19th Stettin
October 1941
12th Nuremburg
24th Brest
28th Pilsen
30th Paris
November 1941
1st Brest
15thh Kiel
25th Brest
27th Dusseldorf
January 1942
10th Emden
14th Hamburg
1651 HCU WATERBEACH
May 1942
30th Cologne 1,000
June 1942
1st Essen
22nd Cap d’ Antifer
July 1942
28th Hamburg abort
September 1942
17th Essen
214 SQUADRON VARIOUS AIRFIELDS
October 1943
17th Mining, Baltic
November 1943
14th Leverkusen
December 1943
1st Mining off Bordeaux
January 1944
4th N. France
21st Cherbourg
April 1944
20th Brussels
May 1944
1st Tours
8th Lanveoc-Poulmic
21st Kiel Bay
31st Saumur
June 1944
16th Kerkrade
July 1944
17th St Leu d’Esserent
24th Spoof
28th Stuttgart
August 1944
6th Spoof
12th Brunswick
17th Spoof
18th Bremen
September 1944
10th Holland
11th Darmstadt
12th Spoof
Losses 19 Stirlings 4 Fortresses
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
15 Squadron Wyton, 1651 HCU Waterbeach and 214 Squadron operations
Description
An account of the resource
List of operations from July 1941 until September 1943 for 15 Squadron, 1651 HCU at RAF Waterbeach and 214 Squadron at various airfields. Note at bottom; losses 19 Stirlings 4 Fortresses.
Format
The file format, physical medium, or dimensions of the resource
One page printed document
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
MMackieGA855966-180130-02
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
Great Britain
Germany
Poland
Atlantic Ocean--Bay of Biscay
Atlantic Ocean--Baltic Sea
Atlantic Ocean--English Channel
Netherlands
Czech Republic
Germany--Frankfurt am Main
France--La Rochelle
Germany--Berlin
Germany--Mannheim
Poland--Szczecin
France--Brest
Czech Republic--Plzeň
France--Paris
Germany--Kiel
Germany--Düsseldorf
Germany--Emden (Lower Saxony)
Germany--Hamburg
Germany--Essen
France--Le Havre
Germany--Leverkusen
France--Bordeaux (Nouvelle-Aquitaine)
France--Cherbourg
Belgium
Belgium--Brussels
France--Tours
France--Poulmic
France--Saumur
France--Creil Region
Germany--Stuttgart
Germany--Braunschweig
Germany--Bremen
Germany--Darmstadt
Germany--Nuremberg
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1941-07-06
1941-07-07
1941-07-12
1941-07-23
1941-07-25
1941-08-25
1941-10-12
1941-10-24
1941-10-28
1941-10-30
1941-11-01
1941-11-15
1941-11-25
1941-11-27
1942-01-10
1942-01-14
1942-05-30
1942-06-01
1942-06-22
1942-07-28
1942-09-17
1943-10-17
1942-11-14
1942-12-01
1943-01-04
1941-01-21
1943-04-20
1943-05-01
1943-05-08
1943-05-21
1943-05-31
1943-06-16
1943-07-17
1943-07-24
1943-07-28
1943-08-06
1943-08-12
1943-08-17
1943-08-18
1943-09-10
1943-09-11
1943-09-12
Contributor
An entity responsible for making contributions to the resource
David Bloomfield
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
15 Squadron
1651 HCU
214 Squadron
B-17
bombing
bombing of Cologne (30/31 May 1942)
Heavy Conversion Unit
mine laying
RAF Waterbeach
RAF Wyton
Stirling
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1297/20292/MBoltonJD67631-170906-01.2.pdf
720ef5ca80dd062d27d51d412648dc93
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
Bolton, J D
Description
An account of the resource
Three items. The collection concerns John Derek Bolton (915543, 67631) and contains two Log books and squadron maintenance log containing a memoir. He flew 80 operations as a pilot with 455, 571, 608 and 162 squadrons.
The collection has been loaned to the IBCC Digital Archive for digitisation by David Bolton and catalogued by IBCC Digital Archive staff.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-09-06
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Bolton, JD
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[Front of book]
[Page break]
P. = photo
[Underlined] 162 SQUADRON. [/underlined]
[Underlined] CREW STATE. 23RD MARCH,1945. [/underlined]
[Underlined] PILOTS. [/underlined]
W/Cdr. Bolton. DFC.
[Underlined] “A” FLIGHT. [/underlined]
P S/Ldr. Eddy, DSO.
F/Lt. Lucas.
P F/Lt. Bland.
P F/O. Connor, DFC.
P F/Lt. Whitworth.
F/O. Knights, DFM.
P F/Lt. Marson.
P F/Lt. Haden, AFC.
P W/O. Hanley.
P/O. Jones. E.G.
P F/Lt. Finlay, DFM.
F/O. Philip.
P F/Lt. Skillman.
F/O Rawsthorn. DFC.
[Underlined] NAVIGATORS. [/underlined]
P S/Ldr. Waterkeyn.
P F/Lt. Fawcett.
F/O Barnicoat, DFC.
P F/O Layton.
P P/O Chappell.
P F/O Tulloch.
F/S Robjohns.
F/Lt. Forrest, DFC.
P F/S Nichols.
P F/O. Clark. J.
F/Lt Snelling, DFC.
F/S Walker.
P F/O Allsop. DFM.
F/O Kennedy.
P F/O Tempest.
F/O Grant.
[Underlined] ‘B’ FLIGHT [/underlined]
P S/Ldr. MacDermott. DFM.
F/Lt Marshall.
P/O Jones. B.D.
P/O McGown. DFC.
F/O Lowe, DFM.
P/O Inkpen.
P P/O Richards.
P F/O Watt.
P F/Lt Hopkin.
P F/O Spurr.
P F/Lt. Waller.
P F/Lt Abraham.
F/O. Burgess, DFC.
F/O Smith, DFM.
F/Lt Goodman. AFC.
F/Lt McClelland. DFC.
P F/O Morrow.
P F/O Crabb, DFM.
P F/O Hagues, DFC.
P F/O Fisher.
Sgt. Heggie.
F/O Lawrence.
P F/O McGregor.
P P/O Clark. PF.
P F/S Hanrahan.
P F/O Kilpatrick.
P Sgt Grigg.
P F/S Gannon.
F/O Wallis, DFC.
F/O Booth.
F/O Kerr-Jarrett
F/O Sergeant.
P F/Lt. Alexander.
[Page break]
C.O.
[Underlined] No: 162 Squadron. [/underlined]
[Underlined] Date. 8th. April. 1945. [/underlined]
W/Cdr Bolton. DFC. J.D.
[Underlined] ‘A’ Flight. [/underlined]
S/Ldr Eddy. DSO.,DFC W.E.M.
F/Lt Lucas. W.E.
F/Lt Bland. H.V.
F/O Connor. DFC. B.A. {Aus).
F/L Whitworth. J.L.
F/O Knights. DFM. B.M.
F/O Marson. J.
F/Lt Haden. DFC., AFC. F.A.
W/O Henley. W.J.A. (NZ).
F/O Jones. E.G.
F/L Stewart. C.O.
F/L Finlay. DFM. T.
F/O Philip. R.T.
F/L Skillman. D.W.
F/L Rawsthorn. DFC. R.J. (Aus).
[Underlined] NAVIGATORS [/underlined]
S/Ldr. Waterkyn. DFC. S.R.
F/Lt. Fawcett. DFC I.J. (Aus).
F/O. Barnicoat. DFC. I.H.
F/O. Layton. F.
P/O. Chappell. B.W. (Aus).
F/O. Tulloch. W.A. (CAN).
F/Sgt. Robjohns. J.K. (Aus).
F/Lt. Forrest. DFC. H.L. (Can).
F/Sgt. Nichols. D.T. (Aus)
P/O. Clark. J.
F/Lt. Snelling. DFC. R.G.
P/O. Walker. H.G. (Aus).
F/O. Allsop. DFM. G.
F/O. Kennedy. A.E.
F/O. Tempest. K.
F/O. Grant. D.E. (N.Z.)
[Underlined] ‘B’ Flight. [/underlined]
S/Ldr MacDermott. DFM. P.A.C.
F/L Marshall. A.J.
P/O McGown. DFC. W.L.
F/O Lowe. DFM. M.C.
W/O Inkpen. H.
F/O Richards. J.H.B.
P/O Watt. J. (N.Z.)
F/Lt Hopkin. B.H.B.
F/O Spurr. C.W. (Aus).
F/L Waller. R.R. (Aus).
F/L Abraham. G.C.
F/O Burgess. DFC. E.F.
F/O Smith. DFM. P.A.F.
F/O Goodman. AFC. A.P.
F/L McClelland. DFC. D.
F/O. Morrow. DFC. T.M.V.
F/O. Crabb. DFM. J.L.
F/O. Fisher. A.H. (Can).
Sgt. Heggie. A.
F/O. Lawrence. J. (Can).
F/O. McGregor. D.G. (Can).
P/O. Clark. R.F. (Can).
F/Sgt. Hanrahan. I.T. (Aus).
F/O. Kilpatrick. J.P.P.
Sgt. Grigg. W.K.
F/Lt. Gannon. B.H.
F/O. Wallis. DFC. A.G.
F/O. Booth. C.H.
F/O. Kerr-Jarrett. DFC. I.
F/O. Sergeant. R.A.
[Underlined] Tour Expired. [/underlined]
F/O Jones. B.D. (N.Z.)
F/O. Hagues. DFC. A.
F/Lt. Alexander. DFM. J.
[Underlined] Detached. [/underlined]
Swain. D.H.
F/O. Bayon. M.H.
[Page break]
[Underlined] RECOLLECTIONS OF 455 (AUSTRALIAN) SQUADRON [/underlined]
[Underlined] AUGUST 1941 – APRIL 1942 [/underlined]
After nearly 35 years it is difficult to remember much detail, and incidents that stick in one’s mind tend to be personal ‘line-shoots’. The following notes are mainly such recollections and throw regrettably little light on individuals in the Squadron, - either aircrew or ground crew.
From a pilot’s viewpoint the Hampden, as a medium bomber, handled vastly better than the Wellington whose controls seemed to be connected by elastic, or the Whitley which felt a very heavy bomber indeed. Its only vice was something which few people experienced – a kind of spiral descent with the rudders locked hard over, resembling a spin except that it took place in a fairly flat attitude and above stalling speed. It was apparently induced by heavy-footed application of the rudder with little or no bank, and recovery was said to be difficult once the rudders had locked themselves. On one occasion W/Cdr. Sheen at Upper Heyford set out to investigate the phenomenon; I cannot remember what success he had, but he certainly survived the experiment.
In retrospect and the light of subsequent statistics there seems no doubt that Bomber Command‘s effort up to the middle of 1942 was largely a waste of time, money, aircraft and men. Losses were very heavy and results almost negligible. Most navigators, like the rest of us, had little training or experience and there were virtually no aids. Some had a smattering of astro but were seldom able to use it, and D.F. loop aerials were usually out of effective range of suitable stations or subject to ingenious enemy interference. In conditions of cloud and darkness visual pinpoints were infrequent, and most navigation was unaided D.R. – a process not far removed from wishful thinking. There were, of course, spectacular and successful attacks by bomber forces and by individual aircraft, but these were exceptions to the normal routine. One sortie in which we played an inconspicuous but reasonably successful part was to Lubeck (March 28th./29th. 1942); [inserted] Satur 27 [/inserted] conditions were unusual in providing clear moonlight and a coastal target which was easy to identify and almost undefended, so that careful and accurate bombing runs were possible without the distractions of flak and searchlights. When no ground detail was visible one was apt to suppose that the target lay under the heaviest defences, - an assumption sometimes invalidated by elaborate decoys with flak, searchlights, dummy fires and bomb-bursts. Early in 1942 the introduction on a small scale of radar for navigation and target-marking began to change the picture. The first marking efforts may or may not have been accurate but I am afraid our reaction was sceptical – “They think the target is over there; still, they’re not doing too badly tonight”. When 8 Group really got going, however, the situation improved dramatically.
Individual names and vaguely remembered faces:-
W/Cdr. Gyll Murray, the Squadron’s first C.O.; his successor W/Cdr. Lindeman who took things very seriously; Derek French and “Runt” Reynolds the original flight-commanders; later flight-commanders Jimmy Clift and Dicky Banker (whose pipe and old 3-litre Bentley radiated solid invincibility); P/Os Metcalf and Tony Hibell who, with their crews and ourselves formed the initial English contingent; my first crew Sgt. Redwood (a quietly efficient navigator), Sgt. Baynes (a rather lugubrious but always willing wireless-operator) and P/O ‘Twon’ Symonds (who shared my discovery that the inter-comm. was an excellent medium for imitating Robertson Hare, the phrase “Oh Navigator” coming over particularly well); P/Os Mick Martin (of later fame) and Jimmy
[Page break]
Catanach (an irrepressible character); Flt. Lt. Fleming (a gunnery specialist who seemed old enough to be our uncle); P/O Gordon Lind (a cheerful and determined navigator who took Sgt. Redwood’s place). With some interchange through illness or injury, and the loss-rate then prevalent, crew members tended to come and go but P/O Lind put up with me for 25 trips, Sgt. Baynes for 22 and P/O Symonds for 11 (until he was lost with another crew). One can only admire the navigators, wireless-operators and gunners who blithely entrusted themselves to pilots with as little experience as most of us had.
Line-Shoots, (not, I hope, too coloured by the passage of time) :-
[Underlined] Fuel Shortage [/underlined]
Returning from an expedition to Hamburg in our early days (September 15th./16th. 1941) [inserted] Sortie ③ [/inserted] we aimed to re-cross the coast north of the Wash. In due course the coast appeared with a sizable inlet on the port side, and we continued westwards with no anxieties except the readings of the fuel gauges. Searchlights seemed to be playing a new game which we watched with curiosity; several would point vertically upwards and swing down in unison to concentrate on an area ahead of us, repeating this behaviour again and again. At last the penny dropped when we saw what they were illuminating; our inlet was not the Wash but the Humber, and directly ahead was the Hull balloon barrage. A hasty alteration of course saved this situation, but the fuel readings were now very low indeed. None too soon a Drem system appeared, and without waiting for R/T contact we dropped the wheels in a tight circuit, encouraged by a green Verey light from the flare-path. Turning in for the final approach one engine began cutting in and out intermittently and, at the end of the landing run after a rather snake-like arrival, something roared overhead and disappeared.
The place turned out to be Hibalsdstow, a night-fighter station, and after reporting our night’s doings and asking for a message of thanks to be conveyed to the searchlight crews we repaired to the Mess. Over bacon and eggs someone came up and asked whether Twon and I were in the Hampden that had just landed. He proved to be a Beaufighter pilot who had followed us for some time under the hopeful impression that we were hostile, but had fortunately identified us visually. We, to our shame, had not seen him but Hibaldstow was his base and the green light had been intended for him. Dipping the tanks the following morning revealed almost no detectable fuel.
[Underlined] Unthinking Reaction [/underlined]
Apart from the corkscrew at a later date pilots were not taught evasive action, the official view apparently being that such behaviour was unworthy and that the efforts of ground defences should be ignored. When massive bomber streams developed as a defence against radar the collision risk made it essential to fly straight and level; in 1941/2 however we were operating in comparatively small numbers, and early in this period each crew planned its own route to the target. In such conditions it seemed to me foolhardy to sit still while being shot at, although the theory existed that one was as likely to weave into a shell-burst as out of one. Whether or not it was effective the feeling of doing something was of psychological benefit, and I began to ponder the best form of action to take. Radar-controlled flak and searchlights were just coming into use, though some enemy defences still relied on the old method of sound location. (This was well illustrated by the searchlight belt which stretched, as far as I remember, roughly from Hamburg to the Ruhr. It was often possible to cross this belt undetected provided one did so in a glide; as soon as the throttles were opened the searchlights sprang up behind). Whatever system was in use it was evident that the chap on the ground must assess the aircraft’s height, track and groundspeed to have a hope of hitting it, and had shot his bolt once he had pressed the trigger. Thereafter, the aircraft had the time of flight of the shell, which might be 15 seconds or so depending on height) in which to get out of the way. Until the advent of “Boozer” much later in the War there
[Page break]
Was no sense of telling whether anyone was aiming at you, but gun-flashes were easy to distinguish and those some distance away could be ignored. The requirement therefore seemed to be to spot gun-flashes which might have personal intent and, unless on final approach to the target, to vary immediately one’s height, track or groundspeed. (At one stage the Germans were reputed to be cheating in this game by using flashless powder). If all three factors could be changed simultaneously the effect would obviously be greater, and the simplest way of doing this seemed to be a steep diving turn (as beloved by film-producers of the period), subsequently climbing back on course. The penalty was a small change in E.T.A. but no other appreciable effect on navigation, and time on target was not then critical. For want of anything better the same manoeuvre could be used when caught by searchlights, and I therefore set out to react instinctively with a steep diving turn whenever hostile activity was directed at us from the ground. At first the navigator grumbled, since he often had to grub around the floor for his pencils and instruments, but clusters of shell-bursts on our previous track made his concede that there might be something in it.
Disaster, however, nearly resulted from a ‘gardening’ expedition to the channel between the Friesian Islands and the mainland. The mine-laying process involved searching, at 1000 feet or so, until a prominent feature of the coast could be identified immediately below, and making a short timed run from this landmark to the planting point for the ‘vegetable’ which had to be released at controlled speed and a height of about 500 feet, in order that it should not drift too far on its parachute or break up by hitting the water too fast. On this occasion it was dark below cloud-base at about 1200 feet, and while looking for our pin-point we were suddenly coned by several searchlights. I reacted instinctively, and a few seconds elapsed before something occurred to me; we normally lost about 1500 feet in this manoeuvre, but had only started at 1000. The Hampden staggered out of the dive, the searchlights had lost us, being unable to depress sufficiently, but in their light reflected from the cloud we saw wave tops apparently flashing past the window. There was, perhaps, a second to spare.
[Underlined] A Heaven-Sent Opportunity [/underlined]
Some genius, presumably at Bomber Command, proposed that 5 Group Hampdens should help the rapidly vanishing Blenheims in low-level daylight operations, - an employment with a distinctly limited future. The role was filled very successfully by 2 Group Mosquitoes a year or two later, but the Blenheim and Hampden were far too slow and vulnerable for the job.
By way of a start we were given an exercise one afternoon (December 17th. 1941), which involved coming in over the coast and attempting to reach the ‘target’ represented by a level-crossing in East Anglia, without being intercepted by a squadron of Spitfires. The golden phrase at briefing was that we should ‘make use of natural cover’. East Anglia not being rich in mountains and valleys the cover, such as it was, must surely consist of vegetation. The opportunity was too good to be missed, since low flying without good cause was a serious crime.
At the first attempt we crossed the coast off track, and I remember a lighthouse-keeper looking down on us from his balcony. This seemed to be wrong, and we retreated out to sea for another approach. With the right landmarks all seemed to be going well and I settled down to the process of crossing a field, lifting to clear the far boundary and dipping down into the next field. We found that the Hampden’s tin belly made a most satisfying ‘zip’ as it touched the twiggy bits at the top of a tree, and I was enjoying things immensely; the rest of the crew, to their credit, made no comment though Sgt. Baynes from time to time reported sadly “Hit a tree”. I noticed a milkman, apparently startled by our approach, sprinting down someone’s garden path to catch his horse before it bolted.
Near our intended track was a wireless station with fairly tall masts,
[Page break]
and I was anxious not to come on this unexpectedly. Aiming to clear the trees ahead I glanced aside to look for the masts, but lurking behind the line of trees was another much taller one which seemed to fill the entire view when I again looked where we were going. It was too late to do much, and we passed through the upper part of the tree with a splintering crashing sound.
There seemed to be no serious damage and each of the crew confirmed that he was unhurt, except the navigator. This was worrying, as Gordon Lind had been down in the nose below the pilot’s compartment and was not replying on the inter-comm. A slot in the floor by the pilot’s feet communicated with the bomb-aiming compartment and through this slot, while Sgt. Baynes was going forward to investigate, came two bloodstained fingers in rather a rude gesture. Gordon had seen the tree coming and instinctively recoiled, jerking his inter-comm. plug out of its socket as he did so. The perspex nose was smashed, subjecting him to a good deal of wind and noise, but he was fortunately unhurt apart from a cut on the face. We decided at this stage that it was best to go home but a problem arose on arrival, as the throttle would not close fully and the aircraft persistently drifted off the runway. We finally landed at the third attempt, and on reaching dispersal located the trouble. A control-rod inside the tailplane leading-edge had been severed so that one of the twin rudders was no longer connected, and pieces of wood lodged in the engine cowling were jamming part of the throttle linkage.
Feeling rather foolish, and with visions of charges of hazarding one of His Majesty’s aircraft, I was summoned before the C.O. who said simply the briefing should not be taken so literally. Perhaps my impression that he lacked a sense of humour was unjustified. I still have, or had until recently, a twig and fragment of perspex to illustrate this incident, but the low-level daylight Hampden proposal died a natural death.
J.D. Bolton. June, 1976.
[Page break]
[Underlined] No 162 Squadron. [underlined]
[Underlined] CREW STATE. 22nd January 1945. [/underlined]
[Underlined] PILOTS. [/underlined]
W/Cdr Bolton, DFC.
[Underlined] ‘A’ FLIGHT. [/underlined
+ S/Ldr Eddy. DSO.
F/Lt Lucas.
F/Lt Bland.
F/Lt Hutchinson.
F/O Connor. D.F.C.
F/L Whitworth.
F/O Knights. D.F.M.
+ F/O Marson
F/Lt Haden. AFC.
W/O Henley
F/O E.G. Jones.
F/L Stewart.
[Underlined] NAVIGATORS. [/underlined]
S/Ldr Stanbridge.
F/L Alexander D.F.M.
F/O Barnicoat. D.F.C.
F/L Layton. D.F.C.
P/O Bird. D.F.C.
F/S Chappell.
F/O Tulloch.
F/S Robjohns.
F/L Forrest.
F/S Nicholls.
Sgt. Calrk.
F/L Snelling.
F/S Walker.
[Underlined] ‘B’ FLIGHT. [/underlined]
S/Ldr McDermott. DFM.
F/Lt Owen.
+ F/L Marshall.
F/O B.D. Jones.
F/O McGown. DFC.
F/O Lowe. D.F.M.
P/O Way.
W/O Inkpen.
+ F/O Richards.
P/O Watt.
F/Lt Hopkin.
+ F/O Spurr.
F/O Morrow.
F/O Crumplin. D.F.M.
F/O Crabb. DFM.
F/O Hagues.
F/O Fisher.
Sgt Heggie.
Sgt Fossitt.
F/O Lawrence.
F/O McGregor.
F/S Clark.
F/S Hanrahan.
F/O Kilpatrick.
+ Denotes crews on 7 days leave.
[Page break]
[Underlined] 162 SQUADRON [/underlined]
[Underlined] LIGHT NIGHT STRIKING FORCE [/underlined]
MOSQUITO MK. XXV, XX.
BOURN
DECEMBER 18th 1944
[Underlined] BATTLE ORDERS [/underlined]
[Signature]
[Page break]
1 [Underlined] 19.12.44 [/underlined]
3 aircraft
A S/Ldr Eddy
B F/Lt Owen
G W/O Way
Reserve H
O.C. W/Cdr Bolton
Duty Nav. S/Ldr Stanbridge
Brief Nav. 1400
Brief Main 1445
Coffee & sandwiches 1500
Cancelled
Weather
[Page break]
[Underlined] 20.12.44 [/underlined] 2
6 aircraft
A S/Ldr Eddy
B F/O Jones
C F/Lt Bland
F W/O Henley
G W/O Way
H F/Lt Owen
Reserve E
O.C. W/Cdr Bolten
Duty Navs. S/Ldt Stanbridge
F/O Tulloch
Cancelled
Weather
[Page break]
3 [Underlined] 21.12.44 [/underlined]
6 aircraft (3 early Windowers COLOGNE and 3 BONN)
A S/Ldr Eddy
B W/O Henley
C F/Lt Lucas
F F/O Connor
G F/Lt Bland
E F/O Jones
Reserve H
O.C. W/Cdr Bolton
Duty Navs. S/Ldr Stanbridge
F/O Tulloch
Meal 1315
Brief Nav. 1400
Brief Main 1500
A very good show all round. Visibility 800 yards for take-off and 1500 yards for return. All aircraft windowed and bombed successfully. Take-off somewhat straggling but should improve. Bombing-up completed only just in time owing to lack of armourers.
F (F/O Connor) lost top hatch on first attempt to take off, but was fitted with another, got off 10 minutes late and reached target with other aircraft. All slightly late due to wind change.
A (S/Ldr Eddy) landed at FORD.
[Page break]
[Underlined] 22.12.44 [/underlined] 4
6 aircraft (3 early windowers and 3 )
E F/O Jones }
F F/Lt Marshall } E.W. 1844
G F/Lt Bland }
B W/O Henley }
C F/O Whitworth }
D P/O McGown }
Reserve H
O.C. W/Cdr Bolton
Duty Navs. S/Ldr Stanbridge
F/O Lawrence
F/O Barnicoat
[Deleted] Brief Nav. 1400
Brief Main 1500
Coffee & sandwiches 1515 [/deleted]
Call 2300
Meal 2330
Brief Nav. 0015
Brief Main 0100
Cancelled
Weather
[Page break]
7 [Underlined] 25.12.44 [/underlined]
[Drawing of a sprig of holly]
[Page break]
SECRET – NOT/WT
[Station Stamp]
[Circled] 14 [/circled]
EMERGENCY
BOU T. BOURNE
GSD T. GRANSDEN
DOW T. DOWNHAM
LTS T. L/STAUGHTON
UPW T. UPWOOD
WTN T. WYTON
WBS T. WARBOYS
V GPH GPH 66/25 ‘O’ ‘O’
FROM PATHFINDERS 1130A
TO ALL P.F.F. STATIONS
SECRET COY BT
C. [Underlined] XMAS PUD AT 1930 [/underlined] (DURATION T.F.N)
22/105 + 25/109 + 14/139 + 15/128 + 15/142 + 14/571 + 140
+ 14/608 + 14/692 + 8/162 + 16/7 + 16/35 + 16/156
+16/405 + 16/582 + 16/635 + 6/1409 + ANY ODDS AND SODS
OF 1655
D. MXEXXX
[Underlined] METHOD [/underlined] WILL BE UNCONTROLLED MUSICAL CHAIRS.
(1) [Underlined] BLIND (DRUNK) MARKERS [/underlined] WILL FURTIVELY MARK THE A/P WITH LIGHT AND DARK BROWN T.I’S FROM TIME TO TIME.
(2) [Underlined] MASTER AND MISTRESS [/underlined] WILL ATTEMPT TO CONTROL THE PARTY (AND THEM SELVES) BUT IF CONDITIONS MAKE IT IMPOSSIBLE, THEY WILL RETIRE FROM THE FESTIVITIES.
(3) [Underlined] LONGSTOP. [/underlined] (THE DRUNKEN ? – )
WILL SEE EVERYONE ELSE OFF AND FINALLY STAGGER INTO THE GLOOM SINGING LOUDLY AND UNMUSICALLY.
(4) [Underlined] BACKERS UP [/underlined] WILL DROP IN AT THEIR OWN DISCRETION.
(5) [Underlined] SUPPORTERS [/underlined] WHO [underlined] MUST [/underlined] BE ON TIME, BUT WILL NOT KEEP SOBER, WILL DROP EVERYTHING AND RUN AT THE FIRST SIGN OF ATTACK.
(6) THERE WILL BE NO EARLY RETURN OR CANCELLATION.
ALL CREWS WILL TURN TO PORT AFTER ATTACKING THE TARGETS
(M) [Underlined] BOMBLOADS [/underlined]
2 X 12 FIRKINS + 6 NOGGINS + 1 LONG DELAY (6 TO 36 HOURS)
ALL T.I’S FUSED VERY LOW.
(N1) [Underlined] ROOT [/underlined] BASE – BAR (A/P = PIG’S EAR) – BASE.
(N2) [Underlined] GEE WHIZ [/underlined] (LAVATORY CHAINS NORMAL)
[Underlined] JAY [/underlined] + JOHNNY WALKER
(N3) THE VILLAGE INN WILL BE OPEN.
BT 1130A
OO
TOD 1155A/K.WILCOCK
(COLD SOBER)
OPS
Stn Cdr
105 CO
162 CO √
AS FOR K WITH R
BOU K WITH R
R1200A FER AH
[Page break]
[Underlined] 26.12.44 [/underlined] 8
6 aircraft ( )
E F/O Whitworth }
G W/O Henley } From GRAVELEY
F F/Lt Hutchinson }
A F/O Marson }
B F/O Lowe } From BASE
C F/O Knights }
Reserve H
O.C. W/Cdr Bolton
S/Ldr Eddy (Graveley)
Duty Navs. S/Ldr Stanbridge
F/O Hagues
F/Lt Alexander (Graveley)
Meal 1300
Brief Nav. 1345
Brief Main 1430
Transport for Graveley 1200
Cancelled
Weather
[Page break]
9 [Underlined] 27.12.44 [/underlined]
[Deleted] 7 [/deleted] 4 aircraft (E.W. OPLADEN)
E F/O Whitworth }
G W/O Henley } From GRAVELEY
F F/Lt Hutchinson }
A F/O Marson }
B F/O Lowe } From BASE
C F/O Knights }
H F/S Marshall }
No reserve
O.C. W/Cdr Bolton
S/Ldr Eddy (Graveley)
Duty Navs. S/Ldr Stanbridge
F/Sgt Chappell
F/Lt Alexander (Graveley)
Meal [deleted] 1315 2015 [/deleted] 0115 Call 00.45
Brief Nav. [deleted] 1400 2100 [/deleted] 0200
Brief Main [deleted] 1445 2145 [/deleted] 0245
Transport for GRAVELEY 1245
Target changed 3 times and postponed twice. Graveley aircraft finally cancelled owing to ice.
Ground-crew chiefly responsible to very poor take-off. All aircraft very late – one 19 minutes.
H (F/Lt Marshall) and C (F/O Knights) did very well to make up time and arrive punctually on target . Other 2 aircraft late.
A (F/O Marson) had oxygen trouble which may have accounted for poor navigation.
[Page break]
[Underlined] 28.12.44 [/underlined] 10
6 aircraft (FRANKFURT)
E S/Ldr McDermott
A P/O McGown
D F/Lt Lucas
F F/O Connor
G W/O Inkpen
H F/O Jones
No reserve
O.C. W/Cdr Bolton
Duty Navs. S/Ldr Stanbridge
F/O Fisher
P/O Bird
Meal 1315
Brief Nav. 1400
Brief Main 1500
G (W/O Inkpen) cancelled. Pitot head u/s and only spare head found also u/s.
A much better take-off and quite a good attack.
E (S/Ldr McDermott) had U.H.F. and generator failure on take-off but bombed target successfully, visually identifying built-up area.
[Page break]
11 [Underlined] 29.12.44 [/underlined]
6 aircraft ( )
A F/Lt Marshall
H F/Lt Owen
B F/O Lowe
F F/Lt Hutchinson
D F/O Knights
E F/O Marson
No reserve
O.C. W/Cdr Bolton
Duty Nav. S/Ldr Stanbridge
Meal 1315
Brief Nav. 1400
Brief Main 1500
Cancelled
Weather
[Page break]
[Underlined] 30.12.44 [underlined] 12
10 aircraft (8 HANOVER and 2 spoof DUISBERG)
A S/Ldr Eddy }
H F/Lt Owen } [deleted] 1835 [/deleted] 2050
G F/Lt Marshall }
E F/O Marson }
F F/Lt Hutchinson }
T W/O Inkpen }
B F/O Lowe } 1830
C W/O Way }
U [deleted] R [/deleted] P/O McGwon }
D F/O Knights }
Reserves [deleted U, [/deleted] V
O.C. W/Cdr Bolton
Duty Navs, S/Ldr Stanbridge
F/Sgt Chappell
[Underlined] E C [/underlined]
Meal 1315
Brief Nav. 1400 1630
Brief Main 1445 1715
A very good effort on the part of aircrews, but ground crews still disorganised. Armourers late with bombing-up, and several aircraft not filled with oxygen. All aircraft took off exactly on time except T which had no oxygen. Nearly all were on target on time. Both attacks quite successful.
D (F/O Knights) had oxygen trouble and engine failure after leaving target. Returned on one engine and landed at WOODBRIDGE.
G (F/Lt Marshall) swung off flare-path on landing and ended up on belly – apparently undercarriage failure. Crew unhurt.
[Page break]
13 [Underlined] 31.12.44 [/underlined]
12 aircraft (2 E.W. OSTERFELD and 10 BERLIN)
C F/Lt Marshall }
X W/O Way } E.W. 1845
V S/Ldr McDermott }
A F/Lt Lucas }
U F/Lt Owen }
F F/Lt Connor }
Y F/O Jones } 1855
H F/Lt Hutchinson } or 1830
T W/O Inkpen }
E F/O Marson }
R P/O McGown }
B F/O Lowe }
[Grid of START, A/B and S/C times]
Reserves Z,S.
O.C. W/Cdr Bolton
Duty Navs. S/Ldr Stanbridge
F/Lt Alexander
Meal 1315
Brief Nav. 1400
Brief Main 1445
C, Y, A, and B cancelled – u/s.
A chaotic start, due to aircraft not being ready; some had not even been refuelled. – N.C.O. i/c on a charge. Several which did get off were late, but crews did well to make up time and both attacks were quite successful.
F (F/O Connor) had stbd. engine fail and catch fire at enemy coast. Port engine would not run smoothly above +3lb boost. Bombed near TERSCHELLING and returned to base on port engine at +3lb. boost, WOODBRIDGE being covered with low cloud. Landing excellent in spite of drift.
[Page break]
[Underlined] 1.1.45 [/underlined] 14
10 aircraft (2 E.W. DORTMUND and 8 HANAU)
E F/O Connor }
V F/Lt Marshall } E.W. 1915
A S/Ldr Eddy }
B F/Lt Lucas }
H F/O Knights }
Y F/O Jones }
X F/O Lowe } 1855
R P/O McGown }
U [deleted] Z [/deleted] W/O Way }
T W/O Inkpen }
[Grid of START, A/B and S/C times]
Reserves G, [deleted] U.
O.C. W/Cdr Bolton
Duty Navs. S/Ldr Stanbridge
F/Lt Forrest
P/O Bird
Brief Nav. 1400
Brief Main 1445
Coffee & sandwiches 1500
A much better take-off, though port engine of Z would not start, apparently due to c/o over-doping as pilot took reserve aircraft, and engine started perfectly immediately afterwards. – Clueless ground crew and pilot. Both attacks successful. Only one Oboe T.I. dropped on HANAU, but all crews saw and bombed it.
H (F/O Knights) early return. Rough running, wavering revs, and loss of power on one engine. Landed WOODBRIDGE.
[Page break]
15 [Underlined] 2.1.45 [/underlined]
10 aircraft (3 E.W. NUREMBURG and 7 BERLIN)
Y F/O Jones }
V F/Lt Owen } E.W. 1930
B F/Lt Lucas }
A S/Ldr Eddy }
S F/Lt Marshall }
C F/Lt Hutchinson }
X F/O Lowe } 1900
G F/O Marson }
R F/O Connor }
Z F/O Knights }
[Grid of START, A/B and S/C times]
Reserves T, U.
O.C. W/Cdr Bolton
Duty Navs. S/Ldr Stanbridge
F/O Morris
F/O Lawrence
Brief Nav. 1345
Brief Main 1430
Coffee & sandwiches 1445
Take-off and landing times good – 6 aircraft down in 9 minutes. Both attacks very successful and all aircraft on BERLIN within 2 minutes.
Z (F/O Knights) landed at MANSTON with engine, generator and hydraulic trouble.
[Page break]
[Underlined] 3.1.45 [/underlined] 16
9 aircraft (6 and 3 )
Y F/O Jones } }
B F/Lt Lucas } }
X F/O Lowe } }
V S/Ldr McDermott } }
A F/Lt Hutchinson } } 2200
U F/Lt Owen } }
E F/O Marson } }
T W/O Way } }
R P/O McGown } }
Reserves G, C.
O.C. W/Cdr Bolton
Duty Navs. S/Ldr Stanbridge
F/O Lawrence
Meal 1630
Brief Nav. 1715
Brief Main 1800
Cancelled
Weather
[Page break}
17 [Underlined] 4.1.45 [/underlined]
10 aircraft (2 attacks on BERLIN)
V S/Ldr McDermott }
E F/O Marson }
X F/O Owen } 1950
T F/O Connor }
H F/Lt Hutchinson }
Y W/Cdr Bolton }
U F/Lt Marshall }
B F/Lt Lucas } [deleted] 2250 [/deleted] 2350
C F/O Knights }
G W/O Way }
[Grid of START, A/B and S/C times]
Reserves S, Z.
O.C. S/Ldr Eddy
Duuty Navs. F/Lt Alexander
F/O Hagues
F/O Lawrence
I
Brief Nav. 1500
Brief Main 1545
Coffee & sandwiches 1600
II
Meal 1830
Brief Nav. 1915
Brief Main 2000
B, C, and G cancelled owing to snowstorm at take-off time.
Both attacks ruined by 139 Sqdn’s poor timing and scattered marking.
T (F/O Connor) landed at FOULSHAM due to generator and A.S.I. failure, and icing.
H (F/L Hutchinson) landed at LITTLE SNORING with generator and hydraulic trouble “LARGETYPE” very helpful and ingenious in giving him his fixes.
S/Ldr Stanbridge did trip with oxygen tube in mouth, owing to lack of connecting socket. Passed out near BREMEN when tube fell out, but revived at 14,000’ and navigated successfully to target.
[Page break]
[Underlined] 15.1.45 [/underlined] 18
10 aircraft (4 E.W. HANOVER and 6 BERLIN)
A S/Ldr Eddy }
Y F/O Jones }
B F/Lt Lucas } E.W. 2150
X F/O Lowe }
S F/Lt Marshall }
J F/Lt Bland }
U W/O Way }
C F/O Knights } 2215
V [deleted] Z [/deleted] P/O McGown }
E W/O Henley }
[Grid of START, A/B and S/C times]
Reserves G, [deleted] V [/deleted]
O.C. W/Cdr Bolton
S/Ldr McDermott
Duty Navs. S/Ldr Stanbridge
F/O Morrow
F/O Crumplin
Meal 1615
Brief Nav. 1700
Brief Main 1745
A very successful night. Take-off still slightly straggled, but both attacks went very well.
[Page break]
19 [Underlined] 6.1.45 [/underlined]
9 aircraft (2 E.W. HANAU and 7 )
S S/Ldr McDermott }
A F/O Marson } E.W. 1900
U F/Lt Owen }
C F/O Knights }
Y F/O Jones }
B F/O Connor }
Z W/O Way }
H F/O Whitworth }
E W/O Henley }
Reserves G, R.
O.C. W/Cdr Bolton
S/Ldr Eddy
Duty Navs. S/Ldr Stanbridge
F/O Lawrence
F/Sgt Robjohns
Brief Nav. 1400
Brief Main 1445
Coffee & sandwiches 1500
U, C, Y, B, Z, H & E Cancelled – Weather
Both aircraft off on time and both windowed successfully on time. Only glow of markers visible owing to cloud.
[Page break]
[Underlined] 7.1.45 [/underlined] 20
10 aircraft (3 E.W. MUNICH, and 7 HANOVER)
U F/Lt Owen }
H F/O Connor } E.W. 2230
Y F/O Jones }
A S/Ldr Eddy }
V F/Lt Marshall }
B F/Lt Lucas }
Z W/O Way } 2150
C F/O Whitworth }
R [deleted] D [/deleted] W/O Henley }
W F/O Marson }
[Grid of MINS LATE, START, A/B and S/C times]
Reserve [deleted] R [/deleted]
O.C. W/Cdr Bolton
Duty Navs S/Ldr Stanbridge
F/O Layton
F/O Lawrence
Meal 1600
Brief Nav. 1645
Brief Main 1730
Take-off very poor indeed. Only one aircraft on time – B (F/Lt Lucas). C (F/O Whitworth) 22 minutes late owing to frozen snow on airscrews. Last snow had fallen at 1500 hrs. and no attempt had been made to clean it off since then. ‘D’ not refuelled owing to bowser breakdown. Average time late – 7 minutes. ‘Y’ had not been bombed-up. Several aircraft had no dinghies.
H (F/O Connor) took off with pitot-head cover on. Fault of aircrew & groundcrew; rigger on charge. Completed trip & landed at WOODBRIDGE.
R (W/O Henley) sent V.H.F. message saying trouble with fuel feed from main tanks; preparing to abandon aircraft. Aircraft missing, but crew believed safe in HOLLAND.
[Page break]
21 [Underlined] 8.1.45 [/underlined]
6 aircraft ( )
S F/Lt Owen
D F/O Knights
Y F/O Richards
T W/O Inkpen
G F/Lt Bland
J F/O Whitworth
Reserve W
O.C. S/Ldr McDermott
Duty Navs. F/Lt Alexander
F/O Hagues
Brief Nav. 1415
Brief Main 1500
Coffee & sandwiches 1515
Cancelled – Weather
[Page break]
[Underlined] 9.1.45 [/underlined] 22
8 aircraft ( )
W F/Lt Owen
H F/Lt Whitworth
X F/O Richards
F F/Lt Bland
T W/O Inkpen
C F/O Knights
S P/O Way
E F/O Marson
Reserves A, V.
O.C. W/Cdr Bolton
Duty Navs. S/Ldr Stanbridge
F/O Crabb
[Deleted] Brief Nav. 1400
Brief Main 1445
Coffee & sandwiches 1500 [/deleted]
Meal 2030
Brief Nav. 2100
Brief Main 2200.
Cancelled
Weather
[Page break]
23 [Underlined] 10.1.45 [/underlined]
9 aircraft (HANOVER)
B F/Lt Lucas
V [deleted] U [/deleted] F/Lt Owen
W W/O Inkpen
F F/Lt Whitworth
X F/O Richards
G F/Lt Bland
D F/O Knights
S F/O Jones
E F/O Marson
[Grid of START, A/B and S/C times]
Reserves A, [deleted] V. [/deleted]
O.C. W/Cdr Bolton
Duty Navs. S/Ldr Stanbridge
F/Lt Alexander
F/Sgt Chappell
Brief Nav. 1400
Brief Main 1445
Meal 1515
X Cancelled- weather doubtful and inexperienced crew.
An excellent show all round. All aircraft off on time in spite of difficult conditions of snow on aerodrome. Attack very successful, and all aircraft on target within 1 minute. Weather very poor for return with low cloud and more snow, but all crews coped very well.
B, W, and D diverted to WYTON.
Remainder landed at base.
[Page break]
[Underlined] 13.1.45 [/underlined] 24
12 aircraft (6 and 6 spoof)
V S/Ldr McDermott }
A F/Lt Whitworth }
Y F/O B. Jones }
C F/O Knights }
U P/O Watt }
G F/Lt Bland }
S F/Lt Marshall }
F F/O Connor }
X F/O Richards } Spoof 2245
B F/O E. Jones }
T W/O Inkpen }
E F/Lt Haden }
Reserves D, W.
O.C. W/Cdr Bolton
Duty Navs. S/Ldr Stanbridge
F/O Crumplin
F/O Barnicoat
Cancelled
Weather
[Page break]
25 [Underlined] 14.1.45 [/underlined]
12 aircraft (4 E.W. MERSEBURG and 8 BERLIN)
V S/Ldr McDermott }
S F/O Spurr }
F F/O Connor }
T F/O Richards }
U P/O Watt } 2100
H [deleted B [/deleted] F/Lt Haden }
Y F/Lt Hopkin }
A F/Lt Stewart }
D F/Lt Whitworth }
B [deleted] C [/deleted] F/O Knights }
X P/O Way } E.W. 0001
G F/Lt Bland }
Reserves [deleted] H, [/deleted] Z
O.C. W/Cdr Bolton
S/Ldr Eddy
Duty Navs. S/Ldr Stanbridge
F/O Crabb
F/O Crumplin
[Underlined] E.W. Others. [/underlined]
Meal 1845 1545
Brief Nav. 1915 1615
Brief Main 2000 1700
A very good effort especially by new crews. Take-off good in spite of being very rushed owing to H hour being brought forward. Marking on BERLIN very scattered and defences mor effective than of late. MERSEBURG aircraft off rather late owing to last-minute change of flare-path. Attack successful.
T (F/O Richards) returned on one engine from BERLIN and landed at FRISTON. – A very good effort for his 1st operation.
4 aircraft hit by flak.
[Page break]
[Underlined] 16.1.45 [/underlined] 26
12 aircraft (3 E.W. and 9 )
F F/O Connor }
C F/O Lowe } E.W. [deleted] 2030 2115 [/deleted] 2215
V F/O Spurr }
A S/Ldr Eddy }
Y F/Lt Hopkin }
B F/Lt Stewart }
W P/O McGown } [Deleted] 2030 2040 2140 [/deleted] 0030
G F/Lt Bland }
S F/Lt Marshall }
H F/Lt Haden }
U F/Lt Owen }
E F/Lt Whitworth }
Reserves D, X
O.C. W/Cdr Bolton
Duty Navs. S/Ldr Stanbridge
F/Lt Forrest
F/O Morrow
Meal [deleted] 1500 [/deleted] 1515 1900
Brief Nav. [deleted] 1530 [/deleted] 1600 1945
Brief Main [deleted] 1615 [/deleted] 1645 2030
Cancelled
Weather
[Page break]
27 [Underlined] 17.1.45 [/underlined]
12 aircraft (MAGDEBURG)
A S/Ldr Eddy
U F/Lt Owen
C F/Lt Bland
W P/O McGown
B F/Lt Whitworth
Y F/Lt Hopkin
H F/Lt Haden
Z F/O Richards
D F/Lt Stewart
X F/O Lowe
E F/O Marson
S F/Lt Marshall
[Grid of START, A/B and S/C times]
Reserves F, V
O.C. W/Cdr Bolton
Duty Navs. S/Ldr Stanbridge
F/O Morrow
F/Sgt Clark
CALL 2359
MEAL 0030
BRIEF 0115
Brief Nav. 1415
Brief Main 1500
Coffee & sandwiches 1515
Take-off very poor but attack successful. Fires still burning in larger area from attack on previous night by heavies. Nearly all aircraft hampered for speed and height apparently by icing and some were late owing to this.
S (F/Lt Marshall) found incorrect wind and used it, with result that he saw no T.Is and returned 30 minutes early.
C (F/Lt Bland) landed at WOODBRIDGE with electrical trouble, changed batteries, and returned to base.
[Page break]
[Underlined] 18.1.45 [/underlined] 28
12 aircraft (STERKRADE)
F F/O Connor
X F/O Lowe
B F/Lt Haden
V F/O Richards
E F/O Marson
W F/O Spurr
G F/Lt Stewart
U P/O Watt
A F/Lt Hutchinson
Z P/O Way
D F/Lt Whitworth
S F/Lt Marshall
Reserves H, Y
O.C. W/Cdr Bolton
S/Ldr McDermott
Duty Navs. F/L Alexander
F/O Morrow
F/Sgt Robjohns
Meal 1930
Brief Nav. 2015
Brief Main 2100
Take-off 2 minutes late. Attack a complete wash-out owing to 10/10 cloud up to 25,000’ A few crews caught glimpses of T.Is which disappeared immediately and all bombed on GEE. Weather very rough for return but all crews coped very well.
[Page break]
29 [Underlined] 19.1.45 [/underlined]
12 aircraft (2 E.W. and 10 )
S F/O Spurr }
Y P/O Watt } E.W.
A S/Ldr Eddy }
V S/Ldr McDermott }
E F/O Knights }
Z P/O Way }
D F/O Connor }
X F/Lt Marshall }
B F/Lt Hutchinson }
U F/Lt Owen }
G F/Lt Bland }
W P/O McGown }
Reserves C, H
O.C. W/Cdr Bolton
Duty Navs. S/Ldr Stanbridge
F/Lt Forrest
Sgt Heggie
Meal 1515
Brief Nav. 1600
Brief Main 1645
Cancelled
Weather
[Page break]
[Underlined] 20.1.45 [/underlined] 30
12 aircraft (6 spoof , and 6 )
U F/Lt Owen }
E F/O Marson }
J F/O Spurr }
G F/Lt Bland } Spoof [deleted] 2045 [/deleted] 2345
X P/O Watt }
F F/O Connor }
S P/O Way }
D F/Lt Stewart }
W P/O McGown }
C F/Lt Haden }
Y F/Lt Hopkin }
A F/Lt Hutchinson }
Reserves H, V
O.C. W/Cdr Bolton
Duty Navs. S/Ldr Stanbridge
F/O McGregor
F/Sgt Robjohns
[Underlined] Spoof Remainder [/underlined]
Meal 1830 1430
Brief Nav. 1915 1500
Brief Main 2000 1545
Cancelled
Weather
[Page break]
31 [Underlined] 21.1.45 [/underlined]
12 aircraft ([Deleted] 3 E.W. [/deleted] and [deleted] 9 spoof [/deleted] 12 KASSEL)
D F/Lt Hutchinson } }
J F/O Spurr } } [deleted] E.W. 0015 [/deleted]
H F/Lt Haden } }
B S/Ldr Eddy } }
S F/Lt Marshall } }
E F/O Marson } }
X F/O Richards } } [deleted] Spoof oo25 [/deleted] 2030
F F/O Connor } }
Y F/Lt Hopkin } }
G F/Lt Bland } }
W P/O McGown } }
U F/Lt Owen } }
Reserves C, V
O.C. W/Cdr Bolton
Duty Navs. S/Ldr Stanbridge
F/O Tulloch
Sgt Fossitt
Meal [deleted] 1900 [/deleted] Brief Nav 1615
Brief Nav. [deleted] 1945 [/deleted] Brief Main 1700
Brief Main [deleted] 2030 [/deleted] Coffee & sandwiches 1715
Take-off very rushed owing to fooling about with targets, routes, times, winds, etc. Crews had only 10 minutes from end of briefing to get into aircraft, but coped very [inserted] well [/inserted] and only P/O McGown was late off. Attack very successful with marking concentrated at first though becoming a little scattered. Too much backchat on R/T during landing.
[Page break]
[Underlined] 22.1.45 [/underlined] 32
12 aircraft (3 E.W. DUISBURG, 3 E.W. GELSENKIRCHEN, and 6 HANOVER)
V S/Ldr McDermott }
C F/O E. Jones } E.W. 2000
W W/O Inkpen }
A F/Lt Hutchinson }
Y F/O B. Jones } E.W. [deleted] 2015 [/deleted] 2230
H F/O Haden }
G F/Lt Bland }
U P/O Watt }
D F/Lt Whitworth }
S P/O Way } 1915
E F/Lt Stewart }
X F/O Lowe }
Reserves B, J
O.C. W/Cdr Bolton
Duty Navs. S/Ldr Stanbridge
F/O Barnicoat
F/Sgt Hanrahan
[Underlined] E.W.1 E.W.2. Remainder. [/underlined]
Meal 1500 1745 1415
Brief Nav. 1545 1830 1445
Brief Main 1630 1915 1530
A very successful night. All 3 take-offs quite good and all attacks successful. 2 excellent ground-detail photographs from S/Ldr McDermott on DUISBURG, and one from W/O Inkpen
V (S/Ldr McDermott) 2 miles 205° from A.P. heading S.W.
W (W/O Inkpen) 3 3/4 miles 310° from A.P. heading S.E.
[Page break]
33 [Underlined] 23/1/45 [/underlined]
12 aircraft ( )
B F/Lt Lucas
J P/O McGown
H F/O Connor
V P/O Watt
D F/Lt Whitworth
X F/Lt Hopkin
A F/O E. Jones
Z P/O Way
E F/Lt Stewart
Y F/O B. Jones
K F/O Knights
U F/Lt Owen
Reserves [deleted] G, [/deleted] S
O.C. W/Cdr Bolton
Duty Navs. S/Ldr Stanbridge
F/O Layton
Meal [deleted] 2359 [/deleted] 1400
Brief Nav. [deleted] 0030 [/deleted] 1445
Brief Main [deleted] 0115 [/deleted] 1530
Cancelled
Weather
[Page break]
[Underlined] 24.1.45 [/deleted] 34
12 aircraft ( )
B F/Lt Lucas
U F/Lt Owen
H F/Lt Haden
J P/O McGown
A F/O E. Jones
V W/O Inkpen
E F/Lt Stewart
X F/O Lowe
F F/O Connor
Z P/O Way
D F/Lt Whitworth
Y F/Lt Hopkin
Reserves G, S
O.C. S/Ldr McDermott
Duty Navs. S/Ldr Stanbridge
F/O Morrow
Meal 1415
Brief Nav. 1500
Brief Main 1545
Cancelled
Weather
[Page break]
35 [Underlined] 27.1.45 [/underlined]
8 aircraft ( )
B F/Lt Lucas }
J P/O McGown }
F F/O Connor }
Z P/O Way }
D F/Lt Whitworth } 1910
U W/O Inkpen }
C F/O Knights }
Y F/Lt Hopkin }
Reserves E, V.
O.C. W/Cdr Bolton
Duty Navs. S/Ldr Stanbridge
F/O Morrow
Meal 1415
Brief Nav. 1445
Brief Main 1530
Cancelled
Weather
[Page break]
[Underlined] 28.1.45 [/underlined] 36
12 aircraft (2 spoofs MAINZ and 10 BERLIN)
E F/Lt Stewart }
B F/O Connor } Spoof 2018
S [deleted] V [/deleted] W/Cdr Bolton }
A F/Lt Hutchinson }
Y F/O B. Jones }
C F/O Knights }
W P/O McGown }
D F/Lt Whitworth } 2040
Z F/Lt Hopkin }
J W/O Inkpen }
U [deleted] S X [/deleted] F/O Lowe }
G F/Lt Bland }
Reserves [deleted] S U [/deleted], H
O.C. S/Ldr McDermott
Duty Navs. F/O Morrow
F/O Barnicoat
Meal 1500
Brief Nav. 1545
Brief Main 1630
V cancelled – u/s and all reserves.
Take-off quite good in both cases, and attacks fairly successful. Crews need to estimate their own positions for making calls on circuit to speed up landing procedure. Present average landing interval 2 mins between aircraft.
W (P/O McGown) damaged tailplane through swinging when running up without chocks on dispersal. – His 2nd accident through carelessness. Group suggest course at Sheffield.
[Page break]
37 [Underlined] 29.1.45 [/underlined]
12 aircraft (8 BERLIN and 4 spoof)
B F/Lt Lucas }
Y F/O B. Jones }
D F/Lt Whitworth } [Deleted] 1945 [/deleted] 2145
V F/Lt Hopkin }
H {deleted] A [/deleted] F/Lt Hutchinson }
X P/O McGown }
G F/O E. Jones }
U P/O Watt } [Deleted] 1935 2005 or 1905 [/deleted] 1935
E F/Lt Stewart }
Z P/O Way }
K {deleted] C [/deleted] F/O Knights }
J W/O Inkpen }
[Grid of START, A/B and S/C times]
Reserves [deleted] H, [/deleted] S, C
O.C. W/Cdr Bolton
Duty Navs. S/Ldr Stanbridge
Sgt Clark
F/Sgt Nicholls
Spoof
Meal 1400 1615
Brief Nav. 1445 1700
Brief Main 1530 1745
Spoof cancelled – Weather
Take-off spoilt by Spitfire making an emergency landing, followed by Stirling landing without permission. Attack quite successful but all aircraft diverted to MANSTON owing to snowstorm at base.
G (F/O E. Jones) landed at BRADWELL BAY.
All others landed at MANSTON.
[Page break]
[Underlined] 31.1.45 [/underlined]
12 aircraft (4 spoof and 8 )
B F/Lt Lucas }
W F/O Spurr }
C F/Lt Bland } Spoof 0245
A F/Lt Hopkin }
S F/Lt Marshall }
F F/O Marson }
Z P/O Way }
G F/O E. Jones }
V F/O Lowe }
D F/Lt Whitworth }
T F/O Richards }
Y F/O B. Jones }
Reserves
O.C. W/Cdr Bolton
S/Ldr Eddy
Duty Navs. S/Ldr Stanbridge
F/Sgt Nicholls
Sgt Clark
Cancelled
Weather
[Page break]
39
[Underlined] SUMMARY FOR JANUARY 1945 [/underlined]
OPERATIONAL NIGHTS 14
NUMBER OF ATTACKS 23
AIRCRAFT CALLED FOR 133
AIRCRAFT DESPATCHED 128
CANCELLED BY UNIT (WEAHTER) 4
CANCELLED BY UNIT (SERVICEABILITY) 1
EARLY RETURNS 1
OTHER ABORTIVE SORTIES 1
ENGINE FAILURES 2
AIRCRAFT DAMAGED BY ENEMY ACTION 5
AIRCRAFT DAMAGED BY ACCIDENTS 4 (minor airframe damage)
AIRCRAFT MISSING 1 {crew safe)
CREWS AIRCRAFT
STRENGTH AT BEGINNING OF MONTH 18 16
STRENGTH AT END OF MONTH 22 18
TARGETS ATTACKED BERLIN 7
HANOVER 4
HANAU 2
DORTMUND 1
DUISBURG 1
GELSENKIRCHEN 1
KASSEL 1
MAGDEBURG 1
MAINZ 1
MERSEBURG 1
MUNICH 1
NUREMBURG 1
STERKRADE 1
PROMOTIONS:- F/O WHITWORTH to F/LT
F/LT OLSEN to A/S/LDR on posting to 163 Squadron.
COMMISSIONS:- W/O WAY
DECORATIONS:- S/LDR STANBRIDGE D.F.C.
F/LT DOWNES (Adjutant) D.F.C.
[Page break]
[Underlined] 1.2.45 [/underlined] 40
⑱ aircraft (2 spoof DUISBURG, 10 BERLIN I, and 6 BERLIN II)
K [deleted] G [/deleted] F/Lt Bland }
W F/O Spurr } Spoof 1905
F S/Ldr Eddy }
Z F/Lt Hopkin }
H [deleted] D [/deleted] F/Lt Whitworth }
Y F/O B. Jones }
A F/O Marson }
V F/O Lowe }
B F/Lt Lucas } [Deleted] 1955 [/deleted] 2025
T F/O Richards }
C F/O E. Jones }
S F/Lt Marshall }
D [deleted] H [/deleted] F/Lt Hutchinson }
J P/O McGown }
K F/O Knights }
U P/O Watt } [Deleted] 0230 [/deleted] 0400
E F/Lt Stewart }
Z P/O Way }
[Grid of START, A/B and S/C times]
No reserves
O.C. W/Cdr Bolton
Duty Navs. S/Ldr Stanbridge
Sgt. Clark
F/O Lawrence
I II
Meal 1415 [deleted] 2045 [/deleted] 2245
Brief Nav. 1500 [deleted] 2130 [/deleted] 2330
Brief Main 1545 [deleted 2215 [/deleted 0015
D cancelled Swung & bogged on take-off. Reserve u/s.
A disastrous night. One aircraft failed to take off, one returned early and 3 were damaged in accidents. Attacks fairly successful.
D (F/Lt Hutchinson) swung on take-off and bogged. Got into reserve aircraft but found petrol cocks jammed.
W (F/O Spurr) taxied into gun-pit – sheer carelessness.
Z (P/O Way) apparently forgot flaps, came in much too fast, overshot and finished up on belly – also carelessness.
K (F/O Knights) early return. Landed WOODBRIDGE where tail-wheel collapsed.
[Page break]
41 [Underlined 2.2.45 [/underlined]
12 aircraft (2 E.W. WANNE EICKEL, 4 spoof MANNHEIM, and 6 MAGDEBURG)
H F/O Bland }
U F/O Spurr }
F F/Lt Hutchinson }
V F/Lt Marshall } 2000
B F/Lt Lucas }
T F/O Richards }
G F/O B. Jones }
E F/O Marson } E.W. [deleted] 2215 [/deleted] 2345
D F/Lt Witworth }
Y F/Lt Hopkin }
C F/O E. Jones } Spoof [deleted 2224 [/deleted] 2354
S F/O Lowe
[Grid of START, A/B and S/C times]
No reserve
O.C. W/Cdr Bolton
S/Ldr Eddy
Duty Navs. S/Ldr Stanbridge
F/Lt Alexander
F/O Lawrence
[Underlined] I E.W. & Spoof [/underlined]
Meal 1445 [deleted] 1715 [/deleted] 1830
Brief Nav. 1515 [deleted] 1800 [/deleted] 1915
Brief Main 1600 [deleted] 1845 [/deleted] 2000
A very successful night. Take-off the best so far, and landing times also very good. All crews on MAGDEBURG claim to have bombed within 15 seconds of H hour.
[Page break]
[Underlined] 3.2.45 [/underlined] 42
10 aircraft (4 OSNABRUCK, 2 E.W. BOTTROP, and 4 spoof OSNABRUCK)
Y W/Cdr Bolton }
D [deleted] F [/deleted] F/Lt Stewart }
V P/O McGown } [Deleted] 1940 [/deleted] 1925
C F/O Knights }
A F/Lt Lucas }
T F/O Richards } E.W. [deleted] 1915 [/deleted] 1930
G F/Lt Bland }
U P/O Way }
E F/O Marson } [Deleted] Spoof 1910 [/deleted] 1925
S F/Lt Marshall }
Reserves [deleted] D, J, [/deleted] H Z
O.C. S/Ldr Eddy
Duty Navs. F/Lt Alexander
F/Lt Snelling
F/O Kilpatrick
Meal [deleted] 1415 1445 [/deleted] 1430
Brief Nav. [deleted] 1445 1530 [/deleted] 1515
Brief Main [deleted] 1530 1615 [/deleted] 1600
A very good take-off and both attacks successful. All aircraft late on target at OSNABRUCK but markers late as well, due to wind change. G, U, E and S dropped green T.Is, well grouped with 139’s yellows. Visibility very poor for return due to smoke haze. Camera serviceability much improved, and only one electrical failure. 8 photographs of T.Is out of 10 attempts.
D (F/Lt Stewart) swung on take-off, but taxied back very quickly and got off on time. This aircraft seems to have a marked tendency to swing.
[Page break]
43 [underlined] 4.2.45 [/underlined]
11 aircraft (3 E.W. BONN, and 8 HANOVER)
A S/Ldr Eddy }
T P/O McGown } E.W. [deleted] 1945 2028 [/deleted] 2045
E F/Lt Stewart }
W [deleted] Z [/deleted] F/Lt Hopkin }
H F/Lt E. Jones }
Y F/Lt B. Jones }
C F/O Knights } [Deleted] 1940 1940 [/deleted] 1940
U P/O Way }
B F/Lt Whitworth }
S F/O Spurr }
V F/O Lowe }
[Grid of START, A/B and S/C times]
Reserves [deleted G [/deleted] F,J
O.C. W/Cdr Bolton
Duty Navs. [deleted] S/Ldr Stanbridge [/deleted]
F/Lt Alexander
F/O McGregor
F/Sgt Nicholls
Meal 1415
Brief Nav. 1500
Brief Main 1545
Take-off again excellent. Aircraft windowed successfully at BONN, but cloud interfered with heavies’ attack. HANOVER attack spoilt by 139 Sqdn. dropping the first T.I., the only one on time – in the wrong place, apparently on NIENBURG.
T (P/O McGown) steered the wrong course after leaving the target and arrived back 54 minutes late – not a very bright effort.
[Page break]
[Underlined] 5.2.45 [/underlined] 44
12 aircraft (3 spoof, and 9 BERLIN)
Y F/O B. Jones }
F F/Lt Stewart } Spoof
J F/O Spurr }
A F/Lt Lucas }
U F/O Richards }
D F/Lt Whitworth }
V F/O Lowe }
E F/O Marson }
Z F/Lt Hopkin }
[Deleted] S [/deleted] G F/Lt Bland }
S F/Lt Marshall }
H F/O E. Jones }
Reserves C, W
O.C. W/Cdr Bolton
Duty Navs. F/Lt Alexander
P/O Bird
Sgt Fossitt
Meal [deleted] 1830 1845 [/deleted] 1945
Brief Nav. [deleted] 1915 1930 [/deleted] 2030
Brief Main [deleted] 2000 2015 [/deleted] 2115
Spoof cancelled – Weather.
Remainder – Take-off rather ragged and attack spoilt by cloud up to 27,000’. A few crews caught glimpses of Tis and bombed their glow. The others had trouble with Loran and bombed on D.R.
[Page break]
45 [Underlined] 6.2.45 [/underlined]
12 aircraft (6 and 6 )
B F/Lt Lucas }
W P/O Way }
E F/O Marson }
V F/O Lowe } 0100 to 0200
G F/Lt Bland }
Y F/O B. Jones }
S [deleted] Z [/deleted] F/Lt Marshall }
C F/O Knights }
J F/O Spurr }
H F/Lt Hutchinson } 0100 to 0200
T F/O Richards }
F F/Lt Stewart }
Reserves D, [deleted] S [/deleted] Z
O.C. W/Cdr Bolton
S/Ldr Eddy
Duty Navs. F/Lt Alexander
F/O Fisher
F/Sgt Hanrahan
Meal 2030
Brief Nav. 2115
Brief Main 2200
Cancelled
Weather
[Page break]
[Underlined] 7.2.45 [/underlined] 46
12 aircraft (8 E.W. CLEVE and bomb DUISBURG and 4 MAGDEBURG)
G F/Lt Bland }
[Deleted S [/deleted] W F/Lt Marshall }
C F/O E. Jones }
V F/O Lowe }
A F/O Marson } E.W. [deleted] 2000 [/deleted] 2200
T F/O Richards }
D F/Lt Whitworth }
J F/O Spurr }
B F/Lt Hutchinson }
Y F/O B. Jones } 1950
F F/O Connor }
U [deleted] Z [/deleted] W/O Inkpen }
Reserves H, [deleted] U [/deleted]
O.C. W/Cdr Bolton
Duty Navs. F/Lt Alexander
F/O Fisher
Sgt Fossitt
Meal 1445
Brief Nav. 1515
Brief Main 1600
Take-off good. Attacks on CLEVE and DUISBURG successful. Nothing visible at MAGDEBURG, owing to 10/10 cloud from 31,000’ to below 19,000’, but all crews bombed on Loran.
[Page break]
47 [Underlined] 8.2.45 [/underlined]
10 aircraft (E.W. [deleted] WNNE EICKEL [/deleted] WANNE EICKEL and [deleted] bomb [/deleted] 6 BERLIN, [deleted] and 6 [/deleted] )
Y F/O B. Jones }
F F/O Connor } E.W. [deleted] 2030 [/deleted] 0400
U W/O Inkpen }
A F/Lt Hutchinson }
V S/Ldr McDermott }
C F/O E. Jones }
T {deleted] S [/deleted] F/O Spurr } 2230.
B F/Lt Lucas }
Z P/O Way }
D [deleted] E [/deleted] F/Lt Whitworth }
Reserves E, G, J.
O.C. S/Ldr Eddy
Duty Navs. [deleted] S/Ldr Stanbri [/deleted]
F/Lt Alexander
F/Lt Fawcett
F/O McGregor
1st Meal [deleted] 1700 1630 [/deleted] 17.00
Brief Nav. [deleted] 1715 [/deleted] 17.45
Brief Main [deleted] 1800 [/deleted] 18.30
2nd Meal [deleted] 23.00 [/deleted] 00.30
Brief Nav. [deleted] 23.45 [/deleted] 01.45
Brief Main [deleted] 00.30 [/deleted] 02.00
Take off on Berlin spoilt by F/O E. Jones who took off 10 mts early! Rest of 1st take off good. A very good raid on Berlin, all our crews bombed very nearly on time, and reported exceptionally good marking by 139.
On 2nd take off 3 a/c off on time, but W/O Inkpen got boged [sic] leaving dispersal, got off late in Res a/c (25 mts late) & was late on E W run but bombed successfully.
A good raid.
[Page break]
48
12 aircraft (3 EW and bomb, and 9 )
V S/L McDermott. }
F F/O Connor. } E W 22.30
J F/P Spurr. }
B F/L Lucas. }
S F/L Marshall. }
E F/O Marson. }
Z P/O Way. }
C F/O E. Jones. } 20.00
U F/O Lowe. }
D F/L Whitworth. }
T F/O Richards. }
G F/L Bland. }
Reserves H & Y.
O.C. S/Ldr Eddy.
Duty Navs. S/Ldr Stanbridge.
F/L Fawcett.
Meal 15.00
Brief Nav. 15.45
Brief Main 16.30
E.W. Meal 17.30
Brief Nav. 18.15
Brief Main 19.00
Cancelled
Weather
[Page break]
49 [Underlined] 10.2.45. [/underlined]
12 aircraft [deleted] 2 E W on HANOVER and 10 [/deleted]
B F/L Lucas }
Z P/O Way } [deleted] E W 19.30 [/deleted] 23.30
A S/L Eddy }
T F/O Richards. }
E F/O Marson. }
W P/O McGowan. }
C F/L Hutchinson } 23.30
U F/L Lowe. }
F F/O Connor }
J W/O Inkpen. }
G F/L Bland. }
S F/L Marshall. }
Reserves D.Y.
O.C. S/Ldr McDermott.
Duty Nav. S/Ldr Stanbridge
F/L Alexander .
F/O Morrow.
Meal ① 14.45 ② 23.00
Brief Nav. 15.15 23.45
Brief Main. 16.00 00.30
Take off good and attack very successful. All a/c bombed between -1 & +2 except one with instrument trouble, which bombed at H+5. A good concentration of Red T.Is. All a/c stacked over base [inserted] on return [/inserted] while 105 took off. Landing v. good, but unnecessarily noisy (on VHF)
[Page break]
[Underlined] 11.2.45. [/underlined] 50
12 aircraft. [Deleted] HANOVER [/deleted]
Z [Deleted] P/O Way. [/deleted] F/O B. Jones }
B F/L Lucas } EW [deleted] 22.00 [deleted] 03.00
V S/L McDermott. }
D F/L Whitworth. }
W P/O McGowan }
[Deleted] A [/deleted] E F/O Marson. }
T F/O [deleted] B. Jones. [/deleted] Richards }
G F/L Bland. } 03.50
J F/O Spurr. }
[Deleted] H [/deleted] H F/O E. Jones. }
U P/O Watt. }
A F/L Hutchinson. }
Reserves [deleted] H.C. [/deleted] S.C.
O.C. S/Ldr Eddy.
Duty Nav. S/Ldr Stanbridge.
F/L Alexander.
Sgt. Clark.
Call 22.00
Meal 19.00 22.30
Brief Nav. 19.45 23.15
Brief Main 20.30 24.00
Cancelled.
Weather
[Page break]
51 13.2.45.
12 aircraft 8 on [deleted] Magdeburg [/deleted] MAGDEBURG, 2 EW on [deleted] Bӧhlen [/deleted] BOHLEN, 2 spoof on [deleted] Bonn [/deleted] BONN.
U [deleted] B F/L Lucas. [/deleted] P/O Watt } GQ 1514
J F/O Spurr. } E.W. 22.00
S F/L Marshall. }
H F/O E. Jones. } Spoof. [deleted] 20.45 [/deleted] 00.20
Y F/O B. Jones. }
D F/L Whitworth. }
T. F/O Richards. }
E F/O Marson. }
V W/O Inkpen. } [Deleted] 21.45. [/deleted] 21.55
F F/O Connor. }
B {deleted] U P/O Watt. [/deleted] F/L Lucas }
A F/L Hutchinson. }
Reserves W. (normal) G (Tis)
O.C. S/Ldr Eddy.
Duty Nav. S/Ldr Stanbridge.
F/L Fawcett.
Sgt. Heggie.
F/O Morrow.
Meal [deleted] 16.00 [/deleted] ① & E.W. 16.30 Spoof. 19.15.
Brief Nav. [deleted] 16.45 [/deleted] 17.15 20.00
Brief Main [deleted] 17.30 [/deleted] 18.00 20.45
Off 19.30 22.20
Take off and landing excellent.
A very good attack on Magdeburg, our a/c on time, marking concentrated.
Aircraft windowed successfully at Bonn, but the Spoof at Bӧhlen was spoilt by high cloud. Tis went out of sight at once.
[Page break]
14.2.45. 52
12 aircraft. 6 on [deleted] Berlin [/deleted] BERLIN 6 on [deleted] Dessau [/deleted] DESSAU.
1. V S/L McDermott. }
B [deleted] H [/deleted] F/O E. Jones. }
Y F/O B. Jones. }
D F/L Whitworth. } 21.00
T W/O Inkpen.}
A F/L Hutchinson. }
[Deleted] F F/O Connor. [/deleted]
2. Z F/O Lowe }
G F/L Bland }
U P/O Watt. } [Deleted] 01.50 [/deleted] 00.20
[Deleted] E [/deleted] F F/O Connor. }
[Deleted] F/L Hutchinson. [/deleted] }
C W/O Henley. }
W P/O McGowan. }
Reserves. [Deleted] EB. [/deleted] S or J.
O.C. S/Ldr Eddy.
Duty Nav. S/Ldr Stanbridge.
F/O Kilpatrick.
F/O Barnicoat
Meal (1) 16.00 (2) 19.15
Nav. Brief 16.45 20.00
Main Brief 17.30 20.45
Take off and landing on both attacks excellent. Only two markers dropped on Berlin, our a/c bombed the floaters the Tis were not seen owing to cloud. A fairly good attack.
The attack on Dessau was also fairly good although the Tis rapidly disappeared in cloud.
[Page break]
53 15.2.45.
12 aircraft, 4 on Mannheim, 8 on Berlin.
F F/O Connor. }
Z W/O Inkpen. }
D F/L Stewart. } 19.35.
W P/O McGowan. }
A S/L Eddy }
S F/L Marshall. }
E F/O Marson. }
T F/O Richards. }
B F/L Lucas. } 20.00
Y F/L Hopkin. }
G F/O Knights }
J F/O Spurr. }
Res. H. [deleted] K. [/deleted] V.
O.C. S/Ldr McDermott.
Duty Nav. S/Ldr Stanbridge.
F/S Nichols.
F/S Clark.
Sgt Grigg.
Meal 14.30
Brief Nav. 15.15
Brief Main 16.00
Cancelled
Weather
[Page break]
16.2.45. 54
12 aircraft.
J F/O Spurr }
F F/L Stewart }
W P/O McGowan. } [Deleted] 19.35 [/deleted] 04.40
A F/L Hutchinson. }
Y F/O B. Jones. }
F F/O Marson. }
T F/O Richards. }
B F/L Lucas. }
Z F/L Hopkin. } [Deleted] 20.05 [/deleted] 04.40
D F/O Knights }
U P/O Watts. }
G F/O E. Jones. }
Reserves H. V.
O.C. S/Ldr Eddy.
S/Ldr McDermott.
Duty Nav. S/Ldr Stanbridge.
F/O Crabb.
F/L Fawcett.
Call 23.00
Meal [deleted] 14.30 [/deleted] 23.30
Brief Nav [deleted] 15.15 [/deleted] 00.00
Brief Main [deleted] 16.00 [/deleted] 00.45
Off 02.10
Cancelled
Weather
[Page break]
55 17.2.45.
12 aircraft
J F/O Spurr. }
H F/L Stewart }
Y F/L Hopkin. } 19.35
B F/L Hutchinson. }
A S/Ldr Eddy. }
V F/L Marshall. }
E F/O Marson. }
Z W/O Inkpen. }
G F/O Connor. } 20.05
W F/O Watt }
D F/O Knights. }
T F/O Richards. }
Reserves [deleted] X [/deleted] Y. W. X.
O.C. S/Ldr McDermott.
Duty Nav S/Ldr Stanbridge.
F/L Snelling.
F/S Nichols.
Meal 14.30.
Brief Nav 15.15
Brief Main 16.00
Cancelled
Weather
[Page break]
[Underlined] 18.2.45 [/underlined] 56
8 aircraft ( )
V S/Ldr McDermott
B F/Lt Lucas
Y F/O B. Jones
F F/O Connor
W P/O McGown
C F/O E. Jones
U P/O Watt
H W/O Henley
Reserves A, J
O.C. W/Cdr Bolton
Duty Navs. S/Ldr Stanbridge
F/Sgt Nicholls
Meal 1415
Brief Nav. 1500
Brief Main 1545
Cancelled
Weather
[Page break]
57 [Underlined] 19.2.45 [/underlined]
12 aircraft ([Deleted] 8 [/deleted] 12 ERFURT [deleted] and 4 [/deleted])
A F/Lt Lucas } }
Y F/Lt Hopkin } }
F F/O Connor } }
U P/O Watt } }
C F/O E. Jones } } [Deleted] 1950 [/deleted] 2000
T F/O Richards } }
E F/Lt Stewart } }
J F/O Spurr } }
G W/O Henley } }
W F/Lt Waller } }
D F/O Finlay } } [Deleted] 1950 [/deleted] 2000
S W/O Inkpen } }
[Grid of START, A/B and S/C times]
[Deleted] O [/deleted] Reserves H, V
O.C. W/Cdr Bolton
Duty Navs. F/O Morrow
F/O Hagues
F/Sgt Robjohns
Meal 1430
Brief Nav. 1515
Brief Main 1600
A very successful night. Take-off excellent, - 12 a/c in 7 minutes, - and landing times also good. All aircraft bombed T.Is, from heights varying between 12,000’ and 6,500’. Bombing very concentrated, with 2 large explosions and 2 fires. Built-up area seen, and also flying debris from bomb bursts.
[Page break]
[Underlined] 20.2.45 [/underlined] 58
12 aircraft ( 9 BERLIN and 3 spoof MANNHEIM)
B S/Ldr Eddy }
S F/Lt Marshall }
C F/O Knights }
V F/Lt Waller }
E F/O Marson }
W P/O McGown } 2130
F F/O Finlay }
Y F/O B. Jones }
A F/Lt Hutchinson }
Z F/Lt Hopkin }
H W/O Henley } Spoof [deleted] 0015 0040 [/deleted] 0050
T F/O Richards }
Reserves D, U
O.C. W/Cdr Bolton
S/Ldr McDermott
Duty Navs. F/O Morrow
F/O Lawrence
F/Sgt Nicholls
Main Spoof
Meal 1600 [deleted] 1915 [/deleted] 1945
Brief Nav. 1645 [deleted] 2000 [/deleted] 2030
Brief Main 1730 [deleted] 2045 [/deleted]
A [deleted text] good night. [Deleted text] Both take-offs [deleted text] good, and [deleted text] attacks successful. [Deleted text] Gee release on MANNHEIM seems to have produced a fair concentration of markers.
[Page break]
59 [Underlined] 21.2.45 [/underlined]
12 aircraft (9 BERLIN and 3 E.W. WORMS)
S [deleted] V [/deleted] S/Ldr Mc Dermott }
A F/Lt Hutchinson } E.W. [deleted] 2045 [/deleted] 2030
X F/O B. Jones. }
B F/Lt Lucas }
J F/O Spurr }
D F/Lt Stewart }
T W/O Inkpen }
F F/O Connor } [Deleted] 2300 2240 [/deleted] 0015
U P/O Watt }
C F/O Knights }
W P/O McGown }
H F/O E. Jones }
Reserves G, [deleted] S [/deleted] Z
O.C. W/Cdr Bolton
Duty Navs. F/Lt Alexander
F/Lt Forrest
E.W. Main
Meal 1600 [Deleted] 1745 1730 1830 [/deleted] 1900
Brief Nav. [Deleted] 1645 [/deleted] 1630 [deleted] 1830 1815 [/deleted] 1945
Brief Main [Deleted] 1730 [/deleted] 1715 [deleted] 1915 1900 [/deleted] 2030
Both take-offs and landing times good, and attacks successful. Searchlights active on both targets, but not much flak. Decoys very active over BERLIN, especially to the north.
[Page break]
[Underlined] 22.2.45 [/underlined] 60
12 aircraft (BERLIN)
1 Y F/Lt Hopkin
2 E F/O Marson
5 S F/Lt Marshall
11 G F/O Finlay
7 V W/O Inkpen
4 C F/O E. Jones
6 W F/Lt Waller
3 D F/Lt Stewart
9 Z F/O Richards
10 H W/O Henley
8 U P/O Watt
12 F F/O Connor
[Grid of START, A/B and S/C times]
Reserves A, [deleted] X [/deleted] B
O.C. W/Cdr Bolton
Duty Navs. S/Ldr Stanbridge
F/Lt Fawcett
Meal 1500
Brief Nav. 1545
Brief Main 1630
Quite a good attack, though cloud obscured results. Running-up time and taxying time reduced to 9 minutes for runway 252, which seems successful in daylight.
[Page break]
61 [Underlined] 23.3.45 [/underlined]
12 aircraft (BERLIN)
A W/Cdr Bolton
Y F/Lt Hopkin
H W/O Henley
W P/O Way
C F/O Knights
U F/Lt Waller
G F/Lt Bland
J F/O Spurr
B F/O Finlay
S F/Lt Marshall
E F/O Marson
D F/Lt Whitworth
Reserves T, X
O.C. S/Ldr Eddy
Duty Navs. F/O Morrow
Sgt Heggie
Meal 1500
Brief Nav. 1545
Brief Main 1630
Attack spoilt by 10/10 cloud from below 14,000’ to above 27,000’. A few crews managed to bomb T.Is, and one, P/O Way, obtained a photograph.
[Page break]
[Underlined] 25.2.45 [/underlined] 62
12 aircraft (ERFURT)
S [deleted] Y[/deleted] F/Lt [deleted] Hopkin [/deleted] Marshall
D F/Lt Whitworth
J W/O Inkpen
B F/Lt Stewart
W P/O Watt
E F/O E. Jones
T F/O Richards
F F/O Connor
X F/O Lowe
G F/Lt Bland
Z [deleted] P/O Way [/deleted] F/Lt Waller
C [deleted] F/O Knights [/deleted] W/O Henley
Reserves H, Y
O.C. W/Cdr Bolton
Duty Navs. S/Ldr Stanbridge
F/O Kilpatrick
F/O Allsop
Meal 1500
Brief Nav. 1545
Brief Main 1630
A good attack, though drifting cloud made it difficult to see T.Is. Some crews descended to 5,500’ to bomb, and saw built-up area, fires and flying debris from bomb bursts. Weather very rough for return with cloud @ 700’ A very good show all round.
C (W/O Henley) landed at WOODBRIDGE.
B (F/Lt Stewart) slightly damaged by flak.
[Page break]
63 [Underlined] 26.2.45 [/underlined]
10 aircraft (BERLIN)
V S/Ldr McDermott
B F/O Marson
[Inserted] POSTAGRAM Originator’s Reference Number:- BC/S.23191/P.
TO: X [Underlined] No. 162 Squadron X [/underlined] (Copies R.A.F. Station,
BOURN, H.Q.No. 8(PFF) Group, and Air ministry,
S.10.A., Kingsway.
Date:- 20th March, 1945.
From: Headquarters, Bomber Command. [Initials]
His Majesty, the King, on the recommendation of the Air Officer Commanding-in-Chief, had approved the Immediate award of the Distinguished Flying Cross to Flight Lieutenant F. A. HADEN, AFC., (119529).
[Signature]
[Underlined] Group Captain. [/underlined]
[Stamp] [Signature] 162 Sqad. [/inserted]
Meal 1500
Brief Nav. 1545
Brief Main 1630
An excellent attack. Target area burning well from American attack during the day. Weather clear and ground detail clearly visible; T Is concentrated and plottable visually; timing very good and attack over by H+3.
A (F/Lt Haden) hit by flak on bombing run. Pilot slightly wounded by perspex splinters in face but carried on to bomb.
[Page break]
63 [Underlined] 26.2.45 [/underlined]
10 aircraft (BERLIN)
V S/Ldr McDermott
B F/O Marson
Y F/Lt Hopkin
H [deleted] C [/deleted] F/O E. Jones
W F/O Lowe
A F/Lt Haden
J F/O Spurr
G F/O Finlay
G F/O Richards
D F/Lt Stewart
Reserves [deleted] F [/deleted] Z, U
O.C. W/Cdr Bolton
Duty Navs. S/Ldr Stanbridge
Sgt Fossitt
Sgt Grigg
Meal 1500
Brief Nav. 1545
Brief Main 1630
An excellent attack. Target area burning well from American attack during the day. Weather clear and ground detail clearly visible; T Is concentrated and plottable visually; timing very good and attack over by H+3.
A (F/Lt Haden) hit by flak on bombing run. Pilot slightly wounded by perspex splinters in face but carried on to bomb.
[Page break]
[Underlined] 27.2.45 [/underlined] 64
12 aircraft (BERLIN)
A S/Ldr Eddy
U P/O Watt
H W/O Henley
W F/Lt Waller
G F/Lt Bland
S F/Lt Marshall
F F/O Connor
Z P/O Way
E F/O Marson
Y F/Lt Hopkin
D [deleted] C [/deleted] F/Lt Whitworth
J F/O Spurr
Reserves [deleted] D [/deleted] C, T
O.C. W/Cdr Bolton
S/Ldr McDermott
Duty Navs. S/Ldr Stanbridge
F/Sgt Robjohns
Meal 2145
Brief Nav. 2230
Brief Main 2315
A fair attack. Marking somewhat scattered and, owing to cloud, only floaters visible. All crews bombed these, but [deleted word] 50% paid little attention to the correct heading.
[Page break]
65 [Underlined 28.2.45 [/underlined]
12 aircraft (BERLIN)
U [deleted] S F/Lt Marshall [/deleted] P/O Watt
D F/Lt Stewart
T F/O Richards
E F/O Finlay
J F/O Lowe
C F/O E. Jones
Z P/O Way
B F/Lt Haden
B F/Lt Waller
H W/O Henley
Y W/O Inkpen
F F/O Connor
Reserves [deleted] U [/deleted] S, V.
O.C. W/Cdr Bolton
Duty Navs. S/Ldr Stanbridge
F/O Morrow
Meal 1515
Brief Nav. 1600
Brief Main 1645
Good take-off and landing times, with 11 aircraft down in 15 minutes. Attack well timed and successful with 2 large explosions. A good ending to excellent month.
[Page break]
66
[Underlined] SUMMARY FOR FEBRUARY 1945 [/underlined] (LAST MONTH IN BRACKETS)
OPERATIONAL NIGHTS 19 (14)
NUMBER OF ATTACKS 33 (23)
AIRCRAFT CALLED FOR 224 (133)
AIRCRAFT DESPATCHED 223 (128)
CANCELLED BY UNIT (WEAHTER) – (4)
CANCELLED BY UNIT (SERVICEABILITY) 1 (1)
EARLY RETURNS 1 (1)
OTHER ABORTIVE SORTIES – (1)
ENGINE FAILURES – (2)
AIRCRAFT DAMAGED BY ENEMY ACTION 3 (5)
AIRCRAFT DAMAGED IN ACCIDENTS [deleted] 3 [/deleted] 4 (4)
AIRCRAFT MISSING – (1)
CREWS AIRCRAFT
STRENGTH AT BEGINNING OF MONTH 22 (18) 18 (16)
STRENGTH AT END OF MONTH 25 (22) 18 (18)
TARGETS ATTACKED:- BERLIN 12 (7)
MAGDEBURG 3 (1)
BONN 2 (-)
DUISBURG 2 (1)
ERFURT 2 (-)
HANOVER 2 (4)
MANNHEIM 2 (-)
WANNE EICKEL 2 (-)
BOHLEN 1 (-)
BOTTROP 1 (-)
CLEVE 1 (-)
DESSAU 1 (-)
OSNABRUCK 1 (-)
WORMS 1 (-)
PROMOTIONS:- F/O MARSON to F/LT
P/O BIRD to F/O
COMMISSIONS: SGT CLARK
DECORATIONS F/O HAGUES D.F.C.
[Page break]
67 [Underlined] 1.3.45 [/underlined]
12 aircraft (BERLIN)
V S/Ldr McDermott
D F/Lt Whitworth
W F/O Spurr
B F/Lt Haden
T W/O Inkpen
G F/Lt Bland
Y F/Lt Hopkin
C [deleted] A [/deleted] F/O Knights
S F/Lt Marshall
F F/O E. Jones
X F/O Lowe
A [deleted] C [/deleted] F/O Marson
Reserves H, U
O.C. W/Cdr Bolton
Duty Navs. F/Lt Fawcett
F/Sgt Clark
Meal 1515
Brief Nav. 1600
Brief Main 1645
A fair attack with marking rather scattered and poorly timed. 139 failed to adjust H hour and most crews had to waste over 10 minutes.
[Page break]
[Underlined] 2.3.45 [/underlined] 68
12 aircraft (3 BERLIN and 9 KASSEL)
A F/Lt Bland }
Y F/Lt Hopkin }
C F/O Knights } 2000
S F/Lt Marshall }
H W/O Henley }
U P/O Watt }
B F/Lt Stewart } 2030
X [deleted] Z P/O Way [/deleted] F/O Richards }
F F/Lt Whitworth }
Z [deleted] X F/O Richards P/O Way [/deleted] W/O Inkpen }
E F/O Finlay } 2000
W F/Lt Waller }
Reserves G, V
O.C. W/Cdr Bolton
Duty Navs. S/Ldr Stanbridge
F/O Lawrence
Meal 1515
Brief Nav. 1600
Brief Main 1645
Both attacks successful though TIs quickly went into cloud at KASSEL. Cloud was thin however, and most crews, after running up on a glow, could see TIs & bomb. Defences fairly active on both targets.
[Page break]
69 [Underlined] 3.3.45 [/underlined]
12 aircraft (BERLIN) 3 Y and 9 bombers
L F/Lt Stillman }
M F/Lt Abraham } Y
B F/Lt Lucas
Y F/O B. Jones
A F/Lt Haden
X [deleted W [/deleted] P/O McGown
H W/O Henley
E F/Lt Stewart
S F/Lt Waller
G F/O Finlay
Y P/O Watt
T F/O Richards
Reserves R, Z
O.C. W/Cdr Bolton
Duty Navs. S/Ldr Stanbridge
S/Ldr Waterkeyn
F/O Tulloch
Sgt Heggie
Meal 1515
Brief Nav. 1600
Brief Main 1645
Neither Y aircraft marked owing to poor range, and most 139’s markers were late and scattered, which caused a poor attack.
[Page break]
[Underlined] 4.3.45 [/underlined] 70
[Deleted] ⑮ [/deleted] 12 aircraft (9 BERLIN and 3 siren-tour KIEL, LUBECK, HAMBURG< WILHELMSHAVEN)
V S/Ldr McDermott }
C F/O Knights }
U F/Lt Hopkin }
[Deleted] B F/O Philip [/deleted] }
{Deleted S F/O Burgess [/deleted] }
D F/Lt Whitworth }
[Deleted] T F/O Smith [/deleted] }
G F/O Rhys } 0330
Y F/O B. Jones }
Z P/O Way }
B [deleted A [/deleted] F/Lt Haden }
W P/O McGown }
M S/Ldr Eddy }
R F/Lt Bland } U/T Y
L F/Lt Lucas }
Reserve F, T.
O.C. W/Cdr Bolton
Duty Navs. S/Ldr Stanbridge
S/Ldr Waterkeyn
F/Lt Alexander
P/O Clark
F/O McGregor
Y [deleted] Bombers [/deleted] All a/c
Meal [deleted] 1645 1630 1530 [/deleted] 2215
Brief Nav. [deleted] 1730 1715 1615 [/deleted] 2300
Brief Main [deleted] 1815 1715 [/deleted] 2345
139 again late on BERLIN, though quite well concentrate.
R (F/Lt Bland) attacked 4 targets but mistook WESERMUNDE for WILHELMSHAVEN.
M (S/Ldr Eddy) spent an hour looking for HAMBURG, and dropped 2 bombs on WILHELMSRAUSAS.
L (F/Lt Lucas) dropped all bombs on WILHELMSHAVEN.
[Page break]
71 [Underlined] 5.3.45 [/underlined]
12 aircraft (9 BERLIN and 3 siren tour KIEL, LUBECK, HAMBURG, HANOVER.)
M F/Lt Stewart }
R F/Lt Bland } U/T Y
L F/O Knights }
W F/Lt Waller
B W/O Henley
U P/O Watt
A F/O Philip
V F/O Smith
Z F/O Lowe
C F/O Rhys
S F/O Burgess
T F/O Richards
Reserve G
O.C. W/Cdr Bolton
S/Ldr McDermott
Duty Navs. S/Ldr Waterkeyn
F/O Hagues
[Deleted] F/Sgt Nichols [/deleted] F/O Tulloch
Meal 1515
Brief Nav. 1600
Brief Main 1645
R cancelled. Spinner could not be fitted.
Attack on BERLIN scattered. M (F/Lt Stewart) and L (F/O Knights) both failed, apparently owing to inexperienced set-operators, and dropped full load on KIEL.
[Page break]
[Underlined] 6.3.45 [/underlined] 72
6 aircraft (Formation on WESEL) Daylights.
U S/Ldr McDermott
G F/Lt Bland
[Deleted] A [/deleted] Y F/O B. Jones
A F/Lt Whitworth
S P/O Way
R F/O Rhys
Reserve T
O.C. W/Cdr Bolton
Duty Navs. S/Ldr Waterkeyn
Brief Nav 1300
Brief Main 1330
A very fine effort by all concerned. Attack laid on at 2 3/4 hours notice when some of the crews were still airborne on N.F.Ts. Aircraft got ready and bombed up on time but briefing very rushed and crews had only 15 minutes from end of briefing to start up. Aircraft started up in the correct order and took off very rapidly in pairs behind 105’s leaders. Only 2 crews had previous experience of this type of operation, but formation was excellent and attack completely successful. Very slight opposition – no fighters.
[Page break]
73 [Underlined] 6.3.45 [/underlined]
4 aircraft (BERLIN)
M F/L Skillman }
R F/L Abraham } Y
A F/L Hopkin
B F/O Finlay
Reserves L, X
O.C. S/ldr Eddy
Duty Navs. S/Ldr Waterkeyn
F/O Barnicoat
Meal 1515
Brief Nav. 1600
Brief Main 1645
A very successful attack. Both ‘Y’ aircraft marked after excellent runs, within 60 seconds of correct time.
L (F/Lt Skillman) obtained photograph showing ground detail of TEMPELHOF aerodrome.
[Page break]
[Underlined] 7.3.45 [/underlined] 74
12 aircraft (10 BERLIN and 2 siren tour HANOVER, BERLIN, DESSAU)
D F/Lt Whitworth
Y F/O B. Jones
G W/O Henley
X F/O Smith
G F/Lt Haden
Z F/O Burgess
A F/O Philip
W P/O McGown
E F/O Knights
U P/O Watt
M S/Ldr Eddy }
R F/Lt Lucas } U/T Y
Reserves L, T
O.C. W/Cdr Bolton
Duty Navs. F/Lt Alexander
F/O Layton
Main Y
Meal 1645 1945
Brief Nav. 1730 2030
Brief Main 1815 2115
A cancelled – swung twice when attempting to take off, and finally went across main road into ploughed field.
Attack on BERLIN quite good, though 3 aircraft – W (P/O McGown) Z (F/O Burgess) and U (P/O Watt) bombed DESSAU owing to poor navigation while time-wasting.
M (S/Ldr Eddy) and R (F/Lt Lucas) had a very successful siren tour.
[Page break]
75 [Underlined] 8.3.45 [/underlined]
11 aircraft (6 BERLIN, 3 spoof HANOVER, and 2 siren tour OSNABRUCK, HANOVER, BREMEN)
R F/Lt Bland }
M F/O Connor } U/T Y
B F/Lt Haden }
T F/O Richards } Spoof
E F/O Rhys }
Y F/Lt Hopkin
Z F/O Lowe
W P/O McGown
G F/O Finlay
S F/O Burgess
U F/Lt Waller
Reserves L, J
O.C. S/Ldr McDermott
Duty Navs. S/Ldr Waterkeyn
F/O Morrow
F/O Kennedy
[Underlined] Spoof and Main U/T Y [/underlined]
Meal 1530 1730
Brief Nav. 1615 1815
Brief Main 1700 1900
A concentrated and successful attack on BERLIN, and a good spoof on HANOVER.
M (F/O Connor) had a successful siren tour.
R (F/Lt Bland) had Y U/S and bombed BREMEN on GEE.
[Page break]
[Underlined] 9.3.45 [/underlined] 76
12 aircraft (11 BERLIN and 1 siren tour OSNABRUCK)
M F/Lt Skillman }
R F/Lt Abraham } Y
L F/Lt Lucas U/T Y
Y F/O B. Jones
B F/Lt Stewart
T F/O Richards
D F/Lt Whitworth
W F/Lt Waller
A F/O Philip
V F/O Smith
E W/O Henley
U P/O Watt
Reserves F, Z
O.C. S/Ldr Eddy
Duty Navs. S/Ldr Waterkeyn
F/Sgt Chappell
F/Sgt Hanrahan
[Deleted] Y Main [/deleted]
Meal [deleted] 1700 1645 [/deleted] 1530 [deleted] 1845 [/deleted]
Brief Nav. [deleted] 1745 1730 [/deleted] 1615 [deleted] 1730 [/deleted]
Brief Main [deleted] 1830 1815 [/deleted] 1700 [deleted] 1815 [/deleted]
A good attack on BERLIN with concentrated marking. T.Is disappeared quickly into cloud but all crews bombed either glow or floaters above. Both Y aircraft marked.
L (F/Lt Lucas) had Y U/S on siren tour and bombed OSNABRUCK on GEE.
[Page break]
77 [Underlined] 10.3.45 [/underlined]
9 aircraft (BERLIN)
M W/Cdr Bolton }
R F/Lt Abraham } Y
A F/Lt Haden
Z F/O Lowe
G F/O Finlay
T F/O Burgess
S F/Lt Goodman
C F/O Knights
E R/O Rhys
Reserves L, B
O.C. S/Ldr McDermott
Duty Navs. F/Lt Alexander
P/O Clark (Can.)
Meal 1530
Brief Navs. 1615
Brief Main 1700
Quite a concentrated attack though even floaters showed only as a glow in cloud at 20,000’. Occasional glimpses of TIs were obtained when vertically overhead. One ‘Y’ aircraft marked,
R (F/Lt Abraham). The other had ‘Y’ U/S and dropped bomb only.
C (F/O Knights) hit by flak which fractured fuel pipe. Landed at COLTISHALL.
T (F/O Burgess) had engine trouble, bombed estimated position of HAMBURG, and landed at CARNABY.
[Page break]
[Underlined] 11.3.45 [/underlined] 78
12 aircraft (9 BERLIN and 3 siren tour HANOVER, BRUNSWICK< MAGDEBURG)
M F/O E. Jones }
L F/O Spurr } U/T Y
R F/Lt Goodman }
V S/Ldr McDermott
G W/O Henley
U P/O Watt
J F/Lt Whitworth
Z F/O Smith
E F/O Marson
W P/O McGown
Y F/O B. Jones
A F/O Philip
Reserves C, F
O.C. W/Cdr Bolton
F/Lt Hopkin
Duty Nav. S/Ldr Waterkeyn
F/Sgt [deleted] Hanrahan [/deleted] Walker
F/O Crabb
Meal 1530
Brief Nav. 1615
Brief Main 1700
A good attack on BERLIN with markers very concentrated and well timed. All 3 ‘Y’ aircraft successfully completed siren-tour.
[Page break]
79 [Underlined] 13.3.45 [/underlined]
12 aircraft (6 BERLIN, 4 spoof BREMEN, and 2 E.W. HERNE)
L F/Lt Lucas }
R F/Lt Bland } U/T Y
Y F/Lt Hopkin }
W [Deleted] P/O McGown [/deleted] F/O Rhys } E.W. [deleted] Spoof [/deleted]
A F/O Philip }
U P/O Watt } Spoof
S F/Lt Marshall
G F/O Knights
Z W/O Inkpen
E F/Lt Marson
[Deleted] T [/deleted] V F/O Burgess
B F/Lt Haden
[Table of times for some aircraft]
Reserves D, F
O.C. W/Cdr Bolton
F/Lt Stewart
Duty Navs. S/Ldr Waterkeyn
F/O Booth
P/O Clark (Scot.)
Meal 1545
Brief Nav. 1630
Brief Main 1715
Planning chaotic, largely owing to Group’s failure to provide details in time for briefing. All 3 attacks nevertheless successful with large explosion on each target.
L (F/Lt Lucas) marked BREMEN
R (F/Lt Bland) had Y U/S and dropped bombs only.
[Page break]
[Underlined] 14.3.45 [/underlined] 80
12 aircraft (10 BERLIN and 2 siren tour BREMEN, HANOVER. BERLIN)
L F/O Jones }
R F/O Spurr } U/T Y
F F/Lt Stewart
Z P/O Way
B F/Lt Haden
T W/O Inkpen
D F/Lt Whitworth
U F/O Burgess
A F/O Philip
S F/Lt Marshall
C F/O Knights
Y F/O B. Jones
Reserves G, W
O.C. S/Ldr McDermott
F/Lt Lucas
Duty Navs. F/Lt Alexander
F/O Fisher
F/O Tempest
Meal 1600
Brief Nav. 1645
Brief Main 1730
A very successful attack on BERLIN, with marking again well timed and concentrated. Both Y aircraft had equipment U/S. R (F/Lt Spurr) bombed BREMEN only; L (F/O Jones) bombed BREMEN and HANOVER.
F (F/Lt Stewart and S (F/Lt Marshall) plotted 2100x and 3000x respectively from A.P. Centre of marked area about 2300x from A.P.
[Page break]
81 [Underlined] 15.3.45 [/underlined]
12 aircraft (10 BERLIN and 2 siren tour ERFURT, WEIMAR, JENA)
L F/Lt Bland }
R F/Lt Goodman } U/U Y
B F/Lt Lucas
U P/O Watt
G F/O Rhys
Z F/O Smith
E F/Lt Marson
Y F/O B. Jones
D F/Lt Whitworth
W P/O McGown
F F/Lt Stewart
S F/Lt Hopkin
Reserves A, U.
O.C. W/Cdr Bolton
Duty Navs. S/Ldr Waterkeyn
F/Lt Gannon
F/Lt Snelling
Meal 1600
Brief Nav. 1645
Brief Main 1730
A good attack on BERLIN, marking well timed though not so concentrated as of late. Aircraft still early on target, in spite of time in hand being cut from 5 to 3 mins. (Average 1.85 mins.)
Bot ‘Y’ aircraft attacked all 3 targets, though only one, L (F/Lt Bland), marked ERFURT.
[Page break]
[Underlined] 16.3.45 [/underlined] 82
12 aircraft (4 BERLIN, 6 spoof HANAU, and 2 siren tour OSNABRUCK, BERLIN, BRUNSWICK)
L F/O E. Jones }
R P/O Way } U/T Y
V S/Ldr McDermott
A F/O Philip
T W/O Inkpen
U P/O Watt
B F/Lt Haden }
W P/O McGown }
C F/O Knights }
S F/O Burgess } Spoof
E F/Lt Marson }
Y F/O Smith }
Reserves F, G
O.C. W/Cdr Bolton
F/Lt Skillman
Duty Navs. S/Ldr Waterkeyn
F/O Kilpatrick
P/O Clark (Scot.)
Meal 1600
Brief Nav. 1645
Brief Main 1730
Fair attacks on BERLIN and HANAU with cloud obscuring T.Is from time to time on both targets. Both ‘Y’ aircraft attacked OSNABRUCK and BERLIN, but had equipment U/S before reaching BRUNSWICK.
[Page break]
83 [Underlined] 17.3.45 [/underlined]
8 aircraft (2 Y BERLIN and 6 spoof NUREMBURG)
L F/Lt Skillman }
R F/Lt Abraham } Y
W F/Lt Hopkin
D F/Lt Whitworth
Y F/O B. Jones
A F/O Philip
T F/Lt Marshall
G W/O Henley
Reserves F, V
O.C. W/Cdr Bolton
F/Lt Lucas
Duty Navs. F/Lt Alexander
F/Lt Forrest
F/O Jarrett
Meal 1600
Brief Nav. 1645
Brief Main 1730
Spoof attack good, though 1 oboe T.I. went wide, apparently a hang-up.
R (F/Lt Abraham) marked BERLIN, 3 minutes late owing to U/S R/T and uncertainty of adjusted H hour.
L (F/Lt Skillman) had equipment U/S and, with TIs only, had to return. Oil-and-water trap exploded on way home damaging much equipment. Eventually undercarriage collapsed after swing while attempting to land with no brakes at WOODBRIDGE.
[Page break]
[Stamp] 32
BOU K WITH R
R 1523 ACG AR
STAND BY FOR B/CAST
B/CAST V GPH GPH101/17 OP OP
OAK
GRY
GSD
WTN
WBS
DOW
BOU
LTS
UPW
HBC
EDR
FROM GPH
TO ALL P.F.F. STATIONS
INFO [deleted word] HBC EDR
SECRET QWM BT
GPH 93/17 171355A FORM B 573. CORRECT IN PARA (C) 1. WHITEBAIT
6Y/139 + 2Y/162 + 5/128 ETC
NOT 27/162 AS SENT
BT 171535A
TOD 171535A BRINDLEY/AS FOR K WITH R
105 CO 162 CO
THANKS [initials]
[Page break]
[Underlined] 18.3.45 [/underlined] 84
10 aircraft (8 BERLIN and 2 E.W. WITTEN)
R W/Cdr Bolton Y
D F/Lt Stewart
Y F/O Smith
C F/O Knights
V F/O Burgess
E F/O Rhys
W P/O McGown
B F/Lt Haden
U P/O Watt }
T P/O Inkpen } E.W.
Reserves A, G
O.C. S/Ldr McDermott
Duty Navs. F/Lt Alexander
F/O Tulloch
Sgt Fossitt
[Underlined] E.W. Main [/underlined]
Meal 2330 1600
Brief Nav. 0015 1645
Brief Main 0100 1730
Both attacks very successful. T.Is disappeared fairly quickly into cloud at BERLIN but floaters remained clearly visible and were well concentrated. ‘Y’ aircraft marked 25 seconds late.
Good photographs of widespread fires from the 2 early windowers at WITTEN.
[Page break]
85 [Underlined] 19.3.45 [/underlined]
[Deleted] 10 [/deleted] 6 aircraft (BERLIN)
R F/Lt Skillman Y
[Deleted] W F/Lt Waller [/deleted]
[Deleted] G F F/O Connor [/deleted]
Y R/O B. Jones
[Deleted] E F/O Rawsthorn [/deleted]
[Deleted] F/Lt Goodman [/deleted]
A F/O E. Jones
U [deleted] F/O Richards [/deleted] F/Lt Marshall
D F/Lt Whitworth
Z F/O Lowe
Reserves [deleted] B, Z, J [/deleted] G
O.C. W/Cdr Bolton
F/Lt Hopkin
Duty Navs. S/Ldr Waterkeyn
F/O Kennelly
Meal [Deleted] 1600 1615 10 [/deleted] 2245
Brief Nav. [deleted] 1645 1700 [/deleted] 2330
Brief Main [deleted] 1730 1745 [/deleted] 0015
A good attack with T.Is well concentrated. Y aircraft marked on time. Effort reduced by 4 owing to doubtful weather.
[Page break]
[Underlined] 20.3.45 [/underlined] 86
10 aircraft (1 U/T Y BREMEN, and 9 KASSEL)
R F/Lt Lucas U/T Y
W F/Lt Waller
C F/O Connor
U P/O Watt
E F/O Rhys
V F/Lt McClelland
G F/O Rawthorn
T F/Lt Goodman
A F/Lt Bland
Z P/O Way
Reserves B, J
O.C. [Deleted] W/Cdr Bolton [/deleted] S/Ldr McDermott
F/Lt Stewart
Duty Navs. S/Ldr Waterkeyn
F/O Wallis
F/Sgt Nichols
[Underlined] Y Remainder [/underlined]
Meal 2330 2230
Brief Nav. 0015 2315
Brief Main 0100 2359
Z (P/O Way) cancelled. Engine failed to start. 1st reserve had mag. drop and 2nd also failed to start. Query P/O Way’s system of starting. (Same trouble on 1.1.45)
Attack on KASSEL quite successful. R (F/Lt Lucas) had H2S failure on turn at BREMEN, and dropped bombs only.
[Page break]
39
WTN 251 OAK 544 GRY 375 DOW 366 GSD 562 BOU 226 UPW 989
V GPH GPH8/22
FROM AOC. PFF. 221245A
TO OFFICERS COMMANDING R.A.F. STATION, UPWOOD WYTON OAKINGTON GRAVELEY BOURN GRANSDEN LODGE AND DOWNHAM MARKET
QWM BT
A.195 22/MAR THE FOLLOWING MESSAGE HAS BEEN RECEIVED FROM THE A.O.C.-IN-C. BOMBER COMMAND. BEGINS. CONGRATUALTIONS TO ALL CONCERNED IN THE UNBROKEN SERIES OF THIRTY CONSECUTIVE NIGHT ATTACKS ON BERLIN. A MAGNIFICENT EFFORT. END. I HAVE REPLIED. BEGINS. YOUR MESSAGE OF CONGRATULATIONS WILL BE VERY MUCH APPRECIATED BY ALL CONCERNED. I KCAN [sic] ASSURE YOU WE SHALL KEEP ON PRESSING UNTIL THE END. ENDS.
BT 221245A
CC LINE 6 CWQ I CAN ASSURE
TOD 1334 HATFIELD
SHQ –
162 CO
195 CO
162 CO. √
Stn. C.O
[Page break]
[Stamp] 34
B/CAST V GPH GPH3/22
247 WTN T 128 SQDN 163 SQDN
985 UPW T 139 SQDN
558 GSD T 142 SQDN
540 OAK T 571 SQDN
362 DOW T 608 SQDN
371 GRY T 692 SQDN
223 BOU T 162 SQDN
FROM A/V/M BENNETT 221030A
TO ALL RANKS NOS 128= 139 = 142 = 571 = 608 = 692 = 163 = 162 SQUADNS BT
P. 140 22/MAR YOUR MAGNIFICENT EFFORTS LAST NIGHT MADE A CONTRIBUTION IN THE RISING CRESCENDO OF ATTACK ON THE GERMAN CRIMINAL. IT WAS A NIGHT WHICH THE BERLINERS WILL REMEMBER TO THEIR SORROW. THE HEAT HAS BEEN TURNED ON AND YOU ARE KEEPING IT ON MAGNIFICENTLY. CONGRATUALTIONS.
= DONALD BENNETT.
BT 221030A
AS
TOD 221129A BRINDLEY/AR+
162 CO. √
Stn. C.O
[Page break]
87 [Underlined] 21.3.45 [/underlined]
⑳ aircraft (2 attacks BERLIN)
R F/Lt Skillman Y
Y F/Lt Hopkin
F F/O Connor
Z P/O Way
G F/Lt Bland
U F/O Lowe
A F/O Rawthorn
S F/Lt Marshall
B F/O Rhys
V F/Lt McClelland
C F/O Finlay
D F/Lt Goodman
W P/O McGown
T F/Lt Waller
E F/Lt Haden
Z P/O Inkpen
F [deleted] R D [/deleted] F/Lt Whitworth
W [deleted] V [/deleted] F/O Burgess
B [deleted] J [/deleted] F/O E. Jones
U F/O Smith
O.C. W/Cdr Bolton
S/Ldr Eddy
Duty Navs. S/Ldr Waterkeyn
F/Lt Fawcett
F/O McGregor
[Underlined] I II [/underlined]
Meal 1600 2230
Brief Nav. 1645 2315
Brief Main 1730 2359
A very successful night except for indifferent marking by 139. Ground crews and armourers coped very well in getting aircraft off again within 1 3/4 hours of landing.
R (F/Lt Skillman) had H2S failure and with TIs only, had to return.
[Page break]
[Underlined] 22.3.45 [/underlined] 88
8 aircraft (BERLIN)
R F/Lt Skillman Y
Y F/O B. Jones
B F/Lt Lucas
U P/O Watt
G F/O Finlay
Z P/O Way
C F/Lt Whitworth
S P/O Inkpen
Reserves A, J
O.C. W/Cdr Bolton
Duty Navs. S/Ldr Waterkeyn
Sgt Grigg
Meal 1630
Brief Nav. 1715
Brief Main 1800
A very good attack, with clear weather and marking well times and concentrated.
R (F/Lt Skillman) successfully marked 30 seconds early, and obtained an excellent photograph showing ground detail. Plotted A.P. 183° 2100 yards.
Y (F/O B. Jones) on last trip had undercarriage trouble and tail-wheel collapsed on landing.
[Page break]
89 [Underlined] 23.3.45 [/underlined]
10 aircraft (BERLIN)
C [deleted R [/deleted] F/O Lowe [deleted] U/T Y [/deleted]
D F/Lt Stewart
W F/O Burgess
G F/Lt Bland
S F/O Smith
B F/Lt Haden
Z P/O Inkpen
A F/O Rawsthorn
V F/Lt Hopkin
F F/O Connor
Reserves J, T
O.C. W/Cdr Bolton
F/Lt Marshall
Duty Navs. S/Ldr Waterkeyn
F/O Barnicoat
Meal 1830
Brief Nav. 1915
Brief Main 2000
‘A’ cancelled – Dinghy unserviceable and reserve aircraft had mag. drop.
A good concentrated attack both accurate bombing. Built-up area seen in light of bomb-flashes.
[Page break]
[Underlined] 24.3.45 [/underlined] 90
10 aircraft (BERLIN)
R S/Ldr Eddy U/T Y
B F/Lt Goodman
D F/Lt Whitworth
T F/O Richards
C F/O Finlay
U P/O Watt
F F/O Rawsthorn
V F/Lt McClelland
G F/O Jones
Z F/Lt Waller
Reserves J, S
O.C. W/Cdr Bolton
F/Lt Lucas
Duty Navs. F/Lt Alexander
F/Sgt Hanrahan
Meal 1615
Brief Nav. 1700
Brief Main 1745
‘R’ cancelled – Brakes U/S and tyre burst at taxying point.
A good attack with marking and bombing concentrated.
V {F/Lt McClelland) arrived 3 minutes early and complained of a scarcity of marking. This was hardly surprising as T.Is were due to go down at -3 and -2. The point was repeatedly stressed at briefing.
[Page break]
91 [Underlined] 25.3.45 [/underlined]
10 aircraft (BERLIN)
R F/Lt Skillman Y
S F/Lt Marshall
F F/O Connor
T P/O McGown
B F/Lt Haden
Z F/O Lowe
A F/Lt Bland
U F/O Smith
D F/Lt Stewart
V F/O Burgess
Reserves C, J
O.C. W/Cdr Bolton
F/Lt Hopkin
Duty Navs. S/Ldr Waterkeyn
F/Sgt Hanrahan
Meal 1615
Brief Nav. 1700
Brief Main 1745
All cancelled (weather) except:-
R F/O Lowe U/T Y
Crew reported quite a good run, but photograph plot shows them to have been 13 miles south of A.P., heading WNW.
[Page break]
[Underlined] 27.3.45 [/underlined] 92
10 aircraft ([Deleted] BERLIN [/deleted]) (9 BERLIN and 1 siren tour BREMEN, MAGDEBURG, HANOVER)
R F/Lt Abraham Y
M F/O Connor U/T Y
F F/Lt Haden
Z P/O Inkpen
A F/Lt Whitworth
T F/Lt Waller
G F/O Finlay
Y F/O Burgess
B F/Lt Lucas
W P/O McGown
Reserves C, V
O.C. W/Cdr Bolton
Duty Navs. S/Ldr Waterkeyn
F/O Kennedy
F/Sgt Robjohns
Meal 1615
Brief Nav. 1700
Brief Main 1745
Quite a good attack on BERLIN. ‘Y’ aircraft marked 4 mins late as ‘H’ hour was brought forward 10 minutes and he could not make it. Photo-flash failed to ignite, and some mixed green/yellow TIs also seemed to fail. Built-up area seen in light of bomb flashes.
M (F/O Connor) had generator failure before take-off. Bombed BREMEN on D.R., assisted by visual pin-point.
[Page break]
93 [Underlined] 28.3.45 [/underlined]
10 aircraft ( )
R W/Cdr Bolton Y
M F/Lt Marson U/T Y
C F/O Knights
T F/O Spurr
D F/O Rawsthorn
V F/Lt McClelland
A F/O Philip
Y P/O Inkpen
B W/O Henley
S F/Lt Marshall
Reserves G, W
O.C. S/Ldr Eddy
F/Lt Abraham
Duty Navs. F/Lt Alexander
F/O Layton
F/O Alsop
Meal 1615
Brief Nav. 1700
Brief Main 1745
Cancelled
Weather
[Page break]
[Underlined] 29.3.45 [/underlined] 94
6 aircraft (3 BERLIN and 3 siren tour BREMEN, HANOVER)
L S/Ldr Eddy }
R F/O Lowe } U/T Y
M F/Lt Marson }
S F/Lt Marshall
B F/O Knights
W P/O Inkpen
Reserve G
O.C. W/Cdr Bolton
F/Lt Lucas
Duty Navs. S/Ldr Waterkeyn
F/O Morrow
P/O Chappell
Meal 1630
Brief Nav. 1715
Brief Main 1800
Marking on BERLIN somewhat scattered, and TIs obscured at times by cloud in various layers.
All 3 aircraft successfully completed siren tour, though M (F/Lt Marson) was very late on target.
[Page break]
95 [Underlined] 30.3.45 [/underlined]
12 aircraft (5 BERLIN, 5 ERFURT, and 2 siren tour HAMBURG, KIEL)
M W/Cdr Bolton Y
J F/Lt Waller
G F/Lt Bland
U F/Lt McClelland
E F/O Rawsthorn
B W/O Henley
T F/O Richards
A F/O Philip
W P/O McGown
F F/O Finlay
L F/O Connor }
R F/O Spurr } U/T Y
Reserves D, V
O.C. S/Ldr [deleted] Eddy [/deleted] McDermott
[Deleted] F/Lt Abraham [/deleted]
Duty Navs. F/Lt Alexander
F/Lt Snelling
F/O Lawrence
F/O Crabb
[Underlined] M,U,J,G,E,L,R, T,W,B,A,F
Meal [deleted] 1615 [/deleted] 1630 1845
Brief Nav. [deleted] 1700 [/deleted] 1715 1930
Brief Main [deleted] 1745 [/deleted] 1800 2015
‘R’ (F/O Spurr) cancelled – Mag. drop and V.H.F. u/s
Good attacks on BERLIN and ERFURT, with large explosions and columns of smoke at ERFURT. River clearly visible at BERLIN. ‘Y’ aircraft marked – plotted AP 120° 1.6 miles. Siren tour successful
E (F/O Rawsthorn) had navigator pass out from oxygen failure. Made second run over BERLIN at 12,500’ to ensure release of bomb.
[Page break]
[Underlined] 31.3.45 [/underlined] 96
10 aircraft ( )
L F/Lt Lucas }
R F/O Spurr } U/T Y
M F/O Jones }
T S/Ldr McDermott
F F/Lt Whitworth
W P/O Inkpen
B [deleted] A [/deleted] F/Lt Haden
S F/O Burgess
C F/O Knights
U F/O Smith
Reserves [deleted] B [/deleted] A, Y
O.C. W/Cdr Bolton
F/Lt Marshall
Duty Navs. S/Ldr Waterkeyn
F/Lt Gannon
F/O Fisher
Meal [deleted] 1630 [/deleted] 2130
Brief Nav. [deleted] 1715 [/deleted] 2215
Brief Main [deleted] 1800 [/deleted] 2300
Cancelled
Weather
[Page break]
97
[Underlined] SUMMARY FOR MARCH 1945 [/underlined] (LAST MONTH IN BRACKETS)
OPERATIONAL NIGHTS 27 (19)
NUMBER OF ATTACKS 64 (33)
AIRCRAFT CALLED FOR 285 (224)
AIRCRAFT DESPATCHED [deleted] 285 [/deleted] 279 (223)
NUMBER OF MARKER SORTIES 16 (-)
PERCENTAGE SUCCESSFUL 69% (-)
CANCELLED BY UNIT (WEATHER) – (-)
CANCELLED BY UNIT (SEVICEABILITY) 6 (1)
EARLY RETURNS 1 (1)
OTHER ABORTIVE SORTIES 2 – “Y” U/S (-)
ENGINE FAILURES 1 (-)
AIRCRAFT DAMAGED BY ENEMY ACTION 2 (3)
AIRCRAFT DAMAGED IN ACCIDENTS 3 (4)
AIRCRAFT MISSING – (-)
CREWS AIRCRAFT
STRENGTH AT BEGINNING OF MONTH 25 + 0 (22 + 0) 18 + 0 (18 + 0)
STRENGTH AT END OF MONTH 28 + 2 (25 +0) 16 + 3 (18 + 0)
TARGETS ATTACKED:- BERLIN 29 (12)
BREMEN 6 (-)
HANOVER 6 (2)
OSNABRUCK 3 (1)
ERFURT 2 (2)
HAMBURG 2 (-)
KASSEL 2 (-)
KIEL 2 (-)
BRUNSWICK 1 (-)
DESSAU 1 (1)
HANAU 1 (-)
HERNE 1 (-)
JENA 1 (-)
LUBECK 1 (-)
MAGDEBURG 1 (3)
NUREMBURG 1 (-)
WEIMAR 1 (-)
WESEL 1 (-)
WESERMUNDE 1 (-)
WILHEMSHAVEN 1 (-)
WITTEN 1 (-)
PROMOTIONS:- NIL
COMMISSIONS:- W/O INKPEN, F/SGT CHAPPELL, F/SGT CLARK, F/SGT ROBJOHNS, F/SGT WALKER.
DECORATIONS:- S/LDR EDDY, S/LDR WATERKEYN, F/LT ALEXANDER, F/LT FAWCETT, F/LT HADEN. F/O MORROW. (ALL D.F.C.)
[Page break]
[Underlined] 1.4.45 [/underlined] 98
12 aircraft
L F/Lt Abraham Y
T F/O Richards
C F/O Knights
J F/O Burgess
F F/O Connor
Y S/Ldr McDermott
B F/Lt Lucas
U F/O Smith
E F/Lt Whitworth
A F/Lt Haden
M F/O Jones }
R F/O Spurr } U/T Y
Reserves G, W
O.C. W/Cdr Bolton
Duty Navs. F/Lt Alexander
F/O Layton
P/O Clark
Sgt Grigg
Meal 1615
Brief Nav. 1700
Brief Main 1745
Cancelled
Weather
[Page break]
99 [Underlined] 2.4.45 [/underlined]
14 aircraft (12 BERLIN and 2 siren tour HAMBURG, LUBECK)
L F/Lt Abraham Y
C F/O Knights
S F/Lt Marshall
A F/O Finlay
V F/Lt McClelland
E F/O Rawsthorn
W P/O McGown
F F/Lt Whitworth
Y P/O Inkpen
B W/O Henley
J F/Lt Waller
G F/Lt Bland
R F/O Lowe }
M F/O Connor } U/T Y
Reserves T, U
O.C. S/Ldr Eddy
F/Lt Haden
Duty Navs. F/Lt Alexander
F/Lt Fawcett
F/Sgt Nicholls
Meal 1900
Brief Nav. 1945
Brief Main 2030
A very good attack on Berlin with marking and bombing concentrated. Two large explosions seen. ‘Y’ aircraft marked but photo flash as usual failed to ignite.
‘R’ and ‘M’ had successful siren-tour.
[Page break]
[Underlined] 3.4.45 [/underlined] 100
12 aircraft (10 BERLIN and 2 siren tour MAGDEBURG, BERLIN)
L F/Lt Lucas }
F F/O Spurr } U/T Y
M F/O Jones }
S F/Lt McClelland
G F/O Rawsthorn
J F/O Burgess
Y F/O Smith
W F/O Spurr
V S/Ldr McDermott
E F/Lt Marson
T F/Lt Richards
B W/O Henley
C F/O Finlay
Reserves F, W
O.C. W/Cdr Bolton
Duty Navs. S/Ldr Waterkeyn
F/O Tulloch
Sgt Heggie
[Underlined] S,G,J,Y Remainder [/underlined]
Meal [deleted] 2045 [/deleted] 1915 [deleted] 1730 [/deleted] 1915
Brief Nav. [deleted] 2130 [/deleted] 2000 [deleted] 1815 [/deleted] 2000
Brief Main [deleted] 2215 [/deleted] 2045 [deleted] 1900 [/deleted] 2045
‘R’ cancelled – Hydraulics U/S. Crew took ‘W’ on main attack.
A very concentrated and successful attack on BERLIN, with good marking.
L (F/Lt Lucas) had successful siren-tour.
M (F/O Jones) had Y U/S and dropped bombs only on MAGDEBURG.
[Page break]
101 [Underlined] 4.4.45 [/underlined]
12 aircraft (5 BERLIN, 6 E.W. MERSEBURG, and 1 MAGDEBURG)
M F/Lt Abraham }
L F/O Jones } Y
Y F/Lt Hopkin
F F/O Connor
U P/O Watt
A F/Lt Stewart
V P/O Inkpen
C F/Lt Marson
S F/Lt Marshall
B F/Lt Lucas
J F/Lt Waller
R F/Lt Goodman U/T Y
Reserves G, T, Q
O.C. W/Cdr Bolton
S/Ldr Eddy
Duty Nav. S/Ldr Waterkeyn
F/O Booth
F/O Kilpatrick
F/O Grant
Meal 1730
Brief Nav. 1815
Brief Main 1900
All attack successful. Weather clear at BERLIN but thin cloud at MERSEBURG. U/T Y aircraft marked MAGDEBURG. Excellent ground detail photographs.
[Page break]
[Underlined] 5.4.45 [/underlined] 102
12 aircraft ( )
M W.Cdr Bolton Y
C F/O Knights
V F/Lt McClelland
A F/O Philip
W F/O Richards
L F/O Connor }
Q F/O Spurr } U/T Y
B P/O Henley
S P/O Watt
E F/O Rawsthorn
Y F/O Smith
G F/O Finlay
Reserves F, S
O/C S/Ldr McDermott
Duty Navs. F/O Kerr-Jarrett
P/O Walker
Meal
Brief Nav
Brief Main
Cancelled
Weather
[Page break]
103 [Underlined] 6.4.45 [/underlined]
12 aircraft (
R F/Lt Abraham }
M F/O Jones } Y
S F/Lt Marshall
B P/O Henley
T F/O Richards
F F/Lt [deleted] Stewart [/deleted] Marson
Y F/O Smith
E F/O Rawsthorn
V F/Lt McClelland
C F/O Knights
L S/Ldr Eddy }
Q F/O Spurr } U/T Y
Reserves A, W
O.C. W/Cdr Bolton
Duty Navs. S/Ldr Waterkeyn
P/O Clark (Can)
F/Sgt Hanrahan
Meal 1730
Brief Nav. 1815
Brief Main 1900
Cancelled
Weather
[Page break]
[Underlined] 7.4.45 [/underlined] 104
[Deleted] 14 [/deleted] 10 aircraft (
Q F/Lt Abraham }
M F/P Jones } Y
[Deleted] R [/deleted] K F/O Spurr }
L F/O Connor } U/T Y
[Deleted] Y F/Lt Hopkin
B P/O Henley
J V F/Lt Waller
G F/O Finlay
U P/O Watt
E F/O Rawsthorn
W P/O Inkpen
C F/O Knights
T F/Lt Goodman
F F/Lt Stewart [/deleted]
Y F/Lt Hopkin
G F/O Finlay
J F/Lt Waller
F F/Lt Stewart
U P/O Watt
T F/Lt Goodman
Reserves A, S
O.C. S/Ldr Eddy
Duty Navs. S/Ldr Waterkeyn
P/O McGregor
F/O Sargeant
Meal 1730
Brief Nav. 1815
Brief Main 1900
Cancelled
Weather
[Page break]
105 [Underlined] 8.4.45 [/underlined]
14 aircraft (2 Y and 2 U/T Y BERLIN and 10 DESSAU)
Q F/Lt Abraham }
M F/O Jones } Y
L S/Dr Eddy }
K F/O Spurr } U/T Y
J F/Lt Waller
B [deleted letter] P/O Henley
T F/O Richards
G [deleted] letter] F/O Finlay
Y F/O Smith
A F/O Philip
U P/O Watt
F [deleted] B [/deleted] F/Lt Stewart
V F/Lt McClelland
E [deleted letter] F/O Knights
Reserves [deleted] E [/deleted] W, S, R
O.C W/Cdr Bolton
F/Lt Marshall
Duty Navs. S/Ldr Waterkeyn
F/O Morrow
F/O Barnicoat
Meal 1745
Brief Nav. 1830
Brief Main 1915
BERLIN attack fair; all Y aircraft [inserted] dropped [/inserted] but both U/Ts were a long way from A.P. Oboe attempted this target for the first time, and were also some distance from A.P., according to photographic plot. DESSAU attack a complete failure owing to total absence of markers from 139. Issue further complicated by 100 Group fooling about with TIs in the area. Some aircraft bombed these, others used GEE, & remainder joined heavy attack on LUTZKENDORF.
[Page break]
[Underlined] 9.4.45 [/underlined] 106
12 aircraft (5 BERLIN, 3 HAMBURG, and 4 E.W. KIEL)
Q F/Lt Abraham }
M F/O Jones } Y
T F/O Richards
B F/Lt Lucas
W W/O Inkpen
E F/O Rawsthorn }
Y F/Lt Hopkin }
A F/O Philip } E.W.
S F/Lt Marshall }
K F/Lt Marson }
R F/Lt Goodman } U/T Y
L F/O Connor }
Reserves J, F
O.C. W/Cdr Bolton
F/Lt Stewart
Duty Navs. S/Ldr Waterkeyn
F/O Hagues
P/O Robjohns
Sgt Grigg
Meal 1730
Brief Nav. 1815
Brief Main 1950
All attacks very successful. Both Y aircraft marked BERLIN, and 2 U/T Y marked HAMBURG. K (F/Lt Marson) had H2S U/S and dropped bombs only. Heavies going very well on KIEL with some opposition.
[Page break]
107 [Underlined] 10.4.45 [/underlined]
12 aircraft (7 BERLIN and 5 CHEMNITZ)
M S/Ldr Eddy }
Q F/O Spurr }
L F/O Connor } U/T Y
R F/Lt Goodman }
K F/Lt Marson }
U P/O Watt
C F/O Knights
V F/Lt McClelland
G F/O Finlay
W F/O Smith
B P/O Henley
J F/Lt Waller
Reserves E, T
O.C. W/Cdr Bolton
F/Lt [deleted] Hopkin [/deleted] Lucas
Duty Navs. S/Ldr Waterkeyn
F/O Crabb
F/O Kennedy
Meal 1730
Brief Nav. 1815
Brief Main 1900
BERLIN raid very successful with fires close to A.P. from previous attack. All U/T Y aircraft marked CHEMNITZ, but marking was scattered and generally undershot by 2 1/2 miles owing to Group having worked out the method incorrectly.
[Page break]
[Underlined] 11.4.45 [/underlined] 108
12 aircraft (7 BERLIN and 5 U/T Y singly BERLIN)
[Deleted] L W/Cdr Bolton } [deleted]
[Deleted] F/Lt Abraham } Y [/deleted]
L S/Ldr Eddy } H+12
M F/Lt Lucas } H+38
R F/O Spurr } U/T Y H+18
K F/O Finlay } H+5
Q F/Lt Marson } H+30
Y [deleted letter] F/Lt Marshall
F F/Lt Stewart
W [deleted letter] P/O Inkpen
A F/O Philip
T F/O Richards
E F/O Rawsthorn
U P/O Watt
Reserves B, V
O.C. [deleted] W [/deleted] S/Ldr Eddy
F/Lt [deleted] Hopkin [/deleted] Skillman
Duty Navs. F/O Hagues
F/O Tempest
F/Lt Fawcett
Y,F,W,A,T,E,U. L,Q,M,R,K.
Meal 1730 1945
Brief Nav. 1816 1815
Brief Main 1900 1900
All attacks successful in clear weather with good marking by Oboe. Fires seen burning close to A.P. Ground-details photographs from L (S/Ldr Eddy), M (F/Lt Lucas) and Q (|F/Lt Marson)
S/Ldr Eddy nearest – plotted A.P. 360° 1550 yards.
[Page break]
109 [Underlined] 13.4.45 [/underlined]
12 aircraft (2 Y STRALSUND, 8 HAMBURG, and 2 U/T Y HAMBURG)
Q W/Cdr Bolton }
L F/Lt Skillman } Y
M F/O Connor }
K F/O Lowe } U/T Y
V F/Lt Hopkin
A F/Lt Bland
T F/O Richards
F F/Lt Whitworth
W P/O McGown
B F/Lt Haden
J F/O Burgess
C F/O Knights
Reserves U, S
O.C. S/Ldr Eddy
F/Lt Abraham
Duty Navs. F/Lt [deleted] Fawcett [/deleted] Alexander
F/O Allsop
F/O Lawrence
Q,L,M,K Remainder
Meal 1830 2000
Brief Nav. 1915 2045
Brief Main 2000 2100
TI’s [inserted] glow [/inserted] visible through 10/10 cloud at HAMBURG though no results seen. Good spoof at STRALSUND but ‘L’ had H2S U/S and ‘Q’ had bombing gear U/S.
[Page break]
[Underlined] 14.4.45 [/underlined] 110
[Deleted] 12 [/deleted] 7 aircraft (BERLIN)
G F/Lt Bland
W [deleted letter] P/O McGown
B F/Lt Haden
J F/Lt Waller
C F/O Philip
S F/Lt Marshall
F P/O Henley
P F/O Spurr }
K F/Lt Marson }
Q F/Lt Goodman } U/T Y
L F/O Lowe }
M F/O Finlay }
Reserves E, V
O.C. [deleted] S/Ldr [/deleted] W/Cdr Bolton
S/Ldr Eddy
Duty Nav. F/Lt Gannon
F/O Wallis
Meal 1815
Brief Nav. 1900
Brief Main 1945
U/T Y aircraft cancelled – Weather
A very successful attack. Weather clear and Oboe marking good. Several large explosions with black smoke. Large fires seen at POTSDAM.
[Page break]
111 {underlined] 15.4.45 [/underlined]
12 aircraft (BERLIN)
M S/Ldr Eddy }
[Deleted] R F/O Finlay [/deleted]
K F/Lt Marson }
P F/O Spurr } U/T Y
L F/O Connor }
Q F/Lt Goodman }
Y F/Lt Hopkin
B F/O Knights
J F/O Burgess
E F/O [deleted] Whitworth [/deleted] Finlay
T F/Lt Richards
[Deleted] F/Lt Stewart [/deleted]
Reserves G, S
O.C. W/Cdr Bolton
F/Lt Abraham
Duty Navs. S/Ldr Waterkeyn
P/O Clark (Scot)
P/O Clark (Can)
Meal 1730
Brief Nav. 1815
Brief Main 1900
F cancelled – Tyre burst and reserve a/c u/s
A bad start. F/O Tulloch went sick at briefing and the crews’ place was taken by F/O Finlay & F/O Allsop who returned U/S from 1st attack but got going again very quickly. F (F/Lt Stewart) had tyre burst at caravan & got into reserve a/c but found it U/S.
[Page break]
[Underlined] 16.4.45 [/underlined] 112
12 aircraft ([deleted] 4 [/deleted] 3 Y + 7 MUNICH)
Q F/Lt Abraham Y
L F/O Connor }
[Deleted] F/Lt Goodman [/deleted] }
[Deleted] F/O Finlay [/deleted] } U/T Y
P F/O Lowe }
K F/Lt Bland }
C F/O Finlay
W P/O McGown
G P/O Henley
J F/Lt Waller
A F/O Philip
S F/Lt Marshall
E F/Lt Haden
Y F/Lt Goodman
Reserves [deleted] C, Y [/deleted] T
O.C W/Cdr Bolton F/Lt Stewart
Duty Navs. S/Ldr Waterkeyn
F/Sgt Hanrahan
Meal [deleted 1730 2200 [/deleted] 2230
Brief Nav. [deleted] 1815 2245 [/deleted] 2315
Brief Main [deleted] 1900 2330 [/deleted] 2359
T (F/Lt Bland) had engine cut on take-off. A/C swung and finished by running 50 yards backwards into dispersal.
Attack very successful in clear weather. 5 good ground-detail photographs all of same area.
E (F/Lt Haden) plotted on A.P.
[Page break]
113 [Underlined 17.4.45 [/underlined]
12 aircraft (4 Y BERLIN and 8 INGOLSTADT)
Q W/Cdr Bolton }
L F/Lt Skillman } Y
P F/O Spurr }
K F/Lt Marson } U/T Y
W F/Lt Richards
E F/Lt Stewart
S F/Lt Waller
G F/Lt Bland
J F/O Burgess
A F/Lt Whitworth
Y F/Lt Hopkin
C F/O Knights
Reserves U, V, M/R
O.C. S/Ldr Eddy
F/Lt Marshall
Duty Navs. F/Lt Alexander
F/O Morrow
F/O Fisher
Meal 1730
Brief Nav. 1815
Brief Main 1900
Severe Cu. Nim with lightning, icing thermals etc. on way to Berlin. 3 of the 4 Y aircraft last ASIs on going through. 3 also had Y U/S but bombed on GEE. Attack on INGOLDSTADT airfield very successful. Airfield afterwards estimated 75% u/s.
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
162 Squadron Light Night Striking Force Battle Orders
Recollections of 455 (Australian) Squadron August 1941 - April 1942
Description
An account of the resource
162 Squadron crew lists and record of operations from 19 December 1944 to 17 April 1945 and John Bolton's memoir.
Creator
An entity primarily responsible for making the resource
John Derek Bolton
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.
Format
The file format, physical medium, or dimensions of the resource
Handwritten booklet and seven typewritten sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Text. Service material
Identifier
An unambiguous reference to the resource within a given context
MBoltonJD67631-170906-01
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Conforms To
An established standard to which the described resource conforms.
Pending review
Spatial Coverage
Spatial characteristics of the resource.
Germany
Great Britain
Atlantic Ocean--Baltic Sea
England--Cambridgeshire
England--Suffolk
Germany--Berlin
Germany--Bonn
Germany--Bremen
Germany--Cologne
Germany--Dessau (Dessau)
Germany--Duisburg
Germany--Erfurt
Germany--Hamburg
Germany--Hanau
Germany--Hannover
Germany--Kiel
Germany--Lübeck
Germany--Magdeburg
Germany--Wanne-Eickel
Germany--Wilhelmshaven
Germany--Ingolstadt
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1944-12
1945-01
1945-02
1945-03
1945-04
Contributor
An entity responsible for making contributions to the resource
Anne-Marie Watson
162 Squadron
455 Squadron
aircrew
Bennett, Donald Clifford Tyndall (1910-1986)
bombing
Distinguished Flying Cross
Hampden
Harris, Arthur Travers (1892-1984)
mine laying
Mosquito
navigator
Pathfinders
pilot
RAF Bourn
RAF Woodbridge
searchlight
Wellington
Whitley
Window
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2175/38139/SWilliamsonF1311249v10003-0011.1.jpg
d3393a07d64a77ca6ff51632f9324856
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
Williamson, Frank-249
Description
An account of the resource
24 items. The collection concerns Frank Williamson (b. 1912, 1311249 Royal Air Force) and contains his log book, documents and newspaper clippings. He flew operations as an air gunner with 106 Squadron.
The collection has been donated to the IBCC Digital Archive by Lyn Williamson and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. 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
Williamson, F
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-01-30
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[inserted] No 7 17/18 Aug 1943 [/inserted]
3,000 sorties smash Nazi defence plane plants
GREATEST ANGLO-U.S. MASS ATTACK IN 24 HOURS
By BASIL CARDEW
[indecipherable rubber stamp]
IN the first full-scale two way attack on Europe, aimed primarily at destroying Germany's fighters, their airfields, and factories producing the planes, the Allied air forces have just made between 2,500 and 3,000 sorties in the space of 24 hours.
[map]
This tremendous air offensive covers the day and night of August 17-18, and was mounted both from Britain and the Mediterranean.
Taken in conjunction with the American raid on the great Messerschmitt factory at Weiner Neustadt, 30 miles from Vienna, at the weekend, the latest Flying Fortress assault on the Regensburg factory in southern Germany is believed to have partially stopped production of the very types of aircraft the Germans will need to repulse a Second Front.
REGENSBURG BLAZES
Short-range fighters are the spearhead of defence.
Reconnaissance pictures taken four hours after the Regensburg attack show that the Fortress bombs were accurate and caused great havoc.
At least four large buildings were still on fire when the spy plane passed over. All the six main workshops were destroyed, five of them severely.
The main assembly shop, the gun-testing range, large new shops that had recently been erected, the boiler house, office buildings, and several other small unidentified buildings or the great plant have been damaged or burned out, in some cases completely destroyed.
The target at Regensburg was Germany's second largest aircraft factory, makers of the latest type of Messerschmitt single-engined fighter planes. It was to have been the main production unit left to the enemy for its fighters after the plant at Weiner Neustadt, which was producing a third of the Messerschmitt programme, had been partially knocked out.
MIGHTY BLOW
Bomber Command's contribution to this onslaught on Germany's first-line defences against an imminent Allied invasion followed a few hours after the Regensburg raid, when a mighty force of home-based, long-range aircraft heavily attacked in bright moonlight the armament and radio development establishment at Peenemunde, 60 miles north-west of Stettin, on Tuesday night, and dropped 1,500 tons of bombs.
This large, secret factory produces the equipment for the German fighters that are at the moment No. 1 target for the Allies.
The bombers had to fly on as long a route as that to Berlin to hammer the factory, and they encountered many of the night-fighter squadrons and ground defences that have been greatly strengthened recently for the protection of the German capital. But the raid was devastatingly successful, although it cost 41 aircraft.
The rest of the 2,500-3,000 sorties
[page break]
OUR Stirling dropped on its starboard side and began to lose height. Luckily the bomb-aimer had just come up from his position and was sitting by me, so that he was able to help me to drag on the control and pull the Stirling level.
"All the way back it was difficult to control the aircraft. The bomb-aimer and I would get the Stirling level on its course and then down would slip the starboard wing and we would swing off our course.
"The flight-engineer helped matters by running three engines off the starboard tank, so lightening the starboard side of the aircraft. When we were near base I lowered the under-carriage and flaps and tried out how I could handle her like that. She answered to the control perfectly, and I glided down to a safe landing on the runway."
The Lancasters which attacked transformer and switching stations in North Italy on the night of July 15-16 did not return to England immediately, but, as before, when a force of Lancasters bombed the radio-location factory at Friedrichshafen, they used airfields in North Africa as an advanced base.
On Saturday night they returned
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
3,000 Sorties Smash Nazi Defence Plane Plants
Description
An account of the resource
A newspaper article about bombing several aircraft factories. It is annotated 'No 7 17/18 Aug 1943'.
Spatial Coverage
Spatial characteristics of the resource.
Austria
Germany
Austria--Wiener Neustadt
Germany--Berlin
Germany--Friedrichshafen
Germany--Peenemünde
Germany--Regensburg
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
Format
The file format, physical medium, or dimensions of the resource
Three newspaper cuttings
Identifier
An unambiguous reference to the resource within a given context
SWilliamsonF1311249v10003-0011
Temporal Coverage
Temporal characteristics of the resource.
1943-08-17
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Sue Smith
aircrew
B-17
bomb aimer
bombing
Bombing of Peenemünde (17/18 August 1943)
flight engineer
Lancaster
propaganda
Stirling
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2487/43390/PTeasdaleA2203.1.pdf
cecc8e2ab19923ad1a9e07320a097c4a
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
Teasdale, Audrey
Audrey Pitts
Description
An account of the resource
21 items. An oral history interview with Audrey Teasdale (b. 1923, 2135963 Royal Air Force) and photographs. She served as a WAAF in the officers' mess at RAF Waddington.
The collection was loaned to the IBCC Digital Archive for digitisation by Audrey Teasdale and catalogued by Barry Hunter.
Date
A point or period of time associated with an event in the lifecycle of the resource
2022-12-20
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
Teasdale, 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
467 Squadron (RAAF) Waddington 1943
Description
An account of the resource
A brief story about the crew of 'M for Mother'. It includes details of the crew and a photograph of the crew in flying kit at the nose of their aircraft.
Spatial Coverage
Spatial characteristics of the resource.
Germany
Germany--Berlin
Australia
Victoria--Ballarat
New South Wales--Sydney
Queensland
Victoria--Rutherglen
Great Britain
England--Lincolnshire
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Australian Air Force
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Format
The file format, physical medium, or dimensions of the resource
One printed sheet
Identifier
An unambiguous reference to the resource within a given context
PTeasdaleA2203
Temporal Coverage
Temporal characteristics of the resource.
1943
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.
467 Squadron
aircrew
bombing
Distinguished Flying Cross
killed in action
Lancaster
nose art
RAF Waddington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/923/28767/MLeeJR575842-180320-01.2.pdf
edc683f62e931df7aab8f5fc9df9b8b9
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
Lee, James Roy
J R Lee
Description
An account of the resource
23 items. Concerns James Roy Lee (b. 1923, 575842 Royal Air Force). He flew operations as a flight engineer with 467 Squadron until he became a prisoner of war. Collection contains his flying log book, personal and official documents, correspondence, a history of 467 Squadron operations and photographs.
The collection has been loaned to the IBCC Digital Archive for digitisation by Marilyn Palmer 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
2018-03-20
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Lee, JR
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] 467 SQUADRON - R.A.A.F. [/underlined]
Operations from R.A.F. Bottesford and R.A.F. Waddington.
[underlined] ACKNOWLEDGMENTS [/underlined]
Grateful acknowledgment is made for the help with 463 and 467 Squadrons Registers to -
Mr. P. K. (Peter) Dale of Canberra, for his difficult and tedious job of photocopying the entire Operational Records Books.
Mr. Jock Ross, Curator of R.A.A.F. records, Air Historical Branch Dept. Defence, Canberra, for his untiring assistance and research.
Mr. M.G. (Max) Johnson of Brisbane, Qld., for his invaluable and untiring assistance single handed over many months in printing nearly 6,000 pages for the ten copies of each Register.
Mr. John Harrod, N.S.W. Branch 463/467 Sqdn. Assn. for his ever ready assistance and advice.
Mr. Stan Bridgeman of Welwyn Garden City, U.K. for his help and [inserted] ADDRESS OVER [/inserted] research in the U.K., and agreeing to be the Custodian of the Registers in England.
Not the least a long list of 463/467 Squadron Association people who have helped with advice and log book corrections.
Without the help and advice of these people, I would surely have quit when I had assembled my first notes and realised the magnitude of the task and the impossibility of it being really correct, due to the errors and omissions in Operational Record Books, in particular aircraft and numbers and replacements, then the omission of R.A.F. personal numbers and initials.
[underlined] INTRODUCTION [/underlined]
1) There are several points to note:
2) Page 1/2 - 467 Squadron’s history.
Page 3/5 - Crew information.
Page 6/7 - Squadron groundcrew.
Page 8/11 - Pilots Register.
Page 12/52 - Crewmans Register (see note below*)
Page 53/66 - Aircraft and crews lost.
Page 67/321 - Pilots pages with crews (Listed alphabetically).
* To find crewman, one looks up his name and then refers to his Pilot’s sheet
There are a number of individual contributions and personal stories which cannot be included in the Register. We propose to produce them in a separate folder in due course.
H.M. BLUNDELL.
[underlined] 463/467 Squadrons Historian [/underlined]
[underlined] Special Note [/underlined]
The register of operations cease, V.E. Day Europe 8-5-1945.
[underlined] 1985. [/underlined] There are a number of postings, in and out to the Squadron between 8-5-1945 and disbandment which are not recorded here.
[page break]
PAGE 1
[underlined] 467 SQUADRON - R.A.A.F. [/underlined]
[obscured word] Squadron was formed at SCAMPTON, LINCOLNSHIRE 7-11-42.
[obscured word] to BOTTESFORD by 30-11-1942. Moved to WADDINGTON 11-11-1943.
Bottesford Station Commanding Officers: G/C. SWAIN, F.R.O: OBE:DFC.
From 3.3.43. - G/C. McKECKNIE, W. N: DFC.
[underlined] 467 SQUADRON moved to WADDINGTON 12.11.43 [/underlined]
Waddington Station Commanding Officers:
16.4.43. G/C. S.C. ELWORTHY, GCB, CBE, DSO, MVO, DFC, AFC, MA.
31.3.44. G/C. D.W. BONHAM-CARTER, CB, DFC.
14.4.45. G/C. E.D. McK.NELSON, CB.
1.8.45. G/C. D.D. CHRISTIE, AFC.
24.8.45. G/C. A.E. TAYLOR.
467 SQUADRON COMMANDERS:
7.11.42. W/C. C.L. GOMM, DSO, DFC. - - - KIA 16.8.43.
19.8.43. W/C. J.R. BALMER, DFC, OBE - - - KIA 11.5.44.
12.5.44. W/C. W.L. BRILL, DSO, DFC & Bar - - Died 1964.
12.10.44. W/C. J.K. DOUGLAS, DFC, AFC. - - KIA 8.2.45.
9.2.45. W/C. E. le P. LANGLOIS - - KIA 3.4.45.
4.3.45. W/C. I.H. HAY, DFC. - - To disbandment.
467 STATION ADJUTANTS: F/L. BURFIELD-CARPENTER.
F/L. A.D. McDONALD (A18121); F/L. J.M.W. LOVE.
467 SQUADRON moved to RAF METHERINGHAM 16.6.45 and were disbanded there October, 1945.
[underlined] 467 STATISTICS COMPILED FROM OPERATIONAL RECORD BOOKS. [/underlined]
First Operational Sortie - 2/3.1.1943 - To FURZE - Minelaying.
Last Operational Sortie - 25/26.4.45 - To TONSBURG.
[underlined] OPERATIONAL SORTIES ATTEMPTED: [/underlined]
No. of a/c actually took off on operations: 3977
No. of Operational sorties completed: 3795
No. of Operational sorties failed: 182
[underlined] REASON FOR FAILURE OF SORTIE: [/underlined]
a/c failed to return - listed missing 105
a/c early return due to Engine Failure: 28
a/c early return due to Electrical Failure: 10
a/c [ three ditto marks] to Armament Failure: 9
a/c [ three ditto marks] to Oxygen Failure: 9
a/c [ three ditto marks] to Instruments, radio, intercom failure: 12
a/c [ three ditto marks] to Ice in flight & ice damage: 6
a/c [ three ditto marks] to Navigational Error: 3
182
No. of Sorties completed in a/c damaged by Enemy Action: 230
No. of Aircrew listed inOperational Record Books as flown on ops from 467 Sqdn, RAAF: (inc. RAF, RNZAF, RCAF): 1814
No. of Aircrew listed in ORB’s as War Casualty from 467 Sq: (includes RAAF, RAF, RNZAF, RCAF): 760
No. of whole crews posted to 467 Sq. for Ops: 258
No. of whole crews finished tour of ops - 30 or more: 74
No. of whole crews lost on Ops: 115
No. of whole crews still operating when hostilities ceased 8.5.45. and not tour expired: 31
No. of whole crews posted to other Squadrons during tour: 34
No. of whole crews with no Ops. before hostilities ceased: 4
No. of crews from 53 Base who flew on ops from 467 Sqdn and not listed as posted to 467 Sqdn. 6
[page break]
467 Squadron R.A.A.F. - CHANCE ?
Number of crews who flew on Operations from 467 Sqdn. = 257
Number of Operations completed by 467 Sqdn. = 3795
Average number of Operations flown by each crew 467 Sq. =14.76
Number of Lancasters flown by 467 Sqdn. =225
Number of Operations completed b 467 Sqdn. = 3795
Average number of Operations flown by each Lancaster = 16.8
Number of crews lost on Operations from 467 Sqdn. = 115
Number of crews posted in for Operations = 257
Chance of finishing a tour - 2.59
Number of personnel listed in Casualty List and their nationality:
R.A.A.F. 382; R.A.F. 355: R.C.A.F. 28: R.N.Z.A.F. 3.
[page break]
5
[obscured word] still on ops 8.5.45
[obscured letter] asch M G 25 8.5.45
Baker L W 21 8.5.45
Blair John 23 8.5.45
Burr R B 4 8.5.45
Coffey R 10 8.5.45
Conachty Vin 16 8.5.45
Dixon R D 12 8.5.45
Donaldson R 4 8.5.45
Emery N A 14 8.5.45
Fast D E 13 8.5.45
Findlay A C 13 8.5.45
Clark J B 24 8.5.45
Glaholm N 2 8.5.45
Goodall F C 18 8.5.45
Hancock J R 3 8.5.45
Hay I H A 7 8.5.45
Hunter Reg 25 8.5.45
Evans T E 25 8.5.45
Holbrook D J 18 8.5.45
Hudson HH 8 8.5.45
Hutchin A E 4 8.5.45
Jackson J C 10 8.5.45
Marcovitch M 4 8.5.45
Miller P K 3 8.5.45
Nissen C H 4 8.5.45
Palmer R R 11 8.5.45
Peirce P A 8 8.5.45
Pilkington G A 18 8.5.45
Morris Jim 21 8.5.45
Robinson G L 12 8.5.45
Ryan J F 1 8.5.45
Shanehan Peter 26 8.5.45
Stewart C F 6 8.5.45
Swift R A 18 8.5.45
Crews killed or lost in accidents
Allanby W V Crashed 6 3.1.45
Horton P K [ditto mark] 1 12.6.44
Nancarrow J [ditto mark] 0 3.8.43
Crews lost on ops 1.12.42 to 8.5.45 = 99
Crews finished a tour = 80
Crews posted out still operating = 24
Crews still operating 8.5.45 = 34
Crews with no ops 8.5.45 = 3
Captains lost 2Nd pilot = 6
Crews lost in accidents = 3
Station comanders [sic] on ops Sqdn crews = 2
Crews posted out during their tour
Barnett C W On loan from 207 1 9.10.43
Baker G F Posted 463 21 12.3.44
Byers V W Post 617 4 24.3.43
Dunn D C Post 463 12 25.11.43
Fayle A C Post 463 10 25.11.43
Fowler J W Posted 463 1 25.11.43
Hemsworth H Post 83 Sq PFF 14 19.3.44
Kell A E Post 463 14 25.11.43
Kingsford-Smith Post 463 5 25.11.43
Lawrence F Post 460 Sq 7 10.3.45
McEgan E F Post 97 PFF 9 20.8.43
Lock H B Post 463 26 25.11.43
Marks D J Post 97 SqPFF 14 4.5.43
Martin C J Post 463 17 25.11.43
Messenger C L Post 463 17 25.11.43
Nicoll G D Post 97 Sq PFF 5 20.8.43
Pedersen L R Post 463 8 8.2.45
Pond H S Post 97 Sq PFF 8 7.7.43
Roberts J Post 463 10 25.11.43
Ryan W P Post 97 Sq PFF 16 2.9.44
Saunders Alec Post 463 1 25.11.43
Schomberg C C Post 463 1 25.11.43
Scott W/C Post 51 Base 2 5.2.45
Tait J B W/C Film Unit 5 11.5.44
Crews with no ops 8.5.45
Diver-Tuck H 0 8.5.45
Gunson H A 0 8.5.45
Skinner D J 0 8.5.45
Captains lost 2nd Pilot no ops
Ambrose B L [ditto mark] 0 12.6.43
Inkster J M [ditto mark] 0 3.2.45
Eagle R W [ditto mark] 0 1.2.45
Mitchell J [ditto mark] 0 22.6.44
O,Driscoll J [ditto mark] 0 1.7.44
Smith A [ditto mark] 0 17.6.43
Station C/O flying ops Sqn crews
McKecknie G/C Bottesford 4 4.7.43
Bonham-Carter Waddington 5 21.2.45
[page break]
ED5
56 AIRCRAFT AND CREWS LOST FRON [sic] 467 Sq RAAF.
ED534
F/S R.W. Park A414118 KIA
Sgt G. Hopkins 1415465 KIA
Sgt N. J. McMahon A422243 KIA
F/S J. R. Chapman A414922 KIA
F/S J. R. McBean A409478 KIA
Sgt H. O. Miller A420566 KIA
F/S D. A. Reid A414080 KIA
To 467 15.7.43 Lost 29/30.7.43 1st Op Hamburg
DV2
JA901
F/O W.D Marshall A412821
Sgt R. North ?
Sgt M. P. Colvin 1562631
F/O A. T. Youdan 139963
Sgt A. Hallam 1083090
Sgt A. N. Bates 1335839
Sgt J.H. Cowan 1375464
To 467 20.7.43 Crash Landed 16.8.43 2d Op Milan Aircraft damaged and unable to gain height to recross the alps. LANDED Biskra north Africa. Crew safe. THE A/C eventually returned to 467 Sq.
DV
JA675
F/L J. M. Sullivan A404909 KIA
Sgt J. E. Newland 959576 KIA
F/O T. H. Entract 131770 POW
W/O R. E. Grange R54227 POW
Sgt K. L. Harvey 1211431 POW
Sgt D. Spurr 985455 KIA
Sgt A. P. Power 1396149 KIA
To 467 11.4.43 Lost 15/16.8.43 22d Op Milan
EE
ED998
W/C C. L. Gomm RAF 34123 KIA
Sgt J. R. Lee 904884 KIA
F/O T. J. Phillips 126448 KIA
P/O K. Gibson 137520 KIA
F/O A. H. Reardon A411520 KIA
P/O R. N. Pritchard 52099 KIA
W/O L. L. McKenny A416270 KIA
To 467. 7.11.42 Lost 15/16.8.43 24th Op 2d Tour Milan [asterisk mark]
[inserted] PO-N as in ‘HARRIS’ B.B.C. OUR A/C FOR 19 OPS. TAKEN BY W/C GOMM TO DUISBERG 12.5.43 [/inserted]
ED
LM 342
S/L A. S. Raphael RAF 68155 KIA
Sgt V. Smith 980905 KIA
Sgt F. Gray 1317456 POW
P/O R. G. Carter J15862 KIA
F/S D. Fielden 751496 POW
Sgt A. C. Brand 1351257 KIA
F/S F. B. Garrett 1154625 KIA
F/L M. H. Parry 126019 KIA 2d Bomb aimer
To 467 19.4.43 Lost 17/18.8.43 19th Op Peenemunde
E [indecipherable letter]
ED 764
P/O F. W. Dixon A412923 POW
Sgt L. Hayward 1464967 KIA
Sgt C. A. Bicknell 1388783 POW
Sgt E. W. Dickson 1445095 POW
Sgt P. Lowe 1218582 KIA
Sgt R. Hughes 1696212 POW Nobby met Ron Hughes in Cheltenham 197[indecipherable number]
Sgt R. Garnett 1451360 POW
To 467 13.4.43 Lost 17/18.8.43 21st Op Peenemunde
JB 124
P/O H. P. Vincent A416635 KIA
Sgt J. M. Jones 650138 KIA
Sgt F. G. McIntyre A420703 KIA
P/O W. G. Hurle A409411 KIA
F/S L. C. Fitzner A414667 KIA
F/S R. F. Holdaway 1259359 KIA
F/S D. P. R. Schubert A414602 KIA
To 467 15.7.43 Lost 23/24.8.43 5th Op Berlin
EE194
F/O M. R. Good A5303 KIA
Sgt J. A. Beck 641951 KIA
Sgt T. H. Hallam A414348 KIA
F/S B. Kerlin A413610 KIA
F/S A. P. Loxton A414710 KIA
Sgt W. E. Hogarth R149420 KIA
Sgt [obscured name] A417348 KIA
To 467 28.7.42 Lost 27/28.8.43 3d Op Nurnberg
[page break]
197
[obscured rank] GOMM. C. L. DSO.DFC. P.34123 C/O 7.11.42 467 SQ KIA 16.8.43
Sgt Lee.J.R E. 904884 16.8.43 KIA
Sgt Patmore. E. ? 15/17.1.43
F/L Craigie. R.A. E. 13/14.4.43
P/O Gibson.K. N. 137520 KIA 16.8.43
F/O Berisford. N. ? 30/31.1.43
S/L Evans. DFC N. ? 26/27.2.43 [inserted] - 5 GRP NAVIGATION STAFF [/inserted]
F/O Phillips.T.J. B. 126448 KIA 16.8.43
Sgt Dunbar.J.A. B.A424391 8/9.4.43
F/O Parry.M.M. B. ? 13/14.4.43
P/O Campbell.F.G. B. ? 16/17.4.43
F/O Reardon.A.H. W. A411520 KIA
F/O Spencer.D.H. W. ?
P/O Pritchard.R.N. G. 52099 KIA
P/O Hare.W.R. DFC G. 132290 16/17.1.43
F/L Betts.L.R. G. 115097 3/4.4.43 KIA Later not on 467 Sq
W/O McKenny.L.L. G. A416270 KIA
P/O Currie. G. ? 30/31.1.43
Sgt Brown.A. G. ? 3/4.4.43
16/17.1.43 Berlin W4823
23.1.43 Dusseldorf W4823
30/31.1.43 Hamburg W4823
13/14.2.43 Lorient ED699
26/27.2.43 Cologne ED530
1/2.3.43 Berlin PO.V.ED539
3/4.3.43 Hamburg ED539
5/6.3.43 Essen [inserted] ED524 [/inserted] No number
8/9.3.43 Nurnburg ED500
12/13.3.43 Essen ED651
3/4.4.43 Essen PO.F.ED737
8/9.4.43 Duisburg ED695
13/14.4.43 Spezia PO.M.ED547
16/17.4.43 Pilson PO.M.ED547
4/5.5.43 Dortmund PO.C.ED504
12/13.5.43 Duisburg PO.N.ED657
13/14.5.43 Pilson ED657
23/24.5.43 Dortmund W5003
21/22.6.43 Fredischaven ED998
23/24/.6.43 Spezia ED998
24/25.7.43 Hamburg PO.M.ED547
27/28.7.43 Hamburg ED992
7/8.8.43 Genoa ED530
15/16.8.43 Milan ED998
Cosme Lockwood Gomm RAF 34123 posted to command and form 467 Sq RAAF at Scampton 7.11.42, Gazeted [sic] DSO 11.6.43, missing on the 24th op off [sic] his 2nd tour 16.8.43. He led the shuttle raids on the industrial cities of Italy landing in North Africa and bombing Italy again on the return trip. One notable long trip he led bombed Fredichaven then flew on to Blida in Algeria, reloaded the A/C and bombed Spezia on the return trip.
4/5.5.43 Sgt Were. 2nd B/A to Dortmund with W/C Gomm.
12/13.5.43 Lt Dickson USAF Passenger to Duisburg with W/C Gomm
20/21.6.43 F/L Semmence.D.H. 2nd pilot to Fredrichaven and on to Blida with W/C Got
24/25.7.43 Sgt Park.R.W. 2nd pilot to HAMBURG with W/C Gomm
27/28.7.43 F/O Durston.I 2nd pilot to Hamburg with W/C Gomm
Note. There is no further reference in ORBs to F/L Semmence or Ltd [sic] Dickson USAF.
[inserted] P.T.O. [/inserted]
[page break]
[obscured word/s] the 11 supernumery [sic] crew that we took on their first op
7 were killed in action
2 Survived and
2 are not mentioned in the historis [sic]
2) The first 4 chaps returned to complete 2nd tour with 463 Squadron.
3) Des Sullivan ended op in May 1945 SQD LDR - D.SO. DFC.
4) P.O. N was shot down over Peenemunde 1943 while we were on leave.
[page break]
350
F/SGT. Sullivan.D.J P. 415192. To 467, 6.4.43. Tour Ex 31.10.43. 29 Alsace St Carine 6020 W.A.
SGT. Meluish.A.H. E. 156041
Sgt Coyne.J.A.I. B. 547130 27 Cedars Av Redditch Worcester.
SGT Wainwright.J.A. N. 1318811 Posted 29 OTU 31.10.43 99 Dorp St Karrifontein Cape Province South Africa.
Sgt Brodie. P.A. W. 1133622
Sgt Cole.J.K. G. 1444590
Sgt Wells.W. G. 1333704 23/24.5.43
Sgt Thompson. G. P. G. 1586246
13/14.4.43 F/S D. J. Sullivan 2nd pilot to Spezia with F/L Desmond
20/21.4.43 F/S D. J. Sullivan 2nd pilot to Stettin with F/L Desmond
26/27.4.43 Duisburg PO. N. ED764
30/4.1/5.43 Essen. ED764
4/5.5.43 Dortmund ED764
23/24.5.43 Dortmund ED764
25/26.5.43 Dusseldorf ED764
27/28.5.43 Essen ED764
29/30.5.43 Wuppertal PO. N. ED764
11/12.6.43 Dusseldorf W5003
12/13.6.43 Bochum PO. N. ED764
14/15.6.43 Ofer ausen [sic] ED764
16/17.6.43 Cologne PO. D. ED531
28/29.6.43 Cologne PO. N. ED764
3/4.7.43 Cologne ED764
8/9.7.43 Cologne ED764
24/25.7.43 Hamburg ED764
25/26.7.43 Essen PO. N. ED764
29/30.7.43 Hamburg ED764
2/3.8.43 Hamburg ED764
7/8.8.43 Genoa ED764
10/11.8.43 Nurnburg ED764
27/28.8.43 Nurnburg [inserted] PO. O. [/inserted] DV233
30/31.8.43 Munchen Gladbach DV233
31/8.1/9.43 Berlin DV233
3/4.9.43 Berlin DV233
27/28.9.43 Hanover JA902
3/4.10.43 Kassel JB121
26/27.4.43 Sgt Edwards 2nd pilot to Duisburg with F/S D. J. Sullivan
16/17.6.43 F/O Forbes. W. A. 2nd pilot to Cologne with P/O D. J. Sullivan
3/4.7.43 P/O Loftus. W.T. 2nd Nav to Cologne [ditto mark]
24/25.7.43 Sgt Kell.A. E. 2nd Pilot to Hamburg [ditto mark]
29/30.7.43 F/O Fry 2nd Nav To Hamburg [ditto mark]
7/8.8.43 Sgt Holmes.M.F. 2nd Nav Genoa [ditto mark]
27/28.8.43 F/S Fayle .E. A. 2nd pilot to Nurnburg [ditto mark]
30/31.8.43 F/S Farmer. W.T. 2nd pilot to Munchen Gladbach [ditto mark]
31.8.1/9.43 F/O Chappell.L 2nd Nav to Berlin …
3/4.9.43 Sgt McLeah 2nd pilot to Berlin …
27/28.9.43 F/S Roberts.J. 2nd pilot to Hanover …
A415192 S/L Sullivan D. J. Des and crew posted to 467 Sq Tour expired and posted to 1661 CU 31.10.43. 2nd tour as flight commander on 463 Sq. Refer 463 register.
Now retired and lives at the above address letters and information to Nobby, and always willing to help.
[inserted] SGT. WELLS “WENT SICK” ON 5/5/43 AND WE SAW HIM NO MORE. [/inserted]
[inserted] Have amended the ranks to those we held in 1943 PTO [inserted]
[page break]
248
F/O McIVER.K.A. DFC P. A412636. To 467 Sq 20-4-43. KIA. 3-10-43.
Sgt McLELLAND.A. B. Andrew. E. 626056 KIA 3-10-43
Sgt JERVIS.F.P. E. ? 28/29-6-43
F/S GALE.J.K. N. 1490465 KIA 3-10-43
F/S McGRATH. M.E. B. 1389498 Picked up in dingy [sic] O.K.
Sgt MacLEAN. C. W. 1330142 KIA 3-10-43
Sgt SHORT. R. G. 639991 KIA Body picked up at sea 27-10-43
F/S SHAW. F. W. G. 1321440 KIA Body picked up at sea 27-10-43
26/27-4-43 Sgt McIver. K. A. 2nd pilot to Duisberg with F/L E. K. Sinclair.
27/28-4-43 Deodars PO.M.ED547 12/13-7-43 Turin PO. N. ED764
4/5-5-43 Dortmund ED530 27/28-7-43 Hamburg ED530
12/13-5-43 Duisburg PO.W.ED546 2/3-8-43 Hamburg ED530
13/14-5-43 Pilsen ED530 9/10-8-43 Mannheim ED530
23/24-5-43 Dortmund ED530 10/11-8-43 Nurnburg ED530
25/26-5-43 Dusseldorf ED530 15/16-8-43 Milan ED530
27/28-5-43 Essen ED530 17/18-8-43 Peenemunde PO. V. ED539
29/30-5-43 Wuppertal ED530 22/23-8-43 Leverkusen PO. M. ED547
12/13-6-43 Bochum ED530 22/23-9-43 Hanover ED530
14/15-6-43 Oberhausen ED530 23/24-9-43 Mannheim ED530
16/17-6-43 Cologne ED530 27/28-9-43 Hanover ED530
28/29-6-43 Cologne ED530 29/30-9-43 Bochum ED657
3/4-7-43 Cologne PO. W .ED546 2/3-10-43 Munich ED530
8/9-7/43 Cologne PO. F .ED737
8/9-7-43 Sgt C. J.Smith 2nd pilot to Cologns [sic] With P/O McIver
27/28-7-43 F/S Chapman 2nd Nav To Hamburg [ditto mark]
2/3-8-43 F/S Morrison 2nd pilot to Hamburg [ditto mark]
9/10-8-43 P/O Youdan.A.T. 2nd Nav to Mannheim [ditto mark]
17/18-8043 F/O Ricketts.H. 2nd Nav to Peenemunde [ditto mark]
22/23—8-43 F/S Finch.A.M. 2nd pilot to Hanover [ditto mark]
27/28-9-43 Sgt Miller.J.W. 2nd Nav to Hannover [ditto mark]
A412636 Kenneth Archibald McIver DFC and crew posted to 467 Sq 20-4-43. The crew had a difacult [sic] tour all the way. Several times their A/C was flak damaged and returned on 3 engines. Attacking Hamburg and engine failed half way to the target, they pressed on and completed the attack. Attacking Cologne the pilot was wounded in the left arm and the A/C damaged they carried on and bombed the target. Attacking Munich 2/3-10-43 the crew encountered bad iceing [sic] and fuel consumption was very heavy.
Debriefing report from ORBs, F/S McGrath. M. E. 1389498, picked up alive in dingy [sic] 3-10-43. After attacking Munich 2/3-10-43. Only survivor.
Slight broken cloud low. Bombs released on E.T.A. from 20000 ft at approx 2235, ix4000, 84x30 inc, 600x4lb inc, Concentration of Inc and bombs exploding seemed fairly good. Trip very quiet no enemy A/C sighted. route flak free, no trouble encountered until petrol ran short (Cause unknown) except for heavy iceing. [sic] We ditched in the sea approx 25 miles of Beachy Head at approx 0150 Hrs.
Nobby Blundell has corresponded with Mr Bill Smith of Kilmarnock Ayrshire who is Sgt Andrew McClelland’s brother in law and helped in researching this crew.
[inserted] CREW DID NOT WEAR MAE WESTS BECAUSE OF SHORT DISTANCE IN AND OUT OVER THE SEA!!!
[page break]
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
467 Squadron RAAF - Operations from RAF Bottesford and RAF Waddington
Description
An account of the resource
Covers 467 Squadron formation at RAF Scampton and move to RAF Waddington. List station and squadron commanders and statistics from operational record books including first and last operational sorties, operational sorties attempted, reasons for failures of sorties and numbers of crews, total numbers of operations, aircraft and crews lost. List crews still on operations and details of crews killed or lost in accidents.
Format
The file format, physical medium, or dimensions of the resource
Nine page typewritten document
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
MLeeJR575842-180320-01
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Australian Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
England--Leicestershire
Germany
Germany--Hamburg
Italy
Italy--Milan
Germany--Peenemünde
Germany--Berlin
Germany--Nuremberg
Germany--Düsseldorf
Germany--Cologne
Germany--Essen
Germany--Duisburg
Germany--Dortmund
Germany
Germany--Friedrichshafen
Italy--Genoa
Italy--La Spezia
France
France--Lorient
Czech Republic
Czech Republic--Plzeň
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1942-11
1943
1944
1945
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
Steve Christian
467 Squadron
aircrew
bombing of Hamburg (24-31 July 1943)
Bombing of Peenemünde (17/18 August 1943)
killed in action
RAF Bottesford
RAF Scampton
RAF Waddington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1901/35232/NRobertsEJH170712-020001.2.jpg
f896d4c4e03a5237ac4dd1f7ff812fb5
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1901/35232/NRobertsEJH170712-020002.2.jpg
1be74a29122f020508e6a8c026ec817a
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
Roberts, E J H
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-07-12
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Roberts, EJH
Description
An account of the resource
50 items. The collection concerns E J H Roberts DFC (408451 Royal Air Force) and contains maps, documents, news clippings and photographs. He flew operations as a bomb aimer with 61 Squadron.
The collection has been donated to the IBCC Digital Archive by Carole Grant and catalogued by Barry Hunter.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
DAILY SKETCH, THURSDAY, JULY 27, 1944
500 Day Bombers Pound Vienna As Stuttgart Burns
From VICTOR LEWIS
‘Daily Sketch’ Air Correspondent
WHILE 500 American heavy bombers, flying from Italy, bombed military targets in Vienna in daylight yesterday, Stuttgart, the “Coventry of Germany,” still blazed from the impact of nearly 60,000 heavy fire-bombs dropped on the city by R.A.F. Bomber Command in two nights.
For the second night in succession Stuttgart, centre of precision engineering, was the target for Air Chief Marshal Harris’s renewed and mightier-than-ever onslaught on industrial Germany.
More than 27,000 heavy incendiaries were used, as well as a great load of high explosives, only 24 hours after a 2,000-ton attack.
So terrific was the raid that messages from Zurich last night said that it could be seen on the Swiss border 80 miles away, and that in Berne, 140 miles from Stuttgart, great detonations could be heard.
Fires were reported to be still burning in the city yesterday afternoon.
To carry out this raid the R.A.F. once again made an exceptionally deep penetration for this time of year. The flight was, I learn, even longer than the map suggests.
A direct route would have taken the bombers through too many heavily defended areas. To by-pass them the great armada began and ended its journey in daylight.
Though they were over enemy territory through almost all the hours of darkness losses were even lower than on the previous night.
Tank Works Smashed
From this huge attack, a Mosquito raid on Berlin with 4,000-pounders, more attacks on the flying-bomb launching sites in Northern France, minelaying and the bombing of a synthetic oil plant at Wanne-Eickel, in the Ruhr, 13 bombers are missing.
First reports on the previous day’s raid against the new Hermann Goering tank works at Linz, Austria, say that the works are out of commission.
Sixty five German planes were destroyed in fights over the target. Our losses were 26.
AMERICANS MAKE NEW BREAK-IN
Continued from Page 1, Col. 2
“On the Canadian and British sectors of the front there has been no more progress,” said Bill Downs in a C.B.S. broadcast.
“There is no secret that this attack has not progressed as fast as we would have liked, but there is no question of stopping the attack merely because enemy opposition is tough.”
The Second Army are hanging on to Verriers – where they threw back a strong counter-attack yesterday morning – and a position in the Tilly area, where the fighting is still confused.
The Germans continue to make sharp, small counter-thrusts, which are holding us up. Their main activity, however, is mortaring and shelling on an increasing scale.
The Luftwaffe are also showing more activity. Overnight the Caen area received one of the heaviest air attacks since the invasion.
[page break]
[reverse of above newspaper cutting, showing articles on Domestic goods to be released and the requirement of a Senior Minister to deal with all matters regarding Prisoners of War. There is also a cartoon]
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
500 Day Bombers Pound Vienna as Stuttgart Burns
Description
An account of the resource
A newspaper cutting with reports on USAAF and RAF operations. On the reverse is general news.
Creator
An entity primarily responsible for making the resource
Daily Sketch
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-07-27
Spatial Coverage
Spatial characteristics of the resource.
Germany--Stuttgart
Germany--Berlin
Austria--Vienna
Austria--Linz
Switzerland--Zurich
Switzerland--Bern
Germany--Wanne-Eickel
Germany
Austria
Switzerland
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
United States Army Air Force
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Format
The file format, physical medium, or dimensions of the resource
One double sided newspaper cutting
Identifier
An unambiguous reference to the resource within a given context
NRobertsEJH170712-020001, NRobertsEJH170712-020002
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription. Under review
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Tricia Marshall
Temporal Coverage
Temporal characteristics of the resource.
1944-07
bombing
Goering, Hermann (1893-1946)
Harris, Arthur Travers (1892-1984)
incendiary device
Mosquito
propaganda
V-1
V-weapon
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/837/34467/MGoldbyJL139407-200810-02.1.pdf
d65f1cdfcb1b23a710bad5031aca2506
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
Goldby, John Louis
J L Goldby
Description
An account of the resource
An oral history interview with John Goldby (1922 - 2020, 1387511, 139407 Royal Air Force). He was shot down and became a prisoner of war in December 1944.
The collection has been donated to the IBCC Digital Archive by John Goldby and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-10-25
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Goldby, JL
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] NO. 640 SQUADRON [/underlined]
(No Badge Authorised)
No. 640 Squadron was formed at Leconfield, Yorkshire, on 7th January 1944 as a heavy-bomber unit from "C" Flight of No. 158 Squadron. Equipped with Halifaxes, the Squadron flew its first two missions from Lissett – No. 158 Squadron's base – but flew all subsequent missions from Leconfield. In all, between January 1944 and April 1945, it dropped 8,482 tons of bombs. During the same period it won the No. 4 Group Bombing Cup (a trophy competed for by No. 4 Group's Squadrons each month) no less than five times – a record unequalled during any span of time, by any other Squadron in the Group. No. 640 Squadron was disbanded at Leconfield on 7th May 1945 – exactly 16 months after having formed.
Main Equipment (Code letters "C8")
Handley Page Halifax (Jan. 1944 – May 1945)
e.g. B.III (between Jan 1944 – Mar. 1945)
B.VI's (from March 1945 to May 1945)
[page break]
[inserted] Page 2 [/inserted]
[underlined] 640 SQUADRON [/underlined]
No. 640 Squadron formed at Leconfield on 7th January 1944. C Flight of No. 158 Squadron formed the nucleus and aircrews of No. 466 (R.A.A.F.) Squadron were also posted to make up the Squadron strength. Under the command of Wing Commander D.J. Eayrs the Squadron was equipped with Halifax III aircraft.
The first operation of the Squadron took place on 20/21 January when eight aircraft were detailed for Berlin. Five aircraft successfully completed their mission, the three remaining aircraft returning early. The following night eleven aircraft attacked Magdeburg and on 28/29 January Berlin was again attacked.
Throughout February, March, April, the Squadron continued its attacks on German industrial targets such as Leipzig, Stuttgart, Schweinfurt, Augsburg, Essen and Frankfurt. Towards the end of April and in May the Squadron joined in attacks on flying bomb launching sites and on the gun emplacements and communication systems in Northern France. This was part of the general 'softening up' process prior to D Day.
On 14/15 June the Squadron attacked Evrecy which was the Headquarters of the Twelfth Panzer Disivion and it was subsequently learned that a German General was killed in the attack. On 22 June the first daylight attack was made by the Squadron when fifteen aircraft attacked Siracourt.
Re-equipped with a new type Halifax in July the crews were brought up to operational standard whilst operations continued with Halifax III aircraft. August saw the first major attack by aircraft of the Squadron on a target in daylight [inserted] in the [/inserted] Ruhr. This was completed on 27 August without loss to the whole Group. The Squadron operated five times in support of Army operations in Northern France and flying bomb installations were attacked on ten occasions. The enemy airfield at Eindhoven was attacked during the month and 160 craters were left on the main runways.
Daylight operations continued in September which also saw the introduction of formation flying. The first target to be attacked by the Squadron in formation was Boulogne sur Mer on 17 September and was a complete success. Operations against various targets continued throughout the year and many training trips were undertaken. By the end of the year the Squadron had made 1870 sorties entailing nearly 9000 flying hours and over 6600 tons of bombs were dropped.
In February several long distance sorties into Germany were made, one in particular against Chemnitz on 14/15 February when seventeen aircraft successfully attacked the target. March again saw the record for the
[page break]
number of operational and training hours broken, and the squadron began converting to Halifax VI. Attacks during April were made by night on Harbourg Rhenania, Hamburg, Nuremburg and by day on the island of Heligoland. The last operation by the squadron took place on the 25 April when eighteen aircraft made a daylight attack on Wangerooge. All aircraft attacked the target and returned safely. With May came the news that as 4 Group was transferred to Transport Command No. 640 Squadron, as one of the youngest squadron, would disband with effect 7 May 1945.
The squadron total of bombs dropped in 1945 amounted to 1,851 tons, making a grand total since formation of 8,482 tons.
[underlined] Commanding Officers. [/underlined]
7.1.44 Wg. Cdr. D.J. Eayrs.
20.4.44. Wg. Cdr. W. Carter, D.F.C.
4.6.44 Wg. Cdr. M.I. Maw
14.8.44 Wg. Cdr. J.M. Viney, D.F.C.
22.1.45. Wg. Cdr. E.C. Badcoe, D.F.C.
[page break]
[underlined] The WINTER NEWSLETTER 1992/1993...1. [/underlined]
[underlined] THE 640 SQUADRON ASSOCIATION. [/underlined]
[underlined] PRESIDENT. [/underlined] Group Captain R.H. Waterhouse (Rtd.) C.B.E., D.F.C., A.F.C.,
Silver Star (U.S.A.)
[picture]
From a sketch by Brian Gaunt 640 Squadron
HANDLEY PAGE HALIFAX B VI.
of 640 Squadron (Bomber Command).
The Halifax was the second of Britain's four engined Bombers to enter service with the Royal Air Force in the Second World War. Externally very similar to the Mark III, the Mark VI mounted 1800 h.p. Hercules 100 engines, had additional fuel tankage for extended range, and incorporated a pressurised fuel system with special carburettor filters for tropical operation. The 640 Squadron operated in the B III from Jan. 1944 until Mar. 1945 and then the B VI's from March 1945 to May 1945. The above is from a pencil sketch by Brian Gaunt which he has presented to the Association with his compliments.
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
640 Squadron
Description
An account of the resource
The history of 640 Squadron from its formation in January 1944.
Spatial Coverage
Spatial characteristics of the resource.
Germany--Berlin
Germany--Magdeburg
Germany--Leipzig
Germany--Stuttgart
Germany--Schweinfurt
Germany--Augsburg
Germany--Frankfurt am Main
Germany--Essen
France--Pas-de-Calais
Netherlands--Eindhoven
France--Boulogne-sur-Mer
Germany--Hamburg
Germany--Nuremberg
France
Germany
Netherlands
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. Personal research
Format
The file format, physical medium, or dimensions of the resource
Four printed sheets
Identifier
An unambiguous reference to the resource within a given context
MGoldbyJL139407-200810-02
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
Contributor
An entity responsible for making contributions to the resource
Sue Smith
158 Squadron
4 Group
466 Squadron
640 Squadron
arts and crafts
bombing
bombing of Helgoland (18 April 1945)
bombing of Luftwaffe night-fighter airfields (15 August 1944)
Halifax
Halifax Mk 3
Normandy campaign (6 June – 21 August 1944)
RAF Leconfield
RAF Lissett
tactical support for Normandy troops
V-1
V-weapon
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2067/34118/BFranceAMStimpsonMCv1.2.pdf
f0ed0aa35f635faae6cf52796ddc629a
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
Stimpson, Maurice Cecil
Description
An account of the resource
124 items. The collection concerns Flight Lieutenant Maurice Cecil Stimpson DFC (1921 - 1944, 155249 Royal Air Force) and contains his log books, photographs, documents, and pennants. He flew operations as a pilot with 156 Squadron and was killed 15 February 1944. <br /><br />The collection has been donated to the IBCC Digital Archive by Tony France and catalogued by Barry Hunter. <br /><br />Additional information on Maurice Cecil Stimpson is available via the <a href="https://losses.internationalbcc.co.uk/loss/226992/">IBCC Loses Database.</a>
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-09-22
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
Stimpson,
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] This is the time line for the life of Flt Lt Maurice Cecil Stimpson
(08-09-1921 / 15-02-1944) Service Number 155249 Log book No. 68466. [/underlined]
08-09-1929 [sic] Born in Harrow Middlesex
Parents Harry Stimpson and Nellie Louisa Stimpson (nee Titbbit.
Living at Parkfield Lodge, Headstone Lane, Hertfordshire.
Attended Headstone Lane School now known as Nower Hill School Pinner.
There is now a Wooden Monument to Maurice. (Not sure yet when this was created and who paid for it.) It was rededicated by the RAF on Friday the 9th of November 1984.
Attended by Maurice Sister also Nellie Louisa France (Nee Stimpson born 09-03-1915 and passing 24-04-1986 and her surviving son Tony France born 10-03-1948.
There is no date for Maurice starting or finishing at Headstone Lane School yet.
Mr. Nagle current liaison with Nower Hill has been asked if he can provide this information.
01-09-41 joined RAF almost twenty.
01-09-41 / 04-10-41 LONDON A.C.R.C. (Number 1 Aircrew Receiving Centre, that was a receiving centre for new RAF recruits, in Lords Cricket Ground in London between 1941 and 1944.)
04-10-41 / 16-12-41 SCARBOROUGH 10 I.T.W. (The six week training programme at the ITW was designed to improve discipline, physical fitness and mental alertness and provide a sound basic knowledge of the Royal Air force.)
17-12-41 / 07-01-42 PERTH E.F.T.S. (With the outbreak of war the RFS became No 16 Elementary Flying Training School (EFTS) and the head of Air Schools was re-commissioned as an RAF Officer. ... If they were considered suitable they were posted to begin their training at an RAF Elementary Flying Training School to fly light aircraft.)
Diary comment Flying duel Tiger Moth D.H. 82 7hrs 55minutes
14-01-42 / 01-02-42 MANCHESTER P.D.C. (The Professional Development Center (PDC) provides resources and tools needed to become self-motivated, competent, highly skilled leaders and followers)
01-02-42 / 13-02-42 Chateau Therry [sic] Ship from Greenock to New Brunswick.
Chateau Thierry (AP-31) was built in 1921 and served with the Army until transferred to the Navy on 15 July 1941. 1941 – The ship was transferred to the Navy on 15 July and was commissioned on 6 August.
13-02-42 / 23-02-42 Moncton CANADA 31 P.D.C.
25-02-42 / 29-03-42 Turner Field U.S.A. (Construction of the base and airfield, named Air Corps Advanced Flying School, Albany by the United States Army Corps of Engineers began on 25 March 1941.
Diary Comment Flying P.T.17
29-03-42 / 02-06-42 PRIMARY DARR AREO TECH U.S.A. The 29th Flying Training Wing is an inactive United States Air Force unit. It was last assigned to the Western Flying
[page break]
Training Command, and was disbanded on 16 June 1946 at Napier Field, Alabama. The wing controlled World War II Phase One primary flying training units of the Army Air Forces Training Command. Headquarters at Moody Field, Georgia for most of its operational service, it controlled contract civilian-operated pilot schools primarily in the Southeastern United States.
02-06-42 / 05-08-42 BASIC MACON GA U.S.A On August 17, 1941, the first class of British Royal Air Force cadets arrived at Cochran Field. Until June 1942, Cochran was used exclusively for British training. Liaison was maintained between the RAF and the Army Air Force through a Royal Air Force Administrative Officer. British cadets differed significantly from American cadets. Firstly, British physical requirements were much lower than for American cadets. The British were either from 17 to 21 years of age or over 27 years old. Many of the older cadets, married with children, worried about their families back home. The giving of tactical training and attendant discipline, along American lines and pursuant to traditional American policy, concerned and irritated the British cadets. They believed that if they had to be trained in the U.S.A., they should be subject to British discipline and be taught British tactics – the Americans should handle flight training only. In addition, unlike American cadets who grew up operating a farm tractor or automobile, the most complicated device operated by the average British cadet was a bicycle. Some training bases reportedly taught British cadets how to operate a motorcycle before attempting any flight training. The last British cadets completed training in the U.S.A. in March 1943.
05-08-42 /09-10-42 ADVANCED VALDOSTA GA U.S.A These facilities were home to nine school squadrons and three base squadrons that supported a maximum capacity of about 4,100 personnel. The initial group of 140 military personnel arrived at Moody on November 25, 1941. Although the $11.5 million construction of Moody Field would not be officially completed until June 1942, the first class of 50 U.S.A. Army Air Corps Aviation Cadets arrived Feb. 19, 1942. By the spring of 1942 the personnel at Moody numbered 3,000 enlisted, 350 officers, 450 flying cadets, and 20 nurses.
09-10-42 GRADUATED
12-10-42 / 27-10-42 MONCTON CANADA P.D.C
27-10-42 / 06-10-42 Possibly travelled home on the Chateau Therry Ship from New Brunswick to Greenock. The ship name has been deleted form[sic] the personal diary.
Boarded the ship on the 27th set sail at 10.00 hours on the 30th anchored on the 4th of November in thick fog delayed disembarkation left ship on the 5th at 15.00. Marvellous reception by the people. Train journey home arrived at 04.00 having started travelling at 09.00 the day before.
05-11-42 / 15-12-42 P.R.C. HARROGATE
15-12-42 / 27-12-42 6.P.A.F.U. LITTLE RISSINGTON
27-12-42 / 18-02-43 6.P.A.F.U WINDRUSH
[page break]
18-02-43 / 01/03/43 1517 B.A.T.CHIPPINGWARDEN
01.03.43 / 30-03-43. 6. P.A.F.U. WINDRUSH
30-03-43 /17-06-43 30. O.T.U. HIXON / 30. O.T.U. SEIGHFORD
07-06-43 MADE PILOT OFFICER BACKDATED FROM 11-09-43.
22-06-43 / 09-07-43 1662 CON. UNIT LINDHOLME
09-07-43 / 17-07-43 1662 CON. UNIT BLYTON
[underlined] 23-07-43 156 SQUADRON OPERATIONAL [/underlined]
24-07-43 HAMBERG, Lancaster ED990
CREW Leonard Overton. Bomb aimer, Clements Navigator, John Arcari wireless, Thomas Cable Flight Eng, D. Davies second Nav, Fredrick Sunderland Air Gun, Alfred Barnett Air Gun, Maurice Stimpson 2nd Pilot.
27-07-43 HAMBERG, Lancaster ED990
CREW Leonard Overton. Bomb aimer, Clements Navigator, John Arcari wireless, Thomas Cable Flight Eng, D Davies second Nav, Fredrick Sunderland Air Gun, Alfred Barnett Air Gun, Maurice Stimpson 2nd Pilot. (This entree was not on the 156 squadron list but is recorded in red in the log book)
02-08-43 HAMBERG Lancaster W4950
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, Harold Robinson Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton. Comment Returned Icing
17-08-43 PEENEMUNDE Lancaster JA697
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, Harold Robinson, Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
22-08-43 LEVERKAUSEN Lancaster JA674
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, Harold Robinson, Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
23-08-43 BERLIN Lancaster JA921
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, Harold Robinson, Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton. Comment Returned early.
27-08-43 NUMBERG Lancaster JA674
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, Harold Robinson Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton. Comment Landed Tangmere shortage of Petrol.
[page break]
31-08-43 BERLIN Lancaster JA674
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, Harold Robinson Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
03-09-43 BERLIN Lancaster EE173
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, Harold Robinson Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
05-09-43 MANNHEIM LANCASTER EE173
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, Harold Robinson Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton. Comment combat with E/A 109.
06-09-43 MUNICH Lancaster EE173
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, Harold Robinson Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton. Comment 1st Marker.
16-09-43 MODANE Lancaster EE173
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, Harold Robinson Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
29-09-43 BOCHUM Lancaster JA912
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, Harold Robinson Wireless Walter Catchpole, Flight Eng Harry Toon, Up Gunner Bill Smith, R Gunner Roy Dutton.
04-10-43 FRANKFURT Lancaster JA975
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, Harold Robinson Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
07-10-43 STUTTGART Lancaster JA912
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, Harold Robinson Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
8-10-43 BREMEN Lancaster JA912 CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, Harold Robinson
Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
29-10-43 PATH FINDERS BADGE
[page break]
29-10-43 FLIGHT LIEUTENANT BACK DATED FROM 01-11-43
22-10-43 Frankfurt Lancaster JA912
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, Harold Robinson Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
10-11-43 MODANE Lancaster JB113
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, Harold Robinson Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
[underlined] 29-10-43 Pilot Officer M.C. Stimpson (155249) AWARD OF PATHFINDERS BADGE [/underlined]
17-11-43 MANNHEIM Lancaster JA912
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, Harold Robinson Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
22-11-43 BERLIN Lancaster JB228
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, Harold Robinson Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
23-11-43 BERLIN Lancaster JA674
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, Harold Robinson Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
26-11-43 BERLIN Lancaster JB228
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, Harold Robinson Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner A N J Hinds, R Gunner Roy Dutton.
02-12-43 BERLIN Lancaster JB228
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, W Coyne Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
03-12-43 LEIPZIG Lancaster JB228
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, W Coyne Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
16-12-43 BERLIN Lancaster JB228
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, R Hill Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
20-12-43 MANNHEIM Lancaster JB223
[page break]
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, R Hill Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
23-12-43 BERLIN Lancaster JB228
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, R Hill Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
29-12-43 BERLIN Lancaster JA925
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, R Hill Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
01-01-44 BERLIN Lancaster JB228
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, R Hill Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
02-01-44 BERLIN Lancaster JB228
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, R Hill Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
05-01-44 BERLIN Lancaster JB228
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, John Wright Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
27-01-44 BERLIN Lancaster JB226
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, R Hill Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
28-01-44 AWARDED THE D.F.C.
28-01-44 BERLIN Lancaster ND453
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, John Wright Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
30-01-44 BERLIN Lancaster ND504
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, John Wright Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
[page break]
10-02-44 PRESENTED TO THE KING AND QUEEN AT WARBOYS. Recorded in personal diary and the occasion is detailed on page 94 in the book The Pathfinders (picture of the King and Queen)
10-02-44 Gentleman's evening Pinner with the Colne Valley Electrical Company. Presentation of a cheque and mug for being awarded the D.F.C. Also picture of the evening and paper report. (Maurice's employer before joining up.) Recorded in personal diary.
14-02-44 Went to picture with Hunts, Joe, Johny and I went to see Crash Dive by Tyrone Power. Quite good. (Last diary entry)
15-02-44 Last letter he wrote home was to Marion (Not sure who this lady was but many letters were sent to Marion)
15-02-44 BERLIN Lancaster ND504
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, John Wright Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
[underlined] COMMENT: FAILED TO RETURN [/underlined]
[underlined] Personal details of some of the crew. [/underlined]
Bill Smith – 24 Fore Street Seaton Devon.
Roy Dutton – 136 Arabella Street Cardiff.
Joe Gurton – 44 Mountgrove Road Highbury, London.
Walter Catchpole – 294 Beccles Road Lowestoft (Possibly Oulton Broad after Beccles Road)
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Title
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A Biography of Maurice Stimpson
Description
An account of the resource
A biography of Maurice covering his birth in 1921 to his death in February 1944.
Spatial Coverage
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Great Britain
England--Harrow
England--London
England--Scarborough
Scotland--Perth
England--Manchester
Canada
New Brunswick--Moncton
United States
Georgia--Albany
Georgia--Valdosta
Georgia--Macon
England--Harrogate
Germany--Hamburg
Germany--Peenemünde
Germany--Leverkusen
Germany--Berlin
Germany--Nuremberg
Germany--Mannheim
Germany--Munich
France--Modane
Germany--Bochum
Germany--Frankfurt am Main
Germany--Stuttgart
Germany--Bremen
Germany--Leipzig
France
Georgia
New Brunswick
Germany
Germany--Ruhr (Region)
England--Lancashire
England--Yorkshire
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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.
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
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eng
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BFranceAMStimpsonMCv1
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Seven typewritten sheets
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Sue Smith
156 Squadron
1662 HCU
30 OTU
Advanced Flying Unit
aircrew
bombing of Hamburg (24-31 July 1943)
Bombing of Peenemünde (17/18 August 1943)
Distinguished Flying Cross
Flying Training School
Heavy Conversion Unit
Initial Training Wing
killed in action
Lancaster
Operational Training Unit
Pathfinders
pilot
RAF Blyton
RAF Chipping Warden
RAF Hixon
RAF Lindholme
RAF Little Rissington
RAF Seighford
RAF Warboys
RAF Windrush
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/743/20634/BCleggPVWilsonDv1.1.pdf
52fe453884f3b8aa4fb3ff000cb8677a
Dublin Core
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Title
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Clegg, Peter Vernon
P V Clegg
Description
An account of the resource
Eight items and five sub-collections. Main collection contains a log of Pathfinder operations from RAF Wyton 1943 -1944, histories of the Avro repair facility at Bracebridge Heath, and Langar, a biography of Squadron Leader David James Baikie Wilson, biography of Squadron Leader Lighton Verdon-Roe, a book - Test Pilots of A.V. Roe & Co Ltd - S.A. 'Bill' Thorn, and two volumes of book - Roy Chadwick - no finer aircraft designer, Sub-collections contain a total of 29 items concerning the Aldborough Dairy and Cafe as well as biographical material, including log books for Alan Gibson, Peter Isaacson, Alistair Lang and Charles Martin. <br /><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1772">Aldborough Dairy and Cafe</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1768">Gibson, Alan</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1769">Isaacson, Peter</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1770">Lang, Alastair</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1771">Martin, Charles</a><br /><br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Peter Clegg and catalogued by Nigel Huckins.
Publisher
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IBCC Digital Archive
Date
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2015-07-02
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. 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
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Clegg, PV
Transcribed document
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Transcription
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[underlined] A bomber pilot’s journey through WWII. [/underlined] Page 1.
(A Veteran from 617 Squadron – David Wilson).
Sqd. Ldr. David James Baikie Wilson, DSO, DFC and Bar – Head of Aerodynamic Development and Testing, and Test-Pilot, A.V. Roe & Co Ltd.
April 8th 1946 to August 23rd 1947 (killed in Tudor crash)
David James Baikie Wilson was born on January 16th 1917, in Highgate, London, to his Scottish mother and Norfolk-born father. His mother came from a tough sea-faring family called Baikie living in [inserted] Brisbane Street, [/inserted] Greenock, on the River Clyde, to the west of Glasgow. From her, David inherited a great resolution of character, and from his father he acquired a brilliant academic brain – a combination that does not often lead to its owner becoming a test-pilot.
David was the only child in the family, and his mother inserted the name of her Sea-Captain father, James Baikie, between “David” and “Wilson” to perpetuate the family name – as is the wont of many Scottish families.
David’s father and mother had moved down to North London prior to the birth, and remained in that area while he grew up. Attending the local Kingsbury County School, and later Berkbeck College in Fetter Lane, David soon proved himself extremely bright, academically, obtaining [inserted] School Certificate [/inserted] “Distinctions” in Pure Maths, General Physics and Chemistry and “Credits” in Advanced Maths, French, History and English. He left the College with Higher School Certificate in Pure and Applied Maths, Chemistry and Physics, and then went straight to London University, to try to gain a degree in some of these subjects. True to his academic form, he gained a B.Sc. (General) in Chemistry, Physics and Pure Maths in July 1937 and then studied Chemistry for a further two years, gaining a “First” in the “Special” B.Sc. category and [inserted] starting work at the British Oxygen Company in November 1938. [/inserted]
Combining a taste for something more exciting, with his studying, David was already very keen
[Page break]
3/2
on aircraft and flying, and as the inevitable War loomed up he joined the Royal Air Force Volunteer Reserve (RAFVR), and was called up for deferred service in January 1940, training at Hendon (his nearest RAF base) for six months until June that year. Then he was called up properly to attend initial RAF training and selection, and spent the next two months being drilled and graded – as David had hoped – for pilot training in the Commonwealth. September 1940 saw him arrive in Southern Rhodesia at No 25 Elementary Flying Training School at Salisbury, and his pilot training started on September 18th with his first flight there in a Tiger Moth flown by his instructor, Flt/Sgt Marsden.
[Underlined] Pilot Training in Rhodesia [/underlined]
Flying in the [inserted] dry, [/inserted] sunny climate of Southern Rhodesia, David was able to [inserted] thoroughly [/inserted] enjoy his airborne experiences, and progress rapidly with the training routine. He went solo after 18 hrs 25 mins dual flying – indicative not so much of his own ability but the steady and rigorously adhered to procedures followed at the EFTS there, to cut down the early accident rate. It was not a spectacular time in which to go solo – rather the opposite – but David learned slowly but surely, and once learned, he never forgot, becoming a very sure-handed pilot.
Training progressed rapidly – David making three or four flights a day at times, and a lot of attention was paid to aerobatics, spinning, forced landing practice, and even night flying on the Tiger Moth! Some instrument flying was also done on the Tiger, and – a curious exercise – “abandoning an aircraft in flight”. His qualifying Cross-Country on October 31st was from Salisbury to Gatooma and back, and then he was posted out the same day, categorised a “Average” as a pilot, and recommended for “twin-engined types” in furthur training. He had gained his “Wings” on the Tiger Moth.
After a weeks’ leave, David now attended the No 21 S.F.T.S. at [inserted] Kumalo, [/inserted] Bulawayo, Southern Rhodesia, to start training on Oxford aircraft. He had by now clocked up 65 hrs flying, 28 hrs 30 min of which
[Page break]
3/3
was solo. His first flight in an Oxford was now made on November 11th 1940, with his [inserted] new [/inserted] instructor, Flying Officer Wood. David actually failed his first solo test on the Oxford, but managed all right on the second occasion, on November 14th, and from there on never looked back. As the training progressed, he passed a “Height-Test”, “Navigation”, “Navigator Test”, “Cross-Country”, “Low-flying”, “triangular cross-country on instruments”, “Formation”, “Progress”, and finally his passing-out test by the Chief Flying Instructor, Sqd. Ldr Hendrikz. With a total of 115 hrs now (55 hr 55 mins solo), David passed the first stage of the twin-engined Oxford Course on Dec 18th 1940, again classified as “Average” as a pilot.
The second stage started on December 30th now concentrating on tactical flying – making reconnaissance sorties, low-level bombing practice, and a lot of instrument and cross-country flying. There were night landings by floodlight, and many more low-level bombing runs at 1,000 ft, during which David’s mean bomb-dropping error crept down from 126 yds to 88 yds, and finally to 42 yds on average. Then they indulged in a bit of aerial gunnery from the Oxford, firing 90 rounds off from the Oxford’s single target gun. Near the end of the course, there were “ZZ” approaches, photography – “stereo pairs”, and “line-overlap”, and finally, formation flying. David passed out of No 21 S.F.T.S on February 12th 1941, with an “Average” grading again, having now flown 163 hrs 35 mins, of which 99 hrs 15 mins was solo. He was now posted to No 11 Operational Training Unit on Wellington bombers, at Bassingbourn, back in England.
[Underlined] Operations with 214 Squadron [/underlined]
At Bassingbourne [sic] David rapidly completed a further 75 hrs 40 mins flying on Wellington IO and IA aircraft, starting on May 21st 1941. He solo-ed on the Wellington after some 21 hrs 10 mins “dual” and “2nd pilot” flying, and then started to do a lot of night flying ranging from “circuits and bumps” to cross-country flying, mock bombing raids, air-to-air firing [inserted] and [/inserted] a North Sea Sweep. [Deleted] and [/deleted] Cross-country instrument flying was invariably from Bassingbourne [sic] to Wittering and Andover
[Page break]
4.
to Upper Heyford and return. At the end of all this, on June 26th 1941, David passed out of the O.T.U. and was posted to No 214 [inserted] (Federated Malay States) [/inserted] Squadron based at RAF Stradishall in Suffolk. This Squadron – as its name implies – was supported by the Malay Federation in WWII and several aircraft were paid for by funds raised in the States, including a Wellington II, W5442* coded BU-V, which David Wilson flew the first evening he arrived at the Squadron. After having an “Air Test” with one of the Flight Commanders, Sqd. Ldr. Field, in the morning of July 9th, David flew as Second Pilot to the Squadron Leader that same evening on his first operation – carrying a 4,000 lb “dookie” to drop on Osnabruk.** The raid was carried out by a total of 57 Wellingtons from No 3 Group, and, as discovered after the War, not many bombs fell on the target area. Two Wellingtons were lost that night, but David returned safely.
Only five days later, David was off on his next operation – this time to Bremen, to drop three 500 lb bombs and clusters of incendiaries. After this, raids followed in quick succession every two or three nights; Cologne, Rotterdam, Mannheim, Hamburg, Hanover, Duisburg, Keil, etc. Each time David was flying as Second Pilot to the Squadron Leader, or to a Sgt. Foxlee. On the night of July 25/26th, after raiding Hamburg with Sgt. Foxlee, they had to divert to Debden on the return, as their own base had poor weather and low visibility. The same thing happened on August 12th, on their return from Hanover, but this time David and Sqd. Ldr. Field diverted to Newmarket instead.
At this time, these attacks were mostly being directed at German ports, shipping and naval bases, or railway yards, but [inserted] their [/inserted] accuracy – or [inserted] the [/inserted] damage [inserted] caused [/inserted] - at this stage in the war, in hindsight, did not reach any great measure of success.
David recorded his longest operational flight so far on September 7th 1941, when he acted as Second pilot again for a Pilot Officer Barnard, and they bombed Berlin, taking 8 hrs 15 mins for the entire flight. Two sorties later – and on his own 6th operation – David was
* This Wellington was named “Sri Guroh” and had already completed some 25 successful raids before David flew it.
** See appendix 4 for details.
[Page break]
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the Captain of the aircraft for the first time, and this particular trip was a short one across the Channel to Le Havre. He flew a Wellington IC, N2850, but there was ten tenths cloud over the target, and they eventually dropped their bombs in the sea before returning to base
After this, David was the Captain on all his future operations, which included an attack on Hamburg on the night of September 29th carrying a 4,000 lb High Capacity blast bomb – and flying W5442, the old aircraft of the O.C. “B” flight, Sqd Ldr Field.
David was now allocated Wellington IC X9979 for his own crew to use, and this “Wimpy” stayed with him from October 2nd 1941 right up to the end of David’s tour of operations on January 31st 1942.
Many of his raids in October over the German sea ports were plagued by solid cloud cover, or bad weather, and they often bombed “blind” over the top of the targets. On November 7th David set out for Berlin again with six 500 lb bombs, but there was extremely bad cloud and icing over Germany, and Berlin, and so he unloaded his bombs over Osnabruck instead, on the return journey. This was one of Bomber Command’s biggest raids on Berlin to date, and there would be no more large raids on the capital until January 1943. The weather was equally bad over England on the return, and David [inserted] had to [/inserted] divert to another airfield.
Back [inserted] on [/inserted] September 1st, David and others in 214 Squadron began a series of low-level bombing practices, flying over their ranges at [inserted] Foxcote at [/inserted] 200 ft and dropping six bombs at a time. By December 9th they were dropping up to eight practice bombs a time, and on the 11th David, again flying at only 200 ft, dropped a massive 4,000 lb bomb from this low altitude! The end of the year 1941 arrived with David bombing Brest on December 23rd and 27th, trying to hit the Port area.
In January 1942, David was sent to Brest on four more occasions, having to divert to land at Harwell on one of these raids because of bad weather on the return. On January 21st he flew to Bremen to drop a 4,000 lb HC bomb, and then on the 28th came the final “Op” of the Tour – a raid on Münster. The cloud cover was again so bad that they returned home without dropping the bombload, and diverted to Waterbeach to land. David had safely completed his first Operational Tour, having flown
[Page break]
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289 hrs 50 mins in all with 214 Squadron, of which 199 hrs 35 mins were on actual operations. * He was now graded as “Above Average” as a pilot by 214’s C.O., Sqd. Ldr. Carr.
[Underlined] Becoming a Flying Instructor [/underlined]
For his traditional rest from operations, David was now posted to No1 Flying Instructors School at Church Lawford, near Rugby. He arrived there on February 24th 1942,[inserted] to start on the No22 War Course, and [/inserted] to be trained to teach others how to fly multi-engined aircraft. This course here lasted to April 21st, and during this time he was given intensive instruction on Oxford I’s and II’s, and (surprisingly enough) on some single-engined pre-war Avro Tutors!
David underwent day and night instruction, his mentor being a Flt. Lt. Mann, and sessions of any of the half dozen Avro Tutors were interspersed with the twin-engined flights on Oxford trainers. Between March 27th and April 2nd, he was sent down to Upavon to pass the 24th “Beam Approach” Course with flying honours (being graded “Above Average” again, and “Fit to Instruct”). This Course, in fact, was run as part of the Central Flying Scool [sic] of the RAF.
Then it was back to Church Lawford on the Oxford and Tutor, until he was finally passed out as a qualified instructor on April 20th 1942, rated as “Average” on both single and twin-engined aircraft.
[Inserted] David had been commissioned as a Pilot Officer out in Rhodesia, and on completion of this Course was made up to a Flying Officer, preparatory to commencing duties as an Instructor at RAF College Cranwell. [/inserted]
He arrived at Cranwell on May 1st [inserted] as a “B” Category Flying Instructor [/inserted] to start to instruct pupils at the College [inserted] Flying Training School [/inserted] how to fly the Oxford. Most of these were ordinary Leading Aircraftsmen (LAC’s) or Corporals, or Lieutenants (presumably the College Officer Cadets). By late June, a few Miles Master II single-engined trainers had been acquired, and David instructed on these as well. And at the
* See appendix 4 for details.
[Page break]
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end of July he was posted to No 7 Flying Instructors School at Upavon. This time to train others how to become “Instructors”!
David was becoming restless to be back on operations again, but had to put up with the daily round of flying Oxfords, Magisters and Masters again at Upavon, until the beginning of November 1942, when the CFI, Wing Cmdr GFR Donaldson, graded him out as “Above Average” again on David’s posting to 196 Squadron – a brand new night-bomber squadron formed on November 7th at Driffield in Yorkshire.
[Underlined] Second Tour, with 196 Squadron [/underlined]
David reported to 196 Squadron at Driffield on November 7th, and then was immediately sent off on a new Course called the “Captains of Aircraft” at Cranage [inserted] near Holmes Chapel [/inserted] in South Cheshire. It was the 12th intake at this Course, and David was lectured there on Navigation, and had to undertake six long cross-country exercises on Ansons, flown by a Course pilot, with David and two others on board having to act as Navigators in turn. The Course was an adjunct of the RAF’s Central Navigation School, and was intended to refine operational Captain’s navigating skills, for posting them to Coastal Command, or to Bomber stations where new 4-engined bombers with only one pilot were the norm.
While he was posted to Cheshire over the Christmas period of 1942/43 [inserted] Dec 21st to January 3rd [/inserted], David had some chance to attend some local functions and festivities, as he did not have time to return to his parents in Hendon. It was while the Station was giving a Dance for local people that David met a Cheshire girl called Elsie, who worked at a nearby I.C.I. Works connected with the Salt industry Elsie was a very personable girl, with a number of boyfriends, and David was a shy and quiet person, but the two became immediate friends, and kept up correspondence with each other when David re-joined 196 Squadron (now moved to Leconfield) after Christmas. One other course David had to attend for a few days, was at Westcott in Buckinghamshire, at No 1 Engine Control Demonstration Unit (E.C.D.U), to learn “Engine Handling”
[Page break]
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and “Petrol Consumption” there on the Wellington Mk III. (No flying was involved). Finally, on January 14th 1943, he took to the air at Leconfield on Wellington X HE179, to try some “circuits and bumps” on this new Mark of the bomber He then had a few “working-up” flights to get his [inserted] brand- [/inserted] new crew shaken down, trying out air-to-air firing with his gunners, and practice bombing using [inserted] new [/inserted] infra-red photography to record the results.
David’s first sortie with 196 Squadron [inserted] and the Squadron’s second operation [/inserted] was on the night of February 7th 1943, when he dropped seven 500 lb bombs on a new type of “area-bombing” raid on French ports with German U-Boat pens. This directive had been issued by the War Cabinet on January 14th, and because the new U-boat pens of solid concrete were too thick to penetrate, the towns themselves were obliterated instead (the French civilians had been warned to evacuate them).
Some 323 aircraft bombed Lorient that night, with the [inserted] new [/inserted] Pathfinders marking the target well. Seven aircraft were lost, two being Wellingtons. David’s crew obtained a good infra-red photograph of the bomb bursts.
It was back again to Lorient on February 13th, this time forming part of a raid of 466 aircraft in all, and dropping over 1,000 tons of bombs for the first time on a Bomber Command target. The French town of Lorient received more devastation, but the U-boat pens survived. Then it was Cologne on the 14th, and Emden on the 17th, but the latter raid was abandoned by David’s aircraft, due to heavy cloud cover. Just six Wellingtons had been sent to Emden that night to test the infra-red bomb sights, but only three found the target, and bombed it. David brought all his bomb load back.
Before February finished, David had been to Cologne again on the 26th (where two of his three 500 lb bombs “hung up” and he had to return to base with them) and St Nazaire on the 28th (again dropping a “mix” of 500 lb bombs and incendiaries).
In March David went to Hamburg, Essen (twice) Duisberg and Bochum, dropping a 4,000 lb “Cookie” on one of the Essen raids. This was the beginning of the “Battle of the Ruhr”, devised now by Bomber Command to paralyse German Industry. There was an increasing flow of new four-engined bombers to the Squadrons, and a build-up of the Pathfinder
[Page break]
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Force and their new marking techniques using Mosquitos guided by Oboe equipment, * and Lancasters etc, to continue illuminating the markers dropped by the “Mossies”. All this now led to ever more accurate raids on the German Ruhr industrial zone.
The first Essen raid, on March 5th, was well marked by the Pathfinder Force (PFF), and David’s Wellington was in the second of three waves over the target – the Krupps industrial complex. This night marked Bomber Command’s 100,000th sortie of the war, and it is likely that David’s 4,000 lb bomb was one of the many that helped destroy an area of the Krupps works that night. A week later he was over the same target again, with the more usual mixture of 500 lb bombs (many fuzed for a long delay action) and incendiaries. Even more of Krupps was reduced to rubble that night.
David normally flew with a crew of four in his aircraft, and his regular crew consisted of Pilot Officer Parkin, Sgt. Wakeley, Flt. Sgt, Allen and Sgt. Lund. Occasionally he would take another Sgt. Pilot on board to give him operational experience for the odd flight or two (before he went off to captain his own aircraft). His O.C. in “A” Flight was Sqd Ldr Ian R.C. Mack, and the 196 Squadron C.O. at this time was Wing Cmdr. A.E. Duguid.
David only had one “Op” in April, to Kiel on the 4th, but May was another intensive month, with successful visits to Dortmund, Duisburg, Bochum and Düsseldorf. Most of the aircraft sent on these raids were now four-engines types, and of 110 Wellingtons sent to Dortmund, six were lost. The equivalent numbers [inserted] of Wellingtons [/inserted] sent to the other three points were: Duisburg 112 (10); Bochum 104 (6); and Düsseldorf 142 (6). The last two raids did not have the desired effects as the Germans were now starting decoy markers and fires outside the cities, to lure the PFF and bombing aircraft away. But the Duisburg raid had been highly successful, the Port and August Thyssen steel factories being badly hit.
[Inserted] On May15th [inserted] 1943 [/inserted] the [deleted] Press [/deleted] [inserted] London Gazette [/inserted] released the news that David had been awarded a Distinguished Flying Cross (D.F.C.), for (as the citation stated) “completing numerous [inserted] operational [/inserted] missions, flying on many occasions to targets such as Cologne, Berlin, Kiel and Hamburg, where the fiercest opposition is encountered.
“Since the beginning of his operational career, his single aim has been to press home his attacks as accurately and efficiently as possible, and in this he has had many successes. His courage, skill and determination against all hazards have been an inspiration to the Squadron”. [/inserted]
In June 1943, David flew sorties to Düsseldorf, Krefeld and Wuppertal, using his normal Wellington X HE901 on most flights (he
* “Oboe” was a system in which radio beams were sent out from English points, to cross over a specific target, and the RAF aircraft fitted with the receiving equipment could tell exactly when to drop their markers.
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had previously used HE170 and MS488 for long spells at a time, all with 196 Squadron’s code letters ZO-. Two of his crew had been commissioned by now – Wakeley and Allen had been made Pilot Officers. (David himself was now a Flight Lieutenant). The Düsseldorf raid was very successful, and that on Krefeld equally so, devastating the city centres. Just prior to the Krefeld raid on June 21st, some “Monica” sets had been fitted to some of 196 Squadron’s Wellingtons, HE901 being one of them. David and his crew had conducted air teats with the new equipment on June 16th and 17th, and aerial exercises with fighters, to try out the operational aspects. “Monica” was the code name given to equipment which, installed in RAF bombers, would give warning of the approach of German night-fighters from the rear. This radar equipment gave out its own transmissions however, and later in the war, when a German Ju88 night fighter landed by mistake at Woodbridge on July 15th 1944, it was discovered that its “Flensburg” radar transmission detector set could “home in” from 50 miles away onto an RAF aircraft using Monica. The increasing losses of Allied bombers was being blamed on Monica, [inserted] “H2S” radar, [/inserted] and “I.F.F.” (Identification Friend or Foe) signals emanating from their aircraft, and instructions were immediately given to remove all “Monica” sets, use “H2S” only sparingly, and switch off “IFF” altogether over German territory.
The raid on Wuppertal on June 24th 1943, in which David dropped an entire load of incendiaries, devastated the Elberfeld half of the town (the other half had already been hit). Some 94% of the town was destroyed that night. 630 aircraft having taken part, and 6 Wellingtons out of 101 being lost (together with 28 Lancasters, Halifaxes or Stirlings).
David now made the last operational sortie of his second Tour, to Cologne again on July 3rd 1943. He was flying Wellington X HE901 [deleted] again [/deleted], with a new member of crew, Flt. Lt. Reaks (who had replaced P/O Allen), and the PFF successfully marked the industrial area of the town, on the East bank of the Rhine. Again, David’s load consisted entirely of incendiaries, and they bombed the target accurately, but on returning to England after a flight lasting 5 hrs 5 mins, had to divert to Westcott, Bucks, because
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of ground fog and bad weather in the North. This raid was noted for something else – the beginning of mass night-time attacks by German night-fighters over the target area – something not met before by the RAF – where the Luftwaffe units attacked from above, using the mass of fires, target indicators (T.I.’s) and searchlights below as illumination for the bombers. On this raid 30 aircraft were lost out of 653 despatched – 12 being claimed by the Luftwaffe night fighters. In hindsight David was lucky to finish his second Tour at this point, as the RAF raids over Germany began to meet increasing fighter opposition, leading to many losses.
[Underlined] Lancaster Conversion Unit [/underlined]
Again classed as “Above Average” [inserted] in his recent capacity as “Master Bomber” of 196 Squadron [/inserted], David Wilson was now posted to a Lancaster Conversion Unit [inserted] No 1660 [/inserted] at RAF Swinderby, to convert to flying four-engined heavy bombers. The reason he had had a shorter Tour than usual at 196 Squadron was because the Squadron was moving [inserted] its [/inserted] base down South now, and re-equipping with Stirling bombers. David neither liked the Stirling, nor the future role of the Squadron, which was to be on glider-tug and troop dropping rôles, and so he had quickly opted to go for a Lancaster Squadron posting. [Inserted] He had in fact volunteered to join 617 Squadron (now known as the “Dambusters”), who were now looking for a few more seasoned and “Above Average” graded pilots to replace the eight lost on their famous raid of May 16th/17th. Only men of exceptional experience and calibre would be accepted, and all crews had to show a very high accuracy in their bombing experience. David’s name had gone forward for consideration by 617’s C.O., Wing Cmdr. Guy Penrose Gibson, V.C., DSO and Bar, DFC and Bar, who was still in charge but about to be posted onto a temporary staff duty as a rest (against his wishes!). Provided he converted to the Lancaster successfully, he would be accepted. [/inserted]
And so Flt. Lt. David Wilson started at Swinderby on July 23rd 1943, learning the tricks of flying the mighty Lancaster – an aircraft that would endear itself to him for life. The Course was not long, only five weeks, and finished on August 30th, when David had completed his multi-engine transition to the big Avro machine designed by Roy Chadwick. The Lancasters at the Unit were old Mk I’s from early production runs by A.V. Roe & Co Ltd at Manchester, or Metropolitan-Vickers at Trafford Park, and some had originally been laid down as Manchesters, and converted on the line.
David firstly had “circuits and landings” practice, then “stalling”, “three and two engine flying”, “fire action”, and “three-engine overshoots”. Then came cross-country exercises, “time and distance”
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runs (practicing dropping bombs after a measured run-in from a known geographical position) “corkscrewing” (to avoid fighters at night), and “fighter affiliation” (practice in being “attacked” by fighters). Finally David made some bombing runs, dropping four bombs on Wainfleet Sands, then eight (getting a mean error of only 71 yds from the target), and finally a round-the-UK cross-country flight at night, from Swinderby to Ely, Bicester, Sidmouth, St. Tudwells (where he dropped two bombs, and hit the target), Strangford [inserted] Lough [/inserted] in N. Ireland Dumfries in Scotland, Aberdeen and back home! A large part of the return trip was flown on three-engines, the whole flight taking 5 hrs 35 mins – just like a typical raid over Germany.
Wing Cmdr. Everitt, the CO. of 1660 Conversion Unit, passed David out [inserted] on August 30th [/inserted] as “Above Average” once again on the Lancaster this time, and David thus had his posting to 617 Squadron confirmed, and joined them the same day at Coningsby, Lincolnshire. [Deleted] – the already famous 617 Squadron, otherwise known now as the “Dambusters”. [/deleted]
[Underlined] Joining the “Dambusters” [/underlined]
David Wilson joined 617 Squadron on August 30th 1944, the date the Squadron moved its home from Scampton to Coningsby, in Lincolnshire. Since its famous [inserted] first [/inserted] raid on the German dams on the night of May 16th/17th 1944, [sic] the Squadron had [inserted] briefly [/inserted] returned to [deleted] a rest period, and started [/deleted] operations again on July 15, raiding power stations in Northern Italy and landing [inserted] at Blida [/inserted] in N. Africa afterwards. [Inserted] (Blida was a [inserted] captured [/inserted] Allied aerodrome a few miles south-west of Algiers, in French North Africa). The Squadron’s third raid had been on the Italian port of Leghorn on the way back from Blida. And its fourth was a mass leaflet raid on major Italian cities on July 29th 1943, after which the aircraft landed at Blida again. (This time they positioned back to England without raiding any target on the way). [/inserted] With its high level of training [deleted] and accuracy [/deleted] in bomb dropping especially [inserted] at low level [/inserted] the Squadron was now being used for attacks on major targets which required a great deal of accuracy in placing their weapons. These targets by definition, were also likely to be very heavily defended.
David was airborne on September 1st, the second day after he arrived at Coningsby, and was promptly sent off on a low-level cross country. (With the “Dambusters”, low level meant just that – at 200 to 330 ft altitude! [inserted] all the way [/inserted]). Wing Cmdr Guy Gibson, VC, DSO and Bar, DFC and Bar had just relinquished command of the Squadron [inserted] on August 3rd) [/inserted] to [inserted] Acting [/inserted] Wing Cmdr George Holden, DSO, DFC [inserted] and Bar? [/inserted]
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and there were 10 [deleted] complete [/deleted] Lancaster [deleted] crews [/deleted] pilots left at that moment out of the original 21 that had been in the Squadron when the raid on the Dams was mounted. * Apart from David, the other new pilots [inserted] ① who had joined 617 since the Dams raid were F.O. W.H. Kellaway, DSO; at the end of June; P.O. B. [deleted] (“Bunny”) [/deleted] W. Clayton, DFC, CGM, early in July; [deleted] and [/deleted] Flt. Lt. R.A. Allsebrook, DSO, DFC, also early in July; [inserted] and Flt. Lt. E.E.G. [inserted] (“Ted”) [/inserted] Youseman, DFC, at the end of July. (Ted came from David Wilson’s old 214 Squadron). [/inserted]. All these pilots – like David – brought their old crews along with them as well, and so all eight men in each Lancaster found themselves suddenly flying with the famous “Dambusters”. One of these new arrivals had also crashed on August 5th on Ashley Walk Bombing Ranges, when it hit the slipstream of another Lancaster, but luckily the crew survived, but with the exception of one gunner did not fly with 617 again. [/inserted]
The [inserted] surviving [/inserted] Lancasters which had been used for the Dams raid were in the process of being returned to A.V. Roe & Co to have the special fittings removed and the enlarged (bulged) bomb doors put in their place. For the purpose of keeping the crews in training, however, other Lancasters had to be borrowed or drafted in, and the Lancaster which David flew on September 1st was one such – ED735 (KC-R) from 44 Squadron (where it had been called KM-K). This Lancaster had just [inserted] ② been fitted with new “deep-section bomb doors by Avros, to take the new 12,000 lb High Capacity Blast bombs, and was sent to the A&AEE at Boscombe Down this month, to measure the Position Errors. [/inserted]
The Dambusters had moved from a grass airfield at Scampton, to one with hard runways at Coningsby and were sharing the latter airfield now with other Lancaster Squadrons. [Deleted] No 619 [/deleted] (Another Lancaster Squadron that would henceforth [deleted] to [/deleted] work closely with 617 was No 619 [inserted] - based nearby at Woodhall Spa - [/inserted] ) David flew Lancaster EE144 (KC-S) on September 14th – this aircraft was normally used by Sqn Ldr. Holden.
David was [inserted] then [/inserted] engaged in intensive low-level cross-country flying for the first two weeks of September, working himself and his crew up to the required accuracy of bombing, air firing, and low-level navigating as befitted the high standards expected of the specialist squadron. Two of these flights were on aircraft that had originally been on the Dams raid – ED886 (AJ-O flown then by P.O. Bill Townsend) and ED921 (AJ-W of Flt. Lt. Les Munro). These had been altered back to carry normal bombs, and in common with 617’s other permanent Lancasters were now fitted with new radio altimeters which could be set to give the pilot warning of dropping below, say, 75 ft above the ground (where a “hiccuph” could mean flying into the deck”).
All this preparation was for 617’s next scheduled raid on one of the War’s earliest, and by now most heavily defended targets – the Dortmund-Ems Canal. It had been decided to try to breach this by moonlight, and at low level. The canal was of vital importance to the German War industry, as it joined the steel plants of the Ruhr
*(for Note see over →③
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[Underlined] footnote ③ FOOTNOTE [/underlined]
* The original [inserted] 21 [/inserted] pilots of 617 Squadron at the time of their first operation – the Dams raid – consisted of Wing Cmdr. Guy Gibson, VC, DSO and Bar, DFC and Bar; Flt. Lt. J.V. Hopgood, DFC; Flt. Lt. H.B. Martin, DSO and Bar, DFC and two Bars, AFC; Sqd Ldr. H.M. Young, DFC; Flt. Lt. W. Astell, DFC; Flt. Lt. D.J.H. Maltby, DSO, DFC; Sqd. Ldr. Henry Maudslay, DFC; P.O. L.G. Knight, DSO; Flt.Lt. D.J. Shannon, DSO and Bar, DFC and Bar; Sqd. Ldr. J.C. McCarthy, DSO, DFC; Sgt. [inserted] V.W. [/inserted] Byers; Flt Lt R.N.G. Barlow; P.O. Geoff Rice, DFC; Flt. Lt. J.L. Munro, DSO, DFC; F.O. W.C. Townsend, CGM, DFM; Flt Sgt. K.W. Brown, CGM; Flt. Sgt. Cyril [inserted] T [/inserted] Anderson; P.O. [inserted] Warner [/inserted] Ottley; P.O. [inserted] L.J. [/inserted] Burpee (all of whom had flown on the raid); and P.O. W. [inserted] G. [/inserted] Divall and Flt. Lt. Harold [inserted] S. [/inserted] Wilson (both of whom had not been included on the Dams raid).
The [inserted] eight [/inserted] killed on the raid were Hopgood, Young, Astell, Maudsley, Byers, Barlow, Ottley [inserted[ and [/inserted] Burpee; Guy Gibson, of course, had now been rested from “Ops”; Cyril Anderson had decided to return to his original Squadron, and Bill Townsend had been posted away to 1668 Conversion Unit. All this left just 10 of the original pilots.
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with the Baltic, enabling iron ore from Sweden to be barged to the steelworks, and finished parts (Eg of U-boats) to be sent North to the German ports.
It was lucky for David that he was still getting into training at that moment. On a cross-country on September 13th, he practiced low-level bombing from 300ft and 500 ft, and gained a mean error of 73 yds from the target centre; and on September 14th he dropped bombs on the ranges from 200, 300, [inserted] and [/inserted] 400 ft high, and got his average error down to 36 yds.
David was assigned to “B” Flight, under the leadership of Flt. Lt. J.L. (“Les”) Munro (a survivor of the Dams raid who had been hit by flak en route to the Sorpe Dam and had had to turn back because the radio/intercom had been destroyed). But due to his “working-up” period, he was not selected for the raid on the Dortmund-Ems Canal on September 14th/15th. This was meticulously planned – as usual – and eight of 617’s Lancasters would take part, dropping new 12,000 lb High Capacity thin-cased, bombs from low level (fuzed for an adequate delay). The crews selected were the new C.O., George Holden, Dave Maltby, Les Knight, Dave Shannon, Harold Wilson [inserted] (no relation to David) [/inserted], Athelsie Allsebrook, Geoff Rice and Bill Divall. All but Holden, and Allsebrook [deleted] and Divall [/deleted] were survivors of the original 617 Squadron, and they set off on the evening of the 14th, but en route to the target received news back from a “recce” Mosquito in front, that the weather was too bad over the target area for low-level bombing. Regretfully they turned for home, but as they did so at low level over the North Sea, Maltby’s Lancaster hit someone else’s slipstream, dipped a wing into the sea, cartwheeled – and that was that. Maltby and his crew all perished.
Back home at Coningsby, they re-planned the raid for the next evening, the 15th, and Mick [deleted] y [/deleted] Martin just back from leave, filled Maltby’s place. [Inserted] David Wilson flew two more cross-country flights on this day, using one of the original Dams raid Lancasters, ED886 (AJ-O) [deleted] glued back again [/deleted] They were his last practices, and he was not called up for the raid that night. [/inserted] As the [inserted] others [/inserted] flew low over darkened Holland, Holden, flying with [inserted] Guy Gibson’s old crew [/inserted] and leading the two flights, was hit by flak and he climbed to avoid a church steeple in a small town while the others behind swung low around the outside of the built-up area. Holden’s Lancaster, trailing flames, went down and his 12,000 lb bomb exploded with a blinding flash of light.
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It was his 30th birthday.
Over the target area, a ground mist obscured the markers they dropped, there was a lot of light flak about, and the escorting Mosquitos found it difficult to silence the flak, and the 617 pilots found it very difficult to see the canal. Allsebrook, who now acted as leader, dropped his bomb and helped to direct others onto the target, but then disappeared. He had been shot down leaving the area. Knight, flying low, hit some trees which damaged his two port engines, and asked Mick Martin’s permission to jettison the bomb. He tried desperately to get home, but after allowing his crew to bale out over Holland, was killed trying to crash land the Lancaster alone.
Rice tried in vain for an hour to find the target, was holed by flak, jettisoned his bomb and managed to return home to Coningsby. Harold Wilson was hit by flak too, and had to crash-land his Lancaster with the bomb on board. It went up soon after, killing all on board before they could escape. Divall was [inserted] also hit and crashed. [/inserted]
// Dave Shannon flew around for 70 minutes, before he managed to spot the Canal and drop his bomb. It hit the towpath and did not seem to breach the canal banks. And Mick Martin flew around for a long 90 minutes, repeatedly getting hit by flak, and finally dropping his bomb on his 13th run in. He was two hours overdue when he landed back at Coningsby, to find only Shannon and Rice there before him. There were just the three Lancasters back, out of the eight that had set off. And nothing to show for the losses.
Next day Mick Martin was made a Squadron Leader by the A.O.C. No 5 Group, Air Vice-Marshal the Honourable Ralph Cochrane, and temporarily given command of 617 Squadron. Martin immediately volunteered to go back to the Canal the next night, and said there were six of them left who could try it (Martin himself, Shannon, Rice, Les Munro, Joe McCarthy and Ken Brown). In addition to these Martin could now call on the newly posted Captains - David Wilson, Ted Youseman and Bunny Clayton.
Fortunately Sir Ralph insisted on the three latest survivors being rested for 617’s next raid, on the Antheor Viaduct near Cannes in the South of France, on September 16th. And because
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this operation followed on without a break, the three “new boys”, and [inserted] the three veterans, [/inserted] Munro, McCarthy and Brown [deleted] (all had taken part on the original Dams raid) [/deleted] were supported by six Lancasters from 619 Squadron as well, and all placed under 619’s C.O., Wing. Cmdr. Abercromby.
[Underlined] The Anthéor Viaduct [deleted] preparing for the Tirpitz [/deleted] [/underlined]
It was against this backdrop of tragedy that David Wilson now flew his first “Op” for 617 Squadron. The atmosphere couldn’t have been worse, but morale was still high. Other Squadrons were [inserted] now [/inserted] beginning to call 617 the “Suicide Squadron”, and there were [inserted] noticeably [/inserted] fewer requests from other pilots to transfer to it [deleted] now [/deleted]! However, the intensive training, and the work involved in the briefing to the raids, kept David’s mind off all that (and the fact that his namesake, Harold Wilson, had died the night before).
This was 617’s seventh operation (including the first abortive Dortmund-Ems sortie), and the target was difficult to find, not counting hard to bomb accurately when they reached it. The main railway link between Central and Southern France and Italy, ran along the coast from Fréjus/St. Raphael to Cannes, and a typical curving viaduct lifted it across a ravine at a point just east of Cap du Dramont, a few miles on the Cannes side of St. Raphael. This little place was called Anthéor, and was 617’s next headache.
David flew in [inserted] company with the other 617 veterans, [/inserted] his “B” Flight Commander, Flt. Lt. John Leslie Munro, DFC, [inserted] RNZAF [/inserted], Pilot Officer Kenneth Charles McCarthy, DSO, DFC, [inserted] RCAF [/inserted], Pilot Officer Kenneth William Brown, CGM, RCAF, and two other “new boys”, Flt. Lt. “Ted” Youseman DFC, and Pilot Officer “Bunny” Clayton, DFC, CGM. Although the target was on France’s South coast, they were expected to return to England on this raid – not land in N. Africa.
David took Lancaster JB 139 on this raid, (coded KC-X and recently transferred from 49 Squadron). His bomb load included one 4,000 lb “Blockbuster” and three 1,000 lb bombs, and his crew consisted of Flt Sgt Hurrel, F.O. Parkin, Flt. Sgt. Barrow, P.O. Allen, Sgt Lowe and Sgt Mortlock. When they found their target, they jockeyed for position down the
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ravine to the sea, and David [inserted] and the others [/inserted] released their bombs from 300 ft. [Inserted] The idea was to lob the bombs onto or between the arches of the bridge, but all seemed to go through the arches instead. [/inserted] The viaduct seem [sic] unscathed, however, - although it and the rail tracks were peppered with holes – and they flew back in the knowledge it would probably need further attempt.
After a flight of 10 hrs 20 mins, David Wilson put his Lanc down at Predannack in Cornwall, to refuel, before flying back to Coningsby later.
[Underlined] Preparing for another Dams raid [/underlined]
Mick Martin was firmly in charge of the Squadron now, interviewing new would-be 617 pilots, thinking about a method of them taking flares with them on future raids to mark the target and make it easier for all to bomb, and liaising with the A.O.C. 5 Group with regard to future targets for 617.
In fact Cochrane was scheming up another attack on a dam, this time the big installation at Modane in Northern Italy, which lay deep in the hills. But Cochrane duped even Mick Martin for a time – he pretended it was to be a raid on the German battleship Tirpitz in a Norwegian fjord, and this required flying over the hills, down the steep slope, across a short stretch of water and then over the ship (in reality, the dam in Italy)!
So Martin went looking for a suitable site to practice on, and found a hillside near Bangor in N. Wales, near the coast, where he could get 617 to try flying down the face of the slope to level out over the sea. He experimented with putting down his landing flaps, to 40° or so, but found although the Lanc would sink down the hillside better, he had to exceed the max speed with flaps down by some 60 mph, and thus risk [inserted] their [/inserted] collapse – with undoubted fatal results to aircraft and crew.
David flew in [inserted] Mick Martin’s [/inserted] Lancaster (EE150 [inserted] coded KC-Z [/inserted]) to the scene on September 18, with Dave Shannon, (one of the three Flight Commanders, with Munro and McCarthy) in the cockpit beside him, and the two of them took it in turns to try flying up and over the hills that Mick Martin had found. Next day David was up in the Midlands [inserted] in the same aircraft [/inserted], this time with his
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own Flight Commander, Les Munro, the two of them doing practice runs across the Derwent reservoir at very low level, and then they tried the hill near Bangor again, Les trying it out and handing over to David. It was all intensely demanding work, and the adrenalin flowed very freely!
Between September 19th and 23rd, the “dams” type training intensified, David flying dummy attacks over Derwent reservoir in ED735 (KC-R) [inserted] on the 19th, [/inserted], then on September 20th he used Guy Gibson’s old aircraft ED932 (AJ-G) of Dams raid fame to take up one of the special “Upkeep” weapons that they still held in store and he dropped this on a dummy low-level attack in the Wash. (Guy Gibson’s old aircraft, unlike the majority that had survived the Dams raid, had [inserted] not yet [/inserted] been converted to have the bulged bomb-doors, and the old cylindrical “Upkeep” canister was used on the original Barnes Wallis-designed release mechanism). Then, in the next three days came low-level cross-country formation flying, dropping bombs on the Wainfleet ranges. David dropped the first lot (of four bombs), getting a mean error of 64 yds, and on the second occasion dropped eight bombs from 800 ft high. Then came a night time cross country at low level on astro fixes only, and finally a trip to Castle Kennedy, and Turnberry in Ayrshire, carrying 14 [inserted] staff [/inserted] passengers in connection with these trials.
However, the very next day, September 24th, came a complete change of policy, and training. The reason was the development of a new, more accurate bomb-sight, and its ability to deliver two large new weapons that Dr Barnes Wallis had been developing recently – the 12,000 lb streamlined “Tallboy” bomb, and its big brother, the 22,000 lb “Grand Slam”. The Chief of Bomber Command, Air Chief Marshal Sir Arthur Harris, had been agonising over the future rôle of 617 Squadron with Sir Ralph Cochrane, and had concluded that it should stay in the latter’s 5 Group, and now become a “Special Duties” Squadron. Cochrane, on his part, decided to press ahead with Wallis’ new weapons, and get 617 equipped as fast as possible with the new bob-sight, to start dropping these expensive weapons.
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[Underlined] The Stabilising Automatic Bomb-Sight. [/underlined]
This SABS sight had been developed at the RAE at Farnborough back in 1941 by a man called Richards, and used the gyro principle in its stabilising system. It had been held up in its development by the fact that although it was a great deal more accurate than its predecessors, it did require a very careful straight and level approach at high altitude, on the run in to the target. Consequently the likelihood of Bomber Command taking heavier casualties from flak and fighters because of this, had resulted in its being “shelved” for the time being. But now, the development of these special weapons merited another look at it. A certain Sqd. Ldr. Richardson was now despatched post haste from the RAE to 617 Squadron at Coningsby, to see the SABS fitted, and perfected, in their Lancasters.
From September 24th, therefore, everything changed in David’s training. No longer was it low-level dams-type exercises, but he flew in EE150 [inserted] (KC-Z) [/inserted] this day, with Joe McCarthy acting as Captain for some of the time, making [inserted] the first [/inserted] high level dummy runs with the new SABS fitted. The next day, David took Bunny Clayton up with him, and Sqd Ldr. Richardson (by now dubbed “Talking Bomb” by the Squadron, for his propensity to talk bomb-sights from the moment he woke, until the moment he went to sleep), to check out the SABS in EE150 again.
Sqd Ldr Richardson was busy fitting the new SABS into all the aircraft, and then checking the installation by flying with it. He also knew that it took two to be accurate – the pilot on the one hand (to fly at a given height, and airspeed, on the final run in), and the bomb aimer on the other (who had to feed the correct data into the sight, and advise the pilot when he strayed off the necessary heading/approach speed). With the Squadron C.O. (Mick Martin), Richardson then evolved a system of each pilot being checked out, by someone senior, and each bomb-aimer being paired with different pilots – cross-checking the results against each other.
Thus David [sic] third flight (on September 26th) was with Mick Martin (now elevated to Sqd. Ldr. status),
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and they did high level bombing (HLB) from 6,000 ft gaining an average bombing error of 60 yds (this altitude was not “high” in the view of most other squadrons – but where 617 was normally flying below tree-tops and between haystacks, 6,000 ft really was “high” to them!
Next day (the 27th) David had two training sorties – one taking up Ken Brown to show him the ropes, dropping bombs at Wainfleet from 10,000 ft this time, and recording a mean error of 61 yds; the next sortie being with Bunny Clayton and flying at 5,000 ft and 7,000 ft, recording an error of 50 yds. (It was getting better!)
Next day David took Geoff Rice up, and also made a sortie by himself. On the latter he dropped three bombs from 10,000 ft, but an error in the altimeter setting led to a mean drop error of 143 yds this time. All this showed how essential it was to get all the readings correct, and here they ran into the problem of calculating the exact [inserted] ground level [/inserted] barometric pressure reading over the target so as to be able to correct the altimeters to give their exact height. Another problem was to obtain absolutely accurate outside air temperatures, and the exact speed of the Lancaster (determined by a combination of airflow and Static Pressure vents in the instrumentation, and known errors (Position Errors) in the Static Pressure System (caused by the location of the vents in the fuselage airflow). All this was essential but complicated and the RAE and A&AEE had to make tests on the Lancasters to give 617 the most effective results, and to increase the accuracy of information fed into the SABS.
For a few days the weather held up training, but it resumed in October with a vengeance. David was flying different Lancasters on each sortie, a new [inserted] Mark III [/inserted] DV246 (KC-U) that had just been delivered, ED932 (Gibson’s old aircraft now recoded AJ-V) [inserted] for low-level sorties [/inserted], JB139 (KC-X), ED915 (AJ-Q), or EE146 (KC-K). He [inserted] sometimes [/inserted] went up three times a day, usually it was twice each day, and his bombing errors read consecutively: 74 yds from 10,000 ft, 182 yds (10,000 ft) then only 21 yds from a 200 ft high low-level sortie, 26 yds (200 ft), 96 yds (10,000 ft), 88 yds (10,000 ft), 101 yds [deleted] (10,000 ft) [/deleted], 86 yds [deleted] 10,000 ft) [/deleted], 57 yds (all at 10,000ft)
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60 yds (from 12,000 ft), 47 yds (1,000 ft), and so on. They had great difficulty getting the accuracy to any greater limits – which really was going to be essential if Barnes Wallis’ big, expensive bombs were to be dropped (These had streamlined aerodynamic fins, and would spin at an increased speed as they dropped, giving different trajectories to the normal, unstreamlined weapons).
Slowly the results of the RAE and A&AEE testing were incorporated on the Lancasters, and Sqd Ldr Richardson’s observations, and things at last began to come together.
Mick Martin went up with David and acted as the bomb-aimer himself on October 16th, flying in ED932 on a low-level sortie. He managed a mean error of 105 yds from 250 ft altitude – not very good! (He obviously then appreciated the level of accuracy David’s normal bomb-aimer could achieve – of 21 to 26 yds!)
David tried a run at 15,000 ft on October 17th – getting an error of 70 yds. But next day doing exactly the same, he only registered a mean error of 128 yds. (On both occasions he was flying ED932, now fitted up with the SABS system).
In the meantime, Mick Martin had been told by Cochrane to get the Squadron up to strength again in pilots and crews, and a good deal of interviewing had been carried out. Martin knew now that an extremely high degree of training and ultimate accuracy in dropping the new bombs was going to be needed, but the crews were going to have to be well blooded already with records to show that they could unflinchingly carry out day after day, the steady, straight run in to the target, whatever flak or defending fighter status. He sought only the very best and bravest of men, therefore, and rejected many applications on instinct. By the first week or so in October, however, he had selected a few more, including Pilot Officer F.E. Willsher – a young fair-haired boy of 19, only a year out of the school classroom; Flt. Lt Thomas Vincent O’Shaughnessy; Flying Officer Gordon Herbert Weeden; [deleted] and [/deleted] Warrant Officer “Chuffy” Bull; Flying Officer
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Geoffrey Stevenson Stout, DFC, [inserted] Flt Lt. R.S.D. Kearns, DFC, DFM; [/inserted] Pilot Officer Nicholas R Ross; [inserted] Sqd. Ldr William [inserted] R [/inserted] Suggett (to take over “A” Flight) [/inserted]; and Flying Officer J. (“Paddy”) Gingles. They all soon settled into the training routine, although both Ross and Bull hit trees on low-flying exercises, narrowly avoiding disaster each time.
David Wilson took up young Willsher on October 9th, to show him how the SABS worked on a 10,000 ft high-level bombing run, and in the afternoon of the same day, he flew ED932 at low level all through the Lake District and the Scottish Glens, taking 5 hrs 30 mins for the cross country. On the 11th he tried the SABS at 12 000 ft and got his error down to 60 yds, and then over the next few days he used it at 1,000 ft (Error=47 yds), 250 ft (with Mick Martin acting as bomb aimer again (Error=105 yds), then at 15,000 ft (Error=70 yds, with Sqd Ldr Richardson on board), then 15,000 ft again (128 yds). And so it went on with David flying his new Lancaster DV 246 [inserted]KC-U) [/inserted], or the two originals from the Dams raid, ED932 (AJ-V), or ED 924 [inserted] (AJ-Y) [/inserted], which had been flown by Cyril Anderson.
David took “Talking Bomb” down to the RAE at Farnborough on October 18th to have some modifications made to the SABS, then he flew the Sqd. Ldr. (who had been a Great War pilot in the RFC) up to the bombing range at West Freugh (near Stranraer) where they checked the bombsight out again at 14,000 ft and 8,000 ft.
As October drew to a close, the bugs seemed to be getting ironed out of the SABS system, as the various modifications were made to it, and after the sight went U/S two days running on practice bombing on 22nd and 23rd, at long last, on the afternoon of the 23rd, David flew over West Freugh again at 14,000 ft and dropped one 4,000 lb “Cookie” this time. It hit the 3-storey target building [inserted] at Braid Fell [/inserted] fair and square in the middle, demolishing it! (Average error = Zero!). On his next run, on the 25th, he dropped six 1,000 lb bombs from 14,000 ft, hit the target with one, gained a very near miss with a second, and put the other four close by ([inserted] Mean [/inserted] Error = 79 yds). Things were getting better!
[Underlined] Restarting Operations [/underlined]
November started off the same way – with more
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high and low level exercises. David had been allocated Guy Gibson’s old aircraft (ED932, AJ-V) on a permanent basis now, and he flew it on most of the practices. He did a run at 12,000 ft and dropped four [inserted] bombs (with [/inserted] an average error of 146 yds), then three bombs from 2,000 ft (53 yds), and then switched to one of Mick Martin’s latest ideas – bombing a PFF red Target Indicator from 15,000 ft. He scored a “bullseye” on it on November 5th (appropriately for Guy Fawkes night!), and with things now obviously getting to the stage where 617 Squadron was ready for operations with the SABS, David showed a VIP around his aircraft on November 6th (believed to be Roy Chadwick, Avro’s Chief Designer) and flew him back to Ringway in the afternoon.
Cochrane at Group had meanwhile decided it was time to test the SABS in action, and so Mick Martin was informed [inserted] that [/inserted] they were to raid the Anthéor Viaduct in Southern France again on November 11th – this time from 8,000 ft to avoid the flak from recently installed German defences.
On the morning of November 11th, David made one more practice flight in ED932, dropping 6 bombs from 15,000 ft and getting his mean error down to 89 yds. It was the best they could do, and he [inserted] then [/inserted] prepared for the evening’s operation. The Squadron despatched 11 aircraft, starting at 18.15, with Ted Youseman first off, and each being bombed-up with one 12,000 [inserted] lb [/inserted] H.C. Blast bomb. Mick Martin himself was leading the raid, and Dave Shannon and Les Munro were also flying, but Shannon had engine failure on take-off and had to abort. The others all got off safely – O’Shaughnessy, Rice, Bull, Clayton, Brown, Kearns, and David Wilson – and set course for Anthéor (David had two new members of his → [inserted] crew on this “op” – Flying officer Chandler and Warrant officer Holland, who were to stay with him ‘for some time (“Chan” Chandler had already survived 8 days in a dinghy in the N-Sea, after ditching in a 49 Sqd Hampden, returning from Düsseldorf in the early hours of July 1st, 1941). [/inserted]
They found the viaduct in half moonlight this time, but there were guns and searchlights to avoid, and there was another similar viaduct just to the West, in the bay by Agay, and this confused some crews sufficiently enough to aim at that. There were no direct hits, but Mick Martin’s bomb hit the railway line to one side of the viaduct, and several more got near misses, David’s bomb [inserted] being 30 yds out. [/inserted] But the viaduct survived, and the 10 Lancasters flew on to Blida again,
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in Algeria. There had been some ships just off the shore at Anthéor which had opened fire on some of the Lancasters, but none had been hit, and they all landed safely in N. Africa. They had a four day break there (taking full advantage of it as they had done before, to sample the local wines and unrationed food and fruit. [sic] They left on November 15th for Rabat in Morocco, and on the 17th flew home from Morocco to Coningsby, via the Bay of Biscay, loaded with Forces Christmas mail for home and fruit and wine. But one Lancaster never made it back – Ted Youseman and his crew were probably picked off by a German fighter, and were believed to have ditched in the sea south-west of Brest, perishing in the process.
{Underlined] New C.O.; new ideas. [/underlined]
While they had been away in N. Africa, a new C.O. had arrived to take command from Mick Martin (who had only been in charge on a temporary basis). His name – Wing Commander Geoffrey Leonard Cheshire, DSO and Bar, DFC – and he had dropped a rank from Group Captain, in order to take over 617. Mick Martin had some burning ideas now about marking targets first with flares, so the rest could bomb with the SABS system, and so did Cheshire too. He was to change 617’s role quite dramatically with his ideas – how dramatically, and how successfully none of them would have guessed in their wildest dreams!
After they were once more back at Coningsby, David tried out his SABS from 18,000 ft now, gaining an error of 137 yds for [inserted] dropping [/inserted] six bombs, and made a few routine air tests of his Lancaster (ED932) early in December. Cheshire also loaned out from 617 crews with McCarthy Clayton, Bull and Weeden, for a few days to the Special Duties Squadrons at Tempsford. They were needed to make pinpoint drops of guns and ammunition to the French Resistance [inserted] near Doullens (on the River Outhie in Northern France) [/inserted] on December 10th. The raid went badly, flak bringing down both Bull and Weeden’s aircraft with two of Bull’s crew, and all in Weeden’s being killed. McCarthy couldn’t find the target, and so he and Clayton went back on December 11th, and were successful this time. Cheshire and 617
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had lost two more valuable crews.
Almost immediately after this, 617 was detailed to bomb a [inserted] V1 [/inserted] Flying Bomb [inserted] launch [/inserted] site in the Pas de Calais, and Group decided to try out the SABS again at night, but this time, working on Martin and Cheshire’s ideas, arranged for the P.F.F to mark the wood concerned with incendiaries. [Inserted] → Mick Martin [inserted] – as Cheshire’s Deputy - [/inserted] had now taken over as O.C. “B” flight from Les Munro, and David Wilson was now flying as Mick’s right hand man. [/inserted] Nine Lancasters were [inserted] therefore [/inserted] sent off from 617 Squadron on December 16th, [inserted] led by Cheshire with Martin as his Deputy [/inserted] to bomb the “Ski-site” ** at Flixecourt on the Somme between Abbeville and Amiens. A single PFF Mosquito used the “Oboe” beam system of marking the target [inserted] with incendiaries [/inserted], and all nine 617 Lancasters dropped their single 12,000 ln H.C. Blast bombs as close to the burning wood as possible. David dropped his, and his bomb-aimer took a photograph of the aiming point to check on their return. [Inserted] His sortie lasted for 3 hrs 40 mins in all. [/inserted] Subsequent “recce” pictures showed the Squadron had collectively achieved a mean error of 94 yds – but the “Oboe” Mosquito had marked 350 yds from the target – and so all the bombs were wide! Cheshire was not amused.
David was up again on December 18th, doing a practice drop from 2,500 ft (Error-70 yds), and on the [inserted] morning of the [/inserted] 20th from 15,000 ft (Error=60 yds). This was a good, consistent result from differing altitudes and in different aircraft (ED932 and ME557). In fact ME557 [inserted] (KC-O) [/inserted] was a brand new Lanc, and David took a Ministry of Aircraft Production official up on the practice to check the [inserted] Napier [/inserted] compressors [inserted] supplying air to the SABS system [/inserted]. * It was also one of the first Lancasters fitted out to carry Barnes Wallis’ new 12,000 ln Tallboy streamlined bomb to be delivered to 617.
The next operation was on [inserted] the evening of [/inserted] December 20th to [inserted] the Cockerill steelworks [/inserted] [deleted] an armaments factory [/deleted] in a residential area of Liege, in Belgium. The bombing had to be accurate to avoid civilian casualties, so eight PFF Mosquitos preceded eight 617 Lancasters. The Mosquitos marked the target, but [deleted] as [/deleted] low cloud prevented the markers being seen, [inserted] Cheshire dived low to see for himself, and found the markers were well off the target. He therefore ordered [/inserted] the force [inserted] to [/inserted] return without bombing. David (and the [inserted] others [/inserted]) brought their 12,000 lb H.C. bombs back, and Geoff Rice was shot down by a night fighter, miraculously surviving alone out of his crew, to be taken prisoner. One more of the original 617 founders had gone.
* Recoded later as KC-S, this was the aircraft in which Flt. Lt. “Bill” Reid, VC, was shot down on July 31st 1944 (he survived).
** So-called because of the shape of the curved ramp V1 launch site.
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Two days later, on December 22nd, David was off again [inserted] (in AJ-V) [/inserted] to attack a [inserted] V1 [/inserted] Flying Bomb [inserted] launch [/inserted] site near Bellencombre, south-east of Dieppe, this time taking Flying Officer Len Sumpter, DFC, DFM as his [inserted] bomb-aimer [/inserted] [deleted] crew [/deleted] instead of F.O. Parkin. Sumpter had flown on the original Dams raid, been rested, and had just come back for a second tour with 617, [inserted] normally flying with Dave Shannon [/inserted]. But the PFF Mosquitos failed again, and David brought all 11 x 1,000 lb bombs back. There were no casualties, fortunately, but Cheshire was not impressed by these PFF failures
David had a few days leave, and resumed flying on the 31st, after Christmas. He missed the new attempt by 617 on December 30th to bomb Flixecourt again, with 10 Lancasters helped by six PFF Mosquitos. Once more the markers were 200 yds off target, 617 accurately straddled them, but because [inserted] of their accuracy [/inserted] missed the main target.
[Underlined] Sorting out the marking problem; a new base [/underlined]
At the beginning of January 1944, David was up on bombing practices again – high level from 15,000 ft (with an average error of 127 yds – and one bomb that toppled); then another of the same height with a better error (98 yds). That was on the morning of the 4th, and in the evening David was one of 11 Lancasters put up for attacking another Flying Bomb [inserted] launch [/inserted] site in the Pas de Calais area [inserted] – this time at Fréval. [/inserted] With the others, he bombed a PFF Target Indicator that they had dropped at very low level this time – but the T.I. was four miles from the target, however, and David brought a photo back to prove it. He blamed the PFF once more! This was obviously not good enough, and whereas 617 Squadron was now trained up to be the RAF’s most accurate bombing squadron, it was the Pathfinders who were now plainly not up to scratch! It was no good having accurate bombing on inaccurate target markers, and so Cheshire, Martin and Bob Hay (Flt. Lt. Robert Claude Hay, DFC and Bar, RAAF – 617’s bombing leader, and Mick Martin’s own bomb-aimer from the first raid on the Dams) put their heads together to work out their own in-house method of marking a target, and then bombing it with the rest of the Squadron. But they first had to prove that the System worked, and to do this they needed Cochrane’s
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permission from Group to discontinue using PFF assistance Cheshire, with his innocently youthful and matter-of-fact ways, soon got this.
Meanwhile, determined to get everyone’s accuracy up even further, David and the rest of 617 went on practicing, day after day, over the next 17 days of January. They made high-level bombing runs, low-level cross country flights, and usually pin-pointed targets all the way round in woodland areas – just like the V1 Flying Bomb sites. David flew these separate and original 617 Lancasters during this period – ED915, ED924 and his own ED932
On January 9th, after a practice over the Wainfleet Sands at low level, he and the others landed at Woodhall Spa – to be their new base from now onwards. Cochrane had decided that 617, with its special techniques, top priority targets – and more importantly, the forthcoming new Tallboy and 10-ton Grand Slam bombs they were to use – deserved a special one-squadron base secluded away from other camps. Woodhall Spa was a one-squadron aerodrome, and so 619 Squadron there moved to Coningsby (which could hold several squadrons), and 617 transferred in the reverse direction on January 9th 1944. → [Inserted] A few more pilots joined 617 at this time, including Lt. Nick Knilans, DSO, DFC (USAF), Flying Officer Geoffrey Stevenson Stout, DFC, and Flying Officer J.L. Cooper. [/inserted]
Over the next few days, operations now from Woodhall Spa and billeted in the delightful Petwood House Hotel (which served as the Officer’s Mess) David flew on low-level cross country sorties, but this time in formation. He flew his (and Guy Gibson’s old aircraft) ED932 for the last time on January 18th [inserted] across to Coningsby, [/inserted] and this veteran Lancaster was left there to be used by 61 Squadron in future (it survived the war intact, only to be eventually scrapped). On the 20th, David started some new tactics that Cheshire was devising – low flying over the Wash at only 60 ft high, and then flying across, and down, the aerodrome’s flarepath at 60 ft, practicing the tactics of dropping more Target Indicators onto a cluster dropped already by the leader (using the runway lights as imaginary markers). It was during this practicing on → [inserted] the 20th that O’Shaughnessy misjudged his height and hit a sea wall at Snettisham, crashing on the beach. He and one of his crew were killed, but the rest (one badly injured) survived to fight again. The Squadron had lost another [inserted] good [/inserted] pilot. [/inserted]
Next day, January 21st, Cheshire announced he had got permission to strike at a V1 [inserted] launch [/inserted] site again – but this time without using the PFF at all. That evening, they set out with even greater excitement than usual, for they knew they had to get a good result
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this time, to substantiate all their training.
David took another of his old mounts, JB139 [inserted] (KC-X) [/inserted], on this raid, and 617 put up 12 aircraft in all. The target was at Hallencourt, a few miles South of Abbeville, and Cheshire and Martin carried out their own new “Pathfinder” technique. First of all the leading pair dropped [inserted] Red Spot [/inserted] flares from 7,000 ft, then dived down [inserted] to about 400 ft, [/inserted] using their illumination of the target area to drop long-burning Target Indicators right on top of the Ski-site.* The rest of 617 then flew over, dropping their bombs on the T.I’s. David, in fact, carried 2 x 1,000 lb, 13 x 500 lb bombs and 6 flares in his Lancaster, and, in common with others, would have used the flares if necessary to help Cheshire and Martin to go on marking the target if their first T.I’s had gone out. But David didn’t need to use the flares on this occasion, nor did he drop all his bombs – only 7 x 500 lb and 1 x 1,000 were let go, and he brought the rest back. He got a good photograph of the aiming point [inserted] from his bombing level of 13,000ft, [/inserted] and when the crews got back to Woodhall Spa, they were jubilant. It had worked, and later “recce” pictures confirmed they had blasted the main target area – for a change!
Once again, in the next few days, David was hard at Cheshire’s new tactics again, doing low-level [inserted] (60 ft high) [/inserted] runs over Uppingham Reservoir, and practicing aiming at the flarepath at their base – or carrying out “Tomato” exercises (as they now referred to them). Then on January 25th came their second “Op” using their own marking [inserted] techniques [/inserted] on a V1 [inserted] launch [/inserted] site. Now it was Fréval [inserted] again [/inserted], and David was one of 12 617 Lancasters to head for the target, flying a Mk I (DV385, KC-A). [deleted] from 50 Squadron for a few days [/deleted] He carried 13 x 500 lb and 2 x 1,000 lb bombs and Cheshire and Martin dived in low again aided by a green Target Indicator dropped [inserted] in the general target area by the PFF, [/inserted] marked the target [inserted] with Red Spot flares [/inserted] in very gusty wind conditions, and David and the rest dropped their bombs exactly on target. It was a case of two out of two “bullseyes” for 617, and there were no losses from either raid.
[Underlined] Picking off the targets [/underlined]
Cochrane now realised that Cheshire and 617
* Cochrane had insisted that the marking had to be done from above 2,500 ft, but Cheshire and Martin had worked out the dive-bombing technique down to 400 ft!
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were now thoroughly capable of using their low-marking techniques on any number of specialised targets – and Cheshire had eventually told him of their habit of dive-bombing their Lancasters right down to 400 ft over the target. So Cochrane now picked a beauty for them – the new engine works at Limoges, in mid-western France. This was to be on February 8th, and so in the days leading up to this, David found himself practicing once again, this time dropping bombs on the ranges from 1,500 ft, 2,000 ft, then at 8,000 ft, 10,000 ft and finally 14,500 ft (at West Freugh). At low-level his mean error was 222 yds, but at 10,000 ft he got it down to 39 yds, and at West Freugh to 65 yds.
Finally, the 8th dawned, and in the evening 12 Lancasters took off for the Gnome et Rhône aero engine works at Limoges. Cheshire and Martin left 15 minutes before the rest – led by Dave Shannon and consisting of David, Ken Brown, Bob Knights (a new pilot), Knilans, Ross, Kearns, Willsher Clayton and Suggitt.
Para // Cheshire had worked out a special technique for this raid , as most of the workers were French, and the factory was close to a built-up area where many of them lived. There was cloud right along their route, but it broke just before they reached Limoges, on the River Vienne. Cheshire then flew over the factory roof three times, down to about 100 ft to warn all the night shift workers to leave, and take shelter. His aircraft, DV380 (Coded KC-N) had had some modifications to accommodate an RAF Film Unit crew, led by Sqd Ldr. Pat Moyna. Half its fuselage door was cut away to instal [sic] two 35mm movie cameras, and two large mirrors were fitted underneath to reflect as much light as possible (had Roy Chadwick, the Lancaster’s designer known, he would doubtless have considered it as sacrilege)!
After Cheshire’s third run, his crew could see the French workers streaming out of the factory, to their air raid shelters, and after waiting a few minutes, Cheshire went in to drop his cascading incendiary markers and Red Spot fires directly on top of the centre of the factory roofs. The Film crew had a beanfeast, obtaining some of the most remarkable shots of the War, as the cascades of light lit up the factory, river and railway yards nearby.
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Mick Martin then followed Cheshire in, flying his Lancaster DV402 (coded KC-P), and dropped his markers on top of Cheshires – After that Cheshire told the main force overhead to bomb, and he cruised around the area at 5,000 ft, to let the film crew record the event. They had a grandstand view, as the other 10 Lancasters (David was flying ME559, KC-Q) unloaded their weapons on the factory. Five of them carried 12,000 lb H.C. Blast bombs, the other seven – like David – [inserted] each [/inserted] dropped 12 x 1,000 lb bombs, and most of them were within the factory perimeter. David reckoned his stick fell slightly off target, and straddled the railway lines away from the factory.
Cheshire then ordered all crews home, but he flew around the burning, smoking factory in the moonlight at 100ft (or less) for half an hour, letting the Film crew complete a unique task. Even Cheshire’s crew got fidgety, trying to egg him on gently to start for home. As Moyna said afterwards: “Cheshire seemed as unconcerned as an assistant arranging a group photograph in a studio”! Finally, they turned out to the Bay of Biscay, and flew back over the sea. They all arrived back safely – Cheshire about an hour behind the rest. And the main achievement (for Cheshire) was a perfect record on film to show the AOC and all the others at Bomber Command HQ, illustrating how effective low-level marking could be.
[Underlined] Third attempt at Anthéor. [/underlined]
After the attack on Limoges, David’s next flight with 617 was another operation on February 12th – back to the Anthéor viaduct again. The Squadron had already attacked it twice, and the USAF once, but it was still intact and carrying almost 100,000 tons of German supplies down to the Italian Front each week. All these attacks had, however, served only to get the Germans to defend it more heavily each time, and the defences were formidable this time.
Once again 617 fielded 10 Lancasters for the “Op”. but Cheshire was concerned about the range at their disposal, for Cochrane refused permission for them to carry on to Sardinia this time, saying he needed 617 back in the UK after the raid. In order to squeeze every gallon of petrol into their tanks, they flew
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their Lancasters down to Ford aerodrome, between Bognor Regis and Littlehampton on the South Coast, using it as an advance base to refuel. Then Cheshire and Martin took off ahead of the others, climbing through bad icing conditions, and arrived some five minutes ahead of the main force.
It was a pitch black night and the narrow valley was full of all types of ack ack guns, which opened up in an absolute hail of flak. Cheshire tried three times to dive down the valet over the viaduct, and drop his load of markers and flares, but each time he was blinded by the flak and forced off course and out to sea. Martin then had a go, and Cheshire tried to get back inland to draw off the fire as he ran in, but was out of position as Mick slid down the dark ravine. As Mick levelled out over the viaduct, a 20mm cannon shell exploded through the bomb-aimers’s cupola, and Bob Hay was killed instantly, and the Flight Engineer, Ivan Whittaker injured in his legs.
Cheshire ordered Martin to fly on to Sardinia, and land there (where he had wanted the entire Squadron to go), and then he went in again himself, this time at 5,000 ft, above the ravine and out of range of the cannon fire. There was still a mass of heavy flak bursts, and David [inserted] in Lancaster ED763 (KC-D), [/inserted] and the others flying overhead thought it looked impossible for anyone to survive in that holocaust. Cheshire managed to drop some of his Red Spot markers, but they drifted to the beach side of the viaduct. With time over the target limited by having to return to the UK, Shannon up above now commenced the high-level bombing, and David and the others followed. David dropped his single 12,000 H.C. Blast bomb [inserted] from 9,500 ft [/inserted] and turned for home. Only one of these weapons dropped close to the viaduct, the rest falling closer to the beach, and once again the bridge remained intact! Finally, after a flight lasting seven hours exactly *, David touched down at Ford again, to refuel and rest, before flying back to Woodhall Spa that morning. [Deleted] The Lancaster he had used this time was ED763 (KC-D). [/deleted]
But fate had not finished with the Squadron yet, for next morning, as the 617 crews left Ford to fly up to Woodhall Spa, Sqd. Ldr. Bill
* David’s previous sortie to Limoges lasted 7 hrs 25 mins altogether but this was from Woodhall Spa. It took about an hour each way from there down to Ford.
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Suggitt climbed out to the West, and turned to starboard in DV382 (KC-J) to set course to the North-east. He had to climb up through the clouds shrouding [inserted] the [/inserted] South Downs, and just after 08.30 a tractor driver at Duncton Hill Farm saw the Lancaster impact on Littleton Down, above him. Wreckage spread everywhere, and all Suggitt’s crew died instantaneously, although Suggitt himself died two days later, still in a coma. Flight Sgt. John Pulford, DFM, the last but one survivor of Guy Gibson’s original raid crew, died in the crash. (The last survivor, Flt. Lt. Richard Trevor-Roper DFC, DFM, was killed on a 97 Squadron operation just 20 days later).
[Underlined] Improving the techniques. [/underlined]
After Mick Martin returned from Sardinia later, his Lancaster temporarily patched up, Cochrane sent him off for a rest period – much against his will. But Cochrane preferred living Flight Commanders to dead ones, and he had few survivors left now, of the original 617 founding pilots.
Then came some top-level Group and Command meetings – at one of which Cheshire appeared on the one hand, proposing greater use of his and Martin’s low-level marking techniques (preferably using Mosquitos in future), and on the other hand Air Vice Marshal Don Bennett [inserted] of 8 Group [/inserted] was strongly defending his PFF high-level marking (and being generally dismissive of 617 Squadron’s techniques).
Cochrane, however, gave Cheshire some leeway in his 5 Group, and set a string of targets now for 617 to attack where Cheshire could devise the necessary low-level marking himself. With Martin gone now, Cheshire took Les Munro as his Deputy, and Les became “B” Flight Commander, with David Wilson as his right hand man. Cheshire did not yet put in a bid for two Mosquitos (but he was busy making the necessary high-level contact in the RAF in order to obtain them quickly and painlessly when he needed them). He knew that the light, fast and manoeuvrable Mosquito would help to make diving onto the target so much easier, and also assist in avoiding the defensive flak.
The last half of February 1944 passed for David with no more than four training flights or air tests
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being flown, due to bad weather. The last of these, on February 29th, was a bomb-dropping exercise from 15,000 ft, where David’s crew scored a 100 yd average error. Then came another practice from 10,000 ft on the morning of March 2nd, followed by 617’s next operation the same evening – this time to the aero-engine works at Albert in the Pas de Calais, between Amiens and Bapaume. Because this was believed to be heavily defended (repairing as it did, vital BMW engines for Focke Wulf FW 190 fighters) Cochrane ordered Cheshire not to mark below 5,000 ft this time. This was Leonard Cheshire’s 75th operation, and David Wilson’s 67th, yet 617’s three Flight Commanders – Dave Shannon, Joe McCarthy and Les Munro were some way behind these totals themselves. Both McCarthy and Munro were now promoted to Squadron Leaders.
David’s aircraft, DV246 (KC-U) was loaded up completely this time with [inserted] 248 x 30 lb [/inserted] incendiaries, and Cheshire and Munro (as deputy) went ahead to position themselves down to 5,000 ft so as to identify the target when the flares were dropped by the leading 617 Lancasters [inserted] of the 13 flying [/inserted] overhead. Cheshire went in under the flares to drop his markers, but his aircraft’s SABS bombsight went U/S on the approach, and while he stood off [inserted] for his bomb-aimer [/inserted] to try to get it working, he called in Munro to drop markers [inserted] just [/inserted] as the flares burnt out. Munro’s markers were spot on, and 617 bombed the factory from higher up, practically all their bombs and certainly David’s load of incendiaries [/inserted] (dropped from 9,200 ft) [/inserted] hitting the factory dead-centre. It was a text book operation, and Cheshire’s diary entry was almost right when he wrote: “This factory will produce no more engines for the Hun!”
Two nights later, on March 4th, 617’s target was the small, but important [inserted] La Ricamerie [/inserted] needle-bearing factory at St. Etienne (to the South-west of Lyon). It was a very small target, in a narrow valley with 4,000 ft hills on either flank, and once again in a built-up area, meaning it had to be picked out surgically, without harming the French citizens if possible.
Again, 15 Lancasters were put up that night, Cheshire and Munro leading (the latter on three engines, as one had packed up after take off). But there was ten-tenths cloud over the target, as David Wilson recorded. He was carrying a Sqd Ldr. Doubleday that night in his usual mount, JB139 (KC-X), and 1,000 lb
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bombs. But Cheshire couldn’t mark the target because of the bad weather, and so they all brought their bombs back that night. David’s flight there and back lasted exactly four hours.
Six days later, with better weather forecast, 617 tried to hit St. Etienne again. This time 16 Lancasters set off for La Ricamerie factory – on the same night that 5 Group bombed the Michelin works at Clermont-Ferrand. This time Cheshire made six attempts to mark at very low level in the blackness, dropping them accurately on the last run, but they bounced beyond the factory. Munro followed, and dropped short, Shannon tried and his markers bounced beyond, and finally Arthur Kell (a new Australian pilot) made a low-level dive and planted incendiaries in the factory. The rest of 617 then bombed the incendiaries (to Cheshire’s commands), and David unleashed his 11 x 1,000 lb bombs [inserted] from X “X-Ray” on the second run in [/inserted] in two sticks, [inserted] dropping them from 8000 ft. [/inserted] When they returned safely, David’s bob-aimer believed they had missed the target, but when “Recce” photographs were obtained, 617 was delighted to see the target had been completely destroyed, and there was no damage to the built-up area outside!
There was no more training at the moment, and the next “Op” was on March 15th, to an aero-engine works at Woippy, on the Northern outskirts of Metz (on the R. Moselle, East of Paris). It was freezing cold weather and 617 and 619 Squadrons sent a combined 22 Lancasters up this night, but the target was hidden by cloud [deleted] again [/deleted]. David was carrying a single 12,000 H.C. Blast bomb in his [inserted] JB139 [/inserted] X “X-Ray” again, but there was no hope of bombing, and so they all brought their bombs back. This was a longer sortie – 5 hrs 30 mins – and one [inserted] 617 [/inserted] crew, flying with Flying Officer Duffy, were attacked by three night fighters on their return leg, and claimed all three shot down!
Next day, March 16th, 617 was off again, this time to bomb the Michelin tyre factory at Cataroux, Clermont-Ferrand. The 15 Lancasters they put up were joined by six from 106 Squadron that were fitted with [inserted] the [/inserted] new [inserted] H2S [/inserted] radar bombing equipment. These latter aircraft dropped the flares this time, and Cheshire
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Made his usual low-level dives over the Cataroux Michelin factory to warn the [inserted] French [/inserted] workers to take cover, dropping his markers on the third run – but a little short. He was being extremely careful once more, because the factory had these major sheds in its complex, but a fourth large building – the French workers canteen – had “on no account to be damaged, if possible”, (Group’s instructions). Cheshire then called in his three Flight Commanders, Munro, Shannon and McCarthy, and they all managed to drop their markers directly on the factory sheds. To do this, they had to have a constant rain of flares to illuminate the target, and David Wilson in JB139 released his six, to help their aim. Then Cheshire called up the others to bomb the newly laid markers and David released his [inserted] single [/inserted] 12,000 Blast bomb *, right on target, and turned for home. This trip lasted 6 hrs 40 mins in all, with the separate run-ins to drop flares, and then the weapon, and with poor weather conditions back at Woodhall Spa, David landed at Coningsby on the return, positioning back to base [inserted] later [/inserted] in the morning.
The “recce” pictures next morning showed the works entirely in flames – and yet the canteen was intact! In fact Cheshire had once again carried Sqd Ldr Pat Moyna and his Film Unit in his Lancaster, and filmed the progress of the bombing from low-level.
Off again on March 18th, David was one of 13 Lancasters this time from 617 Squadron, to bomb the French [inserted] “Poudrerie Nationale” [/inserted] explosives factory at Bergerac, on the R. Dordogne east of Bordeaux. Cochrane had meanwhile told Cheshire that he would try to obtain two Mosquitos, to carry on the low-level marking in greater safety, and therefore until they came, Cheshire must not do any more low-level marking below 5,000 ft. On this raid therefore, six other 5 Group Lancasters, using H2S, joined 617 Squadron, and Cheshire marked from 5,000 ft – spot on – followed by an equally accurate Munro. Shannon and McCarthy both marked an ammunition dump close by. Then the others started to bomb, and before David [inserted] (in JB139 again) [/inserted] dropped his 12,000 lb weapon on the factory [inserted] from 10,000 ft [/inserted], Bunny Clayton dropped his on the nearby
* Six crews carried this weapon on the raid (those with the most accurate bombing averages). This weapon was now referred to as “The Factory Buster”.
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ammunition dump, which exploded in a 15-second long, gigantic flash that blinded everybody. Cheshire, down below, looked up and saw the rest of 617’s Lancasters silhouetted above him against the sky. Then David’s bomb slammed into the powder works, and it disappeared in turn beneath a series of vast explosions. “The powder works”, Cheshire noted, “would appear to have outlived their usefulness!”
This route also took 6 hrs 40 mins from take-off to touch-down, and two days later (as usual now) on [inserted] March [/inserted] 20th, David was off again [inserted] in JB139 [/inserted] to another explosives works – this one at Angoulême, [inserted] North-east of Bordeaux [/inserted]. The pattern was repeated, six 5 Group Lancasters using H2S to drop flares, Cheshire leading 617’s total force of 14 Lancasters and marking from 5,000 ft again. This explosives factory, on a bend on the R. Charente there, performed in the same manner as the one at Bergerac. David dropped 1 x 8,000 lb and 1 x 1,000 lb bomb from 8,300 ft on top of this works, and the factory was completely – and spectacularly – destroyed. Some 6 hrs 5 mins later, David was safely back at Woodhall Spa, as were all 617 crews, and the Film Unit in Cheshire’s aircraft again.
[Underlined] Lyon – third time lucky [/underlined]
The fact that 617 would never leave a “demolition job” half-finished was becoming equally well known to Germans and British alike. The Germans were, in fact, beginning to draft in more defences to the vital plants in France that were supplying their War Effort. But nowhere was this reputation more tested than with their attack on the SIGMA aero-engine works near Lyon on the night of March 23rd 1944. Again six Lancasters of 106 Squadron were to act as the Flare droppers, and 617 put up 14 aircraft.
Cheshire told the 106 crews when to drop their flares, but the first lot were too far North, the second try fell short to the South, and final corrections failed to illuminate the actual target. Cheshire now had to send in his own 617 flare droppers, at altitude, and he just managed one dive over the target at 5,000 ft before they went out. He was not sure his markers had hit, but ordered the rest of 617 to bomb them. David was carrying 11 x 1,000 lb bombs [inserted] in JB139 [/inserted] this time, all fitted with long delay fuses (for the safety of the French
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civilians), so Cheshire had to fly around on his own afterwards to assess the results. They exploded eventually, and certainly something had been hit fair and square.
On the return, all but one 617 aircraft diverted to Tangmere – a fighter station near Chichester – only Nick Ross getting back to Woodhall Spa [inserted] (David’s sortie had lasted 6 hrs 45 mins by this time). [/inserted] There was very limited accommodation, and Cheshire and his Flight Commanders slept with some of the 617 crews in their billets, and on the floor – being last in that morning! When they returned to Woodhall Spa after resting, it was to discover that their target was untouched – they had bombed the wrong factory!
So, next day, March 25th, they went back again to finish the job. This time there were 22 Lancasters in all, including the half dozen from 106 Squadron, but Cheshire had re-organized the Flare-dropping force this time, putting 617’s Kearns in charge of all such flare usage – be it by 106 or 617 Squadron. Cochrane had allowed Cheshire to mark at low-level this time, if required, and as the flares went down Cheshire once again realised they were off target. Eventually he and Kearns got them back on the right target, and Cheshire and McCarthy simultaneously marked underneath. Cheshire then realised they had dropped their spot markers on the wrong buildings, and went in again, his second lot of red spot incendiaries again overshooting. Finally he called in McCarthy again, who hit the target with his last markers, and Cheshire ordered these to be bombed by the rest. Due to problems of communication, however, all the 617 crews orbiting overhead then bombed the early markers – missing the target once again! David’s load this time consisted entirely of 500 lb incendiary clusters and they obtained a good aiming point photograph – proving once back home again 7 hrs 20 mins later, that they had missed the right aero engine works for the second time!
Once more, therefore, 617 set out again on March 29th to try and complete the demolition job. This time 106 and 617 put up 19 Lancasters, and Cheshire was ordered to mark from 5,000 ft again. The flares
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dropped by 106 this time failed to ignite, and Kearns therefore ordered 617 crews to drop their flares. These were accurate, and Cheshire then marked carefully, getting his spot fires just a few yards out of the target centre. When David and the rest above bombed these, their average error put their bombs within the target area this time. David was carrying 1 x 8,000 lb and 1 x 1,000 lb bomb [inserted] in JB139 [/inserted] this occasion, [deleted] flying his usual X “X-ray” [/deleted], and his crew knew immediately that they had at last scored a “bulls-eye”. It took just 7 hrs this time, before they were back at base, third time lucky!
[Underlined] Mosquito marking; and marshalling yards. [/underlined]
Two days before this operation – the last that Cheshire flew and marked in a Lancaster – Cochrane said he had obtained the use of two Mosquitos for marking in future. Cheshire went to see them at Coleby Grange on the 27th, and then later on the day he returned from Lyon (the 30th) he had an hour’s dual instruction on it before flying it to Woodhall Spa. He decided that [inserted] McCarthy [/inserted], Shannon, Kearns and Fawke should join him on the Mosquitos as pilots, and they did some rapid dual instruction and test flights. And within two weeks Cochrane had given them two more Mosquitos.
David Wilson was on a few days leave at the beginning of April, and missed the next operation to the aircraft repair plant at Toulouse-Blagnac aerodrome on April 5th. This was the first time Cheshire used his Mosquito to do the target marking, and this time he was marking not just for 617 Squadron – in the lead – but for the whole of 5 Group which joined in the raid for the first full scale rest of operations to come. In addition to Cheshire’s Mosquito, 617 Squadron fielded 17 Lancasters, and 5 Group put up another 127 altogether. Cheshire found the target clear of cloud, and dived three times, dropping his markers right on target, despite considerable flak of all types. But the Mosquito was fast and agile, and the flak was inaccurate because of this. Munro and McCarthy had marked with Lancasters, and then 617 and other 5 Group Lancasters unloaded their bomb
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loads on the aircraft factory, and on other nearby targets too. All were destroyed, but Cheshire had to leave the scene early, as he was not sure of the range of the Mosquito at low altitude, without extra wing tanks.
When David returned from leave, he was immediately scheduled on the next raid on April 10th, this time to the Luftwaffe’s Signals Equipment Depôt at St. Cyr, by Versailles. He was given the new Lancaster, LM485 (KC-N), which Les Munro had flown in the Toulouse raid on the 5th, and bombed-up with 1 x 8,000 lb and 6 x 500 lb bombs. This raid was just carried out by 617, using Cheshire’s Mosquito and 17 Lancasters, and Cheshire eventually dive-bombed the target [inserted] down to 700 ft [/inserted] with his markers, after having trouble finding it in the dark. But he was spot on again, and David and the rest bombed the target [inserted] from 13,600 ft, [/inserted] destroying most of it.
Discussions at Bomber Command HQ now led to the C-in-C, Harris, agreeing now to let Cochrane have his own Pathfinder Force, within 5 Group, built around the special marking techniques developed by 617 Squadron. Thus Cochrane now received back two Lancaster Squadrons – 83 and 97 – which had originally been seconded to 8 PFF Group, and one Mosquito Squadron – 627 – [inserted] also [/inserted] from 8 Group, (much against the wishes of their A.O.C., Don Bennett).
The object now was to use the Mosquito squadron, and 617’s Mosquitos, for marking large targets, have the Lancasters of 83 and 97 Squadrons dropping the flares and acting as back-ups, and use 617 as the lead bombing squadron, and the others to bomb from a higher level. The next target was just such a place – the marshalling yards at Juvisy, 10 miles South of Paris.
David, meanwhile, had been back over the ranges again with 617, honing their skills all the time. He had “Talking Bomb” up with him on one high level from 15,000 ft, did some low-level flying, and then, on April 18th, was off to Juvisy with 201 other Lancasters in the Group, plus 617’s four Mosquitos [inserted] flown by Cheshire, Fawke, Shannon and Kearns.) [/inserted] Flying LM 485 [inserted] (KC-N) [/inserted] again, David was designated (as was the whole of 617 Sqd) to mark the target for the [inserted] Group’s Lancasters. [/inserted], and carried 6 x Red Spots,
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[inserted] 6 x 1,000 lb, and [/inserted] 4 x 500 lb bombs. The railway yards were on the West bank of the R. Seine, just on the south-east corner of Orly aerodrome, and [deleted] they covered such a large aera that the raid was split into two waves – one to attack the Southern half, the next (one hour later) to attack the Northern section. [/deleted] Cheshire found the Southern aiming point under flares dropped by 83 and 97 Squadrons above (although he had suffered a compass [inserted] failure [/inserted] in the Mosquito). He marked the yards successfully, and was backed up by the other [deleted] of the [/deleted] 617 Mosquitos, and David and the 617 Lancasters then unloaded their markers and bombs from 6,500ft fairly accurately on the target, [deleted] David and his 617 colleagues being the most [/deleted] with the rest of 5 Group – being trained in area (rather than spot) bombing – then carpeting the whole area. [Deleted] soon marked for the second wave, in Northern half of the yards, and again the results were accurate. [/deleted] The combined 5 Group method was becoming one of Bomber Command’s [inserted] most [/inserted] successful weapons!
On [inserted] the morning [/inserted] April 20th, David made his highest practice bombing run yet on Wainfleet Ranges – from 20,000 ft this time. He did not know it, but Cochrane was anticipating the arrival shortly of Barnes Wallis’ new Tallboy Bomb, and the higher it would be accurately dropped, the deeper it would penetrate in the ground before exploding, and creating an “earthquake” effect – bringing any building crashing (even if made of solid concrete).
The same evening (April 20th) David took part in another massed 5 Group attack – this time on the marshalling yards on the North side of Paris, at Porte de la Chapelle, just up the line from the Gare du Nord. He was flying LM485 (KC-N) this evening, and because these yards were very close to the residential tenement blocks surrounding them, extreme care was needed in dropping both markers and bombs. This raid was also even bigger than the one in Juvisy, because 5 Group also borrowed the services of some 8 Group PFF Mosquitos to drop markers by their Oboe equipment (using converging radio beams from UK stations), before 617’s Mosquitos, and Lancasters [inserted] of [/inserted] all three 5 Group marking Squadrons (617, 83 and 97) did their marker and bomb dropping, and then the 5 Group’s Lancasters bombed the target. There was a total of
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247 Lancasters, and 22 Mosquitos in all involved this night, and the raid was split into two waves, each about an hour apart, which attacked the Southern and Northern halves of the yards separately.
The Oboe markers were a little late over the target and there were inevitably some communication problems with all the aerial units involved, and Cheshire trying to control the different facets of the operation. But these were overcome, and another accurate blitzing of the target was achieved. David dropped [inserted] 6 x Red Spots, 6 x 1,000 lb and 4 x 500 lb [/inserted] bombs this time [inserted] from 6500 ft [/inserted], and achieved a direct hit on the aiming point. His sortie lasted 4 hrs 10 mins this time, and once again, all 617 aircraft – Mosquitos and Lancasters, returned safely, although 6 Lancasters from the other squadrons were lost. On the subject of Squadron losses, 617 itself was now very much below the average of most squadrons in this respect, helped no doubt by its training, and the fact that it had concentrated recently on French targets, rather than those in the most heavily defended parts of Germany. There were other reasons too – such as Cheshire’s acquaintance with an RAF officer who was [inserted] the [/inserted] Senior Controller of Beachy Head radar station, near Eastbourne. This had some new American equipment that gave long range cover for Fighter Command deep into France and the Low Countries, and the officer suggested that it could be used at night to warn 617’s Lancasters if they were being stalked by German nightfighters. Cheshire then had 617’s Lancasters fitted with special crystal pick-ups and the latest VHF sets (all with Cochrane’s approval) and from there on, they had valuable radar protection on their missions into the Continent.
[Underlined] Tallboys, and “Taxable”. [/underlined]
The next operation Cochrane planned for 617 was an attack on a German railway centre, and the first he chose was Braunschweig (Brunswick), to the east of Hannover, on the evening of April 22nd. This was historically important, as it was the first time that 617 and 5 Group employed their low-level marking activities over German soil. David, however, missed this operation, and the next ones on Munich [inserted] on April 24th [/inserted] (marshalling yards again) and the German
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tank and troop park at Mailly-le-Camp (May 3rd) – because he was busily engaged in working [inserted] up [/inserted] himself and a few [inserted] other [/inserted] specially selected 617 crews on the Barnes Wallis Tallboy bomb technique. For the most accurate bombing crews on the squadron had been selected to drop these new 12,000 lb weapons (and later, the 22,000 lb Grand Slam bombs too).
It is worth recording, however, that the Braunschweig raid saw 238 Lancasters and 17 Mosquitos of 5 Group, and 10 Lancasters of 1 Group take part, The result was not good, chiefly because there was low cloud and although 617 marked the yards successfully (in the light of flares dropped by 83 and 97 Squadron Lancasters above), other H2S aimed markers were inadvertently dropped farther South, and much of the main force bombed these. One Lancaster of 5 Group had left its radio transmitter on, and it jammed every direction Cheshire tried to give to the other crews. Four Lancasters were lost, but none from 617.
The Munich raid, on April 24, was by contrast an immense tactical success. A mixed force of 260 aircraft once more struck the railway yards there (as well as spreading out over other areas of the town) after Cheshire and 617 Mosquitos had marked the target, [inserted] and Cheshire flew around at low level through a considerable curtain of flak and searchlights. Diversionary raids were flown to Karlsrühr (by the main force), and on Milan (a spoof “Window” dropping exercise by six 617 crews), and the only casualty 617 suffered this time was Flt. Lt. J.L. Cooper (a recent joiner from 106 Squadron). His Lancaster was shot down en route to Munich as Aichstetten, just North-east of Lake Constance, and although his bomb-aimer was killed, the rest of the crew survived to be taken prisoner. [Inserted] Eight other Lancasters of 5 Group were also lost this night. [/inserted] They were lucky to be in Bavaria – for there was now a large price on the heads of 617 crews caught in France!
[Inserted] After this raid on Munich, Cochrane ordered 617 crews to have a weeks complete leave, and most used the rest to good effect. But one or two stayed behind, David Wilson being one.
One factor worth noting about this raid was that Cheshire could not obtain extra fuel tanks for 617’s four Mosquitos. They had to fly these to Manston, refuel on the runway and take off without warming up the engines, to be sure of getting to Munich. None of them believed they could get back to Manston, and yet all just made it – despite a German night fighter in the circuit when they landed! [/inserted]
The Mailly raid upset 617’s and 5 Groups recent success patterns with a vengeance – but it was [inserted] just [/inserted] one of these things (C’est la Guerre”). Mailly was a large French military training area South of Chalons-sur-
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Marne (itself just a few miles [inserted] South-east [/inserted] of Rhiems). Here, it was known the Germans had a Panzer division and their equipment in transit.
Cheshire and 617’s other three Mosquito pilots, Shannon, Fawke and Kearns, were ordered to mark at Mailly, but 617’s Lancasters were not detailed for this raid – which was just as well. Cheshire marked the target perfectly, and ordered the 5 Group Controller to order the first wave of Lancasters to bomb. But things started to go wrong then, as the [inserted] latter’s [/inserted] radio was subsequently found to be seriously off frequency, and his VHF set was being drowned by an American Forces broadcast. After some delay they started to bomb, but because the second wave was held back, Shannon and Kearns had to remark the target in the face of considerable flak. The second wave also bombed accurately, but in the delays caused by the lack of communication, and while Cheshire had to get the Deputy Controller to take over, German night fighters began to arrive in large numbers, and harried the Lancasters all the way back to Northern France. All the 617 crews returned safely, but 42 Lancasters were lost out of the 340 Lancasters and 16 Mosquitos sent on the raid by 5, 1 and 8(PFF) Groups. (This was an 11.6% loss rate – some three times the normal)!
David missed Braunschweig and Munich, because on April 22nd (the day after his return from La Chappelle) he took his old JB139 (originally KC-X, but now changed to KC-V) down to Boscombe Down to carry out trials with Barnes Wallis’ 12,000 ln Tallboy bomb. Sqd Ldr Richardson (“Talking Bomb”) was also there and over the next four days, David took him up several times daily, making high-level trials dropping prototype Tallboys from 18,000 ft each time. On the 26th he returned to Woodhall Spa, carrying seven of the scientists concerned with these tests. He had to break off the special Tallboy dropping exercises in May, however, as all 617’s crews were now engaged on one of their most boring exercises – yet [deleted] as [/deleted] it turned out, it was to be perhaps their most successful and decisive of all – Operation “Taxable”.
The [deleted word] squadron was being trained up to conduct a major “spoof” exercise on the day before D-Day.
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This would entail [inserted] two waves, each of 8 [/inserted] [deleted] 16 [/deleted] Lancasters, flying on instruments in short overlapping circuits, and dropping “Window” to try to indicate to the German shore defences that an invasion fleet was heading their way. (And of course it would be in a very different direction to that taken by the real fleet). The whole operation, once started, would have to be kept up [deleted] continuously [/deleted] for some four hours or more. [Deleted] to seem on the German radar as if a vast number of ships was slowly advancing in their direction. [/deleted] The continuous orbiting by the Lancasters had to be at low level [inserted] 3,000 ft [/inserted], start at a pre-arranged time near Dover, and advance gradually over a group of 18 surface vessels flying barrage balloons, as the vessels sailed beneath them towards the coast below Calais. Bundles of “Window” would have [inserted] to be dropped out every 12 seconds during the four hours. [/inserted]
The month of May, 1944 was probably the most boring in the Squadron’s history, as they practised, day after day, and usually for an hour or so at a time, the intricate navigational exercises that would enable them to fly these continuous orbits. David flew a total of 26hrs 20 mins altogether on these exercises, between May 6th and June 4th, in his Lancaster I, LM485 (KC-N). As the continuous orbiting was going to be a taxing operation, each Lancaster would have to have two crews on board, one relieving the other at the halfway point. David had as his relief pilot a Pilot Officer Sanders and his crew, and after May 13th they always flew together.
On May 18th, David tested out a new “automatic pilot” (or “George”) that Avro’s had fitted to his aircraft, to alleviate the strain of the exercise. These were fitted to all the other Lancasters. At the end of May the Squadron flew up to Yorkshire to practice over the North Sea, and dovetail the second wave of 8 Lancasters into the tricky take-over from the first wave – to keep dropping the “Window” without any gaps (lest the German radar show some strange interruptions in the “fleet’s” progress).
Finally, all was ready on the night of June 5th, and the first wave of 617’s Lancasters set off at about 23.00, the first wave finishing their intricate movements halfway across the Channel
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between Dover and the Pas de Calais coast at around 02.30, and being relieved by the second wave, who finished at around 05.00, after daybreak and by which time they were in sight of the French coast. Another Squadron, No 218, used six Stirling bombers fitted with G-H blind bombing radar units, working in the same fashion but a little more to the East of 617.
In the event, as David noted in his log book, the exercise was “believed very successful”. His total sortie lasted for 4 hrs 40 mins, and the entire Squadron was heartily glad when it was over!
[Underlined] Effect of the Tallboy raids [/underlined]
Two days later, 617 Squadron was back on its normal type of bombing operations again, but this time the raid was laid on suddenly, at short notice, to try to prevent a German Panzer Division reaching the D-Day bridgehead. They were moving up from Bordeaux, and Cochrane ordered 617 to take the newly arrived Tallboy bombs, and try to block a rail tunnel on their route. This was at Saumur, on the R. Loire West of Tours, on the South side of the river just before the railway crossed the Loire on a long, low bridge.
The Squadron was hurriedly bombed up with the 12,000 lb streamlined Tallboy, which had a casing of hardened chrome molybdenum steel and a filling of some 5,000 lbs of Torpex D1 explosive. It was some 21 feet long, and 3ft 2 ins in diameter, with four aerodynamically shaped fins, offset slightly to the airflow in order to spin the bomb as it dropped.
David flew his usual Lancaster (KC-N), which accommodated the Tallboy in its bombay, and had the latest deep-section bomb-doors which closed around the bomb and were also flush with the fuselage – except at the rear end, where they left a [inserted] small semi-circular [/inserted] gap around the bombs tail-fin. The rest of 617’s earlier Lancasters [inserted] in the “DV” or “JB” serial range [/inserted] had been similarly modified, or exchanged for newer aircraft with “ME” or “LM” serials. David’s crew – which had changed slightly over the last few months with postings, etc – consisted of → [inserted] Flying Officer G.A. Phillips (Flight Engineer), F/O J.K. Stott (Navigator), F/O D.W. Finlay (Bomb Aimer/Front Gunner) Warrant Officer H.G. Allen (Radio Operator), Flt. Sgt. H.D. Vaughan (Mid-upper gunner), and Flt. Lt. E.B. Chandler (Rear-gunner), [/inserted] [deleted] F.O. [inserted] D.W. [/inserted] Finlay, W.O. [inserted] H.G. [/inserted] Allen, Flt Sgt. [inserted] H.D. [/inserted] Vaughan, and Flt. Lt. E.B. Chandler, [/deleted] and everyone was looking forward to seeing what these new “Earthquake” bombs could accomplish.
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Cheshire marked the target in his Mosquito, as usual, dropping his markers by the light of the flares from four Lancasters of 83 Squadron above, and placing his Red Spots by the tunnel mouth at the Southern end. He was followed in by his other two Mosquitos (Shannon had had to return home with engine trouble, soon after take-off), and then he called up the 25 Lancasters of 617 that were circling above (this raid was a “maximum strength” affair)!
David’s bomb-aimer released their Tallboy at the → [inserted] end of his seventh run-in over the tunnel. On all the earlier 6 runs his bomb-aimer was unable to see the markers clearly at the tunnel’s South end. He waited for the North end to be marked – the secondary aiming point – and then bombed on the seventh run-in. His Tallboy fell away at the [/inserted] end of a careful, steady run-in, and – like the others – they were disappointed to see only a small red splash [inserted] of light [/inserted] below, as it buried itself deep in the ground – not the blinding, white flash that their 12,000 lb Blast bombs always made, lighting up the countryside. Because of this the 617 crews were a little doubtful whether the tunnel, or railway cutting had been hit properly, until “Recce” pictures [inserted] arrived] [/inserted] next day. These were remarkable. David had written in his log: “Operations – Railway Tunnel at Saumur. 12,000 lb Special. Poor shot, but tunnel badly damaged” [inserted] and his sortie had lasted exactly 6 hrs 20 mins [/inserted]. Which crater applied to which 617 crew was impossible to verify, but the aerial reconnaissance pictures showed all the huge round craters clustered around the Southern end to the tunnel. Two Tallboys had hit the railway lines fairly and squarely in the middle, on the tunnel approach (wrecking an overhead road bridge too), three had landed on the top edges of the cutting by the tunnel mouth, cascading earth onto the lines, but one (and to this day, nobody knows who dropped this) hit the hill above the tunnel some 50 [deleted] hundred [/deleted] yards from the tunnel mouth, and did just what Barnes Wallis had predicted – [deleted] buried itself in [/deleted] penetrated the ground right down by the tunnel roof, and blew an enormous crater in the hillside, exposing the tracks at the bottom and dumping thousands of tons of rubble on them. The 617 crews were greatly heartened by the result, and there had been no casualties.
The next Tallboy raid was on June 14th, and this time Cochrane had sought Barnes Wallis’ advice about using the weapon on German E-boat pens at coastal ports like Le Havre. These torpedo boats were proving a pest at night amongst the convoys of ships off the Normandy beach-head, and so the idea [inserted] was both [/inserted] of dropping the Tallboys to create “tidal waves” to swamp the E-boats
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in harbour.
The raid was Bomber Command’s first daylight raid since June 1943, and was to be a big one on the Port area of Le Havre. Two waves of Lancasters, from 1 and 3 Groups, were to attack in the evening, and at dusk (it was almost Midsummer’s day), but 617 were to go in first with Cheshire and two other marker Mosquitos, followed by 22 Lancasters each carrying the Tallboy bombs.
The 617 aircraft took off, with a fighter escort of Spitfires accompanying them, as it was still broad daylight over the target area. There was heavy flak over Le Havre, but Cheshire [deleted] Shannon and Fawke [/deleted] dived his Mosquitos right down into the thick of it, getting down to 7,000ft over the Pens, and dropped his Red Spot markers by the E-boar quayside Shannon, Fawke and the leading Lancasters who were watching, marvelled at the way Cheshire flew through a dense curtain of all types of A.A. fire, and survived.
Cheshire then told his other Mosquito pilots not to bother marking (as the first Spots he had laid were very visible), and told 617 to start to bomb on these. David’s Flight Commander, Les Munro, then led the Lancasters in at around 17,700 ft (several had already been hit in the engines and wings by flak, and turned back), and David and his crew [inserted] in LM 485 [/inserted] recorded a “Direct-Hit” with their Tallboy on the E-boat [deleted] Pens and [/deleted] wharves. All the 15 Tallboys dropped by 617 hit the target area (one went right through the roof of a large concrete E-Boat Pen), and the E-boats were literally blasted out of the water onto dry land, or blown apart. The post-raid photos showed 617 had wreaked immense damage in the Port area, and the subsequent two waves of 199 Lancasters in all, blitzed the rest of Le Havre, rendering the German Naval presence completely ineffective after that. Again, 617 had no losses.
With this success behind them, Cochrane sent them up again next day (June 15th 1944) to do the same at Boulogne. For these Tallboy operations, David always had a seven-man crew (rather than the old six-man complement), and he had now added a Sgt. King to his regulars. Still using [inserted] LM485 [/inserted] (KC-N), David was up with 21 other 617 Lancasters that evening. There was thick cloud over
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Boulogne this time, and Cheshire (his Mosquito heavily patched up from its ordeal by flak the previous day) dived down below the cloud to drop his markers from around 6,000 ft, once more in a hail of anti-aircraft gunfire. Although his Mosquito was hit several times he survived again, and his markers hit the E-Boat Pen area. He ordered the 617 Lancasters in, but as it was now dark and the cloud had thickened up at 13,000 ft, 10 of the crews could not see Cheshire’s markers below the overcast, and regretfully turned for home taking their precious Tallboys back (they had strict instructions never to waste them!). The remaining 12, however, (mostly more experienced, and leading crews) dived below the clouds, enduring the same barrage of flak that Cheshire had, and lined up over the Pens to drop their bombs. David was one of these, following Les Munro in, and himself followed by McCarthy, Kearns, Clayton, Howard, Poove, Knights, Stout, Hamilton and two others. Most of their aircraft were hit by flak, but David dropped his Tallboy from 8,000 ft, and recorded “Believed Good Shot”. His aircraft was hit by flak, and holed as well.
All the 617 crews got back to base (David was only airborne for 2 hrs 35 mins altogether – against 3 hrs 40 mins for the previous Le Havre raid), but several crew members of other aircraft were injured. Following 617 in to attack had been 133 other Lancasters and 130 Halifaxes, aided by 11 Mosquitos of 8 (PFF) Group, and these had bombed the rest of Boulogne. Only one Halifax [inserted] had been lost [/inserted], out of all the aircraft taking part, and in the two raids taken together, 617 had been largely responsible for the wrecking of some 133 German boats (mostly E-boats).
[Underlined] V2 sites. [/underlined]
The moment they had returned from the Boulogne raid, there was a lot of patching up of the aircraft to do. David’s KC-N was too badly holed to be quickly back in service, and so he was allocated another – DV 380, Wing. Cmdr. Cheshire’s original Lancaster (KC-N), but now re-coded KC-X.
The very morning they had returned from Boulogne, Cochrane had alerted Cheshire to get ready for a
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very important operation that evening (the 16th). Cheshire had only just got to bed but was told to get up again and attend an intelligence briefing right away. The V1 Flying Bombs had started dropping on London, and Intelligence sources had warned the War Cabinet of the imminent firing of two other secret weapons at London – the V2 rockets, and in the V3’s case, huge shells fired through incredibly long [inserted] “Super” [/inserted] gun barrels being built across the Channel in France (a forerunner of the Iraqi “Super”-guns of 1991). The concrete blockhouses hiding these weapons had to be attacked with Tallboys immediately, as the War Cabinet thought on the one hand they might have to order the evacuation of London, and on the other – if aimed at Portsmouth and Southampton, etc, they might interfere [inserted] with [/inserted] the invasion of France, and put it in jeopardy.
The result of all this was that [inserted] David and the other [/inserted] [deleted] the [/deleted] Squadron crews were aroused, and after briefing, stood by all day at their aircraft dispersals, waiting for the signal that the cloud cover over the target had cleared. The Lancasters were bombed-up, but then had to be unloaded, one by one on a rota, to avoid straining their undercarriages. Food was brought out to dispersals, but late in the evening the raid was cancelled – the cloud was still unbroken over the target. Not long after, they were stood-to again, and then stood-down, and so it went on over three days!. Eventually the crews were living in a detached state of limbo, with too little sleep and their metabolic clocks thoroughly upset.
Finally, on June 19th, the cloud cleared and they were off at last. The first target for 617 was a large concrete structure to the [inserted] West of [/inserted] Watten (North-west of St. Omer), on the edge of the Forêt d’Eperlecques. [Inserted] This was one of two large “Bunker” sites for launching V2’s, consisting of huge [inserted] semi- [/inserted] underground concrete bunkers, with large armoured doors. Both these sites were constructed to initially fire the vertical-standing V2 rockets at London, but they were intended later to launch V2’s with nuclear or chemical war-heads, directly as the USA. [/inserted] David took off from Woodhall Spa [inserted] in DV380 (KC-X) [/inserted], with 18 other Lancasters, and Cheshire and Shannon in their Mosquitos. As it was a daylight raid, they were escorted again by Spitfires, and Cheshire went down to 8,000ft over Calais, to find the target beyond the town. He was engaged by a terrific flak barrage, so dived flat out down to 2,000 ft, and released smoke markers (for daylight use) on the target.
* The remains of this structure, called “Blockhaus”, are kept today as a tourist museum.
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Having come through the barrage miraculously unscathed, Cheshire’s markers then failed to ignite, so Shannon then went in through a haze that was developing as the day wore on. He dropped the last of the smoke markers, and as Cheshire believed they were close enough to the blockhouse, ordered 617 to bomb it. David dropped his [inserted] Tallboy [/inserted] like the others, from 18,000 ft, but it “hung-up” momentarily, and recorded a near-miss on his aiming point – the smoke indicators. The rest dropped their weapons close to or on top of the markers, but when the raid was over and “Recce” pictures obtained, it was established that the markers had been some 70 yds wide of the target. Some Tallboys had dropped far enough away from the markers to fall beside (and one on top of) the concrete structure, and this proved sufficient to encourage the Germans not to use the site afterwards. * For some reason (perhaps connected with the repeated bombing-up and down over the three day wait) several Tallboys besides those on David’s Lancaster also “hung-up” – including those of Knilans, Ross and Howard (two of these were “freed”, but one had to be brought back).
Next day, the 20th, the second of these large “Bunker” sites, at Wizernes (just to the South-West of St. Omer) was given to 617, and this time 17 Lancasters set off, with Cheshire and two more Mosquitos in the lead David was still flying DV380, but he had only flown as far as Orfordness, near Woodbridge when Cheshire, in front of them, received information the cloud cover was too thick over the target, and recalled the Squadron (complete with Tallboys).
Two days later, they tried again, and reached the target area this time, but there was ten-tenths cloud over the area, and once more they brought [deleted] back [/deleted] the Tallboys back. Not to be outdone, 617 made a third attempt [inserted] the morning of [/inserted] June 24th, and this time the clouds had cleared. [Inserted] Again they had a fighter escort, [/inserted] and two Mosquitos led 16 Lancasters to the quarry in the North-facing hill near Wizernes station and Cheshire dived in to mark. His markers hung up, however, and he called Fawke in behind him. The flak was intense, and Fawke’s Mosquito and several 617 Lancasters above were hit, but David dropped his Tallboy from 17,400ft, recording a “Good Shot”. On the run in, John Edwards’ Lancaster DV413 (KC-G) was hit, and went
* After Allied troops had captured this site in Autumn 1944 → Barnes Wallis persuaded Bomber Command to let several Lancasters drop the new 22,000 lb Grand Slam bombs on this structure in mid November, to test their destructive force. [/inserted]
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down out of control, [inserted] some crew baling out on the way. [/inserted] The Lancaster exploded as it levelled out, [inserted] its pilot fighting [/inserted] desperately to effect a crash-landing, [deleted] in a field [/deleted], and the rest of the crew were trapped [deleted] out [/deleted] amongst the debris, or flung out onto the field where it pancaked. Only the Navigator, Wireless Operator and Bomb-aimer survived, to become POWs. The rest of the Squadron returned safely, albeit many of the aircraft had flak damage.
As David’s aircraft was also damaged, he promptly air-tested his old aircraft, LN485 (now itself repaired), the same afternoon (June 24th), and next day he was off [inserted] in it [/inserted] with 617 to attack a huge underground storage area for V1 Flying Bombs – at Siracourt, just South of the main road from St. Pol-sur-Ternoise to Hesdin (and East of Le Touquet). The Squadron put up 17 Lancasters, 2 Mosquitos – and a North American Mustang fighter flown by Cheshire.
Para // There was quite a story behind the acquisition of the Mustang, but suffice to say that the Station Commander at Woodhall Spa, together with Cheshire’s friendship with the American Air Force Generals Spaatz and Doolittle, resulted in their sending a Mustang over [inserted] on the morning of the 25th [/inserted] for Cheshire to try out. The 617 ground crews had to work hard to modify the under wing bomb attachments, to fit the necessary smoke markers and the Squadron navigator had to plot Cheshire’s courses for him, and help him jot down the information on his knee pad – for the Mustang was a single-seater. Cheshire had never flown one before, nor a single-engined aircraft for some time, and by the time it had been prepared he was adamant that he would use it on that evening’s raid. He also knew that he had no time to do “circuits and bumps” in it, to get to know its landing techniques – his first take-off would have to be on the operation, and his landing back would have to be in the dark!
As the Mustang was a fast aircraft, David and the other 16 Lancasters and two Mosquitos took off ahead of Cheshire, and by the time they arrived at Siracourt, their C.O. was there, diving in to mark the concrete roof of the underground site with smoke indicators, and followed in by Shannon and Fawke. Then the 617 “gaggle” was called in to drop their Tallboys on the smoke, and David recorded a “Direct Hit” [inserted] from 18,800ft [/inserted], together with some of the others, while other Tallboys fell close by. Someone’s bomb pierced the
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16 ft thick concrete roof of the structure, [inserted] resulting in a spectacular collapse of the walls and ceiling, and others undermined the sides. [/inserted]
Three hours and five minutes after take-off, David was back on the ground at his base, and all had returned safely, including Cheshire in the Mustang.
There were still more sites to attack, but bad weather and thick clouds prevented 617 Squadron from further attacks for some days. [Deleted] In the days [/deleted] During this period, David only managed to get in one practice “Formation flight” and an “Air Test” (involving air-to-sea firing practice). Several times they stood by from dawn [inserted] onwards [/inserted], but raids were cancelled by the late afternoon. The urgency was in everyone’s minds, as the V1’s were now landing in London and the South-East in increasing numbers.
Finally the weather cleared again for the morning of July 4th, and they were briefed to attack a new V1 launch site located in underground caves in the limestone hill overlooking the River Oise, at St. Leu-d’Esserent, a little village North-west of Chantilly. These caves had been used before the war by French mushroom-farmers, but were now reinforced with concrete to store the V1’s, and their launching rails. [Deleted] and the gigantic barrels of the V3 guns [/deleted]
David’s Squadron put up 17 Lancasters, Cheshire in the Mustang, and his back-up in a single Mosquito for this daylight raid. Fawke in the Mosquito went ahead to get weather information, and then Cheshire arrived, dived very low over the caves and dropped his smoke markers accurately on top. Les Munro led in the Lancasters above, through fairly heavy, [deleted] and [/deleted] accurate, flak which caught several aircraft, but the Tallboys started to rain down on the site. One hit the main building, others dropped in the cave mouths and around the entrances to the site, all destroying a great deal of machinery. Many Germans [deleted] workers [/deleted] were trapped underground and some were entombed forever. David [inserted] flying in LM484 again, [/inserted] described his Tallboy hit [inserted] from 18,700ft [/inserted] as a “Fair Shot”, obtaining a good photograph of this exploding near the cave mouth. Once the limestone dust and debris had started to hide the target, some Lancasters had difficulty finding the aiming point, one was hit in all four engines and had to jettison the [inserted] Tallboy [/inserted] over the Channel on the run home [inserted] and [/inserted] one had its bombsight go u/s. Thus only 11 out of the 17 dropped Tallboys on the target,
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but the results were once again spectacular – although in many of these Tallboy raids, these were only seen at first hand after the Allies had captured the area, later in 1944.
All 617 crews returned safely [inserted] David’s own sortie lasting 4hrs 05 mins this time [/inserted], although some had been injured by shrapnel from Flakbursts. [Deleted] but [/deleted] Bomber Command sent in another force of [inserted] 5 Group [/inserted] Lancasters later that same evening – totalling some 231, with 15 Mosquitos for marking. German night-fighters were very active, and shot down 13 of the Lancasters around the target area – a high price to pay.
[Underlined] Last “Op” with 617 – V3 Site. [/underlined]
Two days later, [inserted] on July 6th 1944 [/inserted], David took off on his last operation with 617 Squadron, this time another daylight raid on a V3 site at Mimoyecques, where several “super-guns” were being set up. Cheshire flew his Mustang again, with a Mosquito to back him up, and the usual “gaggle” of 17 617 Lancasters followed higher up (usually around the 18,00 ft level). The “gaggle” was so named by Cheshire, but referred to the pattern 617 was now adopting in its bombing formations – normally four parallel rows of Lancasters (four or five to a row), each of the leaders flying at carefully planned 200 ft or 300 ft vertical separation from each other, and behind each of them, every subsequent Lancaster flying [inserted] in turn [/inserted] at 400 ft lower than the one in front. Thus the “gaggle” had the best chance of avoiding each others bombs in the run-up to the targets, and had a better sighting of the target as it began to become obscured from the markers and first hits. Generally speaking, if the Lancasters adhered closely to this box formation (which was not always possible), the last aircraft’s Tallboys should have released before the first started to explode (they were frequently given delayed-action fuzes).
The V3 site at Mimoyecques was in the chalk hills behind Calais, and Cheshire once again went in very low and dropped his markers on top of the tunnels. The rest then dropped their Tallboys, and David’s went down on target [inserted] from 19,000 ft [/inserted], but the burst wasn’t seen by his crew. Then he flew LM 485 (KC-N) back to
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Woodhall Spa, joining the others who all arrived safely. “Recce” photos later showed the V3 site to have been hit and straddled by the Tallboys and completely wrecked, once more entombing some Germans.
[Inserted] Sub heading [underlined] Leaving 617 Squadron [/underlined] [/inserted]
After landing from this short flight (David had been airborne only 2 hrs 45 mins on this last occasion), [deleted] their C.O. [/deleted] Cheshire was summoned to Cochrane’s Group HQ. Cochrane looked at Cheshire, and said quietly to him: “I’ve been looking at the records, and see you’ve sone 100 trips now. That’s enough, it’s time you had a rest!” And he told Cheshire it was no use arguing! He also added that his three Flight Commanders, [inserted] Dave [/inserted] Shannon, [inserted] Joe [/inserted] McCarthy and [inserted] Les [/inserted] Munro had to come off as well, with David Wilson too. Mimoyecques had been David’s own 90th Operation [/deleted] as well [/deleted], and although the Flight Commanders had done fewer trips, they had [inserted] all [/inserted] been flying on “Ops” continuously for some two years.
So David was rested simultaneously with his CO and Flight Commanders. He had joined 617 in time for its seventh operation (and its first visit to the Anthéor viaduct) on September 16th 1943, and had been with the Squadron for over two months before Cheshire had arrived to take over from [inserted] Mick Martin [/inserted] the temporary C.O. When he joined there had been 10 of the original Dams raid pilots still flying in 617, but when he left, the last three – the Flight Commanders – left with him. It was the end of an era in 617, and David was very proud to have fought and lived alongside those famous names. As for himself, he has never really had the recognition that he deserved for his part in the 40 Operations mounted by 617 between September 16th 1943 and July 6th 1944, but this is no doubt because he was an inherently shy man – though a very tough one in his quiet [inserted] Scottish [/inserted] way.
With all of them being suddenly rested from 617, the 5 Group A.O.C. began to confer some long deserved awards on them. Cheshire had been given a second Bar to his DSO on April 18th 1944 (while with 617) and now, two months after leaving, he was awarded the Victoria Cross, for four years of continuous bravery (unique because it was not for one specific act of gallantry). Shannon was awarded a Bar to his DSO, and Munro was awarded a DSO (McCarthy had just been awarded a Bar [inserted] to his DFC. [/inserted] David was justly awarded a Bar to his DFC (gazetted on June 29th
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1944. This was [inserted] then [/inserted] followed up on November 26th 1944 by his second decoration with 617 – a DSO. (The delay in the award of the DSO was probably occasioned by the departure of Wing Cmdr Geoffrey Leonard Cheshire, VC, DSO and two Bars, DFC, M.I.D., and the arrival and settling-in of his successor at 617, Wing Cmdr J.B. (“Willie”) Tait, DSO and Bar, DFC, MID).
The citation for David Wilson’s Bar to his DFC read: “Since the award of his first DFC in May 943, this officer has completed a third tour of operational duty, during which his experience, determination and devotion to duty have been displayed in the course of many sorties As a captain of aircraft, he can always be relied upon to complete his tasks in the face of the heaviest enemy opposition. He has a long and distinguished record of operational flying.”
And when the DSO was gazetted on November 26th this citation said: “This officer has taken part in numerous missions over enemy territory, including attacks on Berlin, Hamburg, Bremen, Cologne and Mannheim. He is now in his 3rd Tour, and has completed many sorties demanding a high standard of skill and accuracy. He has proved himself to be an ideal leader and his example has been most inspiring.”
“. [sic]
It is interesting to look back on David’s three tours of operations to see the difference in training required by any pilot flying with 617, and the other squadrons. In his time with 214 Squadron (his first tour) David flew a total of 289 hrs 50 mins, of which 199 hrs 35 mins was on operations, and just 90 hrs 15 mins doing Squadron training and exercises, etc. In this case the training hours amounted to 31% of the total. With 196 Squadron, training hours (34hr 35mins out of a total of 135 hrs 40 mins) amounted to 25%. But in 617 Squadron, David’s training accounted for 239 hrs 45 mins out of 420 hrs 55 mins – or a massive 57% of his total time! For each operational hour flown, he had flown over an hour’s worth of practice – nearly all bomb-aiming. This just illustrates the degree to which Guy Gibson (who started it), followed by Mick Martin and Geoffrey Cheshire, had insisted on the very highest level of low and high-level bombing accuracy.
At the end of his third tour, David had flown 90 missions, lasting for a total of 481 hrs 50 mins, and trained for a further 364 hrs 35 mins in these squadrons.
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[Inserted] As for David’s Lancaster [deleted] that [/deleted] [inserted] in which [/inserted] he finished his days [deleted] in [/deleted] at 617 (LM485, KC-N), this aircraft survived a further V1 site attacks, two attacks on the German battleship Tirpitz in Norway (as KC-U), and further raids on Norway, etc, [deleted] in 1945, [/deleted] surviving the War to be scrapped in October, 1945. His other favourite, JB139 (KC-X, and later -V) was shot down over Brest on August 5th 1944, piloted by Don Cheney, R.C.A.F., who survived, with three of his crew (four were killed). The remains of the Lancaster can still be seen in the shallow water of St. Anne-la-Palud Bay, nearby. [/inserted]
[Underlined] Marriage, No5 L.F.S, and the E.T.P.S. [/underlined]
Now that David had obtained a welcome break from operations, he and Elsie were married on July 22nd 1944, and he snatched a quick two weeks leave before finally saying goodbye to 617 Squadron [inserted] at a mammoth farewell party [/inserted] on August 7th, and reporting to his new posting, No5 Lancaster Finishing School at Syerston, Notts, the next day.
David was now made [inserted] up to [/inserted] a Squadron Leader, and [deleted] at first [/deleted] put in charge of “B” Flight at 5 LFS. He was later [deleted] at Syerston until March 13th 1945, becoming [/deleted] appointed the Chief Flying Instructor of the whole School on October 4th, and remained its CFI until he ended his posting there on March 13th 1945. During this time he put many other budding Lancaster pilots through their paces on the School’s well worn (and operationally expired) Lancasters. They were mostly Flying Officers, but there were a few Warrant Officers, Pilot Officers and Flight Lieutenants, and the odd Squadron Leader converting onto the four-engined bombers.
David put all his pupils through the full training steps, which included “stalling practice”, “steep turns”, “three and two engine flying”, “three engine overshoots and landings”, apart from routine circuits and bumps, and night flying.
On several occasions he managed a trip in a Lancaster, or the unit’s Oxford “hack”, to visit 617 at Woodhall Spa, usually taking Sqd Ldr. Poore over as well (both of them had served with the Dambusters). And a number of the Lancasters David taught on at the LFS had once flown in 617 Squadron.
In March 1945, having come to the end of his
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Posting to the LFS, David applied to go on one of the Engine Test Pilot’s Courses at Boscombe Down. He was accepted on the No 3 Course there, and started the Course on March 15th 1945.
This was the third and last of the early Courses to be held at Boscombe Down, due mainly to the construction of hard runways on the aerodrome, leading to a veritable log-jam of aircraft taking off or landing on the restricted grass areas.
David’s Course lasted until October 2nd that year – a period of 6 1/2 months – and David was one of 31 test-pilots to complete it successfully. Amongst other subsequently famous names on the course with him were [inserted] Lt. [/inserted] Peter Twiss RN (to become Chief Test-Pilot for Fairey Aviation), [inserted] Sqd. Ldr. [/inserted] Charles McClure, who then took over from “Roly” Falk as Wing Cmdr. And Chief Test-Pilot at the R.A.E. at Farnborough, Flt. Lt. J.O. Lancaster who went to Boulton Paul, Saunders Roe, and finally Armstrong Whitworth; Ron Clear, from Airspeeds; and Lt. Cmdr. J.B.V. Burgerhorst, who went to Fokkers.
Five of the 31 on the Course were to lose their lives testing aircraft (the corresponding losses on the 1st Course were 5 out of 13, [deleted] and [/deleted] on the 2nd 7 out of 28, and the 4th, 7 out of 33). This eventual “loss” rate from the early courses was on average almost 23% , illustrating the high price paid in the lives of exceptionally brave and talented young men, by the advancement of Britain’s and other countries’, aviation industries.
As described in the chapters in these Volumes about Jimmy Owell, Ricky Esler and Jimmy Nelson, etc, the ETPS Course proceeded for David along the normal lines. The previous Commandant, Gp. Capt. J.F. McKenna [inserted] AFC [/inserted], had just been killed in a Mustang at the beginning of David’s Course, and his place was taken by Gp Capt. H.J. Wilson, AFC, who had been a senior test-pilot at the RAE. The Assistant Commandant was Wing Cmdr H.P. “Sandy” Powell, AFC, who also acted as the Chief Test-flying Instructor.
David flew the [inserted] range of [/inserted] ETPS aircraft, which at that time included an Oxford, Harvards, Lancaster
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Swordfish, Mosquitos, Tempest [inserted] I and II and V, [/inserted] Spitfire IX and XXI Boston, [deleted] Sptifire IX [/deleted], [inserted] and the [/inserted] Meteor I. The last machine was the first jet aircraft that David had flown, but it provided no undue problems for him.
By the beginning of October, David had passed the difficult classroom studies, and the flying examinations, with ease, and after qualification, he accepted a post as test-pilot in “B” Squadron ( [deleted] the [/deleted] multi-engine aircraft) at the A & AEE at Boscombe Down, to last until his demob on March 15th 1946.
At the A & AEE, he started flying there on January 10th 1946, and undertook some firing trials on a new Avro Lincoln, flew a Lancaster to measure “speed/power curves”, practiced bombing runs in a Mosquito VI, and carried out other tests on a Halifax III, Dakota, Warwick, etc. Then his Service career was over, and David was demobbed.
[Underlined] A Career at A.V. Roe & Co. [/underlined]
With his brilliant academic qualifications, his war-time record, and qualifications now as a test-pilot, David Wilson [inserted] now [/inserted] had a great deal to offer the world. He was immediately offered a job at RAF Cranwell, and in fact the College was very keen to employ him, but David had written to Sir Roy Dobson, Managing Director now of A.V. Roe & Co. Ltd. at Manchester, to seek a post there – not necessarily in the Flight Test Dept., but perhaps connected with the Design side.
Sir Roy offered David the post of “Manager – Aerodynamic Development and Testing”, and David promptly accepted, starting work at Woodford [inserted] on April 8th 1946 [/inserted] at a salary of £800 per annum, with the promise of an early rise to £900 p.a. He was now 29 years of age, and had a total of 1807 flying hours to his credit.
David’s new job was immediately very tied up with examination of the Tudor airliner designs – both the Mark I and Mark II that were on order for BOAC and BSAA. A considerable amount of aero-dynamic research was going on into the problems affecting these designs, and several establishments
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Apart form Avro’s were engaged in a dramatic race to find the answers. The description of these problems can be found in the stories of Bill Thorn and Jimmy Orrell in these Volumes, but suffice to say that David and his Dept. were soon very busy liaising with Roy Chadwick, [deleted] the [/deleted] Avro’s Chief Designer (and from February 1947, their Technical Director), and the Test-pilots at Woodford to try to overcome the Tudor’s bad stalling characteristics, and excessive drag problems.
Once settled in at Woodford, David decided he had better keep his hand in at flying, and so [inserted] he had a medical on January 1st 1947, and [/inserted] took out a Civilian Flying Licence (No 24644) on March 26th 1947, not valid for flying Public Transport aircraft, but enough to cover him for test-flying at Woodford.
[Inserted] It was also early in 1947 before David and his wife were called to Buckingham Palace to receive the DSO he had won in 617 Squadron – so great had been the queue of people at the end of the War. As he was now a civilian, David had to receive the decoration in civilian clothes. [/inserted]
David was by now living at 3, Leith Rd, Sale, Cheshire, some miles from Woodford and closer to the Southern side of Manchester, and he and his wife Elsie now had a baby daughter, Carol. He was very satisfied with his work at Woodford, and he was starting to fly as Second pilot to Ken Cook and others, and rapidly getting the taste of flying back again. → [Inserted] For instance he went up with Ken on November 25th 1946 [inserted] and Reg Knight on November 27th [/inserted] in the Anson C.Mk XIX Series 2 VL 310, to conduct “Trailing Static Tests”[inserted] “Asymmetric and P.E.” tests. On December 1st he was flying with Reg Knight in Tudor I G-AGPF, doing tests at 25,000’. [/inserted] On December 30th and 31st he was up again with Ken in the Anson XII NL172 doing “Trimmer Setting” tests with the C of G fully forward and full aft, and “Single-engine” tests loaded up to 10,000 lbs weight.
In January 1947, David was flying with Ken again, doing “Trim” tests and “Loop swinging” on York MW322, checking “Stalling speeds” [inserted] and “P.E’s” [/inserted] on Avro XIX G-AGNI, and conducting “Pressurization and Heating” trials on the Tudor I G-AGRJ. And in May 1947 he was flying with Reg Knight in the Tudor I G-AGRI, Anson VM172 and Tudor IV G-AHNI, carrying out “stalls”, “stabilities”, “levels” and other aero-dynamic tests. [/inserted] And it was because of his flying ability, coupled with his interest in sampling the stalling characteristics of the new Tudor II, and observing the reaction of the [inserted] newly-shaped [/inserted] wool-tufted wing fillets fitted to it that he flew as Second-pilot with Bill Thorn on [inserted] that fateful [/inserted] August 23rd 1947. He was not originally → [inserted] scheduled to be the No 2 pilot on this flight as Bill had intended to take Reg Knight up with him. But Reg (see the next Chapter) had to go down to see his mother at Nuneaton, at very short notice, due to a dispute she was having over a new house. And Fate thus decreed that David would take his place. [/inserted]
So Bill Thorn and David Wilson taxied out in G-AGSU that sunny Saturday morning at a little after 10.50 (GMT), carrying Roy Chadwick (Avro’s Technical Director) and Stuart Davies (now the Chief Designer), with their Flight Engineer Eddie Talbot, and radio operator J. Webster. And soon after lift off on the main runway, Bill Thorn got into difficulties with Britain’s largest passenger aircraft (at that time), because of the aileron circuits being mistakenly reversed during work in the factory. The Tudor tilted right over onto
[Page break]
59a
[Insertions to previous page]
[Page break]
3/60
Its starboard wing, the tip touched the ground and the Tudor II sideslipped slowly into a field, crumpling the wing, sliding along the stubble on its belly, and then decelerating into a group of oak trees surrounding a deep pond. The trees broke up the fuselage and wings, and the long nose of the Tudor fractured, and dropped the cockpit end into the pond, drowning the two pilots. But for the presence of water, they would undoubtedly have survived.
Thus, David’s career with Avro’s came to a sudden halt, along with the great Chief Test-pilot sitting beside him, and the man in the back who had designed all these magnificent machines, - and the Lancaster bomber in which David had spent so much of an eventful wartime career, and survived because of its strength and performance. Certainly, if he had to die, he could not have died in the company of any greater men than these.
Roy Dobson, who should have been on the test flight himself, but had skipped it because he was called to his office for an urgent ‘phone call, tried to cope with the tragedy that afternoon from his office at Woodford. The relatives of the other occupants, dead or injured, were contacted by various means, but David’s wife Elsie was mistakenly overlooked for a time. With a young daughter to bring up, and a home to try to keep together, things looked bleak. But when Sir Roy realised how difficult things were, he went out of his way to do all he could for Elsie. He had Avro’s arrange to pay off the mortgage, [inserted] and [/inserted] and give her a monthly sum for quite some time. He sent presents for Carol from time to time, and used to bring them back for the little girl from his overseas trips.
Sir Roy was greatly affected by the accident, and genuinely grief-stricken over the deaths of his life-long friend and colleague, Roy Chadwick, and Bill Thorn and David Wilson. He advised Elsie Wilson to brief a good solicitor and sue A.V. Roe & Coe for damages, so that she could be awarded compensation, and although Elsie found this difficult, and at times could hardly understand what was going on, eventually she was awarded damages and these were held by the Court in 2 1/2 % War Loan on trust for her daughter, with the income being paid regularly.
[Page break]
3/61
In fact David’s daughter Carol was eventually offered a Dr. Barnes Wallis Scholarship, had her mother wanted to accept this (out of the two per year that the great aircraft and bombs designer had set up out of his own money). This could have entitled Carol to attend Christ’s Hospital (Girls School,) in Hertfordshire, but Elsie declined, in order to keep the family close together.
David was buried in Woodford Church, near Roy Chadwick and Bill Thorn, and where Sir Roy and Lady Dobson now also lie. The funeral was a very grand affair, attended by hundreds of colleagues of the crew from all walks of life, the Ministries, RAF and 617 Squadron, and other Aviation companies. Afterwards, Sir Roy said of David:
“He was a brilliant young man, and a technician of extraordinary aptitude and ability, who would soon have made his mark on the company. His loss is going to be most severely felt”.
And it was, no less than by his daughter Carol, who to this day remains devoted to the war hero father she scarcely remembers, and her mother Elsie, who has remarried, but still lives in Cheshire not many miles from Woodford, and under the flight path to Ringway Airport.
[Page break]
[Underlined] Appendix [/underlined] P1
[Underlined] Sqd. Ldr. David James Baikie Wilson, DSO, DFC & Bar [/underlined]
[Underlined] List of Operations (3 Tours) [/underlined]
[Underlined] With No 214 Sqd: [inserted] (Wellington IC). [/inserted] Target Bomb load make-up Total Bombs dropped [/underlined]
1941 July 9* Osnabrück. 1 x 4000 4,000
July 14* Bremen 3 x 500 + Incendiaries. 1,500 +
July 17* Cologne 1 x 4000 4,000
July 20* Rotterdam 1 x 1,000, 3 x 500, + Incendiaries 2,500 +
July 23* Mannheim 1 x 4000 4,000
July 25* Hamburg ? ?
Aug 12* Hanover ? ?
Aug 16* Duisburg ? ?
Aug 19* Kiel 6 x 500 3,000
Aug 22* Mannheim ? ?
Aug 27* Mannheim ? ?
Aug 31* Cologne 1 x 1000, 5 x 500 3,500
Sep 2* Frankfurt 1 x 4000. (Retd, engine trouble) –
Sep 7* Berlin ? ?
Sep 8* Kassel ? ?
Sep 11 Le Havre ? ?
Sep 15 Brest 1 x 1,000, 4 x 500, 1 x 250 3,250
Sep 17 Karlsruhe 1 x 1,000, 4 x 500 3,000
Sep 29 Hamburg 1 x 4,000 HCMI 4,000
Oct 3 Antwerp 1 x 1,000, 6 x 500, 1 x 250 4,250
Oct 10 Cologne 1 x 1,000, 5 x 500, 1 x 250 3,750
Oct 12 Bremen ? ?
Oct 13 Dusseldorf 1 x 1,000, 5 x 500, 1 x 250 3,750
Oct 21 Bremen 1 x 1,000, 5 x 500 3,500
Oct 23 Kiel 1 x 1,000, 3 x 500, 1 x 250 2,750
Oct 31 Bremen Bad Wx, retd with bombs. –
Nov 7 Berlin 6 x 500 (Bad Wx, Osnabruck bombed) 3,000
Nov 9 Hamburg 6 x 500, 1 x 250 3,250
Dec 23 Brest 6 x 500 3,000
Dec 27 Brest 6 x 500 3,000
1942 Jan 2 Brest ? ?
Jan 8 Brest ? (Bad Wx, bombs returned) –
Jan 11 Brest 6 x 500, 3,000
Jan 21 Bremen 1 x 4,000 4,000
Jan 26 Brest 6 x 500 3,000
Jan 28 Munster ? (Bad Wx, bombs returned) –
[Underlined] TOTAL = 36 MISSIONS Total hours with Squadron = 289:50 [/underlined]
[Underlined] Total hours on “Ops” = 199:35 [/underlined]
* Flying as Second-pilot on these raids (Rest as Captain).
[Page break]
[Underlined] Appendix [/underlined] P2
[Underlined] With No 196 Squadron. (Wellington X) [/underlined]
1943 Feb 7 Lorient 7 x 500 3,500
Feb 13 Lorient 3 x 500, 6 Containers 1,500 +
Feb 14 Cologne 3 x 500 6 Containers
Feb 17 x Emden ? Bad Wx. Bombs returned. –
Feb 26 Cologne 3 x 500, +Incendiaries (2 x 500 bombs hung up, returned) 500 +
Feb 28 St. Nazaire 3 x 500 + Incendiaries 1,500 +
Mar 3 Hamburg 3 x 500 + Incendiaries 1,500 +
Mar 5 Essen 1 x 4,000 4,000
Mar 12 Essen 3 x 500 + Incendiaries 1,500 +
Mar 26 Duisburg 3 x 500 + Incendiaries 1,500 +
Mar 29 Bochum 3 x 500 + Incendiaries 1,500 +
Apr 4 Kiel 1 x 4,000 4,000
May 4 Dortmund 2 x 500, 6 x SBC 1,000 +
May 12 Duisburg 1 x 4,000 4,000
May 13 Bochum 1 x 4,000 4,000
May 25 Düsseldorf 2 x 500, 7 x SBC 1,000 +
June 11 Düsseldorf ? ?
Jun 21 Krefeld ? ?
Jun 24 Wuppertal (Elberfeld) Incendiaries only. ?
Jul 3 Cologne Incendiaries only ?
[Underlined] Total = 20 Missions Total hours with Squadron = 135:40 [/underlined]
[Underlined] Total hours on “Ops” = 101:05 [/underlined]
[Underlined] With 617 Squadron. (Lancaster I and III) [/underlined]
1943 Sep 16 Antheor Viaduct. 1 x 4,000, 3 x 1,000 7,000
Nov 11 Antheor Viaduct. 1 x 12,000, HC 12,000
Dec 16 Flixecourt xx 1 x 12,000 HC 12,000
Dec 20 Liege 1 x 12,000 HC Bomb returned, raid abortive (due PFF) –
Dec 22 Abbeville-Amiens. xx 11 x 1,000. Bombs brought back (due PFF failure) –
1944 Jan 4 Pas de Calais (Flying Bomb Site) ? Bombs dropped 4 miles from target due PFF error ?
Jan 21 Hallencourt. xx 2 x 1,000, 13 x 500, 6 Flares. Only 1 x 1,000 and 7 x 500 dropped 4,500
Jan 25 Fréval (Pas de Calais) xx 2 x 1,000, 13 x 500 8,500
Feb 8 Limoges 12 x 1,000 12,000
Feb 12 Antheor Viaduct 1 x 12,000 12,000
x Daylight raid.
xx Flying bomb site. (V1 weapon).
[Page break]
[Underlined] Appendix [/underlined] P3
[Underlined] With 617 Sqd cont’d [/underlined]
1944 March 2 Albert All Incendiaries ?
March 4 St. Etienne. ? Bad Wx. Returned –
March 10 St. Etienne 11 x 1,000 11,000
March 15 Woippy (near Metz). 1 x 12,000. Bad Wx. Returned. –
March 16. Clermont Ferrand 1 x 12,000, 6 Flares 12,000
March 18 Bergerac 1 x 12,000 12,000
March 20 Angouleme 1 x 8,000, 1 x 1,000 9,000
March 23 Lyons 11 x 1,000 11,000
March 25 Lyons ? x 500, Incendiaries ?
March 29 Lyons 1 x 8,000. 1 x 1,000 9,000
Apr 10 St. Cyr. 1 x 8,000, 6 x 500 11,000
Apr 18 Juvisy 4 x 1,000, 4 x Red Spots 4,000
Apr 20 La Chapelle 12 x 1,000 12,000
Jun 5 D-Day decoy mission
Jun 8 Saumur Tunnel 1 x 12,000 Tallboy 12,000
Jun 14 Le Havre Pens 1 x 12,000 Tallboy 12,000
Jun 15 Boulogne Pens 1 x 12,000 Tallboy 12,000
Jun 19 Watten xx 1 x 12,000 Tallboy 12,000
Jun 20 Wizernes xx – Tallboy Raid recalled over Channel –
Jun 22 Wizernes xx Tallboy Bad Wx. Bomb brought back. –
Jun 24 Wizernes xx 1 x 12,000 Tallboy 12,000
Jun 25 Siracourt xx 1 x 12,000 Tallboy 12,000
July 4 St. Leu d’Esserent. Xx 1 x 12,000 Tallboy 12,000
July 6 Mimoyecques xx 1 x 12,000 Tallboy 12,000
[Underlined] Total – 34 Missions Total hours with Squadron = 420:55 [/underlined]
[Underlined Total hours on “Ops” = 181:10 [/underlined]
[Underlined] Grand total (3 tours) = 90 Operational Flights. [/underlined]
[Underlined] Grand total of flying hours with Squadrons = 846:25 [/underlined]
[Underlined] Grand total of flying hours on Operations = 481:50 [/underlined]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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A bomber pilot’s journey through WWII
Description
An account of the resource
Biography of Squadron Leader David James Baikie Wilson, DSO, DFC and Bar (1917 - 1947). He flew operations as a pilot with 214, 196 and 617 Squadrons before becoming Head of Aerodynamic Development and Testing, and Test-Pilot at A V Roe & Co Ltd. He was killed 23 August 1947 in the Avro Tudor crash.
Creator
An entity primarily responsible for making the resource
Peter V Clegg
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
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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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handwritten sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Personal research
Identifier
An unambiguous reference to the resource within a given context
BCleggPVWilsonDv1
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.
1940
1941
1942
1943
1944
1944-04-05
1944-04-06
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
1944-07-04
1944-07-05
1944-07-06
1945
1946
1947-08-23
1944-04-18
1944-04-19
Conforms To
An established standard to which the described resource conforms.
Pending review
Spatial Coverage
Spatial characteristics of the resource.
Belgium
France
Germany
Great Britain
Atlantic Ocean--Baltic Sea
Atlantic Ocean--Bay of Biscay
Atlantic Ocean--North Sea
Belgium--Antwerp
Belgium--Liège
England--Cheshire
England--Lincolnshire
England--Suffolk
France--Albert
France--Angoulême
France--Bergerac
France--Boulogne-sur-Mer
France--Brest
France--Clermont-Ferrand
France--Creil
France--Le Havre
France--Limoges
France--Lorient
France--Lyon
France--Mimoyecques
France--Pas-de-Calais
France--Saint-Cyr-sur-Mer
France--Saint-Étienne (Loire)
France--Saint-Nazaire
France--Saint-Omer (Pas-de-Calais)
France--Saumur
France--Siracourt
France--Watten
France--Woippy
Germany--Berlin
Germany--Bochum
Germany--Bremen
Germany--Cologne
Germany--Dortmund
Germany--Duisburg
Germany--Düsseldorf
Germany--Emden (Lower Saxony)
Germany--Essen
Germany--Frankfurt am Main
Germany--Hamburg
Germany--Karlsruhe
Germany--Kassel
Germany--Kiel
Germany--Krefeld
Germany--Mannheim
Germany--Münster in Westfalen
Germany--Wuppertal
Germany--Hannover
Germany--Osnabrück
France--Watten
Germany--Ruhr (Region)
11 OTU
1660 HCU
1668 HCU
196 Squadron
214 Squadron
5 Group
617 Squadron
8 Group
aircrew
Bennett, Donald Clifford Tyndall (1910-1986)
bombing
bombing of the Boulogne E-boats (15/16 June 1944)
bombing of the Creil/St Leu d’Esserent V-1 storage areas (4/5 July 1944)
bombing of the Juvisy, Noisy-le-Sec and Le Bourget railways (18/19 April 1944)
bombing of the Le Havre E-boat pens (14/15 June 1944)
bombing of the Mimoyecques V-3 site (6 July 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)
bombing of Toulouse (5/6 April 1944)
Boston
C-47
Chadwick, Roy (1893-1947)
Cheshire, Geoffrey Leonard (1917-1992)
crash
Distinguished Flying Cross
Distinguished Service Order
final resting place
Flying Training School
Gibson, Guy Penrose (1918-1944)
Grand Slam
grief
H2S
Halifax
Halifax Mk 3
Harvard
Heavy Conversion Unit
incendiary device
Lancaster
Lancaster Finishing School
Lincoln
Meteor
Mosquito
Normandy campaign (6 June – 21 August 1944)
Normandy deception operations (5/6 June 1944)
Oboe
Operational Training Unit
Oxford
P-51
Pathfinders
pilot
promotion
RAF Bassingbourn
RAF Boscombe Down
RAF Church Lawford
RAF Coningsby
RAF Cranage
RAF Cranwell
RAF Driffield
RAF Leconfield
RAF Stradishall
RAF Swinderby
RAF Syerston
RAF Upavon
RAF Wainfleet
RAF Woodhall Spa
Spitfire
Stirling
Tallboy
Tiger Moth
training
V-1
V-2
V-3
V-weapon
Wallis, Barnes Neville (1887-1979)
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1982/41571/LHope169139v1.1.pdf
6a2e8afbad645abb80eee3881f3c0b42
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
Hope, Arthur Denis
A D Hope
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
2017-11-12
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Hope, AD
Description
An account of the resource
26 items. The collection concerns Flight Lieutenant Arthur Denis Hope (169139 Royal Air Force) and contains his log books, correspondence, documents, newspaper cuttings and photographs. He flew operations as a wireless operator with 62 Squadron before becoming a prisoner of war.
The collection was loaned to the IBCC Digital Archive for digitisation by Bruce Neill-Gourlay and Pat Hoy and catalogued by Barry Hunter.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Frankfurt. Shot Down 19,40 Hrs over target. Five of crew blown to pieces two survivors. Taken prisoner 21st Dec 1943. repatriated [inserted] by Russian Allies [/inserted] Nearly lynched twice by civvies. [Inserted] Ju 88 Nightfigter belly/astern attack [/inserted]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
A D Hope’s navigator’s, air bomber’s and air gunner’s flying log book. One
Description
An account of the resource
Navigator’s, air bomber’s and air gunner’s flying log book one, for A D Hope, wireless operator, covering the period from 15 December 1942 to 28 April 1949. Detailing his flying training, operations flown, instructor duties and post war flying duties with 62 squadron, 1382 transport conversion unit and 240 operational conversion unit. He was stationed at RAF Madley, RAF Upper Heyford, RAF Swinderby, RAF Skellingthorpe, RAF Wymeswold, RAF Syerston, RAF Palam, RAF Dum Dum and RAF North Luffenham. Aircraft flown in were Dominie, Proctor, Wellington, Manchester, Lancaster, Dakota, Valetta, and Devon. He flew a total of 20 night operations with 50 squadron, the aircraft being shot down on his 20th operation and he became a prisoner of war. Targets were Nuremberg, Milan, Leverkusen, Munchen Gladbach, Berlin, Munich, Hannover, Hagen, Frankfurt, Stuttgart, Leipzig and Modane.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
India
Italy
England--Herefordshire
England--Leicestershire
England--Lincolnshire
England--Nottinghamshire
England--Oxfordshire
England--Rutland
France--Modane
Germany--Berlin
Germany--Frankfurt am Main
Germany--Hagen (Arnsberg)
Germany--Hannover
Germany--Leipzig
Germany--Leverkusen
Germany--Mönchengladbach
Germany--Munich
Germany--Nuremberg
Germany--Stuttgart
India--Delhi
India--Kolkata
Italy--Milan
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
LHope169139v1
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.
1942
1943-06-03
1943-06-04
1943-08-10
1943-08-11
1943-08-15
1943-08-16
1943-08-22
1943-08-23
1943-08-30
1943-08-31
1943-09-01
1943-09-03
1943-09-04
1943-09-06
1943-09-07
1943-09-27
1943-09-28
1943-01-01
1943-01-02
1943-01-03
1943-01-04
1943-01-05
1943-01-07
1943-01-08
1943-01-20
1943-01-21
1943-11-10
1943-11-11
1943-11-18
1943-11-19
1943-11-22
1943-11-23
1943-11-24
1943-11-26
1943-11-27
1943-12-16
1943-12-17
1943-12-20
1943-12-21
1944
1945
1946
1947
1948
1949
Contributor
An entity responsible for making contributions to the resource
Mike Conncock
16 OTU
1660 HCU
50 Squadron
aircrew
C-47
Dominie
Heavy Conversion Unit
Ju 88
Lancaster
Lancaster Mk 1
Lancaster Mk 3
lynching
Manchester
Operational Training Unit
prisoner of war
Proctor
RAF Madley
RAF North Luffenham
RAF Skellingthorpe
RAF Swinderby
RAF Syerston
RAF Upper Heyford
RAF Wymeswold
shot down
training
Wellington
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2180/38310/S102SqnRAF19170809v10002.1.pdf
7de236dd7c2d3ae2dbe1de6bac5ac35c
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
102 Squadron Collection
Description
An account of the resource
Thirty-one items.
The collection concerns material from the 102 Squadron Association and contains part of a Tee Emm magazine, documents, photographs, accounts of Ceylonese in the RAF, a biography, poems, a log book, cartoons, intelligence and operational reports, an operations order and an account by a United States Army Air Force officers secret trip to Great Britain to arrange facilities for American forces.
The collection has been loaned to the IBCC Digital Archive for digitisation by Harry Bartlett and catalogued by Nigel Huckins.
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-05-23
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
102 Squadron Association
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
A dedication to AVM Ekanayake Edward (Rohan) Amerasekera DFC & Bar, R.Cy.A.F
Description
An account of the resource
Biography of Rohan Amerasekera. Consist of early life, war service in the RAF including training eventually as as a navigator. Operational tours on 158 Squadron and 35 Squadrons. Lists his crew. Awarded Distinguished Flying Cross in January 1944. Final operational tour with 640 Squadron, lists two crew he flew with. Returned to 158 Squadron and awarded bar to DFC in may 1945. Continues with some personal recollections, promotions and courses. Concludes with return to Sri Lanka and service in the Royal Ceylonese Air Force.
Creator
An entity primarily responsible for making the resource
Charles M Ameresekera
Temporal Coverage
Temporal characteristics of the resource.
1941-09-30
1941-11-03
1941-12-13
1942-02-20
1942-05-02
1942-09-26
1942-11-30
1943-06-13
1943-07-29
1943-09
1943-10-04
1943-11
1944-01-29
1944-08-16
1944-10
1944-11
1944-12
1945
1946
1951
1953
1955
Spatial Coverage
Spatial characteristics of the resource.
Sri Lanka
Great Britain
England--London
England--Berkshire
England--Yorkshire
Germany
Germany--Wuppertal
Germany--Gelsenkirchen
Germany--Cologne
Germany--Aachen
Germany--Hamburg
Germany--Peenemünde
Germany--Berlin
Germany--Mannheim
Germany--Mönchengladbach
France
France--Boulogne-sur-Mer
Germany--Neuss
France--Calais
Atlantic Ocean--English Channel
Germany--Essen
Germany--Hannover
Germany--Saarbrücken
Germany--Düsseldorf
Germany--Dortmund
Germany--Chemnitz
England--Huntingdonshire
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
Format
The file format, physical medium, or dimensions of the resource
Five page printed document
Conforms To
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Pending text-based transcription. Allocated
Identifier
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S102SqnRAF19170809v10002
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
158 Squadron
35 Squadron
640 Squadron
air gunner
aircrew
bomb aimer
bombing
bombing of Hamburg (24-31 July 1943)
Bombing of Peenemünde (17/18 August 1943)
Distinguished Flying Cross
Distinguished Flying Medal
flight engineer
Halifax
Halifax Mk 2
Halifax Mk 3
navigator
pilot
RAF Abingdon
RAF Graveley
RAF Lissett
training
Whitley
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2001/38301/LTravellAE1460176v1.2.pdf
49f050127e885a6f1d37cf206325bd30
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
Travell, Ted
Arthur Edward Travell
A E Travell
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
2017-12-11
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Travell, AE
Description
An account of the resource
Three items. The collection concerns Ted Travell (1460176 Royal Air Force) and contains his log book and photographs. He flew operations as an air gunner with 214 and 576 Squadron.
The collection has been donated to the IBCC Digital Archive by Nicola Schweikhardt and catalogued by Nigel Huckins.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
A E Travell’s observer’s and air gunner’s flying log book
Description
An account of the resource
Observer’s and air gunner’s flying log book for A E Travell, air gunner, covering the period from 4 September 1942 to 28 May 1945. Detailing his flying training, operations flown and instructor duties. He was stationed at RAF Dalcross, RAF Marham, RAF Stradishall, RAF Chedburgh and RAF Fiskerton. Aircraft flown in were Defiant, Wellington, Stirling, Oxford, and Lancaster. He flew a total of 36 operations, 31 night operations with 214 Squadron and 2 daylight and 3 night operations with 576 Squadron. He also flew on 3 Operation Manna flights. Targets were Duisburg, Lorient, Fresian Isles, Cologne, St Jean de Luc, St Nazaire, Berlin, Hamburg, Kiel, Baltic Sea, Dortmund, Bochum, Wuppertal, Dusseldorf, Krefeld, Mullheim, Elberfeld, Gelsenkirchen, Aachen, Remscheid, Nurnberg, Nordhausen, Lutzkendorf, Plauen, Cuxhaven and Berchtesgaden. Operation Manna flights were to The Hague and Rotterdam. His pilots on operations were Pilot Officer Smith, Sergeant Forbes, Pilot Officer Johnson Flight Lieutenant Falconer, Flight Lieutenant Strachan and Flight Sergeant McDermott.<br /><br /><br /><span data-contrast="auto" xml:lang="EN-GB" lang="EN-GB" class="TextRun SCXW227392149 BCX0"><span class="NormalTextRun SCXW227392149 BCX0">This item was sent to the IBCC Digital Archive already in digital form. No </span><span class="ContextualSpellingAndGrammarError SCXW227392149 BCX0">better quality</span><span class="NormalTextRun SCXW227392149 BCX0"> copies are available.</span></span><span class="EOP SCXW227392149 BCX0" data-ccp-props="{"201341983":0,"335559739":200,"335559740":276}"> </span>
Temporal Coverage
Temporal characteristics of the resource.
1942-12-10
1942-12-22
1943-01-18
1943-01-19
1943-01-21
1943-01-22
1943-02-07
1943-02-08
1943-02-13
1943-02-14
1943-02-15
1943-02-16
1943-02-17
1943-02-26
1943-02-27
1943-02-28
1943-02-29
1943-03-01
1943-03-03
1943-03-04
1943-03-29
1943-03-30
1943-04-04
1943-04-05
1943-04-08
1943-04-09
1943-04-26
1943-04-27
1943-04-28
1943-04-29
1943-05-04
1943-05-12
1943-05-13
1943-05-14
1943-05-29
1943-05-30
1943-06-11
1943-06-12
1943-06-17
1943-06-18
1943-06-21
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
Netherlands
Atlantic Ocean--Baltic Sea
Atlantic Ocean--Bay of Biscay
Atlantic Ocean--North Sea
England--Lincolnshire
England--Norfolk
England--Suffolk
France--Lorient
France--Saint-Nazaire
Germany--Aachen
Germany--Berchtesgaden
Germany--Berlin
Germany--Bochum
Germany--Cologne
Germany--Cuxhaven
Germany--Dortmund
Germany--Duisburg
Germany--Düsseldorf
Germany--Elberfeld
Germany--Gelsenkirchen
Germany--Hamburg
Germany--Kiel
Germany--Krefeld
Germany--Merseburg Region
Germany--Müllheim
Germany--Nordhausen (Thuringia)
Germany--Nuremberg
Germany--Plauen
Germany--Remscheid
Germany--Wuppertal
Netherlands--Friesland
Netherlands--Hague
Netherlands--Rotterdam
Scotland--Highlands
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
LTravellAE1460176v1
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Mike Connock
1657 HCU
1660 HCU
214 Squadron
576 Squadron
air gunner
Air Gunnery School
aircrew
bombing
bombing of Hamburg (24-31 July 1943)
Defiant
Heavy Conversion Unit
Lancaster
mine laying
Operation Manna (29 Apr – 8 May 1945)
Oxford
RAF Chedburgh
RAF Dalcross
RAF Fiskerton
RAF Marham
RAF Stradishall
Stirling
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2097/34661/BBrindKJBrindKJv1.1.pdf
b8c765f6e18d169a6bc660eb824a7028
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
Brind, Kenneth John
Brind, K J
Description
An account of the resource
Two items. The collection concerns Kenneth John Brind (b. 1922 Royal Air Force) and contains his memoir and transcript of the ceremony awarding him the Légion d'Honneur. He flew operations as a navigator with 626 Squadron.
The collection has been donated to the IBCC Digital Archive by Angela Way and catalogued by Barry Hunter.
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-04-30
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is 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
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Brind, KJ
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[Royal Air Force 626 Squadron crest]
A Year In The Life
By
K.J. Brind
[page break]
To My Beloved
MARY,
our children
and grandchildren
I wish to express my appreciation to
"The Wickenby Register"
and in particular to its president
Don Wells and archivist
Jim MacDonald who, as well as
flying on many of the operations
described here, researched and
provided me with much of the factual
information in this book.
i
[page break]
A Year In The Life
By Kenneth Brind
In the village of Aldbourne on October 17th 1922, Ken was born to William and Emily Brind, the oldest of their three sons. Educated at St. Michael's School and Marlborough Grammar School, he entered the Royal Air Force shortly after the outbreak of World War II.
Trained as an Air Navigator, he flew a tour of operations with 626 Squadron Bomber Command, was commissioned and continued to serve in the RAF after the war as a navigation instructor, fighter controller and administrative officer.
He transferred to the RCAF in 1955 and served in a similar capacity until his retirement from military service in 1968.
This book is a description of the events which took place between his 21st and 22nd birthdays.
iii
[page break]
[photographs]
Kenneth John Brind CD C de G
[photograph]
Able Two
iv
[page break]
Prelude To Action
I'm not quite sure where to begin this narrative, but I suppose the R.A.F. Hospital Rauceby, Lincs. would be as good a place as any. I was there because of a pilonoidal sinus which was operated on and refused to heal so I spent a fairly lengthy period from early October 1943 to January 1944 (including my 21st Birthday on October 17th) out of action. It was my wife, Mary, who insisted I get treatment so I suppose, in a way, I owe her my life.
I had trained as a navigator and, after graduation from #10 Observers Advanced Flying Unit, Dumfries Scotland, had spent much of 1943 with a crew captained by Sgt. Geoff Clark. Geoff and I had met at No. 18 Operational Training Unit, Finningley, in May 1943, and taking an instant liking to each other, decided to throw in our lot together and jointly invited other crew members, bomb aimer, wireless operator and air gunner, to join us. During the summer we learned to operate as a crew on Wellington aircraft and completed our first operational sortie, which was an O.T.U. training exercise, on July 25th to Alencon, France, dropping leaflets inviting the Germans to surrender! On August 4th we moved on to No. 1656 Conversion Unit at Lindholme, picked up a flight engineer and second air gunner and learned to operate the Avro Lancaster Bomber. During the conversion process we had one very unfortunate experience. We were at the end of the runway one very dark night in the middle of September when another Lancaster taxiing behind us collided with our rear turret. One engine of the following aircraft smashed into the turret with Graham Uttley inside. Both pilots switched off all engines immediately and we managed to extricate Graham, but he was dead before the ambulance arrived. Another rear gunner immediately joined us and by the end of September the crew of Sgt. Clark, Pilot; Sgt. Brind, Navigator; Sgt. Naylor, Bomb Aimer; Sgt. Parkinson, Flight Engineer; Sgt. Whitmarsh, Wireless Operator; Sgt. Sugden and Sgt. Walker, Air Gunners was considered competent and ready to join a squadron, and were duly posted to No. 625 Squadron, Kelstern.
With our training now completed it seemed a good time to get the very minor surgery required to fix my pilonoidal sinus so I reported to the hospital. What we didn't know was that my recovery would take much longer than expected and that Geoff and the boys would not be able to await my return. They were forced to commence operations without me and were shot down over Berlin two days before Christmas, on December 23rd, 1943. They were all killed. I never met my replacement as Navigator, but I have always had guilt feelings that I should have been with them. Had I been there things might have been different. One thing is certain, they were a group of dedicated, enthusiastic, well trained young men.
Following my discharge from hospital I went on sick leave and it was not until April 1944 that the doctors certified me ready to crew up again and return to the war. In the meantime Mary had become pregnant and gone to Aldbourne where she would be safe. She had been with me during my O.T.U. and Conversion Unit Training.
I met Flying Officer Hicks and his crew at No. 1662 Conversion Unit, Blyton on May 14th. So many Lancasters had been lost during the winter of 1943/44 that they had been withdrawn
1
[page break]
[photograph]
The Wellington Crew
No. 18 O.T.U. Finningley
July 1943
Sgt. G. Uttley Sgt. W.E. Whitmarsh
Sgt. K.J. Brind Sgt. G.E. Clark Sgt. R.A. Naylor
from the heavy conversion units and replaced by Halifaxes. So crews converted on to the Halifax, then to the Lancaster at No. 1 Lancaster Finishing School, Hemswell. I did 3 cross country exercises (1 day and 2 night) with my new crew on the Halifax followed by a short conversion at No.! L.F.S. on to the Lancaster (with which I was very familiar from my time spent with my former crew) and then to No.626 Squadron, Wickenby on June 5th, 1944.
I should mention some of the characteristics of the Lancaster which by now had become the preeminent bomber aircraft of the Royal Air Force. It had a wingspan of 102 feet with a
2
[page break]
[photograph]
The Lancaster Crew
No. 626 Sqdn. Wickenby
July 1944
F/S J. Saletto F/S K.J. Brind F/L.A.C. Hicks F/O C. Bursey F/O P.M. Graves
Sgt. A.B. Jones Sgt. S.G. King
length of 69 feet and maximum height of 20 feet 6 inches. Powered by four Rolls Royce Merlin engines each developing 1,460 horsepower it had a maximum speed of 240 knots at 15,000 feet fully loaded and a cruising speed of 175 knots. The range varied with the load carried being 2,200 nautical miles with a 7,000 lb load, and 1350 nautical miles with a 22,000 lb load. Maximum fuel capacity was 2,154 gallons. Maximum bomb load varied with modifications which were made but essentially the main force carried not more than 15,000 lbs. Service ceiling was 19,000 – 20,000 feet depending on load and maximum ceiling was 24,000 feet. Take off distance loaded was 1,550 yards and the rate of climb was 250 ft/minute. Landing distance was approximately 1,000 yards. Maximum take off weight was 72,000 lbs. The aircraft carried a
3
[page break]
defensive armament of 3 gun turrets, the front carrying 2 x .303 machine guns, the mid upper the same and the rear turret 4 x .303's. Later the mid upper and rear turret were equipped with 2 x .5's. The primary navigation system was "GEE" by which the navigator could calculate the position of his aircraft by observing the time taken to receive pulse signals from three different ground stations. By now the enemy was aware of frequencies, etc., and jammed the signals before one reached the European coast. The other radar navigation system was "H2S". Here the aircraft transmitted signals which were reflected back from the terrain over which it was flying by providing a map of coastlines, islands, rivers, etc. But because the aircraft was transmitting it became vulnerable to interception by enemy fighters or prediction by anti aircraft guns. So it had to be used with discretion. The crew required to man this aircraft was seven as I have already mentioned.
My new crew was quite different from my previous one. Here 3 of the 7 were officers and Arthur Hicks himself was ten years older than I. He had done most of his flying training in the U.S.A., at Pensacola, Florida, and wore a silver bracelet proclaiming his proficiency. The other officers in the crew were Peter Graves, a burly London policeman, the bomb aimer and Bill Bursey, strangely enough the rear gunner, both were Flying Officers. The other N.C.O.s were Jack Saletto, an Australian and sole survivor of a 460 squadron crew, the wireless operator, Stan King, a youngster from London, the flight engineer, and Bert Jones the mid upper gunner.
We were welcomed by the Squadron Commander, Wing Commander Rodney, in his office and advised of two things; one was that a crew had just completed a tour of operations (the first to do so for some time) and the second was that the invasion (Operation Overlord) was to take place tomorrow, so we had arrived at a good time. We were then allocated to "A" Flight with whom we would remain for the duration of our tour with the squadron. We settled into our quarters but this crew, being mixed, officers and N.C.O.s, did not all share the same accommodation. The officers went to their quarters and the N.C.O.s to theirs.
The next few days saw us getting acclimatized, going through the various administrative procedures to ensure we would be paid and fed and generally getting to know our way around.
On June 13th an aircraft was made available for us to demonstrate that we were ready to operate so we took it on a 5 1/2 hour night cross country. On our return we were debriefed and our logs and charts were analyzed and checked. We passed muster.
4
[page break]
Operation No. 1 Rheims
The invasion of Europe (Operation Overlord) had commenced on June 6th 1944 and the allied armies were struggling to establish a bridgehead in Normandy. The Germans were trying to reinforce their defences so railway marshalling yards became prime targets. So it was that our first operation was against the railway yards at Rheims, France. It was June 22nd.
Our route took us from Wickenby to Gravesend then south to cross the English coast near Hastings, across the channel to a point on the French coast just east of Dieppe then south east directly towards the target. After bombing we headed west to a point just west of Dieppe then north back across the channel to make a landfall near Brighton, thence to Reading and back to base.
The bombload was 9,000 lbs consisting of eighteen 500 lb high explosive bombs which Peter Graves dispatched without difficulty. The aiming point was marked with cascading yellow target indicators (TI's) at H-5 and H-4 (H being the Time on Target of the first wave of bombers) and backed up with green TIs. The initial markers were scattered and short of the target but the Master Bomber backed up with red spot fires.
The weather called for patchy clouds enroute increasing to 9/10's clouds with tops at 6,000 feet. As the main force was at 18 – 20,000 feet some crews could not see the reds so bombed the glow of the markers through the clouds. The weight of the attack fell on the sorting sidings cutting every line and destroying 61 rail cars.
Ground defences were not heavy but there was heavy flak (anti-aircraft fire) and searchlights in the Abbville area. We were coned in searchlights for several minutes which is always a hair-raising experience but Hicky put the nose down and we eventually dived clear and resumed our homeward course. We returned to base without further incident and landed at approximately 0240 having been airborne for four hours and forty minutes.
Of the 19 aircraft of 626 Squadron which had started out one developed an engine fire, aborted the mission and returned to base, and one (Sgt. Woolley and crew) was shot down and all on board were killed. Bomber Command always kept statistics and on this night our squadron loss was 5.26%. Statistically if we continued at this rate we would last for twenty missions and our tour called for 30. We ate our eggs and bacon and went to bed.
5
[page break]
Operation No. 2 Les Hayons
In the summer of 1944 the Germans had developed their "ultimate weapons" the V1 and V2 and were using them indiscriminately against London and Southern England. The V1 was a winged bomb with a jet propelled engine which flew until it ran out of fuel then crashed and exploded. The V2 was a rocket propelled bomb which left the ground on a high trajectory, crossed the channel and came almost straight down on to it's target. There was some defence against the V1 in that it could be shot down by ground fire or by a fighter aircraft. There was no defence against the V2. The launching sites for both were in the Pas de Calais area of Northern France and in the low countries so the obvious way to eliminate the problem was to destroy the launching sites and storage sheds on the ground. A job for Bomber Command.
Our first attack against a launching site followed two days after our trip to Rheims, on June 24th, and the target chosen for 626 Squadron was Les Hayons in the Pas de Calais. These operations were not considered difficult as they were fairly short with not too much time over enemy territory. Our squadron's contribution of 17 aircraft included the squadron commander.
We took off at 1535 hours with a bomb load of 9,000 lbs (18 x 500 lb bombs) and climbed enroute to our bombing height of 18,000 feet. There were scattered patches of cloud between 3 and 8,000 feet, but the target area was clear with good visibility.
Our route took us again to Gravesend (but this time in daylight), to Hastings where we crossed enroute outbound, then straight to the target crossing the French coast near Calais. Calais was heavily defended and we came under a heavy and accurate flak attack on our approach to the target area, but fortunately we did not see any enemy aircraft. The aiming point was marked by red TIs but they were not dropped until after several of us had already bombed the target. Visibility was good and we were able to identify the launch ramps and storage buildings visually and attack them. We came under attack again as we crossed the French coast on our way home. We returned via Reading and arrived at Wickenby having been airborne 3 hours and 40 minutes. Two of our squadron aircraft sustained damage from the flak attack but no one was injured.
6
[page break]
Operation No. 3 Ligescourt
The next day we were at it again. This time our target was the flying bomb site at Ligescourt just a few miles from Les Hayons which we visited yesterday. But now we were going in the early morning rather than late afternoon. Twice in less than 24 hours.
Take off commenced at 0722 hours and our aircraft, A2 (Able Two) was airborne at 0730. The 626 squadron force was again 17 aircraft each carrying 18 x 500 lb bombs. The weather again was cloudy over England clearing over the channel with no cloud and excellent visibility in the target area.
The target marking of cascading red and yellow TIs was carried out by Mosquito aircraft. The red TIs were 2 minutes late and were slightly north east of the target but visibility was so good that the bomb aimers were able to visually identify and attack the target.
For some reason we did not come under the accurate flak attack which we experienced yesterday. Except for a few bursts at Berck sur Mer we were trouble free. A lone German fighter was sighted over the channel and was promptly shot down by spitfires of No. 11 Group who were providing fighter cover for us. The squadron sustained no losses and there were no reports of damage to our aircraft.
We again returned via Reading and at 1045 hours landed at Wickenby. At this period of the war everyone avoided flying over London so as not to impede those defending the city against flying bombs, so we were routed east or west of London depending on the location of the target.
7
[page break]
Operation No. 4 Sirracourt
It was now June 29th and operations scheduled for the 27th and 28th had been cancelled because of poor weather. There was now a slight improvement with a forecast of fair to cloudy with light showers. At 1000 hours we were advised that the daylight operation planned for yesterday was to be put on at once. Lots of rushing around getting everything ready, bombs, fuel, briefing, etc. The target was another flying bomb launching site, this time at Sirracourt, a few miles south of Les Hayons and Ligescourt.
For this operation we were joined by aircraft of 12 squadron which shared Wickenby with us. The force consisted of 29 Lancasters, 15 from 626 and 14 from 12 squadron. We were part of a concentrated attack on flying bomb launching sites by 286 Lancasters and 19 Mosquitoes of Bomber Command.
Our bomb load for this operation was a mixture of 1,000 lb and 500 lb high explosive for a total of 13,000 lbs per aircraft. Fuel load was 1,450 gallons. We always knew from the fuel and bomb loads, even before being given the target at briefing, whether we were going on a short or long trip. The maximum fuel load for a Lancaster was 2,154 gallons. We knew if full fuel load was called for the trip would be long and the bomb load smaller to remain within the maximum takeoff weight of 72,000 lbs. Conversely on shorter trips we carried less fuel and more bombs.
Getting 29 Lancasters off one runway takes a little time but we had got it to a fine art. Number one started rolling and when he was halfway down the runway number two started. By the time number one became airborne number two was halfway along and number three started so there were always 3 aircraft on or just leaving the runway. It was very efficient so long as there were no problems.
The first aircraft took off at 1151 and we were airborne at 1210 hours. Our route to the target was again via Gravesend and Dungeness and the weather was good to within a few miles of the target, then the cloud thickened to about 7/10s with tops at about 14,000 feet which meant that Peter Graves could not visually identify the target so we reduced height to bomb at 12,500 ft. We were above the clouds but came under intense and accurate heavy flak from the French coast to the target. We were again escorted by 11 Group Spitfires and saw no enemy fighters.
The target marking was by red TIs cascading from 4,000 feet on to the Master Bomber's yellow TIs cascading from 3,000 feet. Unfortunately, the Master Bomber was shot down while dropping his yellow TIs. This resulted in scattered bombing particularly in the early stages of the attack. Because of the weather it was difficult to assess the results of the attack but at 1402 hours a large explosion was reported with smoke rising to 4,000 feet.
We again returned via Reading and arrived back at Wickenby at 1540 hours. Four of Wickenby's aircraft were hit by flak, two from each squadron and one from 12 Squadron (P/O Underwood) was lost. It was on fire and abandoned in the air and crashed at Troisvaux. The pilot, navigator and rear gunner were killed while the wireless operator, bomb aimer, flight engineer and mid upper gunner were all taken prisoner of war. The Wickenby loss rate was 3.45%.
8
[page break]
Operation No. 5 Vierzon
Vierzon is a town some 120 miles south of Paris. It was a major rail and transportation centre for German troops and supplied on their way to the front some 160 miles to the north west. It was our "target for tonight" on June 30th and 31 Lancasters from Wickenby were detailed for the mission. Twelve Squadron supplied 13 and 626 Squadron 18.
Take off commenced at 2151 hours and our aircraft became airborne at 2155 with a bomb load of 13,000 lbs, mixed 1,000 and 500 lb high explosive and 1,450 gallons of fuel. We climbed towards Reading, the assembly point, and reached our operational altitude earlier than normal as we were briefed for 8 - 10,000 feet instead of our usual 18 - 20,000 feet. We were aware that disruption of rail traffic was vital to stop German troops and supplies reaching the beachhead in Normandy. We were also aware that inaccurate bombing would kill innocent French civilians. Targets were, therefore, brilliantly lit with chandelier flares and to ensure accuracy we flew at less than half our normal bombing height. From Reading we headed to a point midway across the channel then crossed the French coast between Dieppe and Le Havre and headed south towards the target.
On arrival in the target area we found the aiming point illuminated with flares and marked with impact yellow TIs backed up by red spot fires. The TIs fell to the north east of the yards but the reds were accurate and the bombing was concentrated on them. The Master Bomber instructed the main force to bomb between two sets of TIs. At 0119 hours a broadcast was heard on the radio telephone (RT), not the Master Bomber's voice but using his call sign, instructing the main force to cease bombing and go home. No code word for "stop bombing" was used so the broadcast was ignored. Shortly after a Canadian voice interjected over the RT telling the German, in the most ungentlemanly fashion, what to do.
In spite of everything the bombing appeared to be extremely accurate and results showed that all through lines were cut, much of the rolling stock and two thirds of the locomotive depot was destroyed. Regretfully residential and business property to the east of the target was severely damaged.
There was some light flak in the target area and because of our reduced altitude, it was exploding at our height but the one searchlight was shot out by the first marker. The fighters were initially confused as to our location but after we had been over enemy territory for 54 minutes they were ordered to Orleans and, having identified our target, they attacked with considerable ferocity. They made contact by moonlight and held the bomber stream for 80 miles on the return route when most of our losses occurred.
This was the deepest penetration my crew had made so far and in spite of all the activity going on around us we were able to fly home unscathed and arrived back at Wickenby at 0325 hours having been airborne for 5 1/2 hours.
Of Wickenby's aircraft on this night one from 626 Squadron aborted the mission with an electrical failure and one from 12 Squadron was damaged by light flak. Four combats with fighter were reported, 3 by 12 Squadron aircraft and one from 626. Of the 30 Wickenby aircraft
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to reach the target 4 were lost, two from each squadron. 12 Squadron lost P/O Honor and P/O Pollard, and both crews were killed. 626 lost P/O Pocock who was killed together with his whole crew on their very first operation, and P/O Orr who was killed together with his flight engineer and both gunners while his navigator, bomb aimer and wireless operator managed to bail out. The navigator and bomb aimer were both wounded and taken prisoner but the wireless operator evaded capture.
Bomber Command loss rate for this operation was 11.86% while that for Wickenby was 12.9%. We had paid the price for operating a lower level than normal. 626 Squadron had lost 2 aircraft out of 18, a loss rate of 11.1%, the highest we had experienced since starting our tour. It was now 9 days since we started operational flying and we had already flown on 5 operations. And so we reached the end of June 1944.
On July 1st the weather was cloudy but becoming fair with showers – 23 Lancasters were detailed for a night attack which was cancelled. "Salute the Soldier Week" was held from July 1st to 8th with a target of £2000. Whether the target was reached is not known. A discipline notice on the bulletin board read "Airmen with cycles in their charge fitted with "rat trap" pedals are to ensure that all sharp points liable to damage footwear are filed off".
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Operation No. 6 Domleger
On July 2nd the weather was cloudy becoming fair with showers later. Twenty five Lancasters from Wickenby were detailed against a flying bomb site at Domleger. We were part of a force of 286 Lancasters and Mosquitoes attacking 2 flying bomb sites. 626 Squadron provided 14 aircraft. Domleger was in the vicinity of the other flying bomb sites we had already attacked. Our bomb load was 13,000 lbs mixed 500 and 1,000 lbs high explosive.
We were the first aircraft to takeoff and were airborne at 1215 hours and climbed to our normal bombing height of 18,000 feet enroute to Gravesend. The weather as we progressed was 8 - 10/10s cloud with tops between 7 and 10,000 feet.
As we approached the target area the Master Bomber instructed all crews to bomb on DF (Direction Finding) radar or radio then 3 minutes before H hour these instructions were cancelled and we were instructed to bomb the TIs. In the meantime we reduced height to 14,000 feet, the cloud layer broke, and a large hole enabled us to bomb visually at 1415 hours. As with all visual bombing the concentration was good with smoke rising to 5,000 feet.
There was a minimal amount of light flak in the target area but considerable heavy flak in the Abbville area on the homeward route. No enemy fighters were seen, fighter cover again being provided by 11 Group.
Our losses were nil and only one of our aircraft was hit by flak with no casualties. We returned to Wickenby 3 1/2 hours after we left.
On July 4th twenty-two Lancasters from Wickenby were detailed as part of a force of 151 plus 6 markers against the railway yards at Les Aubrais near Orleans. 626 Squadron's effort was 11 aircraft.
Take off commenced at 2147 with our aircraft becoming airborne at 2200 hours. All went well until we were over France and, as we thought, heading in the direction of the target. But at H hour when the target should have been in view, or at least the TIs should have appeared ahead of us, there was nothing to be seen. We were flying over an unbroken layer of cloud and were certainly not where we were supposed to be. As the navigator it was my responsibility to know where we were at all times. Something had gone wrong and I was not certain what it was. We could not go on to the target, we didn't even know where it was, so Hicky made the only decision possible. We would head for home. It is a rather scary position to be in – flying around over enemy territory with 9,000 lbs of bombs on board – knowing you are somewhere between your base and your target, but not knowing how to get to either and with navigational equipment which is unserviceable. Under such conditions you revert to basics. I stuck my head into the astrodome and located Polaris – the North Star, and directed Hicky to fly north, using the star to steer by. We knew that by flying north we would cross the French coast and eventually the English channel but at this point did not know where or when. Once we had settled on course I was able to assess what had happened.
The Distant Reading (DR) compass had become destabilized and was slowly rotating so that we had not been steady on any course but going round in a huge circle. We were alone and
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at the mercy of any defences we might encounter. In the meantime, Hicky, Peter Graves and Stan King were all looking ahead searching for any sign of the French coast. Bert Jones and Bill Bursey in the gunners turrets were searching the black skies for anything approaching us while Jack Saletto and I were working feverishly for any bearings or any radar fix which would help us locate our position. Then it happened! Heavy flak appeared before us and about the same time the H2S told me we were approaching Le Havre, one of the most heavily defended ports on the coast. We had no choice but to fly through the defences which we proceeded to do weaving gently to try and prevent the anti aircraft prediction radar getting a "lock on" to us, and we were lucky enough to get through unscathed and headed out over the channel.
We still had our 9,000 lbs of high explosive just beneath where we were sitting and the prospect of landing with it still on board, in the dark, was not a pleasant one so, discretion being the better part of valour, it was decided to jettison our bomb load over the channel. We were back within GEE range by now so I selected a spot well away from the shipping lanes which were very busy between southern England and the Normandy beachhead and Peter dropped them safe, i.e. not fused, into the English Channel.
We returned home without further incident after almost 6 hours and had to report that we had aborted the mission. The log showed the reason as "DR compass unserviceable". So for us this counted for naught and our number was still 6 completed operations.
For the rest of the squadron the night had been successful. The assessment of the attack was that all through rail lines were cut and a large quantity of rolling stock destroyed or damaged.
626 Squadron reported one aircraft damaged and one combat with a JU88. 12 Squadron lost one aircraft with the pilot (F/S Turner), bomb aimer and flight engineer taken prisoner and the other four crew members killed.
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Operation No. 7 Dijon
On July 5th the weather was fair to cloudy with moderate visibility. I had our instrument technicians working on the DR compass and had the master unit replaced and swung. Hopefully it will be O.K. for tonight we go to Dijon.
Twenty two Lancasters from Wickenby, 12 from 12 and 10 from 626 Squadron were part of a force of 154 detailed against the marshalling yards at Dijon, a city some 160 miles south east of Paris and about 60 miles from the Swiss border. Because of the distance involved the fuel load and bomb loads were adjusted and we carried 9,500 lbs (8 x 1,000 lb and 3 x 500 lb).
We took off at 2000 hrs in daylight and were gradually wrapped in darkness as we headed towards France. Our route took us south west from Wickenby to Bridport crossing the English coast just west of Weymouth. We then headed south to a point near the Channel Islands before turning south east towards France. We had deliberately kept clear of the European battlefield and now crossed the coast at a point some 35 miles north of Rennes and moved in a series of zig zags towards the target area. A tactic used by Bomber Command was to try not to indicate to the enemy until the last minute where the actual target was, so we finally headed to a point north west of Dijon then made a sudden turn south east for a relatively short bombing run over the marshalling yards before turning west and heading for home.
The weather over England was 10/10 cloud with tops to 7,000 feet so we soon climbed through it and were in the clear above. The cloud layer dispersed by mid channel and visibility was perfect from then on. Perfect visibility is a two edged sword though, not only can you see where you are going and who is with you, but you can also be seen by the enemy fighters and anit aircraft defences. Visibility was so good that the Swiss Alps were clearly visible from a distance of one hundred miles or so. It was worth the trip just to see Mont Blanc at 15,780 feet glistening in the moonlight.
There was a good deal of light flak in the target area which considerably troubled the Master Bomber. Initial yellow TIs were dropped by using radar and were found to be one mile north west of the target. The Deputy Master Bomber arrived in the target area ahead of the Master Bomber and dropped one red and one yellow TI within 50 yards of the aiming point. Bombing was accurate though some crews bombed the early markers. Photographic reconnaissance assessed that all the through rail lines were cut and the locomotive round house and workshops destroyed.
There was some night fighter activity over the target and as far as Tours on the way home. Four of 626 Squadron crews reported combat with night fighters and one of our aircraft was damaged.
We returned home on a reciprocal route and arrived back at Wickenby at 0440 hours after a flight of 8 hours 40 minutes and the furthest penetration yet into Fortress Europe. There were no losses.
Until now our operations were against flying bomb sites to reduce these attacks on Southern England, and railway marshalling yards and communication centres in France to try
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[map]
[underlined] DIJON [underlined].
[underlined] 5/6 JULY 1944 [underlined].
[page break]
to prevent German reinforcements from reaching the battle area. Now we were going to use bomber aircraft as heavy artillery in direct support of the forces on the ground. The Allied armies had established a beachhead in Normandy but were experiencing difficulty in breaking out and advancing. Particularly troubling was Caen where German resistance was especially stubborn.
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Operation No. 8 Caen
On July 7th a Bomber Command force of 283 Lancasters, 164 Halifaxes and 20 Mosquitoes were detailed against troops and armour at Caen. Wickenby's contribution was 30 Lancasters, 13 from 12 Squadron and 17 from 626. The weather was cloudy with intermittent rain in the morning, fair later. The operation was scheduled for evening.
The bomb load was 13,000 lbs, mixed 1,000 and 500 lbs high explosive. Takeoff commenced at 1910 hours and we became airborne at 1930. The enroute weather was 7 – 8/10's cloud with a base at 5,000 feet and tops at 12,000 feet until nearing the French coast then clearing to small amounts of broken cloud only.
Target marking with red and yellow TIs was on time and accurate which made the work of the bomb aimer that much easier. However, there was intense heavy and light flak in the target area. After all we were attacking an army on the ground who were well trained and well equipped and who were going to defend themselves. As we flew through the target area there was smoke, exploding shells, exploding bombs and aircraft everywhere. A very confusing scene.
However, the bombs straddled the markers and it was apparent that a raid of outstanding success was achieved. Photo reconnaissance showed the bulk of the bombing fell within a radius of 450 yards with very few isolated sticks of bombs.
A message from 2nd Army Headquarters read "The heavy bombing that took place this evening was a wonderfully impressive show. The 2nd Army would like appreciation and thanks passed to all crews".
One of 626 Squadron's aircraft aborted with an unserviceable port inner engine. Three of 12 Squadron and 3 of 626 Squadron aircraft were damaged. Among them was ours. We were hit by flak in the mid upper turret and the front windscreen over the target but fortunately none of us was injured though Bert Jones obviously had a close call.
626 Squadron lost one aircraft (P/O Oram) which was hit in the target area and subsequently became uncontrollable. The crew abandoned over the channel and 5 of them were rescued from the sea and returned to fly again. Unfortunately, both air gunners were killed. The squadron loss rate was 5.9%.
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Operation No. 9 Tours
Thirty-four Lancasters from Wickenby were detailed against Tours on July 12th as part of a force of 378 Lancasters and 7 Mosquitoes attacking railway targets. This was a continuation of the attacks against marshalling yards and communication centres in France in support of Operation Overlord. Dijon, Orleans, Vierzon and Rheims were previous targets. 626 Squadron's contribution was 18 aircraft. As with previous attacks of this type the bomb load consisted of 1,000 and 500 lb high explosive. On this occasion it was again 13,000 lbs with 2,000 gallons of fuel.
Again, we headed southwest from Wickenby to Bridport and crossed the English coast near Weymouth then south east to the French coast and the target. After the attack we returned to Bridport via the Channel Islands then back to Wickenby.
The weather was clear enroute except for some broken patches of medium cloud. There was some thin cloud between 4 – 6,000 feet north of the target area but it cleared before we arrived and all that remained in the target area was some haze.
The first TIs undershot the aiming point by 500 yards, but the Master Bomber was able to direct the main force to overshoot the markers. As the target was clear the marshalling yards were visible and bombing was concentrated on the target though smoke rising to 9,000 feet eventually obscured it.
Photo reconnaissance confirmed the target to be completely covered in craters with all railway tracks cut, the bridge collapsed and embankment roads obliterated. The storage sidings and railcars were so covered with close packed craters an estimation of railcars destroyed could not be made.
Some light flak and sporadic heavy flak was experienced and fighters were active on the homeward journey. A diversionary raid to the low countries drew many night fighters from the main raid.
One of our aircraft sustained flak damage while in the target area and one of 12 Squadron reported an engagement with a JU88. There were no losses.
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Operation No. 10 Caen
On July 18th an early morning raid in direct support of the British Second Army against troops and armour east of Caen was ordered. This was the second occasion we were used as heavy artillery prior to a ground attack against enemy troops. The allied armies at this stage of Overlord were experiencing very stubborn resistance all along the front and even though we had helped by bombing Caen on July 7th resistance east of Caen was still very strong, and a major attack was required.
Bomber Command's force was 667 Lancasters, 260 Halifaxes and 15 Mosquitoes – over 900 aircraft in all. 38 of the Lancasters were from Wickenby with 626 Squadron providing 20. The bomb load was again 13,000 lbs with 11 x 1,000 lbs and 4 x 500 lbs.
Whereas our raid on July 7th was in the evening, on this occasion takeoff commenced at 0300 hours so that we were over the target at first light. The enroute weather consisted of low cloud over England with thick haze at the English coast. It cleared as we crossed the channel and the target area was clear with excellent visibility.
The marking was by low bursting red TIs from H-5 to H-1 then by yellow TIs bursting at 4,000 feet leaving a trail of white smoke. Markers were accurate and punctual except for one which the Master Bomber identified as being 100 yds south. Accurate marking and bombing was essential as we were attacking the enemy a short distance ahead of our own troops, a fact we were all well aware of. Bombing commenced one minute early and excellent concentration was achieved. The aiming point was soon obscured by dust and smoke but the TIs were still visible.
Flak was negligible in the target area but accurate predicted heavy flak was encountered as we left. No enemy fighters were seen as cover was again provided by No. 11 Group.
Three of 12 Squadron and 3 of 626 Squadron aircraft were hit by flak, including ours, but fortunately no one was injured. One of 626 Squadron found a live 1,000 lb bomb rolling on the closed bomb bay doors after leaving the target area. I had failed to release with the rest of the bomb load but was safely jettisoned over the channel.
We arrived back at Wickenby at about 0700 to debrief, breakfast and bed.
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Operation No. 11 Courtrai
Courtrai was a rail centre and marshalling yard some 50 mile west of Brussels, the Belgian capital, through which supplies, reinforcements and equipment passed on their way from Germany to the front. It was our first target not in France and received the attention of 302 Lancasters and 15 Mosquitoes on the night of July 20th. 35 Lancasters from Wickenby were detailed as part of this force and 626 Squadron's contribution was 18.
The bomb load was again 13,000 lbs with the usual mixture of 1,000 and 500 lbs high explosives. Our route took us south east to Orfordness, across the North Sea to the Belgian coast west of Ostend then to the target.
We took off at 2330 and climbed in darkness towards the coast. We passed through a 10/10th layer of cloud over England which cleared as we crossed the North Sea. As we approached the Belgian coast we were startled to see a streak of light from the ground rush vertically past us at tremendous velocity and disappear above us. It was a rocket propelled V2 on it's way to London. One launching site down there somewhere which needed to be dealt with, or perhaps it had been and was already repaired. We were aware, of course, that the German war machine, with it's huge quantity of slave labour, worked to repair everything which we damaged as soon as possible.
In the target area there was no cloud but some haze with fair visibility. As we were climbing out Hicky was having some trouble with the Constant Speed Unit (CSU) on the port outer engine which he and Stan King were unable to stabilize but we carried on with them nursing the problem as this was not a very long trip.
As we approached the target Mosquitoes marked the aiming point with red TI's at H-8. Other pathfinders dropped flares and red and green TIs. The marking was on time and accurate and resulted in bombing being well concentrated on the target. Peter Graves released our bombs at 0156 hours. Photo reconnaissance reported that reception, forwarding and sorting sidings were utterly destroyed. A large water tank was hurled from the centre of the track to property outside the yard. The main loco sheds, passenger station, and a bridge carrying 5 tracks across a road were all virtually destroyed.
Flak defences were light but fighters were extremely active in the light of our marker flares (we could be seen from above silhouetted against them) and near Ostend and over the sea on our way home. The result was predictable, 5 of 626 and 2 of 12 Squadron crews reported combat but the only damage to returning aircraft came from a 626 and 12 Squadron aircraft which collided in circuit over the aerodrome on return. Both landed safely but the incident emphasised the importance of proper height and distance separation in the landing pattern particularly when returning a large number of aircraft in a short space of time. After returning from any operation everyone is stressed and tired and anxious to land as soon as possible.
However, we did suffer major casualties. One of 626 Squadron (F/O Wilson) and one of 12 Squadron (P/O Hagarty) were lost and both crews were killed, and another of 626 Squadron (F/O Bowen) was shot down over the target. The rear gunner was killed but all others either evaded or were taken prisoner.
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[map]
[underlined]COURTRAI. [/underlined].
[underlined] 20/21 JULY 1944 [/underlined].
[page break]
The Wickenby loss rate was 8.57% while Bomber Command's was 2.84%. 626 Squadron lost 2 of 18 – 11.1%. Hicky nursed A2 back home and we landed at Wickenby after being airborne 3 hours 15 minutes.
I should mention here that we have now completed 11 operations, 6 by day and 5 by night (and aborted one) and have been hit by flak only twice and so far never attacked by an enemy aircraft. The navigation section at Wickenby had a sign on the wall which read, "KEEP ON TRACK, KEEP ON TIME, KEEP ON LIVING". A Bomber Command operation was always a concentration in time and space with literally scores of aircraft crossing a target every minute. If you could stay on track and on time you were assured of being somewhere in the centre of a huge gaggle of aircraft. It was generally the stragglers or those who wandered off course who were attacked by fighters. My crew maintained that my ability as a navigator kept us close to the middle of the pack and minimized the risk, but I like to think that it was a crew effort. Everything that went on outside the aircraft around us even if it seemed inconsequential was reported and if necessary acted upon.
Weather on the 21st and 22nd of July was cloudy with drizzle and moderate visibility. On the 21st 28 Lancasters from Wickenby were detailed against Dortmund but the operation was cancelled and on the 22nd 36 were detailed for a daylight operation which was also cancelled. On the 21st we took advantage of the cancellation to carry out some fighter affiliation exercises to keep the gunners sharp. They had not yet had to fire their guns in self defence. On July 23rd the weather was cloudy but visibility was good and our target was announced as Kiel naval base.
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Operation No. 12 Kiel
A force of 519 Lancasters, 100 Halifaxes, and 10 Mosquitoes were detailed against Kiel and Wickenby's contribution was 33 with 15 of these from 626 Squadron. This was our first attack against a target in Germany and our first purely strategic attack, so we were both excited and apprehensive. Kiel was a port city on the Baltic Sea with shipyards, a naval base and manufacturing facilities known to be well defended.
We took off at 2100 hours on July 23rd and climbed through a layer of cloud with tops about 5,000 feet into the clear with good visibility. We carried 9,000 lb of bombs (18 x 500 lbs). Our route took us to Mablethorpe then across the North Sea to a point west of the North Frisian Islands then east into Germany proper and on to a southerly heading for the bomb run. This route gave me a good opportunity to use the H2S equipment to fix our position accurately before entering enemy territory. H2S was the radar equipment which transmitted a signal from the aircraft to the ground and the returns showed features such as islands, coastlines, etc. So we were on track and on time as we crossed the German coast and headed for Kiel and our target at 21,000 ft.
The target marking was by sticks of flares which were dropped at H-6 followed by Path Finder Force (PFF) marking the aiming point with mixed red and green TIs. The marking was punctual, reasonably accurate but scattered in the early stages. As we were above cloud and the markers were only visible by glowing through the clouds Peter bombed what he could see, as did all the other bomb aimers.
So we were unable to access the accuracy of the bombing until later when photo recce showed that severe damage was caused to the north east portion of the shipyards, buildings and hangars of the airfield and seaplane base were partially destroyed and considerable damage was caused to a large barracks and other buildings in the marine depot. As we left the target area we could see the glow of the fires reflecting on the clouds for a hundred miles.
We experienced heavy flak and some light flak in the target area, some of which appeared to come from ships in the harbour. There were a few searchlights. There was some fighter activity over the target and on the homeward route for distance of about 100 miles.
Two of 12 Squadron's aircraft reported combat and one of 626 Squadron engaged an ME 110 on two occasions some two minutes apart at 16,000 feet.
No damage was reported and no casualties. I have no report on Bomber Command losses for this operation but Wickenby and 626 Squadron had none.
I should mention that F/O Hicks was promoted to F/Lt and I was promoted to F/Sgt during July. These were the only promotions my crew received during our tour.
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[map]
[underlined] KIEL [/underlined].
[underlined] 23/24 JULY 1944 [underlined].
[page break]
Operation No. 13 Stuttgart
On July 25th the weather was fair becoming cloudy with intermittent rain when Bomber Command decided to send a force of 412 Lancasters and 138 Halifaxes against Stuttgart, a large manufacturing city in southern Germany. 25 of the Lancasters were from Wickenby with 626 Squadron providing 12 of them.
The bomb load was fairly typical for operations against major German targets being 1 x 2,000 lb high explosive bomb and 12 incendiary clusters. For a mission to southern Germany full fuel tanks of 2,154 gallons were required.
Takeoff commenced at 2058 and seven minutes later we roared down the runway and off for our longest trip so far to a German target. The route took us a long way south before turning east towards the target area. We went to Reading then south across the channel and turned east after we were well south of Paris. We then went almost to the Swiss border before turning north east towards the major centres in that general area in the hope of confusing the defences. Our target could have been any one of half a dozen cities, including Frankfurt, Russelheim, Mannheim, Karlsruhe or Stuttgart. We made our final turn on to the bomb run between Karlsruhe and Stuttgart. The weather enroute was cloudy and in the target area there was 10/10th thin cloud with a base about 16,000. At 20,000 feet we were above this layer.
Sticks of flares and red TIs were dropped at H-6, P.F.F. then marked the aiming point with mixed red and green TIs. Release point flares of green and yellow stars were also dropped. The result of all this was that the bombing was scattered as several separate groups of markers each attracted concentrated bombing. Many fires were observed taking hold well and the glow from these was visible for 150 miles on the homeward route. This was the first occasion we had carried incendiary bombs which were designed to create damage by fire as opposed to damage by high explosive.
In spite of our efforts to conceal our route and target the enemy guessed we were going to Stuttgart some 30 minutes before H hour and elements of 14 night fighter Gruppen were deployed against us. Numerous combats were reported but flak was light to moderate over the target itself.
Our route home was also circuitous and was, in general, a reciprocal of our outbound flight. We came back via Reading and let down to arrive over Wickenby and land again after 8 hours 35 minutes of flying time.
Two of 626 aircraft failed to reach the target for quite different reasons. On one the navigator was sick so they returned early and the second was attacked before reaching the target, the bomb doors were damaged and would not open so they were forced to return with their bomb load still on board. They landed safely despite a flat tire[sic] caused by the enemy action. Two other 626 aircraft were damaged by flak as was one of 12 Squadron. Combat with night fighters was reported by 2 of 12 Squadron and 3 of 626 Squadron. There were no losses.
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Operation No. 14 Stuttgart
We returned from our long haul against Stuttgart in the early morning of July 26th, had a day off on the 27th and were detailed for the same target again on the 28th. Whilst we appreciated the necessity to follow up raids on some targets for a variety of strategic reasons those of us who were called upon to make the trip were not too enthusiastic. You may get away with bearding the lion in his den once but not twice in 3 days so we expected strenuous opposition.
The 22 Lancasters from Wickenby were part of a Bomber Command force of 494 Lancasters and 2 Mosquitoes. 626 Squadron's contribution was 10 aircraft.
Our route out and back was very similar to three nights ago with Reading the assembly point. Wickenby takeoff commenced at 2115 hours and again we were amongst the first to go taking off at 2120 hours. The weather had changed somewhat since the 25th. Now we encountered strata cumulus on the outward route with 10/10th low cloud with some slight breaks in the target area.
The target was marked with long sticks of flares and red TIs were dropped at H-6. P.F.F. then marked the aiming point with green and red TIs. Release point flares with green and yellow stars were also dropped so for the main force the marking for both the Stuttgart raids was very similar. Bombing was well concentrated on the markers but because they were scattered so was the bombing. Three groups of fires and 3 large explosions were seen. Photo recce later reported that many parts of the old city were devastated, the main railway station being damaged. It became apparent to myself and my crew that the further we had to travel to reach a target the more scattered the bombing became, and the less likely we were to achieve good concentration. Thus the importance of keeping on track and keeping on time became imperative.
There was moderate flak in the target area but there was intense fighter activity from south west of Paris all the way to and over the target but things were pretty quiet on the way home.
Two of 626 Squadron aircraft were damaged, both by fighter attack. One of 12 Squadron and 3 of 626 reported combats, and two of 12 Squadron (F/O Downing and F/O White, and one of 626 Squadron (F/Sgt Ryan) were shot down. Everyone in all 3 aircraft were killed except F/Sgt Ryan's navigator who became a prisoner. It was F/O Downing's 28th operation – two short of completing his tour. The loss rate for Bomber Command was 7.86%, for Wickenby 13.64%, and for 626 Squadron 10%.
German records for this night show that F/Sgt Ryan's aircraft was engaged in an air battle with a night fighter flown by Martin Becker which had taken off from Nurenburg. Becker's report shows that the Lancaster 626/Y2 was destroyed with serious burning to the starboard wing. "Parts fell off" reads the radio operator's log book. Only the navigator was saved by parachute. All other crew members were interred in a joint grave at Vachinger and in 1948 re-interred in a special cemetery for allied airmen at Durnbach near Munich. 626/Y2 was one of 4 British aircraft destroyed by Martin Becker that night. He was credited with destroying 58 aircraft during the war.
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We flew unmolested back to Wickenby, landed at 0515 hours, debriefed, had some sleep and went home for a few days leave. We did not know until we returned from leave that we had sustained a good sized hole in the starboard tailplane. It was repaired while we were away.
We had now completed almost half of our operational tour without any major problem and while we were unscathed through 14 operations between June 22nd and July 28th, our squadron, 626, had lost 7 aircraft as had 12 Squadron. So it averaged out to one Lancaster lost on each operation we had flown. In terms of crews the record shows that 77 crew members were killed and 12 taken prisoner. I must emphasize that this was the casualty figure for the operations on which I personally flew. There were others taking place when my crew was on stand down and I do not have the figures for these.
I mentioned earlier that I had taken Mary to Aldbourne while I was flying with the squadron. Just about all of the crew members who had wives and families preferred them to be away from the base. Fighting a war from a base in Britain and getting back to that base after each foray against the enemy was a radical departure from the accepted norm but it was the official opinion of the Air Force and the opinion of the combatants that they preferred their loved ones to be somewhere away where they would not be in day to day contact with what was going on. Can you imagine saying to your wife "Oh by the way dear I shall be late tonight I have to go and bomb Germany". The lady's nerves would be shattered after a week or two of this. When I was at O.T.U. Mary had given me a rag doll which looked rather like a gremlin (those of us who have seen gremlins know what they look like). This one was long and skinny with a green jacket and pants and a pointed cap. It was a good luck charm which I carried with me on every operation suspended over my navigation table. It never let me down.
So it was good to head for Aldbourne to see Mary and my family for a few days. Mary was by now about 6 1/2 months pregnant with Keith, our first child, and was in the longing way for sharp tasting fruit. She had already stripped the gooseberries from my mother's bushes and was waiting for apples to ripen a bit. She told me that she and my mother listened to the radio every morning to hear what Bomber Command had been up to the night before and to hear what losses we had sustained, then they waited hoping there would not be a telegram. If they hadn't heard by noon they figured I was still safe. This is certainly not the way to go through a pregnancy and thank goodness it was the only one she had to undergo in this way. My leave was over and I returned to Wickenby on August 6th but not until after a tearful farewell. Mary and my mother did not know if they would ever see me again so it was a poignant departure. I arrived back to typical summer weather for Britain, cloudy with intermittent light rain or showers and occasional sunny periods.
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Operation No. 15 Air-sur-Lys
On August 8th the weather was fair in the morning and afternoon with a build up of thunderstorms in the evening. I have not yet mentioned the American 8th Air Force who by now had been in Britain for some time and were operating by daylight only. Their tactics were different to ours – where we tried to sneak in under cover of darkness and escape without detection, they flew in huge formations and tried to fight their way in and out. Their bomber aircraft, B17s and B24s primarily, were much more heavily armed than we were but carried a significantly smaller bomb load. During this period of the war we were able to dovetail our operations with theirs with considerable success. They would visit a target by day, and we would repeat the effort by night. On this occasion we were to attack oil storage facilities at Air-sur-Lys in the morning but deferred to the 8th Air Force as they wished to attack the same target. So we were somewhat surprised when we were told that the U.S.A.F. had bombed the wrong target and we were going anyway.
Bomber Command detailed a force of 170 Lancasters and 10 Mosquitoes to attack two oil storage targets. Wickenby supplied 25 aircraft, 13 from 12 Squadron and 12 from 626.
I mentioned the forecast was for thunderstorms in the evening and as takeoff commenced at 2150 large thunderstorms lay across our intended track east of Lincoln. We climbed through the cumulo nimbus clouds but conditions were very difficult and numerous course alterations were necessary to avoid the worst of the weather. Once clear of the storm we were able to head for Orfordness, the assembly point. We were carrying our usual bomb load for this type of operation, 13,000 lbs of 1,000 and 500 lbs high explosive. After leaving Orfordness weather improved and by the time we reached the target there was no cloud and visibility was moderate to good.
Mosquitoes marked the aiming point at H-4 with red TIs. Other pathfinders backed up with green TIs. The reds were scattered but the greens were accurate so crews bombed the greens which resulted in accurate bombing. A large orange explosion at 2334 was followed by a dense column of black smoke indicating a direct hit on an oil storage tank. The glow of fires was visible for 75 miles. Photo recce showed many bombs in the target area; all the building[s] had their roofs stripped and there were hits on the canal wharf and rail tracks.
There was some flak and some fighter opposition was experienced. The fighters appeared to be using searchlights as assembly points but the tactic was not very successful.
We got back to Wickenby after a relatively short flight of 2 hours 55 minutes. One of 12 Squadron's aircraft was hit by flak and sustained some damage but no casualties. Another of 12 Squadron reported an engagement with a "Fishpond" radar indicator in which the rear gunner fired a burst but no enemy was seen.
We suffered our worst problems from the weather. Three aircraft, 2 from 12 and 1 from 626, aborted the operation. One was unable to get out of the Cu Nim and another dropped 12,000 feet in a Cu Nim. Not only are there violent currents and downdraughts in these clouds but also severe icing under certain conditions. The third aircraft to abort had it's starboard outer Constant
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Speed Unit (CSU) unserviceable so returned to base. Interestingly enough we had the same problem on our operation No. 11 to Courtrai, but elected to press on.
There were no losses on this night and we have now reached the halfway mark of our tour of operations. I wonder if the second half will be any more difficult than the first. Our gunners still have not fired their guns in anger. Let's keep our fingers crossed.
On August 9th the weather was not good and we were stood down for the day.
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Operation No. 16 Ferme du Forestal
On August 10th 15 of Wickenby's Lancasters were detailed, as part of a Bomber Command force of 60 Lancasters and 20 Mosquitoes, against flying bomb sites. Our target was Ferme du Forestal in the Pas de Calais area of Northern France.
This was a morning operation with takeoff commencing at 1045 hours. The enroute weather was cloudy, breaking up over the English Channel but thickening again from the French coast. Over the target was a 10/10th layer with a base about 2,000 feet. We carried our normal 13,000 lbs of bombs.
The Mosquitoes marked the aiming point with red TIs cascading from 5,000 feet and leaving smoke trails but because of the cloud in the target area we descended from our bombing height of 10,000 to try and get below the cloud layer and bomb visually. Our aircraft was successful in identifying the target and Peter bombed the launching ramp which he could see clearly.
We were then supposed to climb back to 10,000 feet for the return journey but chose to continue down to treetop level and return "on the deck". As we flew across fields and houses at rooftop level we could clearly see the local inhabitants waving a friendly greeting though I expect some of them were startled to hear a heavy bomber roar overhead. A short distance from the coast we passed near a military rifle range and as we flew past first Peter from the front turret, then successively Bert Jones and Bill Bursey all fired a few rounds in the general direction of the targets. This was much more fun than stooging back at 10,000 feet. As we approached the coast we were fired upon by the local defenders but they didn't expect to see the enemy approach them from the rear so by the time they had us in their sights we were safely out to sea. We climbed back to 10,000 feet over the channel and returned home, after a flight of 3 hours 35 minutes, as briefed.
One of 626 Squadron aircraft aborted the mission as he could not find the target, and one was hit by flak and damaged, but no one was hurt. Bomber Command did not sustain any losses.
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Operation No. 17 Falaise
On August 12th 626 Squadron participated in two attacks against widely divergent targets, one in support of the invasion forces in northern France and the other against a strategic target, Brunswick, Germany, some 120 miles west of Berlin.
I guess we were lucky on this occasion as we were selected with two other crews for the shorter mission to Falaise. We were part of a force of 91 Lancasters, 36 Halifaxes, 12 Stirlings and 5 Mosquitoes detailed for this target.
We took off at 2336 hours and climbed towards Reading on a clear summer night with no cloud. From Reading we headed to Selsey Bill on the English south coast (a place I used to visit as a child on Sunday school outings from Aldbourne) thence across the channel to the target. As we approached the French coast the cloud thickened until over the target it was 10/10th with tops about 8 – 10,000 feet.
The target marking was by flares and red TIs backed up by green TIs. They were plentiful and accurate and in spite of the cloud layer we were able to bomb accurately laying our 13,000 lbs of HE across the target. The bombing was well concentrated and extensive damage was done. The German army used Falaise as a hardened position from which they were determined not to fall back, so the allies were left with no alternative but to attack it. There was some flak, both heavy and light, and some fighter activity in the target area, but the Bomber Command loss rate was nil. We returned back to Wickenby via Reading and landed safely after a trip of just over 3 hours.
In the meantime 22 Lancasters, 11 each from 12 Squadron, and 626 Squadron, were detailed as part of a force of 242 Lancasters and 137 Halifaxes against Brunswick. They commenced their takeoff at 2116 hours so we were able to watch them go before we departed ourselves.
They experienced clear weather until 50 miles from the target when it clouded over to 10/10th in the target area. They carried a bomb load of 1 x 2,000 lbs and 12 clusters of incendiaries, the typical bomb load for strategic targets.
There was no marking carried out on this target so crews bombed using their H2S equipment. H2S shows a differentiation between land and water, but it was much more difficult to differentiate between land and built up areas so bombing was not concentrated and not very effective though scattered damage was seen with hits on the power station and gas works.
Both light and heavy flak were experienced and there was considerable fighter activity particularly from the target back to the North Sea. One 626 aircraft reported several combats but no damage.
One 12 Squadron aircraft (F/O Hancox) was shot down and all on board, except the wireless operator and mid upper gunner were killed, and one 626 Squadron (F/O Bennett) was attacked by a fighter and set on fire. The crew bailed out and 4 were taken prisoner. The wireless operator, mid upper gunner and rear gunner were all killed.
Wickenby's loss rate was 9.09% while that of Bomber Command was 7.12%.
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Operation No. 18 Falaise
By August 14th the allied armies had managed to push forward on both sides of Falaise and had effectively trapped a very large force of the enemy in a pocket extending from Falaise to Posigny. To save allied lives on the ground we were asked to bomb them into surrender.
So 16 Lancasters from Wickenby were part of a force of 411 Lancasters, 352 Halifaxes, and 42 Mosquitoes detailed against this target, which would be our last operation in direct support of the invasion armies. 626 Squadron's contribution was 10 aircraft.
We took off at 1207 carrying a bomb load of 13,000 lbs high explosive and climbed towards Reading, our assembly point, then south to the coast and across the channel. We did not climb to our normal height but levelled out at 7,000 feet as we were briefed to choose our own bombing height depending on weather in the target area. We flew above a cloud layer until we reached the English coast then the cloud thinned as we crossed the channel and the target area was clear. With some 800 aircraft all heading in the same direction it seemed the sky was full, a huge gaggle stretching from the French coast all the way back to the English coast. Fighter aircraft from 11 Group provided cover and could be seen above us.
As we approached the target, and wishing to bomb as accurately as possible, we reduced height to 3,000 feet. We knew that our own troops were within 2,000 years of the aiming point which was marked with green TIs, but which quickly became obscured by smoke. There was considerable fire from the ground as the enemy fought back. Peter released the bombs and we turned away to clear the target area for those behind and as we did so the aircraft received a sudden violent pounding. We had been hit but at this point did not know with what or by whom. Then Bill Bursey's voice from the rear turret, "Skipper I've been hit, and I'm bleeding". The aircraft was still flying so we knew it had not sustained fatal damage. Peter Graves, having dropped his bombs was now free to assist Bill and went to the back of the aircraft. As he made his way he reported flak damage all the way to the rear turret. By now Bert Jones had left the mid upper turret to assist and between them they got Bill out of his turret and forward to the rest bed where they lay him down and administered morphine from the first aid kit carried on all aircraft. Peter then applied field dressings to Bill's wounds and made him as comfortable as possible. The important thing now was to get Bill to a hospital as soon as possible so Hicky and I discussed our options. We elected to go for Boscombe Down which we knew could handle a Lancaster and was close to a major hospital in Salisbury (I knew the area well as Mary and I had been stationed at Old Sarum, next door, some 3 years before).
I calculated a course for Boscombe Down and we were on our way. Over the channel Hicky wanted to check that the aircraft would not do any unusual manoeuvres when placed in the landing configuration so we climbed above a suitable patch of cloud and he and Stan King carried out a practice approach on the cloud including reducing power and speed, lowering the undercarriage, applying full flap and stalling on to the cloud patch as though landing on it. Satisfied that all systems were O.K. we continued to Boscombe Down.
We called Boscombe on the emergency frequency and were given permission to land our
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wounded rear gunner. We were met by an ambulance, doctor and medical team. Bill was removed from the rest bed and transferred by ambulance to the American General Hospital, Salisbury.
We had the aircraft checked by the engineering and technical people at Boscombe to make sure we could take it off again, took a look at all the shrapnel [sic] holes, climbed aboard and headed back to Wickenby, arriving in time for supper.
We were the only Wickenby aircraft to sustain damage but 12 Squadron had one aircraft abort the mission. It was forced to abandon over the target when the electrical supply to the bomb release mechanism failed. He brought his bombs back.
Photo recce assessed that every street in Falaise was blocked by craters or rubble and whole sections of the town were completely devastated. The German troops surrendered shortly after their bombardment.
We later discovered that Bill Bursey had received a gunshot wound to the right leg and a shrapnel wound to the right thigh with a fractured femur. The Americans came round the hospital next day and offered him a "Purple Heart" for shedding blood against the enemy. Bill declined with thanks. He did not return to the squadron and never flew with us again. The next day we were joined by Sgt. Stott, his replacement, who was also a sole survivor from another crew. So now out of the seven crew members, 3 of us were sole survivors, Saletto, Stott and I.
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Operation No. 19 Stettin
On the night of August 16th 461 Lancasters of Bomber Command were detailed against Stettin. Wickenby's contribution was 24 aircraft shared equally between the two squadrons. Stettin was a major city on the Baltic and some 120 miles north east of Berlin. It is now part of Poland. It was a long, long way from Wickenby and entailed a crossing of the North Sea from Mablethorpe to a point near the Danish coast at 5600N 0800E then due east across Denmark to Longitude 1045E, then south east across the Kattegat, the Danish island passing west of Copenhagen, and the Baltic Sea to the target. Much of the time we expected to be under enemy attack as Denmark had been occupied by German troops for some time.
We took off at 2041 hours carrying 1 x 2,000 lb and 12 incendiary clusters, rendezvoused at Mablethorpe and headed across the North Sea climbing as high as we could get with a full fuel and bomb load. The weather enroute was clear across the North Sea and Denmark building up to 10/10th cloud with tops at 17,000 feet over Germany but cleared just short of the target which was free of cloud. Our outward trip was long but relatively uneventful. On these long North Sea crossings I always attempted to get as many accurate GEE fixes as possible prior to losing it to the enemy jamming. It was very important to get an appreciation of the wind, to compare it to that forecast and to calculate a correction to be applied to courses and speeds once we were out of range of GEE. So I always attempted to get a fix and calculate the wind every 6 minutes. This gave me a good understanding of what was happening with regard to the weather, which always stood us in good stead when I had to navigate on DR (Dead Reckoning) as we became further away from England. There was light to moderate flak at isolated points on route and some fighter activity. Because there were good coastline responses on the H2S I was able to navigate without difficulty to the target.
Flares and green TIs were dropped at H-6 and P.F.F. marked the aiming point with mixed red and green salvoes backed by red TIs. There were so many markers and decoys operated by the enemy that Peter had difficulty identifying which one he should bomb. In the confusion of aircraft, flak, tracer fire and target markers we overshot and rather than bomb the wrong target went round again. With everyone keeping a sharp eye out for other aircraft in our vicinity Hicky closed the bomb doors and made a gentle turn to the left and eventually a complete 360 degree turn and we came over the target a second time. This time Peter selected the proper target marker and the bombs were duly released. We were all glad to leave the target area. Going across the target and being shot at once is dangerous enough but twice? Phew!! We left the area with relief and headed north west to cross Denmark then south west across the North Sea back home. There was some flak and isolated fighter activity on the way home but Wickenby did not sustain any losses. However, 2 of 12 Squadron reported combat where the gunners fired but were not fired upon and 3 aircraft, 2 from 12, and 1 from 626 were hit by flak. There were no casualties. Bomber Command losses were 5 aircraft – 1.08%.
The attack was considered successful with fires in the centre and south east of the city though considerable bombing was attracted by the decoys or wrong marking. Photo recce
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showed severe damage to shipbuilders Oderwerke A.G., sugar refinery and naval fitting out yard. Also a large area of devastation in the town centre.
This operation took us 8 1/2 hours from takeoff to landing back at Wickenby and the crew becomes very tired particularly on a long stooge home across the sea. Once clear of the Danish coast we are reasonably safe from enemy attack so Hicky put the aircraft on auto pilot and everyone relaxes. I am sure there were periods when I was the only one awake and the only reason for this was that it was my job to get us back home.
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Operation No. 20 Russeheim [sic]
On August 25th a force of 412 Lancasters were ordered against the Opel Works at Russelheim [sic]. Among them were 18 aircraft from each of Wickenby's two squadrons: a maximum effort. On July 25th and 28th we had paid visits to Stuttgart which together with Russelheim, Frankfurt, Mannheim and Karlsruhe form a heavily defended portion of southern Germany. Our trip to Stuttgrat [sic] on July 28th had not been a happy one for Wickenby aircraft so we approached Russelheim with some trepidation.
We carried a full fuel load of 2,154 gallons and a bomb load of 1 x 4,000 lb (Cookie) and 12 clusters of 4lb incendiaries. Our route was quite similar to that used previously for this area. Reading was the assembly point then south across the channel to a point S.W. of Paris, then east north east in a series of zig zags to the target. The weather was good all the way and the target area was clear with slight haze. Takeoff commenced at 1957 hours.
The target was well marked following sticks of flares dropped at H-7. The aiming point was then marked with mixed red and green TIs and backed up by red TIs.
The bombing was well concentrated and the fires could be seen for 150 miles. Photo recce showed severe damage to the plant with all the major units hit, including assembly shops, research labs, drop forge, machine shop and aircraft engine shop.
The target area was, as expected, well defended with intense heavy flak and very active fighters which made contact with the bomber stream in the target area and well into the return journey.
One of 12 Squadron aborted the mission with a sick navigator. Seven of 12 Squadron's aircraft reported combat with night fighters and one was so badly damaged that it crash landed on return and was written off. The only casualty in this aircraft was the navigator who suffered superficial wounds. One other 12 Squadron aircraft was hit by flak. One 626 Squadron aircraft suffered damage caused, it was believed, by an unusual incident. Shortly after bombing the aircraft was thrown out of control by a nearby explosion. All four engines cut but the pilot and engineer managed to get them restarted and flew home safely. It is believed the explosion was another aircraft blowing up. It is interesting that while 7 of 12 Squadron reported combat none of 626 did. However, 626 did lose two aircraft. F/O Harris who, together with 3 members of his crew were taken prisoner, the other 3 were killed and F/O Whetton who was killed together with all of his crew except the bomb aimer who was taken prisoner.
The Bomber Command loss rate for this operation was 3.64%, that for Wickenby 5.56%, while that for 626 Squadron, 11.1%.
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[map]
[underlined] RUSSELHEIM. [/underlined]
[underlined] 25/26 AUGUST 1944. [/underlined]
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Operation No. 21 Stettin
We had visited Stettin on August 16th and had been briefed several times between the 16th and 29th but weather had forced cancellations. So here we are on August 29th poised to go once again. The crews involved were concerned that our intentions may already have been communicated to the enemy and the element of surprise lost. So we expected a difficult time.
The total force consisted of 402 Lancasters and one Mosquito. For Wickenby the contribution was 31 aircraft. For 626 Squadron it was again a maximum effort of 18 aircraft. We were of course carrying a maximum fuel load of 2,154 gallons and our bomb load on this occasion was a total of 8,440 lbs - 1 x 4,000 lb H.E., 660 x 4 lb incendiaries and 60 x 30 lb incendiaries. If you add in 7 men, thousands of rounds of ammunition and the various other stores we carried such as bundles of "window" we were very close to our maximum takeoff weight of 72,000 lbs. Window was the code name for specially designed metal strips which, when dropped from an aircraft, gave a similar radar response to the aircraft itself. We dropped them by the thousands when in an area of high enemy defensive activity to confuse the defenses.
We were among the first to takeoff and on this occasion were followed down the runway by F/O "Lofty" Lofthouse whose crew shared our Nissen hut. As we left the ground and climbed away Lofty was moving along the runway when his feet slipped on the rudder pedal and he "ground looped" the aircraft. A ground loop is a rotation in the horizontal plane and inevitably tears off the undercarriage as it did on this occasion, the story was that Lofty required wooden blocks attached to the rudder pedals to reach them properly and his feet had slipped while pumping the pedals to keep the aircraft straight under full power. Sgt. Stott from his observation point in our rear turret looked right down on this incident and yelled to warn us all. In the few seconds it took for the rest of us to have a look every door and hatch on Lofty's aircraft had opened and seven bodies were running in every direction. Fortunately for everyone his bombs did not explode. Had they done so not only would his crew have been killed but we would have been blown out of the sky as we were very close. A fully laden aircraft now lay in the centre of the runway so it could no longer be used. We were O.K. as we were already airborne but there was a delay on the ground while the whole matter was sorted out, the runway changed and the departure of the rest of the force reorganized. I have spoken recently with Ernie Peressini, the bomb aimer in Lofty's crew, who now lives in Victoria, and he remembers the incident vividly even after 50 years.
We rendezvoused at Mablethorpe and set course north east across the North Sea but remained below a layer of cloud with tops at 5,000 feet to stay below the enemy's radar warning system. We were routed further north than on our last visit to Stettin passing over northern Denmark before heading south east towards the target. We were so far north that to get to the target we had to fly over Sweden which was a neutral country. This was deliberate and we were briefed to head for Sweden if we were unable to get home for any reason. Better to land in a neutral country than to be taken prisoner of war. We stayed low across the sea until approaching the Danish coast then climbed to our operational altitude and remained there until near the target. Below us were layers of thin cloud with tops at 17,000 feet.
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The target marking was punctual and accurate. At H-7 the target was illuminated by long sticks of flares followed by red and green TIs on the aiming point.
We experienced some light flak over Denmark but the serious problem on this night was fighters. The main force was plotted over the Danish coast and interceptions commenced immediately and continued to the target with a few on the return from the target. There was heavy flak in the target area, some bursts being so large they could only have come from high calibre naval guns. Searchlights were also very active. As we were approaching above the clouds in moonlight it was not difficult to see or be seen. As we neared the target the Master Bomber called us down below the cloud layer which was between about 12 and 14,000 feet. We let down and bombed at 12,000 feet.
The results of the bombing were good because we could see the markers as visibility was clear below the cloud layer. As well as high explosive we were all carrying large quantities of incendiaries and very soon fierce fires were burning with smoke almost to our bombing altitude. P.R.U. reported that buildings in Stettiner Oderwerke Shipbuilding A.G. were gutted, Labelsdorf Bahnhof Gasworks destroyed, telegraph office and five factories severely damaged. Three merchant vessels were sunk in the port.
We turned north west after bombing to head back to northern Denmark before returning across the North Sea. The fighter activity decreased as we left the target largely because a well timed force of Mosquitoes attacked Berlin and this drew them away from us. Letting down in the target area involves risks which are not normally there when all aircraft fly over at their predetermined altitude. In this case we were below someone else who did not reduce as low as we and released his bombs while above us. The consequence was that we were hit in the port wing by an incendiary bomb dropped from above. Fortunately for us it smashed right through the wing without damaging vital controls or control surfaces and did not set us on fire. We were very fortunate.
Two of Wickenby's aircraft aborted this operation. I have already mentioned F/O Lofthouse. The second abort was a 12 Squadron aircraft which started out but the wireless operator lost his nerve after setting course so the crew returned. Incidents of nerve failure on the part of crew members were not very frequent, fortunately, but I am sure there were times when we all felt like this poor wireless operator. I think what prevented more of it was the fact that everyone felt an overwhelming loyalty to their crew and would not do anything to let the crew down. On the rare occasion when it did happen the victim left the squadron immediately and was posted to a unit on the Isle of Sheppey in the Thames estuary, east of London for disposal. The R.A.F. used the term L.M.F., Lack of Moral Fibre, to describe these unfortunate souls and their hasty removal from the squadron was to ensure that their inability to cope did not spread. After all, we were all living on the edge wondering each time whether we would return.
Four of 626 Squadron crews reported combat with night fighters, two on the outward trip, one over the target and one on the return. Five of our aircraft sustained damage, including ours, being holed in the port wing, but others were more severe and one had to land at Dunholme Lodge being unable to get back to Wickenby.
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One of 12 Squadron (F/O Spurrs) was shot down over the target. Everyone who managed to bail out was taken prisoner but the two gunners were killed. One of 626 Squadron (F/O Hawkes) was attacked over the Kattegat on the way towards the target and he was able to maintain control only long enough to allow the crew to bail out, but they were close enough to Sweden that they all landed there and were interned. They were carrying a second pilot along for experience so there were 8 instead of the usual 7 aboard. The advice to head for Sweden if possible was sound.
F/O Hawkes later reported "On September 1st we were taken to Falun and kept for 2 days in an interment [sic] camp. On September 3rd we were billeted in the Solliden Pensionat Hotel, where we stayed until October 24th. On that day we were taken to Stockholm and stayed at the Continental Hotel until October 27th when we were sent by air to the U.K." On August 31st, 2 days after they were shot down, the squadron received the news that they were safe.
We left the target area and headed north west passing over Malmo, Sweden which, being neutral, was well lit. We climbed across the Baltic to 20,000 feet as we still had to cross Denmark which was defended. We were glad we did as the squadron aircraft which was attacked by a night fighter in this area was flying at only 14,000 feet.
We successfully negotiated our crossing of Denmark and proceeded out to sea before commencing a gradual let down towards the English coast. At 10,000 feet we took off our oxygen masks and breathed normally for the first time for several hours. Hicky, as was his wont, lit his pipe and the rest of us in the cabin enjoyed a cigarette. We came back into GEE range so I was able to fix our position accurately and get us safely home. We landed at Wickenby without further incident having been airborne 9 hours 35 minutes which turned out to be the longest of our 30 operations. Wickenby loss rate was 6.45% while that of Bomber Command was 5.71%. 626 Squadron's loss rate was 5.55%, one out of the 18 which were detailed to go, or 5.88% one out of the 17 which actually went, but in this particular incident the crew, having landed safely in Sweden, were all returned to the squadron.
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[map]
[underlined] STETTIN. [/underlined]
[underlined] 29/30 AUGUST 1944. [/underlined]
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Operation No. 22 St. Requier
We had not arrived back from Stettin until the early morning of August 30th (about 0630) so by the time we had debriefed, had a meal and got to bed the sun was high in the sky. We did not fly again that day but on the following day August 31st we carried out another attack against a V2 rocket store at St. Requier.
Twenty Lancasters from Wickenby were detailed as part of a Bomber Command force of 418 Lancasters, 147 Halifaxes and 36 Mosquitoes raiding 9 rocket storage sites. There were 10 from each squadron. St. Requier was the most southerly of the Pas de Calais targets.
We took off at 1325 hours carrying 15,000 lbs of H.E. (13 x 1,000 and 4 x 500 lb) and climbed towards Reading our assembly point, climbing through a cloud layer with tops at 17,000 feet. We encountered severe icing as we passed through the clouds. Ice builds up on leading edges of aerofoils and on the propellers. Leading edges were always de-iced if we knew we would be experiencing icing, to try and prevent build up reaching dangerous proportions. It was always reassuring to know that it was not building up on the propellers when you could hear the chunks of ice hitting the side of the fuselage as it flew off. Disconcerting at first, but reassuring as one got used to it. We cleared the tops and flew towards the target at 18,000 feet. The cloud formation changed to broken as we crossed the channel and approached the target.
The aiming point was marked by red TIs which were backed up with green and yellow throughout the attack. The marking was scattered consequently the bombing was not concentrated and some bombs fell between the target and the village. There was only light flak near Abbeville and little was experienced in the target area so there was really no excuse for not pressing home the attack.
Two of Wickenby's aircraft aborted this operation both under rather unusual circumstances. One of 12 Squadron was instructed to abandon by the Master Bomber and one of 626 found the target covered by cloud. I would think that both probably arrived late.
In spite of there not being a heavy concentration of flak what there was was predicted with great accuracy and no less than 5 of Wickenby's aircraft were hit by it, some with serious results. Two of 12 Squadron were hit, one so severely that he crash landed at Woodbridge. The pilot and second pilot received shrapnel wounds to the right leg, the bomb aimer had a shattered left foot and wounds to the right foot and the flight engineer had shrapnel wounds to the right ankle and left wrist. All of these crew members were at the front of the aircraft so the exploding flak was very close to the front. In crash landing at Woodbridge they went to an airfield which was specially equipped to handle such emergencies. The R.A.F. had equipped several airfields very close to the east coast for such eventualities - Manston, Woodbridge and Manby amongst them. They were equipped with long, wide runways, foam, special lighting to disperse fog, heavy equipment to move crashed aircraft quickly out of the way and of course, emergency medical facilities.
Three of 626 Squadron were also hit by flak. One had no casualties but one was damaged so that he was forced to feather both inboard engines and jettison his bombs. He made an
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emergency landing at Manston. The third (F/O Oram) suffered perspex wounds to the face and his flight engineer shrapnel wounds to the left leg. This is the same F/O Oram who on July 6th was hit and, with his crew, had to abandon his aircraft over the channel with the loss of his gunners.
We flew unmolested back to Wickenby and landed safely after a trip of 3 1/4 hours. The Bomber Command loss rate was 1%. All of Wickenby's aircraft got back to England but not to Wickenby so officially we had losses.
And so passed the month of August 1944. We had flown 8 operations since returning from leave and been briefed for several others which were cancelled for one reason or another. Of the 8, five were by night, 3 of which were long flights into Germany (2 to Stettin). We had sustained damaged to our aircraft on two occasions and had lost rear gunner Bill Bursey to injury.
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Operation No. 23 Le Havre
The allied armies had advanced south and spread outward from their initial bridgehead and it was now time to head eastward along the coastal areas and towards Paris. A deep water port was needed and the obvious one was Le Havre so on September 6th a force of 311 Lancasters, 30 Mosquitoes and 3 Stirlings was detailed against the German fortifications at Le Havre. This was the same Le Havre that had opened up on us when we were all alone on July 4th. Wickenby's contribution was 21 Lancasters of which 626 provided 11.
The weather was mainly cloudy with showers and thunder all day so it was decided to go in the evening but even then there was no improvement.
Takeoff commenced at 1656 hours and we followed a route pretty well due south taking us east of London to the target area. Our bomb load was 15,000 lbs H.E. We experienced 10/10th cloud all the way to the target and in the target area the base was at 7,000 feet with heavy rain.
The target marking commenced with green TIs at H-5 backed up with red TIs bursting at 4,000 feet and cascading leaving white smoke trails. Though we were above cloud these TIs burned with such intensity they could be seen and we had the added advantage of H2S. I was able to pinpoint the target and confirm for Peter that he was running up on the correct aiming point. There was some heavy flak in the target area but it was not severe. The bombing was accurate, a large explosion at 1927 hours was followed by flames and black smoke – probably a fuel storage.
One of 626 Squadron aborted on instructions from the Master Bomber.
Bomber Command sustained no losses on this operation and Wickenby aircraft all returned without damage. We landed back at Wickenby after a flight of 3 1/2 hours.
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Operation No. 24 Le Havre
On September 10th we were called upon to make a repeat visit to Le Havre to attack strong points which had survived the attack of September 6th. Bomber Command dispatched a force of 521 Lancasters, 426 Halifaxes and 45 Mosquitoes of which 33 Lancasters were from Wickenby. 626's contribution was 17 aircraft of a total force of nearly 1,000 attacking various targets.
Takeoff commenced at 1643 hours and we climbed on a southerly heading through broken cumulus cloud with tops about 10,000 feet. Above the cloud the sky was clear all the way to the target area with good visibility. We again carried 15,000 lb of H.E. The marking was similar to our attack of September 6th with green TIs and H-5 followed by red TIs bursting at 4,000 feet leaving trails of white smoke. However, on this occasion as the visibility was good the bomb aimers were able to see the aiming point and the bombing was concentrated in this area. Near misses were reported on 6 gun batteries, close enough to incapacitate them, and damage to business property.
There was no opposition and no losses or casualties were sustained. We arrived back at Wickenby after just under 4 hours of flying time. The army captured Le Havre shortly after.
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Operation No. 25 Frankfurt
I mentioned earlier there were a number of German cities in the southern part of the state which were considered good strategic targets. On September 12th we were detailed for another attack on Stuttgart which was changed at 1345 hours to Frankfurt. Wickenby's contribution to a force of 378 Lancasters and 9 Mosquitoes was 34 Lancasters, of which 626 Squadron supplied 15. We must have had an influx of new crews because no less than 7 of the 15 carried second pilots along for experience before going with their own crews. Our second pilot was F/O Hollowell.
The bomb load for this operation was 1 x 4,000 lb., 14 x 4 clusters and 120 x 4 lb incendiaries. The fuel load was 1,900 gallons, not quite full tanks. We took off at 1808 hrs.
Our route was fairly typical for an operation to this area. We headed for Reading, then south to cross the coast at Beachy Head. We then proceeded [sic] to 48°N 05°E passing north of Paris then north east towards the target. After bombing we turned west, crossed the French coast near Calais and home via Orfordness.
The weather en route was clear all the way and the target was also clear with some slight haze. Because we would be flying over friendly territory for much of the outward leg we were allowed to fly at low level and climb to our bombing height prior to reaching the target area. On the leg north of Paris another aircraft flying close to us flicked his navigation light on and off a couple of times. Bert Jones reported this from his mid upper turret and while we were considering the significance Stan King said "My God, we've got our nav lights on". They were promptly switched off. Our thanks went out to our unknown benefactor. It's not advisable to assist the enemy by lighting up your location.
When we reached the target we found that the Pathfinder Force had dropped long sticks of flares at H-7. The aiming point was then marked with mixed salvoes of red and green TIs and kept marked with red TIs. Crews were able to identify the target by the light of the flares. Most target markers were just south of the marshalling yards.
The bombing was concentrated though tended to spread a little to the west. Smoke rose to some 5,000 feet and the fires were visible for 100 miles. Photo recce showed that large areas of the city were severely damaged. The main railway station was half destroyed with damage to workshops and engine sheds. Twelve factories, the gas works and power station were also damaged.
Some light flak and moderate heavy flak was experienced up to about 18,000 feet but we managed to get above it. Numerous searchlights were coning, believed to be cooperating with night fighters which were active inward, over the target and outward.
One of 626 Squadron was coned over Mannheim, extensively damaged by heavy flak and landed at Woodbridge at the emergency airfield there. Two of 12 Squadron were attacked and damaged by night fighters. The mid upper gunner of one received gunshot wounds to both legs.
One of 626 Squadron (F/O Thorpe) was attacked by a night fighter and destroyed. Thorpe, his wireless operator and mid upper gunner were taken prisoner, all other crew members
45
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including the second pilot, who was along for experience, were killed. It was his first and only operation. His crew were returned to the Lancaster Finishing School to crew with another pilot.
We arrived back at Wickenby after flying for 7 hours 55 minutes. F/O Hollowell thanked us for the experience and went on to complete a tour with his own crew.
The Bomber Command loss rate was 4.39%, that of Wickenby 2.94% and 626 Squadron 6.66%
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FRANKFURT 12-9-44
626 SQUADRON
A/C
(a) Captain - 2nd PIL. (b) Nav. - W/Op (c) B/A - F/E (d) MuG - R/G
JB661 C2
(a) F/O G.A. Price - P/O R. McAinsh (b) Sgt. F.B. Beaton - Sgt. B. Walley (c) F/S T.H. Lightfoot - Sgt. S.A. Frew (d) Sgt. V.A. Lane - Sgt. J. Lee
LM113F2
(a) F/O T.H. Ford (b) F/S J.M. Jackson - W/O H.A.S. Tween (c) F/S J.C. Payne - Sgt. R.A. Wood (d) Sgt. J.C. Moore - Sgt. P.L. Potter
PD295 B2
(a) F/O G. Lofthouse (b) P/O R.C. McMillan - F/S A.V. Bettney (c) W/O E. Peressini - Sgt. K.W.T. Adams (d) F/S R.W. Smith - F/S F.C. Child
LM141 D2
(a) F/O D.S. Nelson (b) F/O T.R. Murray - P/O R.J. Lacey (c) F/O V.H. Halstead - Sgt. O. Old (d) Sgt. A.M. Walker - Sgt. C.C. Merriman
PB412 Z2
(a) F/O W.J. Cook (b) F/S H. Sulz - Sgt. L.A. Rolfe (c) F/S K.C. McCormick - Sgt. D.W. Garside (d) Sgt. A.H. Jones - F/S E. Smith
PA990 R2
(a) F/O G.A. Green - F/O R.J. Tierney (b) F/S W.A. Stephens - F/S W.A. Dickson (c) F/O K.E.F. Taylor - Sgt. O.F. Farley (d) Sgt. W. Norman - F/S G.C. Newton
ND163 T2
(a) F/O R.A. Collens - P/O L.A. Titmuss (b) F/Lt. J.H. Leuty - Sgt. K.T. Rainbird (c) F/S W.E. Birch - Sgt. H.S. Merry (d) Sgt. E.W. Roberts - Sgt. H. Davy
PB411 Y2
(a) F/O H. Winder - Sgt. R.C. Yule (b) P/O J.J. McDevitt - Sgt. A.W. Reid (c) F/S M. Parker - Sgt. H.S.G. Rich (d) Sgt. R.A. Albone - P/O W.G. Green
LL959 A2
(a) F/Lt. A.C. Hicks - F/O R.A. Hollowell (b) F/S K.J. Brind - F/S J. Saletto (c) F/O P.M. Graves - Sgt. S.G. King (d) Sgt. A.B. Jones - Sgt. D. Stott
PD287 U2
(a) F/O J.Y.N. Walbank - F/O R.M.Smith (b) F/S L.A. Sparrow - F/S J.M. Dewar (c) F/S R.N. Purves - Sgt. E. Shepherd (d) F/S G. Derrington - F/S J.C. Harris
LM137 G2
(a) F/O D.R.B. Thorpe - F/O G.T. Bolderstn (b) F/S A.C.L. Cox - Sgt. J. Peart (c) F/S S.E. Dunnett - Sgt. F.C. Foster (d) F/S R.H. Cross - F/S L.F. Beattie
NF907 K2
(a) F/O E. Fitzsimmons (b) F/S G.E. Dunsford - Sgt. C. Summers (c) F/S J.V. Gray - Sgt. D.W. Richards (d) Sgt. D. De Silva - F/O G.A. Pearce
LM689 N2
(a) F/O R.G. Harvey (b) Sgt. S.J. Partridge - Sgt. J.L. Nuttall (c) F/O R. Kelly - Sgt. R. Heys (d) Sgt. J.K. Hogan - Sgt. G.T. McMasters
PD 286 02
(a) F/O J.C. Campbell (b) F/O R. Cluston - F/S R.C. Champagne (c) F/S W.F. Palmer - Sgt. J. Akhurst (d) Sgt. J.G. Reynolds - Sgt. A.D. Winser
LL961 S2
(a) F/O E.W. Parker (b) Sgt. E. Arrowsmith - F/S J.D. McPherson (c) Sgt. J. Tordoff - Sgt. R.H. Westrop (d) Sgt. W.J. Standen - Sgt. G. Hopkins
AIR 27-2146 PUBLIC RECORDS OFFICE
With the weather fair to fine, 378 Lancasters carried out the last major attack on Frankfurt of the war.
12 Squadron dispatched 19 aircraft and all returned safely. 626 Squadron detailed 16 aircraft but F/O Jones failed to take off. On return, F/O Collens landed at Woodbridge with flak damage. LM137 UM-G2, F/O Thorpe failed to return.
F/O D.R.B. Thorpe. PIL.
F/O G.T. Balderstone RCAF 2nd PIL. Killed.
P/O A.C.L. Cox NAV. Killed.
Sgt. J. Paert. [sic] W/T
F/Sgt. S.E. Dunnett B/A. Killed.
Sgt. F.C. Foster F/E. Killed.
F/Sgt. R.H. Cross. MuG
F/Sgt. L.F. Beattie R/G. Killed.
[page break]
Operation No. 26 Rheine-Hopsten
The allied armies had by now broken out from their original bridgehead and pushed north west through Belgium into Holland, and a strategy was conceived for a massive airborne landing using gliders and paratroops in the Arnhem area to create a bridgehead across the Rhine River and ultimately link up with the forward moving army. On September 16th our job was to neutralize German held airfields in the area to minimize the opposition to our landings the next day. Different squadrons and different bases were allocated to specific targets. This was a pinpoint precision attack rather than area bombing.
Wickenby's target was the airfield at Rheine-Hopsten, other squadrons were given other targets. Thirty one Lancasters, 19 from 12 Squadron, and 12 from 626 were detailed for this attack.
Because of the nature of the target, buildings, runways, etc. we carried 10,000 lbs of H.E., in the form of 20 x 500 lb bombs. This was a night attack and we took off at 2200 hours climbing to Mablethorpe, then across the North Sea to a point on the Dutch coast just north of The Hague and so to the target.
The weather en route was good with small amounts of cloud and the target area was clear with slight ground haze. The target marking was carried out by "Oboe" equipped Mosquitoes. Oboe was a modification of the GEE navigation system used for precision bombing and marking. As the allied armies moved across Europe they overran some of the Jamming stations so we were able to use our navigation aids further east. On this night I was able to get accurate GEE fixes all the way to the target. So as we approached the target and I advised the crew we were there the target markers appeared before us. They consisted of red TIs. We had already opened the bomb doors and Peter had fused the bombs so release was a simple matter.
We experienced a small amount of light flak in the target area and night fighters were active but we did not engage in any night fighter activity. The night was very dark so visual assessment of the attack was not possible but photo recce showed that the airfield sustained considerable damage. At least 75 craters were created including 45 on the main runway and 3 on the secondary with 13 on the taxi way. The airfield was out of commission for 48 hours which was the object of our exercise.
The glider troops landed at Arnhem the next day but their effort (and ours) was for nought as they were never able to link up with the main army, became over extended, and were either captured or killed. A costly mistake, it was made into a very successful film, called "A Bridge Too Far" after the war.
Two of 12 Squadron reported combat with night fighters but no damage and no casualties were sustained by Wickenby aircraft on this night. Nor indeed did Bomber Command lose any aircraft. We arrived back at Wickenby and landed after a flight of almost 4 hours. F/O Hollowell completed his first operation with his own crew on this night.
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We were now into our last 5 operations. The conventional wisdom among Bomber Command crews was that if you weren't shot down during your first 5 missions, when you were inexperienced, you would be during your last 5 when you became over confident. We hoped our last few would be against lightly defended targets. Some hope, as it turned out.
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Operation No. 27 Calais
The allied armies had now fanned out across Europe but had bypassed a number of strong points along the French and Belgian coasts where the opposition was very stiff. One such strong point was Calais and the area surrounding the city which was our target on September 20th. This was an operation which had previously been planned for the 21st but was brought forward to the 20th. The Bomber Command force consisted of 437 Lancasters, 169 Halifaxes and 40 Mosquitoes. Wickenby's contribution was 39 Lancasters of which 626 Squadron provided 20. We assembled at a point east of London and headed straight for the target in the afternoon, but conditions were very cloudy with poor visibility which improved a little as we crossed the channel. In the target area there were thin layers of stratus with tops about 4,000 feet.
We carried 15,000 lbs of 1,000 and 500 lb H.E. Target marking was by green TIs from H-5 and H-3 then red TIs bursting at 2,000 feet leaving a trail of white smoke. The Master Bomber called us down to 3,000 feet and we bombed from there against the TIs which were accurately placed on the aiming point. Our own troops were only some 2.000 yards away so accurate bombing was mandatory, and as there was no real opposition not too difficult.
One interesting aspect of this operation was revealed by photo recce - a gun casement which received several direct hits only suffered shallow depressions in it's roof. Reinforced concrete several feet thick required much more than 1,000 lb bombs to do any real damage.
There was no damage to any of Wickenby's aircraft but we did have great difficulty getting back on the ground when we arrived home, as the weather had deteriorated significantly while we were away. We landed at 1750 hours after almost 4 hours flying. Comber Command loss rate was 0.15% - one aircraft.
It was now some seven weeks since we had leave and the rule of thumb was every six weeks or so, so off we went for a few days vacation. Aldbourne looked about the same as it always did but Mary had increased her measurements somewhat. She was now about 3 weeks away from her due date and was pretty uncomfortable. Stan King was getting engaged on this leave and had invited us to attend the party at his parents home on the outskirts of London. My mother did not want us to go as she was worried Mary might give birth on the train or in a London taxi or somewhere. However, being young and impetuous we decided to take the chance, so off we went to London. We were to stay at the King home by invitation of Stan's parents but when the party was in full swing the air raid sirens went off and we all trooped to the air raid shelter in the basement of their home, and there we stayed. It was ironic that in spite of the raids the R.A.F. and U.S.A.F. had carried out against the V1 and V2 launching sites the Germans were still able, as late as September 1944, to submit London to harassing air raids.
As a result of their efforts we never did get to bed and the next day took the train back to Hungerford and the bus to Aldbourne.
The few days went all too quickly but now we only had 3 more operations to complete and I felt very confident of success.
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Operation No. 28 Westkapelle
At the beginning of October there was some uncertainty about who should be going where. For example – on October 1st 40 aircraft were to standby for a tactical target in Northern France. At 1415 the squadrons were stood down. Then at 1730 they were again placed on standby for an attack on Bergen, which was cancelled at 1845 hours. On October 2nd at 1100 hours the squadrons were stood down and at 1645 18 aircraft were ordered to standby for an operation against Westkapelle tomorrow. And so it was that on October 3rd we became part of a force of 252 Lancasters and 7 Mosquitoes detailed against tactical targets in north west Europe. The 18 Wickenby aircraft were equally divided between the squadrons.
As I have already mentioned the allied armies moved out from their bridgehead but bypassed the coastal ports and cities and "mopped up" later when they had been softened by the air forces. They now needed a major supply port in Belgium and Antwerp had been captured but it's approaches were still under German guns. The island of Walcheren dominates the sea approach and was well defended. So the idea was to breach the sea wall at Westkapelle, at the western tip of the island, and allow flood waters to overrun the German positions.
A "Dambuster" type raid but with ordinary high explosive bombs. We carried 12,500 lbs consisting of one 4,000 lb, 8 x 1,000 lb and one 500 lb H.E. We took off at noon, headed to Aldeburgh, near Ipswich, then straight across the North Sea to the target. There was a cloud layer right from base to target but the base was at 5,000 feet so we stayed below where visibility was good.
The target marking was by green TIs at H-5 backed up by red TIs. The pathfinders were punctual, their initial marking undershot slightly but it didn't matter as we could see the target clearly as we approached. There were some small puffy clouds below the main layer so to make absolutely certain we went as low as was safe. We dropped our bombs from 1,500 feet which is, in fact, below the safety height for a 4,000 pounder and we felt the compression hit the aircraft as it exploded. We climbed away from the target and as we turned for home could see we had made a hole in the sea wall and water was already pouring through.
The photo recce report stated that the original breach was enlarged to approximately 130 yards due to the corrosive action of water passing through. A vast area was inundated, with sea water at least 2 miles inland and to the boundaries of Middleburg and Flushing.
There was some flak activity in the target area, mostly from Flushing, but Wickenby aircraft did not experience any damage or casualties.
The squadron commander, who participated in this operation had an unusual experience when he came under what may have been a mock attack by two fighter aircraft believed to be Mustangs. His rear gunner fired a short burst which appeared to be sufficient to drive them off as they were not seen again.
We landed back at Wickenby after a flight of 2 hours 50 minutes.
Bomber Command did not lose any of it's aircraft in today's efforts.
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Operation No. 29 Saarbrucken
While the British and Canadian armies pushed north east through Belgium and Holland, the American Third Army was heading east into Germany and were now some 20 miles from Saarbrucken and the other industrial towns which we had previously attacked in this area. Our attack on Saarbrucken on October 5th was at the request of the advancing Americans.
Thirty-nine Lancasters from Wickenby were part of a force of 531 Lancasters and 20 Mosquitoes detailed against Saarbrucken. 626 Squadron supplied 19. This was, of course, a night operation and takeoff commenced at 1817 hours.
Our route took us to Gravesend, Beachy Head, south to the French coast then east to the target. We climbed through a layer of 10/10th cloud which persisted to about 6°E then gradually cleared so that the target had merely some thin broken cloud and ground haze. Our bomb load was one H.E., a 4,000 lb "Cookie" and 7,000 lb of incendiaries for a total of 11,000 lbs.
The target marking consisted of long strings of flares over the target at H-7 followed by salvoes of red and green TIs.
For some reason there were no searchlights in the target area. There was however a moderate, heavy flak barrage with explosions above 15,000 feet. There were also some enemy fighters active in the target area.
Because visibility was good we were able to see that the markers were accurate and good concentrated bombing ensued. Several large explosions were observed and smoke rose to 12,000 feet. The glow of the fires could be seen for 100 miles on the return journey. At 2036 hours the Master Bomber gave the code word to abandon the mission adding that allied troops were getting near the target. Our aircraft had not been furnished with the code word, consequently most crews bombed the target. Photo reconnaissance showed that the steel works of Vereinigte Huttenwerke had every large building damaged. The Luttgens Wagon Factory, the Maschinenbau A.G. and the Portland Cement Werke were severely damaged. The infantry Barracks, the Dragoon Barracks and the Artillery Barracks were all gutted.
On leaving the target area we headed north west and crossed the French coast near Calais. We returned to Wickenby only to find the airfield fogged in and were unable to land. This presented a major problem as most of the airfields in the Lincolnshire area were similarly fogged in and it was from this area that many of the 531 Lancasters originated. However, the operations people on the ground were able to find diversionary airfield which were open and everyone got down safely. We landed at Methwold in East Anglia and spent the night there returning to Wickenby the next day.
One of 626 Squadron aborted this mission. He got airborne but his starboard inner engine cut out over base so he had no alternative but to land again.
Two of Wickenby's aircraft sustained flak damage, one from each squadron and one from 626 had two encounters with fighters but did not sustain any damage. Wickenby did not lose any aircraft on this occasion but Bomber Command lost 3 for a loss rate of 0.54%.
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Operation No. 30 Emmerich
There are certain days, certain events which are imprinted indelibly on the mind. The declaration of war, the day you marry, the birth of your children, days of great joy or great expectations or great terror. Such a day was October 7th, 1944. The weather was fairly typical for early October in Lincolnshire – cloudy with occasional rain.
The airborne landings at Arnhem had failed and there were heavy concentrations of enemy troops in the area of Arnhem, Nijmegen, Emmerich and along the Rheine river. Wickenby's target was to be Emmerich and this was the first daylight attack on Germany from Wickenby.
Forty-two Lancasters were detailed as part of a Bomber command force of 340 Lancasters and 10 Mosquitoes. Each squadron provided 21 aircraft – a maximum effort. We carried one 4,000 lb H.E. and 2520 x 4 lb incendiaries in clusters for a total of 14,080 lbs. We climbed to rendezvous at Cromer, on the Norfolk coast then cross the North Sea to The Hague and so to the target.
We had climber through a 10/10ths layer of cloud and at our bombing height of 10-12,000 feet we were in bright sunshine above it. Three hundred and forty Lancasters in a huge gaggle all headed in the same direction, sun glinting on perspex cabins and turrets. As we approached the Dutch coast the cloud cleared and all that remained was a slight ground haze.
I had given Hicky the final course to the target and as we approached I was standing between he and Stan King and slightly behind so I could see ahead, all round and behind us. We were nicely in the middle of the stream. Peter Graves was prone in the bomb aimers position in the nose watching the target coming down the drift wires of his bomb site. The flak was intense (we later learned the Germans had turned their 88mm anti tank weapons skyward and the shells were exploding at our altitude) and we were on a straight and level bombing run. Peter's voice over the intercom "Steady, Steady, Bomb Doors Open". Hicky, "Bomb Doors Open". Ahead I can see the intensity of the exploding flak – an aircraft is hit and catches fire. As it loses height I see one – two – three parachutes drifting down but no more. Then another is hit, this time a part of the wing is blown off and the aircraft spirals down – again parachutes but not seven. I think – my God, we're next. After all this time – after dark cold nights in the skies over major German cities – after warm sunny afternoons against V1 launching ramps in France – after 29 operations we are going to get written off. "Left, Left – Steady". I look behind just in time to see a Lancaster right behind us take a direct hit and spin out of control. "Steady, Steady – Bombs gone – Bomb Doors Closed".
The aircraft leaps as the 14,080 lbs of bombs drop away – then – thud – we are hit. "Bomb Doors Closed". We climb and turn away from the target and check for damage. No one is hurt and everything seems to be O.K. so we head for home. We have survived – we've come through – a cheer goes up from the crew, all the pent up emotion is released.
The reports state that there was moderate to intense predicted heavy flak from 11-13,000 feet on the run up, through the target and for a few miles after leaving the target area. No enemy aircraft were seen. Fighter cover was provided by 11 Group.
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Mosquitoes marked the aiming point with green TIs at H – 5 and maintained the marking with red TIs. The marking was accurate and the Master Bomber instructed the main force to bomb the red TIs. Bombing was accurate and many fires were started with smoke drifting up to 12,000 feet.
Allied troops who were only 8 miles south west must have had a good view of the afternoons activities.
The flight home, though routine, was full of joy as we knew we would not be called upon to do this kind of thing again. We landed at Wickenby after 4 hours 15 minutes of flying.
Wickenby did not lose any aircraft on this operation, but 3 of 12 Squadron and 4 of 626 sustained varying amounts of flak damage. Our aircraft, A2, had the "port undercarriage holed by heavy flak in the target area".
After briefing I sent Mary a telegram to let her know I had completed my tour of operations then we took our ground crew out to the local pub to celebrate our joint success. These were the men who kept A2 serviceable for us and who repaired her when we brought her back damaged. A rip roaring good time was had by all.
[telegram]Brind Cherry Tree
Aldbourne [indecipherable word]
Tour completed love darling
Ken[/telegram]
The next day the 8th was Sunday so we could not proceed with our clearance until the 9th (Mary's 22nd Birthday) which we did with all despatch and headed for home and leave on 10th. Just as a matter of interest the weather on the 8th, 9th and 10th was cloudy with rain and drizzle and no operations were scheduled for either day.
I arrived at Aldbourne on October 10th and of course by now Mary is due to have her baby.
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On the morning of October 12th she started in labour, we were driven to Savernake Hospital by a lady of the W.V.S. (Women's Volunteer Service) and at 6 pm Keith John arrived. All in all a masterpiece of timing.
The crew went their several ways after we had finished our tour. The normal practice was to become an instructor at an O.T.U. or H.C.U. I went briefly to Wigtown, Scotland, accepted a commission, and managed to get a posting to Cardington, Bedford where I became O.C. Headquarters Unit and where Karol was born. Gillian, Janet and Rod were to come along later. Jack Saletto was commissioned and returned to his native Australia. Peter Graves, the policeman, transferred to the Provost Branch and went to Germany after the war was over as a member of the control commission. The others were demobbed at the end of the war. Hicky went home to pursue his career as a civil engineer. I heard later he had died in the 1960s of a heart attack. Stan King went home, married his sweetheart, had a family, worked in the printing industry and died on December 1st, 1982.
Bert Jones went home to Yorkshire where he married and had a family. He became an Assistant Executive Engineer with the post office and died in retirement on December 16th, 1989.
Casualties sustained by 626 Squadron and 12 Squadron from the operations in which our crew participated:- 626 lost 10 Lancasters with 43 crew members killed, 12 taken P.O.W. and 8 Interned (albeit briefly) in Sweden. 12 Squadron lost 11 Lancasters with 58 crew members killed and 19 taken P.O.W. And, of course, there were a number of occasions when aircraft arrived home with wounded crew on board, the one most vividly remembered was the injury to Bill Bursey on August 14th. Our aircraft was damaged by flak on 5 occasions and by one of our own once (the incendiary through the wing on August 29th) but we never came under attack by enemy fighters and our gunners never did have to fire their guns in our defence. At the conclusion of our operational tour F/L Hicks was awarded the D.F.C. and later I received the Belgian Croix de Guerre with Palme.
I had spent my 21st Birthday in hospital, I had lost my first crew, I had crewed up again and completed a tour of operations, I had gone home afterwards and taken Mary to hospital where she had given birth to Keith on October 12th and on October 17th I celebrated my 22nd Birthday. All in all an eventful year.
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ROYAUME DE BELGIQUE
[crest]
[italics] Le Ministredela Défense Nationale
a l'honneur de faire savoir [/italics] au
Flight Sergeant: Kenneth - John [underlined] B R I N D [//underlined],
que, par Arrêté de S.A.R.,le Prince Régent, du 16.1.1947,No 3424,
LA CROIX DE GUEERE 1940 AVEC PALME,
lui a été décernée,
"Pour le courage et la bravoure dont il a fait preuve dans les glorieuses batailles qui ont amené la libération de la Belgique."
[signature]
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The Wickenby Squadrons
Twelve Squadron moved from Binbrook to Wickenby on September 25th, 1942. It was and still is a permanent R.A.F. squadron with battle honours dating from World War I to the Gulf War.
Their first WWII operation from Wickenby was on September 26th 1942 when 6 Wellingtons laid mines in the Baltic Sea. One aircraft was lost.
The Wellingtons were replaced by Lancasters in November 1942. On November 7th, 1943 No. 626 Squadron was formed from "C" Flight of 12 Squadron. Their first operation was on November 10th. The last operation of 12 and 626 Squadrons from Wickenby was against Berchtesgaden on April 25th 1945.
Both squadrons played a prominent role in Bomber Command offensive, and suffered their proportion of the heavy losses, with 763 members of 12 Squadron and 317 members of 626 Squadron losing their lives on operations from Wickenby, a total of 1,080 Killed in Action.
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Bomber Command Statistics
Air Crew Casualties
Of the 125,000 who trained and served in Bomber Command there were 73,841 Air Crew Casualties:
47,268 Killed in Action
[underlined] 8,232 [/underlined] Killed in Accidents
55,500 Total Killed (44.4% of total)
9,938 Shot down and taken P.O.W.
[underlined] 8,403 [/underlined] Wounded
18,341 (14.6% of total)
[underlined] 73,841 [/underlined] Casualties (59% of total)
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Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
A year in the Life
Description
An account of the resource
Ken Brind's autobiography detailing his tour of operations.
Creator
An entity primarily responsible for making the resource
KJ Brind
Spatial Coverage
Spatial characteristics of the resource.
France--Alençon
Great Britain
England--Aldeburgh
Germany--Berlin
United States
Florida--Pensacola
France--Reims
England--Gravesend (Kent)
England--Hastings
France--Dieppe
England--Brighton
England--Reading
France--Domléger-Longvillers
France--Pas-de-Calais
France--Calais
France--Berck-sur-Mer
England--London
England--Dungeness
France--Vierzon
France--Le Havre
France--Orléans
France--Dijon
England--Bridport
England--Weymouth (Dorset)
France--Rennes
Great Britain Miscellaneous Island Dependencies--Channel Islands
Europe--Mont Blanc
France--Tours
France--Normandy
France--Caen
Belgium--Kortrijk
Belgium--Brussels
Belgium--Ostend
Germany--Dortmund
Germany--Kiel
England--Mablethorpe
Germany--Stuttgart
Germany--Frankfurt am Main
Germany--Rüsselsheim
Germany--Mannheim
Germany--Karlsruhe
Germany--Nuremberg
Germany--Munich
England--Selsey (West Sussex)
France--Falaise
England--Old Sarum (Extinct city)
Poland--Szczecin
Atlantic Ocean--Kattegat (Baltic Sea)
Denmark--Copenhagen
Sweden
Sweden--Malmö
Sweden--Falun
England--Beachy Head
Germany--Rheine
Netherlands--Arnhem
Netherlands--Hague
Netherlands--Vlissingen
Norway--Bergen
Belgium--Antwerp
Netherlands--Walcheren
Germany--Saarbrücken
Germany--Emmerich
Netherlands--Nijmegen
England--Cromer
Germany--Berchtesgaden
England--Marlborough
Florida
Poland
France
Germany
Denmark
Belgium
Netherlands
Norway
Europe--Frisian Islands
England--Berkshire
England--Dorset
England--Kent
England--Lincolnshire
England--Norfolk
England--Suffolk
England--Sussex
England--Wiltshire
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
Civilian
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Format
The file format, physical medium, or dimensions of the resource
62 printed sheets
Identifier
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BBrindKJBrindKJv1
Publisher
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IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Sue Smith
12 Squadron
1656 HCU
18 OTU
460 Squadron
625 Squadron
626 Squadron
Advanced Flying Unit
air gunner
aircrew
anti-aircraft fire
B-17
B-24
bomb aimer
bombing
bombing of the Pas de Calais V-1 sites (24/25 June 1944)
Distinguished Flying Cross
entertainment
evading
FIDO
Gee
H2S
Halifax
Heavy Conversion Unit
incendiary device
Ju 88
killed in action
lack of moral fibre
Lancaster
Lancaster Finishing School
Me 110
mine laying
Mosquito
navigator
Nissen hut
Normandy campaign (6 June – 21 August 1944)
Oboe
Operational Training Unit
P-51
Pathfinders
Photographic Reconnaissance Unit
pilot
prisoner of war
RAF Binbrook
RAF Blyton
RAF Boscombe Down
RAF Cardington
RAF Dumfries
RAF Dunholme Lodge
RAF Finningley
RAF Hemswell
RAF hospital Rauceby
RAF Kelstern
RAF Lindholme
RAF Manby
RAF Manston
RAF Methwold
RAF Wickenby
RAF Wigtown
RAF Woodbridge
searchlight
Spitfire
tactical support for Normandy troops
target indicator
training
V-1
V-2
V-weapon
Wellington
Window
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2085/34524/SWeirG19660703v060002.2.pdf
819c92ed583bfbca9b938a6a0cbaf149
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Weir, Greg. Oakes, Ken
Description
An account of the resource
Forty-two items. Collection concerns Flying Officer Kenneth Stanley Oakes (Royal Australian Air Force). A Halifax tail gunner, he flew operations on 466 Squadron from February to August 1944. Collection contains a memoir describing some of his operations, a training note book, documents, correspondence, photographs and his log book.
The collection was catalogued by Nigel Huckins.
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-04-26
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Weir, G
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
- : CREW :-
Scott:- John COVERDALE. PILOT.
WESTLEY:- DOUGLAS VERNON. NAVIGATOR.
TI
TICKELL:- RONALD ERNEST. AIR BOMBER.
POINTON:- MAX WILLIAM GEORGE. WIRELESS OP.
OAKES:- KENNETH STANLEY. TAIL GUNNER.
DRAKE-BROCKMAN:- THOMAS CHARLES. M.U. GUNNER.
HANDLEY. WALTER KENNETH. FLIGHT ENGINEER
[page break]
[blank page]
[page break]
[blank page]
[page break]
BERLIN.
NIGHT. 15/16th FEB., ’44.
This was to be our first operation against the Third Reich. It was.
We were told at briefing that “tonight was to be the greatest offensive yet taken by the R.A.F. against Germany.” More than a 1000 four engine bombers were taking part in the attack.
Our trip was very uneventful up to the target. We bombed through 10/10 cloud. Flak was moderate.
Mid upper saying “I have seen more over Tobruk in ’42,” although it took us a fair while to cross Target. Bombed at 2300!
Trip home was quite uneventful except when nearing home found one of our petrol tanks had iced up. Ken did a good job & got it working in the end.
It was a touch and go if we would make base with what juice we had left.
[page break]
When over land “called up” “Oakey” for some time did not received any answer. Eventually found base & landed. We checked 7.30 hrs. Track distance was 1322 miles. Bomb Load 4 x 30 x 8 & 8 x 4 x 90 approx 4000 lbs of incendiaries
Our aircraft was “Z” for “Zebra” LV824”Z”
43 of our aircraft are missing
[page break]
[blank page]
[page break]
[blank page]
[page break]
-: LEIPZIG :-
NIGHT:- 19/20th February. 1944.
Leipzig was the target for the R.A.F. tonight
Had a very good trip in except for the winds changing and the navigator working like hell to try and find out where he was. We were well of [sic] track going in. Practically went over Berlin.
When we found out where we were we turned for the target. Did a bombing run of 21 runs. Could see very few aircraft around us.
Bombs were dropped in a hell of a hurry, nose down and full speed ahead for home.
Flak was fairly intense over target.
I could still see a great
[page break]
red glow in the east even after we had left the target for 3/4 hr or so.
Uneventful trip out. When out of German occupied territory found we were running very short of fuel.
Decided not to make base but to make England at the closest point.
We did and finally landed at Snetterton Heath an 8th USAAF Base. 96th Bombardment Group.
Scotty did a great landing on a 2000 yd runway with no brake pressure. Ground [two indecipherable words] T “Taxi” & she came round without a moan, then cut our motors
Stayed there for the remainder of the day. Yanks gave us all we wanted
Saw the Forts take off in
[page break]
the early hours of the morning to go out & prang what we had started viz:- LEIPZIG.
Saw them come back late in the afternoon. Have seen the most spectacular landing procedure of my life.
Yanks have wonderful organisation.
Came back to base late in afternoon.
Bomb load. 4 x 30 x 8 8 x 4 x 90 approx 4000 lbs incendiaries.
Bombed through 10/10.
Aircraft HX266”T”
“T” Taxi
79 of our aircraft missing
Approx 1250 track miles
Clocked 7.05 hrs.
[page break]
[blank page]
[page break]
:- ‘SCHWEINFURT’ :-
NIGHT. 24/25th February. 1944.
After much trouble with engines STB. inner “G” & rear turret we finally got away.
Were routed in [indecipherable word] through France. Very uneventful trip.
Approx 3/10 cloud over target. [inserted] We [/inserted] Were coned by searchlights approx 3 or 4 for a few seconds nearly colided [sic] with a Lancaster during our evasive action.
Whole trip uneventful. Save our poor cow over Frankfurt coned with approx 40-50 S/L. and getting all the flak they have
Due to good airmanship [inserted] due [/inserted] to Jack & Ken we got back to base with approx 45 mins flying time left.
Aircraft HX274 “X” “X Ray” Bomb load 4 x 30 x 8 & 8 x 4 x 90. approx 1000 lbs incendiaries.
[page break]
Clocked 8.06 hrs.
1520 Track miles
[page break]
[blank page]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Accounts of three operations
Description
An account of the resource
Lists crew and then provides description of operations to Berlin (first operation), Leipzig and Schweinfurt between the 15 and 25 February 1944. Describes events, bomb load and distances.
This item was sent to the IBCC Digital Archive already in digital form. No better quality copies are available.
Temporal Coverage
Temporal characteristics of the resource.
1944-02-15
1944-02-16
1944-02-19
1944-02-20
1944-02-24
1944-02-25
Spatial Coverage
Spatial characteristics of the resource.
Germany
Germany--Berlin
Germany--Leipzig
Germany--Schweinfurt
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Australian Air Force
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Format
The file format, physical medium, or dimensions of the resource
Multi-page notebook with handwritten notes
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription. Under review
Identifier
An unambiguous reference to the resource within a given context
SWeirG19660703v060002
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Tricia Marshall
air gunner
aircrew
bomb aimer
bombing
flight engineer
navigator
pilot
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1368/23072/PThomasAF20050012.1.jpg
10f997fc170eaff7b780ffb2acb5747f
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
Thomas, Arthur Froude. Album 4
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2020-02-11
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Thomas, AF
Description
An account of the resource
42 items. An album containing photographs of 149 Squadron aircraft and personnel as well as pictures taken in 1946 of some of the bomb damage to German cities.
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
Aerial View of Berlin
Description
An account of the resource
A low level oblique aerial photograph of Berlin and the River Spree, showing extensive damage to the city and Hugo-Preuß-Brücke.
Date
A point or period of time associated with an event in the lifecycle of the resource
1946-01-22
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph on an album page
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PThomasAF20050012
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
Germany--Berlin
Conforms To
An established standard to which the described resource conforms.
Geolocated
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Temporal Coverage
Temporal characteristics of the resource.
1946-01-22
aerial photograph
bombing
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1560/35630/BMillingtonRWestonFv1.2.pdf
8f0a70969cd59c55fef62f5a0d5a383d
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
Weston, Fred
F Weston
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
2016-11-13
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Weston, F
Description
An account of the resource
20 items. The collection concerns Fred Weston DFC (1916 - 2012, 126909 Royal Air Force) and contains documents and photographs. He flew operations as an air gunner with 101 and 620 Squadrons.
The collection has been donated to the IBCC Digital Archive by Catherine Millington 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
Air Gunner
Based around the WWII service of Fred Weston DFC RAFVR
Description
An account of the resource
A biography of Fred. In addition it includes histories of aircraft and squadrons he served in, Details are included of airfields he served at. Additionally there are biographies of various servicemen associated with Fred's squadrons and service.
At the end there is a biography of the officer in charge of Arnhem, Lt-Gen Sir Frederick Browning and his wife Daphne du Maurier.
Creator
An entity primarily responsible for making the resource
Roger Millington
Date
A point or period of time associated with an event in the lifecycle of the resource
2005-01
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Cambridge
England--Letchworth
Wales--Bridgend
Wales--Penrhos
Egypt--Heliopolis (Extinct city)
Singapore
France--Cherbourg
Netherlands--Eindhoven
France--Brest
France--Boulogne-sur-Mer
France--Dunkerque
Germany--Wilhelmshaven
France--Brest
Netherlands--Rotterdam
Germany--Cologne
Germany--Hamburg
Germany--Berlin
Italy--Turin
Germany--Düsseldorf
Germany--Frankfurt am Main
France--L'Isle-Adam
France--Quiberon
France--Boulogne-Billancourt
Germany--Essen
France--Le Creusot
Germany--Leverkusen
France--Caen
Netherlands--Arnhem
Norway
Germany--Wesel (North Rhine-Westphalia)
Belgium--Brussels
England--Rochester (Kent)
Northern Ireland--Belfast
England--Longbridge
France--Arras
England--Darlington
Italy--Genoa
England--Longbridge
Yemen (Republic)--Aden
Europe--Frisian Islands
Germany--Peenemünde
Germany--Nuremberg
Italy--Sicily
France--Normandy
Netherlands--Arnhem
Netherlands--Eindhoven
Netherlands--Nijmegen
Wales--Pwllheli
England--Yorkshire
England--Leicester
England--Sunderland (Tyne and Wear)
Scotland--Edinburgh
England--Rochford
England--London
England--Cornwall (County)
Scotland--Ayr
England--Friston (East Sussex)
England--Gravesend (Kent)
England--West Malling
England--Hailsham
England--Yelverton (Devon)
England--Bentwaters NATO Air Base
England--Great Dunmow
England--Heacham
England--Weybridge
Wales--Hawarden
England--Blackpool
England--Old Sarum (Extinct city)
England--Kent
England--Folkestone
England--Hambleton (North Yorkshire)
England--York
Scotland--Scottish Borders
England--Cambridge
England--Thurleigh
England--Darlington
England--Hitchin
England--Lancashire
Italy
France
Egypt
Germany
Belgium
Netherlands
Great Britain
Yemen (Republic)
Germany--Ruhr (Region)
England--Bedfordshire
England--Cambridgeshire
England--Devon
England--Durham (County)
England--Sussex
England--Essex
England--Herefordshire
England--Norfolk
England--Suffolk
England--Surrey
England--Wiltshire
England--Worcestershire
England--Leicestershire
England--Swindon (Wiltshire)
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
Royal Air Force. Fighter Command
British Army
Wehrmacht. Luftwaffe
Royal Canadian Air Force
Royal New Zealand Air Force
Free French Air Force
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Personal research
Format
The file format, physical medium, or dimensions of the resource
85 sheets
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
BMillingtonRWestonFv1
1 Group
100 Group
101 Squadron
103 Squadron
105 Squadron
114 Squadron
139 Squadron
141 Squadron
148 Squadron
149 Squadron
162 Squadron
1657 HCU
1665 HCU
18 Squadron
180 Squadron
2 Group
208 Squadron
214 Squadron
239 Squadron
3 Group
301 Squadron
304 Squadron
342 Squadron
6 Group
6 Squadron
620 Squadron
7 Squadron
75 Squadron
8 Group
9 Squadron
90 Squadron
97 Squadron
99 Squadron
Advanced Flying Unit
air gunner
aircrew
B-17
B-24
B-25
bale out
Beaufighter
Blenheim
bombing
Bombing and Gunnery School
Boston
Caterpillar Club
Churchill, Winston (1874-1965)
crash
Distinguished Flying Cross
Distinguished Flying Medal
ditching
evading
final resting place
Gee
Gneisenau
H2S
Halifax
Harris, Arthur Travers (1892-1984)
Harvard
Heavy Conversion Unit
Hitler, Adolf (1889-1945)
Horsa
Hurricane
Ju 87
killed in action
Lancaster
Lysander
Manchester
Me 109
Meteor
mid-air collision
mine laying
Mosquito
navigator
Oboe
Operational Training Unit
P-51
Pathfinders
prisoner of war
propaganda
radar
RAF Bicester
RAF Biggin Hill
RAF Boscombe Down
RAF Bottesford
RAF Bourn
RAF Bradwell Bay
RAF Bramcote
RAF Chedburgh
RAF Chipping Warden
RAF Coltishall
RAF Drem
RAF Driffield
RAF Duxford
RAF Elsham Wolds
RAF Evanton
RAF Fairford
RAF Finningley
RAF Great Massingham
RAF Halfpenny Green
RAF Harwell
RAF Hendon
RAF Holme-on-Spalding Moor
RAF Honington
RAF Hornchurch
RAF Horsham St Faith
RAF Kenley
RAF Lakenheath
RAF Leconfield
RAF Leuchars
RAF Linton on Ouse
RAF Little Snoring
RAF Ludford Magna
RAF Manston
RAF Marham
RAF Martlesham Heath
RAF Mildenhall
RAF Newmarket
RAF Newton
RAF North Luffenham
RAF Oakington
RAF Penrhos
RAF Pershore
RAF Ridgewell
RAF Shepherds Grove
RAF Sleap
RAF Stradishall
RAF Tangmere
RAF Tempsford
RAF Tilstock
RAF Tuddenham
RAF Waterbeach
RAF West Raynham
RAF Woodbridge
RAF Wratting Common
RAF Wyton
Resistance
Scharnhorst
Special Operations Executive
Spitfire
Stirling
target indicator
Tiger force
training
Typhoon
V-1
V-2
V-weapon
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1254/36043/PBakerWB16040003.1.jpg
fa8e2f759bb260813139d8994a6a4132
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
Baker, William Benjamin
Biff Baker
W B Baker
Description
An account of the resource
45 items. The collection concerns William Benjamin "Biff" Baker DFC (Royal Air Force) and contains his log book, documents art work and and photographs. He flew operations as an air gunner with 115 and 626 Squadrons.
The collection has been donated to the IBCC Digital Archive by Pamela Baker and catalogued by Nigel Huckins and Peter Adams.
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
2016-11-28
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
Baker, WB
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
SUPPLEMENT TO THE LONDON GAZETTE, 22 FEBRUARY
[boxed] though desperately wounded and suffering intensely, refused to leave his post. Although deprived of practically all his navigational equipment he plotted the route [missing word] with great skill. Eventually, Flying Officer Breckenridge reached base where he effected a successful crash-landing. His skill, courage and coolness in the face of heavy odds were worthy of the highest praise. Pilot Officer Baker and Warrant Officer Meek proved themselves to be valiant members of aircraft crew, displaying great courage, fortitude and devotion to duty. In spite of their injuries and much suffering they did all that was possible to assist in the safe return of the aircraft. [/boxed]
[unrelated awards list]
Bullet An Inch Off Heart: Got Bomber Back
"DAILY HERALD" REPORTER
A GERMAN bullet was lodged an inch from his heart. Another was in his shoulder. Yet Warrant Officer Meek, R C A F, carried on.
There was no one else to plot the bomber's course home from Germany.
Dead over his instruments lay the wireless operator. Unconscious, from a bullet wound to the face, was Pilot-Officer Baker, mid-upper gunner. And the rear gunner was so badly shot up that he couldn't use his gun.
One man dead, four others badly hit by a Nazi fighter's fire.
That was the situation when Flying-Officer Breckenridge, captain of the bomber "Y" Yoke, looked around.
His orders were to bomb the target. Nothing was going to stop him . . .
The fighters were moving in for the kill. Pilot-Officer Baker recovered. He must defend "Y Yoke". Somehow he dragged himself up to the rear turret.
Numbed with cold, biting his lips against the pains of his wounds, and gasping from lack of oxygen, he stayed there.
And fought off the attackers.
Skid Landing
At last they reached their base. The pilot, knowing the landing gear would not work, skidded the riddled bomber on its bomb doors on to the runway.
The story is told in the latest list of R A F awards issued last night.
The pilot who refused to turn back, Flying Officer Breckenridge, wins the D.F.C.
The gunner who crawled to man the guns, Pilot Officer Baker, also gets the D.F.C.
And the man with the bullet near his heart, Warrant Officer Meek, is awarded the Conspicuous Gallantry Medal (Flying).
Lancaster Lands on Bomb-door
After Berlin Flight
By Daily Mail Reporter
A BULLET-RIDDLED Lancaster with most of its crew wounded in a battle with a German fighter over Berlin last Monday night, landed at an R.A.F. station in south-east England on its bomb doors.
The under-carriage would not drop and the bomb doors were jammed open.
The oxygen and hydraulic systems, the engine room panel, the elevator and rudders, the rudder trimmers and the "intercomm" had all been damaged, and the petrol tank holed.
The Lancaster "Y for Yoke" was on its bombing run when a German fighter suddenly opened fire from close range.
The first burst killed the wireless operator, knocked both gunners unconscious, and riddled the bomber.
Four Attacks
The pilot, Flying Officer W. Breckenridge, a native of Glasgow, put the bomber into a dive, then levelling out a second time, carried on with his bombing run.
The bombs had scarcely left when the enemy fighter attacked again from the port side. This time the navigator, Warrant Officer J. Meek, of Vancouver, was badly wounded.
By evasive action Flying [missing word] Breckenridge shook off the [missing word/s] but it came in again [missing word/s] crashed in to the cockpit [missing word/s] the pilot's legs.
A fourth attack again [missing word/s] defenceless bomber [missing word/s]. The pilot dived again [missing word/s] shook [missing word/s]
[Photograph]
[inserted] PRIOR TO [missing word/s] OF JAN. 30-31. 44 [/inserted]
[inserted] [underlined] JIMMIE [/underlined] W.OP. [indecipherable] NAVIGATOR (CGM) [indecipherable] SKIPPER. (D.F.C.) [underlined] BUSH [/underlined] B. AIMER [underlined] STEVIE [/underlined ENGINEER JOE [indecipherable] [/inserted].
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
Aircrew and newspaper articles
Description
An account of the resource
Top left - newspaper cutting (London Gazette) with citation for Pilot Officer Baker and Warrant Officer Meek.
Top right - newspaper cutting - Lancaster lands on bomb door. Account of badly damage Lancaster with wounded crew returning from operation to Berlin.
Middle left - newspaper cutting - Bullet and inch off heart: got bomber back. Account of wounded navigator Warrant Officer Meek RCAF and gunner Pilot Officer Baker. Meek helped to get Lancaster home despite bullet in shoulder and inch from his heart. Mentions award DFC for pilot and gunner and CGM for navigator,
Bottom right - photograph of seven aircrew in a variety of flying gear standing in front of the rear fuselage of Lancaster ME584. Captioned 'Prior to [.....] flight of Jan 30-31.44, names of crew annotated but illegible'.
Temporal Coverage
Temporal characteristics of the resource.
1944-01-30
1944-01-31
Spatial Coverage
Spatial characteristics of the resource.
Germany
Germany--Berlin
Great Britain
Scotland--Glasgow
Canada
British Columbia--Vancouver
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 Canadian Air Force
Language
A language of the resource
eng
Type
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Text
Photograph
Format
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Three newspaper cuttings and on b/w photograph mounted on an album page
Identifier
An unambiguous reference to the resource within a given context
PBakerWB16040003
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
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IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Babs Nichols
air gunner
aircrew
bomb aimer
Conspicuous Gallantry Medal
Distinguished Flying Cross
flight engineer
Lancaster
navigator
pilot
wireless operator